AMC360 Build for imeh!

[Swath]

Saw this post, I would be interested in #67 and would like to talk about what it would cost.

I am always at least a year behind. However... I will be selling off #70 and #67 as soon as I get them built and broke in. I might dyno #67 just to see what it does and to learn some things (This 360 build for Loren is #69 in the lest below)

68. BE390Mess: Back from the machine shop. Block cleaned, Cam installed and degreed, Crank, rod, pistons assembled in block.
59. 401_1974_Javelin_: 401. Oiling to the distributor gear corrected. Short block assembled. Ready to sort out the timing cover and remote oil filter system. - change in direction, going to install the stock oil filter system.
65: MC390: ’70 390 AMX. Street/show build. Back from the Machine shop ready for the block cleaner.
55. MySC/360...360. Ready to be cleaned up for me to assemble.
69. Jeep360:At the Machine Shop..
70. SB360: Super Budget 360 with 343 pistons, Summit 8601 Cam, Edelbrock Performer. 600 Holley .
67. Weisco401 – Build to order. Ready to clean and assemble.
71. Ambo383stroker: Conversion from 343 to 383.

[wiley-moeracing]

but the smaller chamber heads will give you a little more compression with stock dished piston.

[SC/397]

you get a what,a .4 bump with the 50cc heads?

No. If you slap a pair of 91C's on a late 360, the compression ratio goes from 8.25 to 9.0 if memory serves me. There are 3 levels of 360/401 heads. 51cc, 58cc, 62cc. I will go through the calculations to make sure I am right on that.
10.04:1 = 1970 360 4barrel 51cc head, flat top piston
9.0:1 = 1970 360 2 barrel - same heads, dished pistons
8.5:1 = 1971 to about 1977 360 all. 58cc head & dished piston
8.25:1= all 360's after 1977. 62cc head & dished piston.
I am not exactly sure when they went to the 62cc head but I am pretty sure that the dish pistons are the same throughout the years.

[Ristow]

i've fed the info into compression calculators before. 58 to 50 cc comes up about .4 on the CR.

my point being there aint no full compression point to be had there,nor big power gains from that alone. better pistons with the big chambers are the way to go.

[SC/397]

i've fed the info into compression calculators before. 58 to 50 cc comes up about .4 on the CR.

my point being there aint no full compression point to be had there,nor big power gains from that alone. better pistons with the big chambers are the way to go.

Changing from the 62 cc head to the 50cc is significant and worth while in my book IF you all ready have the heads.

[Heavy_Metal_Thunder_81]

What is the volume on the later dish pistons at say .030" oversize?

[SC/397]

What is the volume on the later dish pistons at say .030" oversize?

The cast one I measured was 33cc. Wiseco has a forged one at 21cc.

[Woodchomper]

I've been running a set of 91c (51CC) heads on my Wag's 401 with cast pistons for quite a few years now and it has been a nice setup. One thing to note though is that the accessory holes drilled on the 91c heads are different from the late model heads (2 holes vs 3 holes). That means the trans kick-down and A/C compressor mounting on late model engines will require modification. I ran these heads because I had them and at the time I built the engine there were not as many options for forged pistons as there are now. One thing I've noticed about my head/piston combo is that I really do not have any issues with pinging and I run 87 Octane all the time. My friend running bridged heads and TRW forged pistons is always fighting ping issues. Of course, there are many other factors like cam, timing, etc. that could affect pinging but my setup does not ping.

[Heavy_Metal_Thunder_81]

Updates?

[SC/397]

The only update I have is that I was at the machine shop today and nothing has been started on it.
Meanwhile, I have to put (2) 390's and a 401 together in fornt of it anyway...

[Heavy_Metal_Thunder_81]

Cool! I really with I could run a 390 in my Jeep, it's one of my dreams haha but the cost and rarity of them plus the fact that a Th400 won't bolt to them due to the crank flange being different make it a lost cause...

[SC/397]

Cool! I really with I could run a 390 in my Jeep, it's one of my dreams haha but the cost and rarity of them plus the fact that a Th400 won't bolt to them due to the crank flange being different make it a lost cause...

Not a lost cause... you got me thinking. I have a early 390 block - don't know the condition but, I could put one of my 383 stroker 360 cranks in it and bore it .030" over and get back to 390 cid. 4.195 bore x 3.53 stroke. could be fun!

[SC/397]

Big chambers let you use a piston with less dish for better quench, and the valves have more room to flow.

Here are flow numbers for the various AMC cylinder heads that my Buddy Ken Parkman recorded.

http://theamcforum.com/forum/cylinder-head-flow-numbers-factory-aftermarket_topic159.html?SID=70640723845febzeb88816cb6d17a7725810185

[Heavy_Metal_Thunder_81]

What's your opinion on Edelbrock's aluminum cylinder heads other than the ungodly amount of money they want for them?

[Heavy_Metal_Thunder_81]

Not a lost cause... you got me thinking. I have a early 390 block - don't know the condition but, I could put one of my 383 stroker 360 crankes in it and bore it .030" over and get back to 390 cid. 4.195 bore x 3.53 stroke. could be fun!

What rods and pistons would you use for that? And you would lose the benefit of a forged crank, correct?