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Hey, I just got a 1982 Dodge D150 with a 318 in it and was wondering what cheap ways I can get more horsepower out of it. As far as I know, it's all stock. The only things that have been changed is that it was lifted 3", the 318 has been rebuilt, but it still looks stock. Also, glass packs have been added to the exhaust and it looks like the exhaust was modified to come out at about where the bed meets the cab. I'm in college and am looking for really cheap ways to modify it. I believe its rated at around 140 horses and I'd like to get it past 200. I have some mechanical experience but not a whole lot.
 

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The stock 318 wasn't called Clark Kent for nothing. It has huge potential, but ya gotta get dirty. By adding an Edelbrock Performer intake manifold and and a 600cfm carb, you'll snag about 25 horses. Headers and dual exhaust will net a few more hp, but until you get a better cam in there, that's about all you'll see. With the intake combo I mentioned, headers, and a very streetable cam upgrade, you will see a 100hp increase. Do a search for 3-8-Teen Dream. It details what I'm saying. Read it. They used Mopar's dual plane M1 for 318LA, but the Edelbrock and that model M1 are very similar. If you go Edelbrock, don't go nuts. You want the standard Performer intake, not the RPM, AirGap, or anything else. You can take the 318 to just over 400hp without much more effort and some hotter parts, but your goals are achievable with relatively low cost, and a good weekend investment of time. It'd also be a great time to replace the water pump and timing gear/chain since it's probably very slack. Use a double roller setup and you'll be set. Keep in mind that you should probably do a compression test, plan on a new fuel pump, and you'd be wise to replace your valve spring seals when you replace the valve springs (with the cam upgrade).
 

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Any idea on what would be the best carb? I'm looking at Summit racings SUM-M08600VS. Its pretty affordable, but will it fit and is it durable?
 

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By the way, I don't care at all about the gas mileage. Just as long as the engine is going to gain as much power as possible and still be durable. Definitely don't want to blow it
 

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An excellent choice. A well-tuned Holley-style carb is hard to beat. The key features there are the size, and the vacuum secondaries. I give the nod to the AFB/AVS style carbs sold by Edelbrock for goof-proof bolt-on and go use, but the Holleys have gained ground over the years as the aftermarket has made them easier to tune, and addressed certain design issues, so you could do a lot worse. That carb will definitely deliver the goods.
As for durability, Do Or Die Good Engine (DODGE) will take a helluva lot of punishment. You're not gonna break it unless you do something stupid.
 

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600cfm carb, 4barrel intake and a set of headers will wake it up a little but a cam and little head work is needed to get above 200hp here are a few builds, also look at "318 Junkyard Jewel" I built my somewhere between the 331hp and the Junkyard Jewel - Youtube "Custom D150 R/T"

318 Street Recipes - From High Performance Chrysler Engines (Best of Hot Rod Series)

Below, excerpted from an article that originally appeared in Hot Rod Magazine, are the dynamometer (dyno) results from a baseline test of a stock 318
engine, and the horsepower gains recorded after various modifications. These results will give you an idea what to expect if you decide to upgrade the 318 engine in your M-body.


  • 186 HP at 4000 RPM (Base Platform):
    • 318 non-roller 8:1 compression cop car short block
    • Production 318 cam with 240* adv. dur. .390"/.400" lift
    • Heads were the 4323302 casting (302s) high swirl mileage/emissions heads with the heart shaped chamber (9.0:1 compression installed)
    • 4BBL cast iron cop car intake manifold
    • Thermoquad carburetor
    • Stock exhaust manifolds
    • Factory stock (non lean burn) electronic ignition system
  • 217 HP at 4200 RPM:
    • Added a 360 2BBL cam (252* adv. dur. .410" lift)
    • Mopar Performance Electronic Ignition conversion kit
    • Cam and MP Electronic Ignition swap was good for a 31 HP increase.
  • 225 HP at 4500 RPM:
    • Added stock 1.88" intake/1.60" exhaust 360 heads with stock springs, retainers and keepers
    • Gave the heads a performance valve job
    • Head swap was only good for an 8 HP increase.
    • Power was weaker than the swirl head combo below 3500 RPM.
  • 251 HP at 5000 RPM:
    • Added Mopar Performance P4120249 valve springs to the 360 heads
    • Added Mopar Performance P4286669 cam (260* adv. dur. .430" lift)
    • Holley 0-3310 750CFM vacuum secondary carburetor
    • Edelbrock 2176 Performer aluminum intake manifold
    • Mopar Performance P4286437 headers (1 5/8" primary tubes with 3" collectors)
    • The above items added 26 HP.
  • 290 HP at 5250 RPM:
    • Ported and polished the heads
    • Upgraded heads to 2.02" intake and 1.60" exhaust valves
    • Added Mopar Performance P4452033 chrome-moly valve spring retainers with 8* keeper grooves
    • Mopar Performance P4120620 8* hardened valve stem locks
    • Added Mopar Performance P4286671cam (272* adv. dur. .455" lift)
    • Mopar P4120600 Gold Box competition ignition control unit
    • This combo added 39 HP
  • 331 HP at 5750 RPM:
    • Swapped the 360 heads for ported and polished 302 heads modified with 1.88" intake/1.60" exhaust valves
    • Mopar Performance P4120249 valve springs
    • This combo produced a 41 HP increase over the previous combination, netting 1.12 HP per cubic inch!
    • This combo also produced more power than all of the other combinations from the lowest RPM on up
Notes:

  • All tests were conducted on an engine dyno stand with an unrestricted exhaust system.
  • 4323302 casting heads (302s), 4343646 castings and similar castings are 1.78" intake/1.50" exhaust high swirl mileage/emissions heads that were used on all civilian duty M-bodies from late-1985 to 1989.
  • Actual cop car engine compression per the 1987 Factory Service Manual was 8.4:1 due to the open-chambered 360 heads. Compression for civilian model 318s with closed-chambered factory 302 heads was 9.0:1.
  • The base HP for civilian model 2BBL 318s was about 140, so expect HP numbers a bit less than the above baseline test if you add a 4BBL intake/carburetor and convert to electronic ignition.
  • Modifications usually work together to produce results. The 41 HP increase recorded in the last dyno test was achieved because the camshaft was much stouter than a production cam, and it was designed to take advantage of superior breathing heads. A similar increase should not be expected with the same heads and a stock cam.

Related Topic:


Sources:

  • High Performance Chrysler Engines (Best of Hot Rod Series - CarTech Books)
  • 318 Street Recipies by Marlan Davis
  • Chrysler Rear Wheel Drive Factory Service Manual
  • Standard Catalog of Chrysler - 1914-2000 - Edited by James T. Lenzke
 
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