Which car would run faster in the QTR Mile?

A Mopar with the BB 361 2BBL or a SB 360 2BBL engine?

Which engine responds the most for a faster street/strip built car? With 4BBL, Hedders, 280 degree cam?

 

The 360 LA would be better in a straight comparison but were the 361 goes so does the 440.

 

I'd like to know what your doing, but if it's a high rpm race only I'd look at it this way.

Same cubic inches, B engine has bigger bore to support big valve much higher flowing aftermarket big block heads.

Shorter stroke for high rpm.

Factory forged steel crank.

I'd think seriously about the 361.

 

361,
no pistons available
4 1/16" bore, most aftermarket heads are 2.18/181 or 2.20/181 valves, that's some serious valve shrouding if they fit the bore. I do believe that it will have small valve closed chamber heads that can be upgraded to standard 440 valves but the ports are smaller than heads after 1967.
The 361 weighs 100 lbs more the the LA, that is a tenth slower before you turn the key.

 

c -

I have to agree.
Can't see any benefit to the 361.

Archer

 

Dan,
Guess I wondered what the Mopar concensus was... Primarily if people thought that one engine was head and shoulders over the other.. I agree with all you said.
The car in question is a 1966 Plymouth which has the 361. The easiest route would be to drop in a 440, of course. I've had great luck with a 360 Ply running low 13's with smog heads (ported) and 3.55 gears. I did not think the 361 would do that; more like 14's.
Thanks,
John G.

 

Oh, I thought you were talking under 11 seconds race car. That's why I asked what you were doing.

Oh, 4.125", 4 and 1/8" bore.

 

Dan,
Sounds like piston diameter you're referring to. What I was wondering if someone had a like experience in building up a 13 sec car with each engine (street/strip) which one they determined got the most bang for the buck. My gut feel is that the 361 is not only 100 lbs. heavier, but a heavier crank and bigger pistons is a slower revving engine = less performance for equal build. Any comments?

 

 

I like the idea of the odd duck. I have a friend who has a ES/A 383 car and has one motor with the Edelbrock NHRA leagal heads, basically thay are the e street heads with stock 383 valve diameter valves and seats installed. This would work for a 361, on his 383 there is very little power difference between the stock heads and the Edelbrocks, less than 5. Car is capable of a full second plus under the index.

 

Dan,
Thanks for the info on cross-breeding parts on BB 361. You know your stuff! Do you like the RHS Iron Heads for the LA 360, after you wack off the push rod bulge on the intake port? I felt the SB was the way to fly. Was thinking of buying A 66 Belvedere that has the 361. Wanted some miracle info that I could have overlooked for this daily driver. Already have hedders, cam, carb and intake at home for it plus H.S. Grinder and many bits. This makes it hard to walk away from the B.B. 3 days of grinding might do it!
Thanks,
John

 

If you've got the B engine parts and I could not walk away from a 1966 Belvedere, a very desirable car

 

Dan,
Thanks again for all your response. Suppose I'll live with the 361. For the go fast solution would be to drop in a 440. My 440 gets about 7 mpg, so there is a cost to that!
Any experience with the "440 Source" cyl heads?
Any experience with catalytic converters and O2 sensors with a Mustang?
Thanks,
John

 

anyone has a 440 in a 1st gen Dakota

 

I don't know of any here but the swap has been done since the Dakota came out in 1988. I remember a 440 Dakota in 89 at Cedar Falls Iowa.

 

I would personally go with the LA motor, but of course each is cool for its own reasons.