Leizurtime
Well-Known Member
So I've done much research on this, since my old 318 mill as good as she runs doesn't really produce the ponies I'd like her too. Anyways, I have learned it is possible to upgrade a vehicles powerplant provided you follow certain criteria. One of these criteria is that you must use an engine from your model year or newer. So, One could swap in say, a 440 from a 1978 Chrysler New Yorker, and this would be acceptable, provided all the emission equipment from the donor car is swapped into the new vehicle.
Another criteria is that you are allowed to swap in an engine which was offered in your vehicles line for that model year. I spoke with a BAR referee technician and he said "cubic inches isn't really a problem." Its the emission equipment that is important. Since the Volare was available with a 360 for 1977 and the emission equipment damn near identical, I have opted to upgrade to this option. Seeing as displacement isn't an issue, I was planning to stroke said 360 to a 408 and use a carb compliant camshaft.
So I have been sleuthing, milling over casting #'s, especially head casting #'s and seeing what people had to say. I discovered that as far as 360's go, people prefer 308 heads, a swirl port open chamber design. I found that these were readily available in 89-91 250 series Vans and Trucks. Well, whats my luck but there be an 89 B250 at my local pic a part. So I run down there hoping to find a 360 but instead, it turns out to be a 318. So I pull a valve cover to see what the heads are and they were 302 castings! Something I have been searching for a long time before I wanted to do the engine swap.
I found myself torn. Should I keep my original mill and work with these highly efficient 302s, maybe build a 390 stroker instead? Or, shrug em off and wait for an 89-91 D250, B250 360 to pop up. There are many out there in SoCal, as you can imagine. Nonetheless, having read so much about the 302s I began to pull off one of the heads. I wound up running out of time, the yard closed and I had to leave, but I'm still debating on running back tomorrow to get those heads. Anyone able to offer advice on which route they'd might go? Keep in mind, I'm looking for more power, but I need to maintain emissions, this isn't an all out race car. Its a daily driver, I won't be going above 9:1 compression and using a mild carb compliant cam. Probably even keep a stock 2 barrell, since thats all they offered for either 318 or 360 in my year. There was a 4bbl on the 360 in 1978 but it was lean burned as far as I know. Any advice much appreciated.
Another criteria is that you are allowed to swap in an engine which was offered in your vehicles line for that model year. I spoke with a BAR referee technician and he said "cubic inches isn't really a problem." Its the emission equipment that is important. Since the Volare was available with a 360 for 1977 and the emission equipment damn near identical, I have opted to upgrade to this option. Seeing as displacement isn't an issue, I was planning to stroke said 360 to a 408 and use a carb compliant camshaft.
So I have been sleuthing, milling over casting #'s, especially head casting #'s and seeing what people had to say. I discovered that as far as 360's go, people prefer 308 heads, a swirl port open chamber design. I found that these were readily available in 89-91 250 series Vans and Trucks. Well, whats my luck but there be an 89 B250 at my local pic a part. So I run down there hoping to find a 360 but instead, it turns out to be a 318. So I pull a valve cover to see what the heads are and they were 302 castings! Something I have been searching for a long time before I wanted to do the engine swap.
I found myself torn. Should I keep my original mill and work with these highly efficient 302s, maybe build a 390 stroker instead? Or, shrug em off and wait for an 89-91 D250, B250 360 to pop up. There are many out there in SoCal, as you can imagine. Nonetheless, having read so much about the 302s I began to pull off one of the heads. I wound up running out of time, the yard closed and I had to leave, but I'm still debating on running back tomorrow to get those heads. Anyone able to offer advice on which route they'd might go? Keep in mind, I'm looking for more power, but I need to maintain emissions, this isn't an all out race car. Its a daily driver, I won't be going above 9:1 compression and using a mild carb compliant cam. Probably even keep a stock 2 barrell, since thats all they offered for either 318 or 360 in my year. There was a 4bbl on the 360 in 1978 but it was lean burned as far as I know. Any advice much appreciated.
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