JUNKYARD DODGE MAGNUM 360 MODS PT 2 (FULL DYNO RESULTS ON HEADERS & NITROUS) 

LOL small block chevy stuff has had enough love to last 1000 years!

@@Joshcheyka I rekon

Agreed! Not enough aftermarket love for the small block Mopar.

Because its so dam expensive.. can rebuild 2 SBC's for the price of a SBM... at least 4 years ago when I priced my 318 rebuild

@@crazyasspotter Yeah that mopar tax is a B***h

I agree 100%

He is like a ghost, I never even knew he had responded, but not surprised in the least bit, this podcast has more viewer interaction then anything else I have seen👊🏻🇺🇲

It is ridiculously small and you can't make any real power without changing it. Mine noses over so hard at 5,000rpm it feels like I am dragging an anchor.

2.25” Y pipe to 3” exhaust seems totally pointless lol. That Y pipe I can almost guarantee is choking a 360 CID V8 unless it literally has no cam and junk heads.

Just realized you also said “cast iron manifolds”. So yes, you are indeed down on exhaust flow anyway well before you get to the 2.25” Y anyway so the Y pipe isn’t actually an issue right now; first problem is the manifolds. If you were to go to a long tube header then the y pipe would be your restriction at that point. Depending on your cam profile/compression and specs of your EQ heads, I’d venture to bet you’d pick up no less than 30 HP right now by throwing on a set of longtubes and going to either a full 3” Y pipe/exhaust or better yet 2.5”-3” dual system from the headers back. If it’s a high compression motor with a lot of cam, more like 50 HP from those aforementioned exhaust improvements. Just saying 😀

Here's the part that you failed to recognize here. The 1994-2001 magnum manifolds have smaller port's and a 1⅞" discharge with 2" Y-pipe into a 2¼" exhaust. Testing over the past 20 years in my 1993 D 250 5.2l automatic vs my 1996 1500 5.2l automatic shows a big increase in flow with the 1993 manifolds and corisponding Y-pipe with the chassis dyno showing 387hp at the rear wheels and still getting 20.94 mpg on the highway. When people are running their mouth about factory exhaust manifolds they are talking about the 1994-2001 units because they don't even know that the 1992-1993 exhaust manifolds are different. They are mistaken because they think that they are all the same and they are not.

50 hp?

My 92 Dak has 2 1/2 outlets and I swapped yrs ago to a set of Hooker Pacesetters and saw about 1 tenth difference at the track. FlowPorting like the F.A.S.T. Class cars might be something to try, for that factory look.😉

Why, they are garbage. They have zero redeeming qualities. If you're a mopar guy it is litterally the biggest problem with the magnum motor

Go watch Thomas Beyer on you tube. He did his own port work an what not an picked up 15hp an 20 lbft. Very worth it

It kept burning up the cats and the dealership said "this is the last time we are replacing the cats...stop running nitrous or we are voiding the warranty"...lmao he sold it with 82k miles on it and it never had any mechanical issues other that the cats...very reliable truck.

@@jorge-eh7qp I'm surprised they didn't take the warranty away the first time 😂

They sure are a brick over 100! I ran mine at the track when I first got it. It felt like a 13 second truck in 1st gear, a 14 second truck in 2nd gear, and a 15 second truck or slower once it hit third. 15 flat at 89mph. :(

@@CarsandCats They Really were A DISAPPOINTMENT.😞My 92 Short wheelbase 318 Dak.Was Faster, with just a Homemade Coldair, Pacesetter Headers, 4deg.advance,&3.55s,With Drag Radials. I got 14.67@92 mph in Cool Air(65°?) At ALABAMA Intl.Dragway Yrs ago.😉

@@CarsandCats my stock 93 ram feels a hell of alot faster than that.

This👆🏻👆🏻👆🏻👆🏻, it’s begging for a cam!

Likely a peanut cam like the Chev TBI engines of that time.

@@rotaxtwin 192 duration, .400 lift. yup, its a broomstick.

stock 5.9 cam is like 192 @.050, .400 lift, 113 lsa. 5.2 cam is actually bigger. its like 194 duration, .432 lift, 113 lsa.

@@frigglebiscuit7484 ​ Yeah, tiny. Given the flow of the Magnum heads, it seems silly that they were so conservative on lift. I put a small Lunati 20200715 hydraulic roller camshaft in. 213/219, 112, .485/.485 in and it was worth a ton on the chassis dyno and took the rpm range up to 5500-ish. Makes just shy of 300 rwhp with headers, 4bbl, 904, etc. You could go bigger but with a tight nitrous converter and tons of street miles it works and sounds great. It's certainly no LS, but it gets down on 250, especially considering it's a $450 mopar engine, and it's only had the valve covers and intake off since it came out of the yard. Of course, I did kill one figuring out the n20, and it goes through a timing chain every year and a half or so....

Glad you mentioned this

I just replaced the belly pan and didn't mod it because I plan on swapping intakes later. How did it work out for you?

