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V8 Dakotas
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gen1dak
Dodge Dakota
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10/31/2006
17:49:05
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 Subject: RE: Need info on 91 5.2
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FORD had Interceptor engines, MORON, not Mopar.
So tell me genius, what exactly is the fuel you use in your engine?
And what is this about the 360? I'm not trying to make you believe it's better than the 318.
The only LA318's that EVER had higher flow heads from the factory were some made in the early 80's. They were made to try to help the choked-down 318 do a little better, the cop-car package. Wait, are these the "Interceptor" engines you're talking about? Looks like the MORON moniker fits (not because you're stupid, just because you insist on plowing forward in your own ignorance), because these were the only LA 318's to ever come from the factory with LA360 heads and intake. LMAO! Are we learning yet??!?!?!
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Powerwagon
Dodge Dakota
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10/31/2006
18:31:42
| RE: Need info on 91 5.2
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um sorry to but in but the kid does know what he is talking about. i have a 440 interceptor engine in my pickup. so how does any one really know. i want your intelligence on the 318 small block. im not going to argue with you but John does have a very good arguement. and interceptor is what they call the police engines so no he is not a moron. ford, chevy and dodge all have them. its not a one company thing. and just because you have been building engines since whenever doesnt mean your right. so cut the kid a break, because hes only sticking up for what he knows best. plus the heads on a 360 are not better for a 318. lowers cr and has the same airflow as most 318s do.
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Jon
Dodge Dakota
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10/31/2006
18:42:16
| RE: Need info on 91 5.2
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boy are you stubborn, and know those arent the packages im talking about. second im not going to sit here and argue about this over the internet.third, i like the way that powerwagon guy talks.you dont have to get rediculous about a simple subject. its mopar, meaning its all good. i just dont care for the 360, it just doesnt seem to fancy me. by
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gen1dak
Dodge Dakota
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10/31/2006
19:59:37
| RE: Need info on 91 5.2
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.... trust me ive ran down alot of 454 chevys and a 428 mustang....
And I'm being rediculous?
We're not talking about the 440 engine. The cop engines had nothing special done to them other than the induction swap. They were 360 pieces. The Interceptor reference on those engines was one loosely applied to these engines since they were mostly used in cop cars, but Ford officially used the name. Deal with it.
While the 302 castings were the last LA head evolution, and the best-flowing of the bunch for 318's, they still have limits.
The 360 has the same airflow as most 318's? You're both MORONS. Have a nice idiot life together. It is nice to see your girlfriend come to your rescue. And she allegedly has a 440, to your 318. Must be nice having a real man around., Jon, Jon?
The same airflow as most 318's do? So show me these other, special LA 318 heads. Got a link? The only 318 heads that flow like 360 heads are the Magnum 318 heads, because they're based on the 360 Magnum head, which has the same port size as the LA 360, all of which are huge compared to the LA 318. As for the CR being lowered with an LA 360 head on the LA 318, that's what head milling is for.
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Dean
Dodge Dakota
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11/02/2006
00:04:08
| RE: Need info on 91 5.2
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Everyone have a good all hollow's eve ? good good mine sucked had like 3 kids woooo hooo more candy for me...
Any whos, your not gonna beat a god in his own mind as he once told me. What Walt need's to learn is that there are ways to trick a motor into thinkin its much bigger then it really is. Just like you can trick people street racing when tellin them that the motor in that ole '66 dodge is out of the box stock (out of the box 572ci indi cyl head crate motor) but its stock from there I swear, scouts honor ;)See heres the thing Walt my boy these little trix come not from drag racing but from this little ole thing thats been around for years called stock car. you see in this type of racing they got this little thing whats that called again oh yeah a restictor plate thats says you can only flow this much air and then the guy buildin the motor say's oh yeah watch me! Heres how this works if air moving 50mph goes through a 1" hole it flows lets say 125 cfm but if you take air goin 300mph through a 3/4" hole what one will flow more air? Well Mr Walt the smaller hole with the faster air will move more cfm, givin thoes numbers ALOT!!!! more air, is it possible to actualy make thoes numbers prolly not with out forcin it. But were just putting it out there for an expamle.Now how is something like this made possible? Its a big word Walt ya ready I'll hold your hand and help ya sound it out ya ready VOOOO LAAAAA SOOOOOO TEEEEE!
Did ya get that, did you get that through your thick god like head yet.Heres a question for ya Walt have you ever heard of a thing called a Flow Bench let alone used one? Cuz I own one got it from daddy it was his i learned how to use it when I was 6 how bout you? Can you even tell me how many cfm your Dart or Demon or what ever the hell it is can you tell me how many cfm each port flows i'd like to know. Cuz every motor I build i can tell you what each port flows and how it flows not just numbers whats the air doin is it turning is it tumbleing is it tumbleing and turning at the same time whats it doin these all play a part in power. So whats your heads do Walt?
Dean
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gen1dak
Dodge Dakota
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11/02/2006
12:23:34
| RE: Need info on 91 5.2
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First of all, I'm not Walt.
Second, yeah, your example of higher speed air through the smaller hole will flow more air. Duh. That's true, as with everything else, to a point. Meaning, the further the examples are taken to extreme, the more likely to will run into other problems. At some point, you cannot take it any further. The higher the velocity, smaller the opening, the more difficult it is to change the dirction of the flow. You also run into turbulence and compressibility issues, which impede flow. Dodge engineers used the Ram Air principle in the 50's to boost cylinder-filling from a given intake design to improve power, particularly mid-range power with the Long-Ram intake. Similarly, in the cross-ram induction series. Velocity, as it were, was used to ram more mixture into the cylinders. They were actually able to exceed 100% volumetric efficiency within a specific rpm range depending on how the intake runners were tailored. 1950's. Nothing new there. Again, all the flow in the world is useless without the cam to use it. Engine performance can be manipulated by cam profiles. Reduced flow on the induction side, be it street, or restrictor-plate, can be compensated for, to a point, with lower peak lift and longer duration....keeping the valves open longer to allow more flow within the limits of what's available. Simply bolting on a set of hi-flow heads will only go so far without making other changes to take advantage of the newfound flow. You seem to be....confused......on multiple levels.
There's nothing god-like to it. It's basic physics and simple mechanics. The fact that you seem to see me as god-like is, well, almost flattering.
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