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Old 10-01-2012, 03:14 PM   #1
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Turbo my 1972 Dodge Dart.

This is my plan, and this is all once I get my Miata done. But I have started gathering a few things.

So the list of the car now is as follows:
-318ci (5.2L) .040 over coming out to 324
-Forged crank, 340 forged rods, Keith Black 167 flat top pistons, zero deck height.
-untouched 318 open chamber heads (I have a set of 360 heads that I will use)
-Mopar Performance Purple cam, dual plane intake, 650cfm 4 barrel carb, MSD billet distributor, MSD wires, MSD 6AL ignition box.
-727 auto with a shift kit, 3.55:1 Sure Grip. No tubs, running a 15x8 wheel.

This combo made 415 hp @ 6300 on an engine dyno, not to the tires.

This is what I have gathered so far:
-304 SS header flanges, 833 4 speed (and all the goodies to do the auto to manual conversion)
I guess that is it...

What I want to do:
I am going to keep the small block that's in it now, maybe go with a forged stock replacement piston (stock pistons were dished for lower compression) drop in my 4 speed, SFI bellhousing, clutch to handle the boost, do a mini tub to fit at least a 15x10 in the back, 4.10:1 gear. I want to build the headers in a symmetrical fashion, think Tim's KLDE turbo headers. Then run a crossover pipe into a single turbo, not sure exactly on the size yet. This is where I start thinking too much, do I want to stick with the ignition setup I have now and get an MSD boost box (or whatever its called) or go MS? Because if I went with the MegaSquirt to control ignition, why not go fuel injected? I just love boost, I love the sound of boosted v8s.

Anyways, just wanted to throw my idea out there, once I get my Miata done I am going to start work on this beast. If it makes 600 I will be really happy, if it makes 500 I will be happy. Because then I would go out and troll on every little turbo Honda, and all the other crap running around these parts. Because it will be made to hook up out of the hole. Something I am afraid to do with my Miata lol
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Old 10-01-2012, 03:20 PM   #2
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LMK when its ready..My buddy JT is buiding something similar, that weighs 1600lbs and tube chassis
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Old 10-01-2012, 03:35 PM   #3
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1600lbs?! Holy crap. Mine is staying a leaf spring unibody car lol. Mine is 32xxlbs wet, but there are some things that can be removed. Damn this forum for making me addicted to boost and boosting things!
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Old 10-01-2012, 03:58 PM   #4
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I was going to ask how you planned on handling boost with a vacuum operated carburetor and distributor EFI will be MUCH easier to tune.

I looked into doing EFI on my big block 73 F250 at one point. The easiest/cheapest way to go is to find a TBI throttle body form a 454 equipped Chevy truck and then run Megasquirt. The 454 TBI body should fit on a carburetor manifold, depending on what you have. A locked distributor can get you cam signal or you can go Ford EDIS on the crank. It's all pretty rudimentary, but you get the idea.

IDK if Holly makes it for the Dodge, but the ProJection hardware is pretty ****, provided you use something other than Holleys ECU. Again, megasquirt.

In for win and insanity!
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Old 10-01-2012, 04:16 PM   #5
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My question is why stick with the 318? Plenty of 360 LA Blocks in yards all over the place, and it's super easy to stroke them out to 406 inches for starters...


As EO2K points out, EFI would be a much better solution. Might I recommend picking up a Magnum 360 from a 5.9ZJ Grand Cherokee or a 1500 Dodge pickup to start with? Same deal as the LA motors (but different engine family, so parts != interchange...) forged stroker modules are super cheap, already comes with roller cam, and MOPAR sells some great flowing heads available at dealership...
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Old 10-01-2012, 05:04 PM   #6
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I have already had and experienced one 360, it ended with a rod through the pan. I am sticking with my 318 for a few reasons, there is already a lot of time and money in the block and rotating assembly, of course it will be rebalanced with the new pistons, flywheel and clutch. It has ACL bearings, the entire block has been deburred and smoothed inside and out, the inside has been coated with Glyptal. It has about 10,000 miles on it. And I like to whoop on people with a smaller motor, the same reason I kept my 1.6 in my Miata. Sure there is always going to be something faster, but it is just more rewarding to me to say, "yeah, its a 318."

