Your donations help keep this valuable resource free and growing. Thank you.
|
Looking for 360 Build Ideas |
Post Reply | Page <1234 7> |
Author | |
Trader
AMC Addicted Joined: May/15/2018 Location: Ontario Status: Offline Points: 6762 |
Post Options
Thanks(0)
|
343 pistons in a 360 will be about 10.7 SCR. Too much for 91 octane fuel.
Have to keep the SCR 9.5:1 or lower and DCR 7:1 to 8:1 for pump gas in our engines assuming they are adding ethanol to your fuel. The DCR can go on the high side if the quench is kept tight. The more you go off the 0.045" QH the more likely you will run into detonation issues. Not by any means a golden rule. I know someone running a Gremlin with a stock 343, Edelbrock 650 AVS on 87 fuel, timing set at 4 degrees advance and he has no detonation issues. Stock 343 has 0.060" QH and 10.2:1 SCR. Go figure?
|
|
Sonic Silver
Supporter of TheAMCForum Joined: Nov/23/2011 Location: East Tennessee Status: Offline Points: 7903 |
Post Options
Thanks(0)
|
|
|
Sonic Silver
Supporter of TheAMCForum Joined: Nov/23/2011 Location: East Tennessee Status: Offline Points: 7903 |
Post Options
Thanks(0)
|
|
|
jcisworthy
AMC Addicted Joined: Jul/23/2009 Location: North Carolina Status: Offline Points: 2805 |
Post Options
Thanks(0)
|
Here is a 9.1 CR .030 over 360, 650 Edelbrock carb, air gap out of the box, street ported iron heads, small cam
|
|
Specializing in dyno services, engine building, and cylinder head porting
rbjracing.com Phone Number 518-915-3203 |
|
jcisworthy
AMC Addicted Joined: Jul/23/2009 Location: North Carolina Status: Offline Points: 2805 |
Post Options
Thanks(0)
|
Bridge rockers on that one
|
|
Specializing in dyno services, engine building, and cylinder head porting
rbjracing.com Phone Number 518-915-3203 |
|
CamJam
Moderator Group Joined: Jan/04/2014 Location: Arizona Status: Online Points: 6479 |
Post Options
Thanks(0)
|
Impressive numbers for what would seem to be a mild build. I'm guessing that the porting makes all the difference?
I'm wondering with a 10.5:1 CR if I'd get by with 91 octane here at 3,400 feet and switch to 93 when I go to lower elevations. Maybe I'm overthinking the need for higher compression if you got those numbers with 9.1 CR. Maybe just a similar setup to jcisworthy's but with Edelbrock heads would get me there?
Edited by CamJam - Aug/07/2022 at 11:56am |
|
'73 Javelin 360 (current project)
'72 Baja Bronze Javelin SST '69 Big Bad Orange AMX (2018 Teague Heritage Award) SOLD |
|
Sonic Silver
Supporter of TheAMCForum Joined: Nov/23/2011 Location: East Tennessee Status: Offline Points: 7903 |
Post Options
Thanks(0)
|
|
|
CamJam
Moderator Group Joined: Jan/04/2014 Location: Arizona Status: Online Points: 6479 |
Post Options
Thanks(0)
|
Thanks for that, Alex. I always enjoy Rick's threads.
Edited by CamJam - Aug/07/2022 at 11:57am |
|
'73 Javelin 360 (current project)
'72 Baja Bronze Javelin SST '69 Big Bad Orange AMX (2018 Teague Heritage Award) SOLD |
|
PROSTOCKTOM
Supporter of TheAMCForum Joined: Jun/20/2010 Location: Indiana Status: Offline Points: 2427 |
Post Options
Thanks(0)
|
If you went with a power adder the increase in torque would allow you to run a tall gear and not have to use an overdrive transmission. Then your power would just be a bolt on. Should you decide later to return it back to stock you have a mellow engine left.
Tom
|
|
Molnar Technologies Full Service Dealer - Crankshafts & Connecting Rods
1969 AMC Rambler Rouge Race Car 1974 AMC Hornet Hatchback, Wally Booth Outlaw Nostalgic Pro Stock Race Car Project |
|
Trader
AMC Addicted Joined: May/15/2018 Location: Ontario Status: Offline Points: 6762 |
Post Options
Thanks(0)
|
Your likely looking in the wrong place for HP.
1 point of SCR is approximately 3% to 4% HP gain at 100% VE. HP = 0.257 x CFM x number of cylinders, again approximately, at 100% VE. You will get more HP with VE then you can gain with SCR. Our older engines are typically 80% stock, 85%+ modified and up to 110% VE on a fully ported built race engine. HP is in head flow. Thermal efficiency is in SCR. The best combine these into a working package. As Rick did with the Jeep build. I could take the time to calculate that engines head flow if I knew the camshaft used, but can tell you now it's heads were ported to no less then 250 CFM. I did say general guidelines for SCR & DCR. |
|
Post Reply | Page <1234 7> |
Tweet
|
Forum Jump | Forum Permissions You cannot post new topics in this forum You cannot reply to topics in this forum You cannot delete your posts in this forum You cannot edit your posts in this forum You cannot create polls in this forum You cannot vote in polls in this forum |