Conference napalm::musclecars

    I'd be interested in getting some dialogue going around
    small block "A" Mopar engines. Anybody out there got
    experience in building a bow-tie killer? 
    
    JC

    Bowtie killer ?! Are we talkin' a small bowtie or a big bowtie ? This
    can make a difference in the cubic dollars.
    
    Stan

    
    Isn't that an "oxymoron". That is, a self contradicting statment. Kinda
    like "Military Intellengence", "honest politician" or "best Ford"
    etc...
    
    Many :) ...
    
    db

    I don't imagine an "A" engine done up to do battle with a big "bowtie"
    would be very streetable. So, let's assume we're only going to kill
    small block Chevs and Fords. 
    Here's the starting point:
    1971 A motor.
    4 speed
    8 3/4 rear.
    2800 lb. car.(max)
    
    JC
    
    
    

    
    What little I know of the "A" motors points to use of a 340 or
    318.  The 340 because it's a massively oversquare design (bore >
    stroke) and loves to wind the tach like a clock.  
    
    The 318 (post `66) has a steel crank and forged rods.  Pretty beefy
    motor - I had a friend with a 318 Barracuda with 340 heads.  The
    combination of the bottom end 318 strength and 340 head flow made for
    a nearly indestructible and potent package.  
    
    318's are also abundant - FWIW.
    
    Tom
     

 
Several  years back, I raced a 70' 340 duster.  The duster isn't important
but the 340 in it was equal to the challenge of racing Camaro's with 350s. 
 We went to various dirt circle tracks and did very good.  

Some items of interest on a stock 340 from that year: 

10.5 compression
2.02 intake valves
forged crank
double roller timing chain
're: note 23.5' oversquare bore/stroke
windage tray (Has this ever been on a stock Ford or Chevy small block?)
Dual point ignition (I did upgrade this to electronic)
Thermoquad (plastic body keeps fuel cooler) 4 bbl carb.

Although it has two bolt mains, I never had a problem with the bottom end
in two summers of racing.

The "A" motor's only shortcoming is the exhaust ports. However, If you get 
real radical with cam lift and duration you can swap in after market heads or 
if real lucky find a set of heads from the factory trans-am effort (offset 
rocker arms). I had one of these motors but never had the chance to use it.
 
The first year my 340 motor ran perfectly.  The only problem that I had was 
finding good  spark plugs to race with. Before the first race, I put in new
plugs and after a race or two put in the ones that were in the motor when
I got it.  They were Valley Forge brand which I never heard of. But they
never misfired and I ran them the complete season. I had five 1sts, one 2nd, 
and two 3rd place finishes with the car.  

I got carried away the second year and swapped in 273 solid lifters
and rocker arms. I broke a rocker arm after about 6 races or so.  Damage was
done to the motor but I planned on rebuilding the engine over the winter. 
I also did some experimenting with a 360, but put a connecting rod through 
the oil pan.  I don't think a stock 360 can hold up to racing but feel very
good about the 340. 

So, if you want a really good "A" engine find a 340 from 1970 vintage car.
Who would have thought a lowly Duster would have such a hot motor!


Ed
 

    Re Windage trays on small block Chevies. The '87 Corvette engine that
    I've got came stock with a windage tray. I don't know how far back that
    tradition goes though. :-)
    
    Harry
    

    At least as far back as the late '60s LT1 engines.

  Did all post 66 "318" engines come with the steel crank and forged rods ?

  My son is trying to decide whether to go with a "318" bored .060, 360-Z heads,
  LD340 intake, edelbrock 600 CFM, and proper "purple shaft" cam or build the
  "360" bored .030 with the other goodies mentioned. Any comments and suggestions
  are welcome. This engine is for a 70 Challenger and will hook up to a A-904
  connected to a 8 3/4 posi with either 3.55 or 3.90 gears. His intent is to have
  a nice "street" machine but an occasional blast thru the lights is in the
  future.


 Mike D.
 440's are forever

     Well, for one thing I think the 904 tranny will be short-lived with
    either combo.
    
                                          Rich

  Rich,
   
   How about an A-904 with the drum/stator combination from the A999 (?) used

   in police cars.


Mike D.

    Several months ago, one of the Mopar mags, High Performance Mopar, I think,
    had several articles on building bullet proof A904's. They hold up well
    apparently with minor mods behind some pretty tough small blocks.
    

    One of the nut mags did a story on building up a 318 a few years ago.
    Basically, they swapped all the internals for 360 parts. The article
    pointed out that it would be much better to just start with the 360!
    There's no replacement for displacement. :-)
    
    Harry
    

         Well, when I swapped a basically stock 340 in place of a 318
    in the '73 Challenger I used to have, the 904 tranny died a few
    thousand miles later (no 1st gear).I'm quite sure the extra HP is what
    caused its demise.
    
                                            Rich

   re: .12


    From the Mopar chassis book it shows that the 999 transmission has 5 discs

    instead of the normal 4 in the A-904. The guy that is going to build the

    engine is using one of these setups hooked to his 340 that pushes approx

    410 hp with no problem. Didn't know if anyone has had any experience with

    this tranny. Looks like I need to get the Mopar chassis book.

    

    I also agree that there is nothing like displacement and son has decided

    to go with the built "360". Should get started on engine in about 2 weeks

    will keep the group informed.


Mike

    
    A couple of weeks ago I rented a '94 Dodge Ram 350 LWB Van
    (Bachelor party and all that jazz...)  Well, this thing was equipped
    with the 360 Magnum and AOD trans, and flat *HONKED*
    The 360 had ample bottom end, and really pulled clean through the RPM
    range.  With two passengers aboard, this Dodge humiliated a later
    model Supra turbo (automatic)  Yes, I admit my suprise, and perhaps the
    Supra driver didn't really get on it -- but we were glued to his tail
    until he relinquished the speed lane.  The guys went nuts!
    
    In bright white paint, this van felt like the world's fastest
    frigidaire!
    
    There are rumors of a 360 Magnum Dakota.  That combo would really run!
    
    Tom
                                         

 >                     <<< Note 23.16 by AKOCOA::TFISHER >>>
 >                          -< Late model 360 Magnum >-

  Sure Tom, Was the race before the party or after ? ;~)


Ross  
 

    Twas at the Dodge dealer the other day looking at the new Dakotas
    and the salesman told me they lowered the HP on the 5.2 and increased
    the torque. He's heard nothing about a 360 Magnum in the Dakotas.
    They've done some neat things to it though. It now has 4 wheel ABS,
    driver side air bag, you can get the overhead console with the
    thermometer/compass and the Infinity with CD player.

    `bout time.

    
    Rumor has it Chrysler is contemplating a 360 powered Dakota to
    compete with Ford's F-150 Lightning.  Given that Chevy is out of the
    hot truck business (no more SS 454, Typhoon, Syclone) you'd think
    that the market for such a truck would be rather thin.
    
    Regardless, that 360 van was quick!
    
    Tom	

     I have a 5.2L '93 Dakota 2wd, 3.55 posi,towing pkg. It's an
    extended cab so I have a 200+lb weight disadvantage. The tranny is a 
    bit sloppy when u get on it in terms of the shifts being real crisp.
     There's "plenty" of room in the engine compartment, only area that's
    tight is around the starter. Looks like there's extra motor mounts on
    the frame further outward from the 5.2L.
    
     It runs real well, gets moving above 3000 rpm. Tires are a bit weak
    for real handling. No problems after 5K miles. 16 mpg around town a
    bit over 20 on the hwy, 13 if u get into it around town.
    
     JR