RE: IML: More Power from EFI 318 or Big Block Swap ?

[Mrfixit1962@xxxxxxxxxxx]

Rob, thanks for the reply,

I am kinda set on the big block with the idea that after the conversion is done it will look stock to the average joe. I want to keep the AC and other options and ever use a stock air cleaner and Chrysler blue paint on the stock 400 valve covers. I have been told that a truck set of exhaust manifolds will fit keeping the sleeper idea and I would duals back with some very quite mufflers, of course there would be a set of electric cut outs hidden so I could run wide open at the track. Most people today seem not to know the difference beween a big block from a small block and I could leave the hood up and no one would be the wiser ;). Most of what I am doing is old school tricks that most have forgotten about. I have built several trucks and hot rods over the years and have done everything from drop a eldo 455 front wheel drive in to a VW bug, to installing 350 chevys in MGBs and Porsche 914. As for Chrysler products I have been driving them long before they became cool again with my first car a 1964 Valiant stationwagon and I have lost track of all the Mopars I have owned in the last 27 years.

Keep the comments coming

Thanks

Kyle

 

1981 Chrysler Imperial 34,400 miles

2002 Chrysler Town & Country Limited 103,000 miles

2001 Dodge 3500 Quad Cab 4X4 Cummins, 5 speed

22 mpg, 477 RWHP @ 1063 lb feet of torque, 178,000 miles 

 

 

> -------------- Original message -------------- 
>
> > Kyle, 
> > 
> > The Chrysler big blocks ended in '78 in everything, the J-bodies came out in 
> > 80. They never had a (factory) chance. 
> > 
> > Yes 400's & 440's have been stuffed into J-bodies. It's a little more 
> > common in their F-body ancestors. Years ago Mopar Action covered the swap 
> > in a J-body Cordoba. They also had an article on a 440+6 in an M-body 
> > wagon. They articles might be available on their archives. 
> > 
> > For the Cordoba article, B-body headers were used, and the rag joint needed 
> > to be modified. Flaming River offers a piece that has similar function to 
> > the rag joint but it is much narrower in diameter than the rag, plus it is 
> > more secure. I don't remember what they used for motor mounts but today you 
> > can call Schumacher Creative Services for conversion motor mounts. I 
> > believe there are some F-M-J-Body sites out there that cover the swap. 
> > 
> > Another option that was mentioned was the 360 swap. Reading your original 
> > note, I would suggest taking that a step further with a stroker crank to get 
> > in the neighborhood of 406 inches in a motor that will weigh around the same 
> > as the 318 in there now. If you really want to do this, I would recommend 
> > shelving the original 318 EFI, motor, etc. incase you ever wanted to go back 
> > to stock. 
> > 
> > If you want fuel injection go with an aftermarket unit like one from 
> > Edelbrock. Putting the original EFI air cleaner lid back on top would be a 
> > nice touch... 
> > 
> > Yet another option would be to get a wrecked late model 2WD Dakota with a 
> > 360 and scavenge the drive train, fuel injection system, etc. A '99-01 R/T 
> > would be the ideal one to use. You would get an overdrive transmission in 
> > the deal, and a limited slip 3.92 9 1/4" rear. The axle w
> ould be the wrong 
> > wheel bolt pattern (not sure on the width), but I believe an M-body 9 1/4 
> > was produced that you could swap in. There is a strong aftermarket for the 
> > Magnum fuel injected motors from the Dakota & Ram. You could combine this 
> > with the stroker kit above and in theory make the same horsepower that the 
> > big block stroker combo would. That would keep some modern performance and 
> > some civility to your sleeper Imperial plan. 
> > 
> > If your Imperial is a clean, running, 33K mile car, I would have a tough 
> > time pulling the motor out. Don't get me wrong, I'm all about modified 
> > cars, and have a stable full to prove it. 
> > 
> > Comparing a modern turbo diesel truck to an early 80's luxury cruiser really 
> > isn't a fair comparison. The early 80's weren't a particularly happy time 
> > when it came to performance cars. Things were different by mid decade. The 
> > EFI system in your Imp is the grandfather to what the later 
> Chrysler 
> > products use. As someone else mentioned, it was a very small production and 
> > most were retrofitted with carbs by dealers. Ma Mopar got a better handle 
> > on it with the turbo 2.2 cars starting in '84, but that 318 EFI system was 
> > pretty revolutionary in its day. It's just that day didn't include 300 
> > horsepower out of it. 
> > 
> > Since this is on the edge of Imperial content, if anyone wants to continue 
> > it, I'm willing to carry on over in the Salon. It's been pretty empty in 
> > there ever since I signed on. 
> > 
> > Rob McCall 
> > '67 LeBaron, no rear A/C (I think I'll be keeping it around for a little 
> > while longer) 
> > 
> > And a few hot rods too. 
> > 
> > 
> > 
> > 
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