I'm adding a link to my blog and will post a link on my car classifieds site. Customer responsible for return shipping on core items. But, given the price differences and resale value between a car with the original drivetrain and a car without, it pays to know how to tell the difference. They are more of a stock replacement style piston, but will give you a little higher compression ratio than either of the cast piston choices for not too much more money. Here is how it was done. Almost 12% smaller than the 360, the 318 should get about 12% better mileage, all else being equal.
Though only equipped with a 2-bbl and a relatively low compression, the 360 was still able to turn out 255 horsepower gross rating in its first year of production. The Canadian plant in Windsor, Ontario, later that year, built a 303 cubic inch version, with a larger bore; both were made with a choice of two and four barrel carburetors. The 6-bbl 340s had beefier blocks with thicker main webs to go along with the forged crank and rods. The solid-fuel metering produces precise carburetion for good driveability with lean fuel-air mixtures. Intake valves had a port diameter of 1.
This is common so it should be among the first things you check. Be sure to check them out. I enjoyed reading the lens and agree with the tech stuff. When buying a set of pistons, you should always go with the smallest oversize possible. For the 1958 cars, the only Mound Road engine was the 318, rated at 225 hp and 330 pound-feet with a two-barrel carburetor, or 250 hp and 340 pound-feet with the four-barrel.
This engine was last produced for the 2003 pickup. It also was the engine of choice for police cruisers, such as the Dodge Diplomat and Plymouth Gran Fury. Get competitive or get out. It had 2bbl mechanical cam forged crank and 8. In 1970, Chrysler offered a special Six-Pack version of the 340 with triple 2-barrel carburetors rated at 290 hp 216 kW that was specific to and models.
The camshaft is designed to seat the valves smoothly to decrease the possibility of valve bounce and the stress it causes in valve stems. The engine was a stunning success — too much so in fact. If there is damage to the teeth, replace the reluctor. The Chrysler Magnum engines are a series of V6, V8, and V10 powerplants used in a number of motor vehicles, as well as in marine and industrial applications. The poly 318 was last used in Canadian production on the 1967 models. I did this on three different cars with Carter carburetors, and it worked each time.
In 1978, the 360 gained dual concentric throttle return springs in addition to a torsion throttle spring. The valvetrain was adjustable, and induction chores were handled by three Holley 2-bbls on an aluminum intake manifold. Either way, American-made 1967 cars and trucks had the new engine; Canadian vehicles waited for a year. The 1970 340-6 had the pushrod holes relocated. The mechanical cam was replaced with a hydraulic type, and the block was revised and strengthened also, basically making it suitable for use in fuel nitro drag racing.
Other car guys might already know this info, especially for chevys, but for me , it was almost biblical in a sense. Just a little playing around to get the right setting, and Voila! No change in mileage, either. Cast pistons were for Grandma cars and forged pistons were for everything else. In the hardening process, seats reached a temperature of 1700°F and were allowed to air-cool, hardening the valveseat surfaces to a depth of. The cylinder block remained basically the same.
The first would be on the top of the intake runner, under the valve cover. Second Generation Lean Burn debuts on both. For the 1968 model year, Chrysler put a hydraulic cam into the 273. It not fluff, good solid info here from a source that knows their stuff. Why are matching numbers important? The Canadian 1958 Dodge Custom Royal used the poly version of the 354, shared with the Canadian-built DeSoto Firedome and Chrysler Windsor. While it's true that forgings are the strongest, they are also the most expensive.