I plan on using my 360 Magnum heads because they are a closed chamber head. Match those with a Mopar Magnum single plane intake, weld in some injector bungs for some MPI action, buy DIYAutotunes new throttle body and profit. I dont want to go with a stroker kit, the only reason I would build a stroker motor would be to run it at 13.5:1 CR and have some gnarly NA motor. This is something that is going to be very drivable and make decent HP. Nothing too crazy, Im not shooting for 8-900 hp. And I would much rather build a 340 than a 360 any day, I just never really have been a fan of the 360 for some reason. I picked up a 340 earlier this year, but I am not going to use that. It came with a 70 Duster I picked up. Its all numbers matching Plum Crazy Purple with a 4 speed and 8 3/4". But the previous owner was an idiot. I got the car, engine, transmission for $1800. The car, as it sits now, has a 225/904 and rattle canned black.

I like Mopars, this is the list of some of the ones we own. First two are mine personally.
1972 Dart
1970 Duster
1970 Challenger
1967 Coronet (my grandpa bought new, one owner)
1971 Dart street stock
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Old 10-01-2012, 07:20 PM   #7
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Four barrel 4150 throttle body - 1215 CFM DIYAutoTune.com

Quote:
Originally Posted by DIYAutoTune



Billet aluminum throttle body bolts to 4150 type square bore carburetor flange. This one has a progressive linkage and flows 1215 CFM. This one uses a standard GM TPS and stepper IAC valve, both of which are included in the package, as well as a gasket. Black anodized finish with the DIYAutoTune.com logo engraved on the front plate. This unit measures just under 2" tall for clearance with low hood lines, and the other dimensions are designed to accept standard 4150-type throttle linkages.

Made in the USA.
HOLY JESUS!

I really really really really really really really really hope they make one of these in other sizes:

Holley 2300 2v pattern - 200/300CFM
Holley 41x0 4v pattern - 400/500CFM
Holley 41x0 4v pattern - 600-700CFM

This would seriously change the game for a couple of my current projects. I'd seriously stab someones mother for the 2300 pattern one. 2" is seriously short too. As a TB you wouldn't be restricted by the horizontal plane mounting either. No more goofy *** 90 turn intakes for I6 and I4 applications would be a serious plus.



Make all that goofy carburetor stuff go away...
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Old 10-01-2012, 07:25 PM   #8
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That is what I was talking about, plus its pruddy looking. I am sure if they have enough demand for other flange sizes they would make one. It might be worth sending them an email just to see if there is a demand or not.
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Old 10-01-2012, 09:20 PM   #9
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need more blow-thru carbs bro
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Old 10-01-2012, 10:10 PM   #10
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You could always get one of those Paxton style carburetor boxes...

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Old 10-02-2012, 12:36 AM   #11
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Get you a 360, dump the 318. Cool stuff in any case.
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Old 10-02-2012, 09:41 AM   #12
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Quote:
Originally Posted by RyanRaduechel View Post
I am sticking with my 318 for a few reasons, there is already a lot of time and money in the block and rotating assembly, of course it will be rebalanced with the new pistons, flywheel and clutch. It has ACL bearings, the entire block has been deburred and smoothed inside and out, the inside has been coated with Glyptal.

I plan on using my 360 Magnum heads because they are a closed chamber head. Match those with a Mopar Magnum single plane intake, weld in some injector bungs for some MPI action, buy DIYAutotunes new throttle body and profit.
ZING!! Sounds like you've got a pretty solid plan! Carry on, Sir. Just make sure you post a build thread on here... Somewhere...