Agreed. When i replaced the belly pan I did the mod as well. Now I have an idea what a set of flowing exhaust and headers may add, perhaps even more with the kegger mod.

it helps re seat them

😁👍👍

Turn the pistons around!

Eh, you can get more power from stickers. Lol

NO! Just NO!🤔

'what we like to hear

Hi

@@junkyardboost8372 whats up dude

Mopar guys go big with the crank. Sbm has a 9.6(?) " deck and stock 6.123 rods. Stock 360 has a 3.58 crank and 4" crank drops in usually with no grinding with stock rods. They also have a cam high in the block keeping it away from the rods.

I used the plenum plates, and It definitely worked. No silicone, just overnight cured jb weld.

long tubes

Hell yeah, I second that! Also would like to see a VRP kegger too.

Blown plenum gaskets galore 😂

nitrous adds power regardless of which exhaust you run

Possibly!

🤣😆🤣😆🤣😆🤣😆🤣

Pull it and have the Runners Milled and add the Aluminum Plate.HUGHES ENGINE STUFF.👍👍

Good suggestion!! I'm curious too! I may be wrong, but I think that goofy lifter angle was a remnant design of the Poly engine block.

total timing was 27 degrees (na)-we retarded it 4 degrees for nitrous

@@richardholdener1727 I am running the EQ heads, i am at 34 degrees total, all in by about 1800rpm, 209/217 cam, with a 600 Holley, should I knock it back to 27? It was detonating at 36 on I think approx your 87 gas it's hard to compare MON vs RON octane ratings 🤔 thanks Bruce from NZ

@@brucew13 how do you know it was knocking at 36°? Having all the timing in before 2000rpm with that small of a camshaft is sketchy to me. Most guys dont have all the centrifugal advance in until 2800-3000rpm. If youre only backed off two degrees youre probably still getting knock and dont know it, even if you arent consistently your only one bad tank of fuel or a hot day in traffic until you will start to get knock again. You might not have that much timing, some of the mopars have inconsistent placement of the timing indicator. If you have somewhere to do some pulls that you can record the data it will make this easier. Set up on a road where you can do a pull in without shifting the trans from like 20-60mph and get the time. Bump the timing down 2° and repeat and see if it picks up or lays down. Its really hard to get precise enough data to do anything if youre only using the vehicle speedometer and a stopwatch but its possible. Our 87 octane is Mon+Ron/2. Thats usually RON 91. We have some superpremium fuels here but Richard is handicapped in California with R+M/2 91, roughly equivalent to RON 95.

The only ones i know of are pacesetter and they do not fit well in a 4x4

@@mikekeeler2566 my truck is 2wd. Pacesetters are thin and have terrible coating. have you heard of them rusting through or failing? i would consider being them up if i went with them.

@@PANTYEATR1 i had a set few years back, they real decent quality with welds and tubing was 16ga like almost any header out there. And the flanges where decent thickness aswell. The thing i didn't like was price, and yes the coating is just for shipping but they did offer ceramic coated ones. And they want you to use the off road y pipe they make. My problem tho was clearence with the drivers side collector interfering with the yoke on the front driveshaft right where the primaries where welded to the collector. I tried to clearance it in that spot but no go. Seems i got one that was crooked or something

@@mikekeeler2566 your truck is a 4wd correct? i currently have shorty stainless steel headers and i made a mandrel bent 2.5" Y-pipe that goes into a 3" cat-back. i may have to check pacesetter out. it's been a while since i used their products...

@@PANTYEATR1 yeah it was, i removed the front drive shaft to run them... kinda made the truck useless that way. lol no longer have the truck, but when i did have the pacesetters, i had true duals 2.5" to some thrush chambered mufflers to rear axle dump.

I'm sure we will

@@richardholdener1727 Can’t wait. 👍🏻

a gt45 won't support 28 psi on a magnum

Well....maybe not 28psi, but looking forward seeing some Boosted #s.....🙄

I stand corrected. It was a 77 jet lol

HOLLEY HP MANAGEMENT SYSTEM, MSD DISTRIBUTOR AND UNIVERSAL V8 HARNESS

Also....there was a previous comment on the 1992-93 exhaust manifolds....it is true the early stock exhaust manifold itself flowed better....they were bigger....but dodge installed more restrictive...or smaller stock manifolds along with smaller diameter y pipe to the cat....the reason for this detuning....was to cool down the exhaust to cat so it scrubbed NOx emissions to favorable levels....it was cooler....

its not that simple, the design of the exact tri y and the design of the exact 4:1 header can produce different results

at low speeds -yes

not yet

@@richardholdener1727 Thanks brother.. Lmk when are you going to be testing it?? Love your videos...Sir.. Keep your hard work Rich👌

eliminates the middle man

@@richardholdener1727 LOL! Good video man. Keep on keepin on!

@@richardholdener1727 lol