Quote:
Originally Posted by EO2K View Post
This would seriously change the game for a couple of my current projects. I'd seriously stab someones mother for the 2300 pattern one. 2" is seriously short too. As a TB you wouldn't be restricted by the horizontal plane mounting either. No more goofy *** 90 turn intakes for I6 and I4 applications would be a serious plus.
2300 as in, Ford 2.3L or am I missing something?

Last edited by elesjuan; 10-02-2012 at 10:02 AM.
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Old 10-02-2012, 12:52 PM   #13
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Quote:
Originally Posted by elesjuan View Post
ZING!! Sounds like you've got a pretty solid plan! Carry on, Sir. Just make sure you post a build thread on here... Somewhere...



2300 as in, Ford 2.3L or am I missing something?
Thanks! He means the 2300 series of Holley carbs, they are a 2 barrel. Just like the one bolted onto that supercharger.
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Old 10-02-2012, 02:27 PM   #14
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Wow. So this is what some of my domestic friends must feel like when we're rambling on about modern 4 bangers, efi tuning, etc.

Its like you guys are speaking a whole new language: v8's, carburators, 'murican engine size measurements....I am clueless.
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Old 10-02-2012, 02:39 PM   #15
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Quote:
Originally Posted by RyanRaduechel View Post
Thanks! He means the 2300 series of Holley carbs, they are a 2 barrel. Just like the one bolted onto that supercharger.
You got it. Holley 2300 2v or Autolite 2100/2150 2v use the same bolt pattern. I think Rochester and Carter also made carbs on that flange. Lots and lots of 50's through 70's applications use that pattern, everything from Jeeps to Mustangs to big trucks.

I still absolutely love the pre-emissions Autolite 4100/2100 series carburetors, I just wish there were more parts available for them. I'd still trade a new Holley or Edelbrock for another solid Autolite 4100 any day.
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Old 10-02-2012, 02:43 PM   #16
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Quote:
Originally Posted by 18psi View Post
Wow. So this is what some of my domestic friends must feel like when we're rambling on about modern 4 bangers, efi tuning, etc.

Its like you guys are speaking a whole new language: v8's, carburators, 'murican engine size measurements....I am clueless.
It's blending the 2 sets of technology that will really cook your noodle. You should have seen the old carburetor foggies **** themselves when I put a wideband on my truck to get the carb dialed in.

Timing advance? Vlad, let me introduce you to the Sun Distributor Machine


Though I will say I have ZERO patience for Kettering breaker points, **** those things. My 2 Fords are running custom curved DurasparkII distributors and either GM 4-pin HEI modules or MSD 6A ignition boxes.
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Old 10-02-2012, 02:56 PM   #17
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Gotchya! I know less than nothing about carburetors.

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Old 10-02-2012, 03:02 PM   #18
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Quote:
Originally Posted by EO2K View Post
Timing advance? Vlad, let me introduce you to the Sun Distributor Machine
mind - blown.

lol
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Old 10-02-2012, 03:29 PM   #19
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Looking at material to build the headers, I think I am going to go with 1.50 schedule 10 304 SS. Just need to figure out how to make the tubing fit into the stupid port shape of inner two exhaust ports on the small block. I plan on mounting the turbo up by the right front head light, I really want to drill a 3 inch hole and another smaller hole next to it through the inner fender and through the fender and run the downpipe and EWG pipe straight out the side. It would sound delicious, maybe run an electric cutout so it can be quieted if needed. I am getting antsy, I want to get my Miata done so I can start on this beast. I wonder if I went MegaSquirt, if I could do a LS coil setup and still be able to drive all 8 injectors?

Placement like this, only with a much larger turbo. I would have to relocate the alternator, but that, I don't care about.
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Last edited by RyanRaduechel; 10-02-2012 at 03:44 PM.
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Old 10-02-2012, 07:49 PM   #20
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I was trying to get my buddy to let it idle in gear, but he couldn't figure it out lol and I got annoyed. So here is a shorty video.

I am retarded and cannot get the video to work.... someone help plz


Last edited by RyanRaduechel; 10-02-2012 at 11:25 PM.
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