360
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360
I have a 1998 Dakota 2wd club cab SLT. It has the 318 5.2 in it with a AEM cold air intake system, pacesetter headers, and flow master 40s. I am looking at rebuilding a 360 and putting it in my truck. Here is were my questions lie. I will be doing all this in a pretty good shop at school with my shop teacher but i need to know if the motors are the same size? Is the intake manifold, exhaust manifold, water pump, alternator bracket, interchangeable. If so how old of a motor can i get so that i can take stuff off my 318 and put it on the rebuilt 360. If the rebuilt motor has a carb can i change it to fuel injection? Will putting a new motor in mess up my trucks computer? If any one knows were i can get a 360 please let me know. thank you.
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Welcome :)
First, Welcome to the forum.
The 5.2L you have is the Magnum block I believe which means you will need a magnum 5.9 in order for it to bolt up. Im pretty sure the magnum block was started in 1994, so I would assume any vehicle 1994 and up with the 5.9 would work.
Apparently the blocks are identical with a few exceptions so an old one (LA family) SHOULD be able to bolt in, but your computer would be screwy. Since the heads are different in the newer ones you probably could not use a new intake on an old motor or vice versa.
I know that on the older ones the intake, water pump, alternator bracket etc are interchangable, but on the new ones I am not quite sure. I would suggest looking up part numbers and see if they are the same. Most of the parts are interchangable, but its always good to check.
You CAN change a carburated motor to fuel injected, but why would you want to
. you can, but its pricey if you dont have the parts already.
I would suggest nabbing the computer with the motor when you pull it to aviod computer conflicts. I am much more familiar with carburated/non computer engines, so that is how I would do it, but Im sure you can get someoen to reprogram it or simply replace a chip on it to work with the 360.
Sorry If this just confuses you more, I am doign the same project with an OLD 318 to an OLD 360, so If you were doing that project I could make it clear as mud
The 5.2L you have is the Magnum block I believe which means you will need a magnum 5.9 in order for it to bolt up. Im pretty sure the magnum block was started in 1994, so I would assume any vehicle 1994 and up with the 5.9 would work.
http://www.allpar.com/mopar/318.html
Magnum Engines (318/5.2, 360/5.9, 3.9 V6)
318 LA series V8 engine from Chrysler - magnumThanks to Carl Payne
The main differences to the "new" 5.2l and the "old" 318 are in the block and heads. The new block affords roller lifters, yes it has changed lifter agle for same, and has bosses for the lifter retainers. The heads are high-swirl / high-flow heads, though not the old "X" heads of the 340, and obviously the Magnum has that cool intake. the "new" 5.2l came about in changes made in '87, which were fully incorporated by '90. The changes were made to facilitate a more common creation of the 5.9, 5.2, and 3.9 V6 engines.
Webmaster note: with the Magnums came more standardized parts between the 318 and the 360, mainly to the benefit of the 318. The 360 has seen new life in a special edition Jeep Grand Cherokee and the new Durango. The "Next Generation" V8 family produces similar power with less weight, fuel use, and emissions, though durability is unknown. I'll miss the LA family's low-end grunt and long life, but the new engines seem to rev more freely, are more efficient, and may be as bulletproof.
Gary Howell wrote: "The Magnum 318 and 360 engines are LA engines with different cylinder heads. The blocks are physically the same as the earlier LA engines, except the oil passage for the shaft mounted rockers is not drilled, because the Magnum engines oil through the push rods. The boss is there if you need to use the old style heads."
Magnum Engines (318/5.2, 360/5.9, 3.9 V6)
318 LA series V8 engine from Chrysler - magnumThanks to Carl Payne
The main differences to the "new" 5.2l and the "old" 318 are in the block and heads. The new block affords roller lifters, yes it has changed lifter agle for same, and has bosses for the lifter retainers. The heads are high-swirl / high-flow heads, though not the old "X" heads of the 340, and obviously the Magnum has that cool intake. the "new" 5.2l came about in changes made in '87, which were fully incorporated by '90. The changes were made to facilitate a more common creation of the 5.9, 5.2, and 3.9 V6 engines.
Webmaster note: with the Magnums came more standardized parts between the 318 and the 360, mainly to the benefit of the 318. The 360 has seen new life in a special edition Jeep Grand Cherokee and the new Durango. The "Next Generation" V8 family produces similar power with less weight, fuel use, and emissions, though durability is unknown. I'll miss the LA family's low-end grunt and long life, but the new engines seem to rev more freely, are more efficient, and may be as bulletproof.
Gary Howell wrote: "The Magnum 318 and 360 engines are LA engines with different cylinder heads. The blocks are physically the same as the earlier LA engines, except the oil passage for the shaft mounted rockers is not drilled, because the Magnum engines oil through the push rods. The boss is there if you need to use the old style heads."
I know that on the older ones the intake, water pump, alternator bracket etc are interchangable, but on the new ones I am not quite sure. I would suggest looking up part numbers and see if they are the same. Most of the parts are interchangable, but its always good to check.
You CAN change a carburated motor to fuel injected, but why would you want to
. you can, but its pricey if you dont have the parts already. I would suggest nabbing the computer with the motor when you pull it to aviod computer conflicts. I am much more familiar with carburated/non computer engines, so that is how I would do it, but Im sure you can get someoen to reprogram it or simply replace a chip on it to work with the 360.
Sorry If this just confuses you more, I am doign the same project with an OLD 318 to an OLD 360, so If you were doing that project I could make it clear as mud
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One thing I ran into on a 72 that had a transplanted 360 from a 318 (or vice versa). The torque converter on one has a counter weight for engine balance. The other doesnt. This cause a vibration in the car. It's been to long for me to recall witch. But I'd check to see that the torque converter was the right one for that engine your putting in. I solved the problem by knocking off the weight.
I'd think though you in for allot of problem solving, but not impossible. The electronics will be the toughest.
I'd think though you in for allot of problem solving, but not impossible. The electronics will be the toughest.
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The 360 is externally balanced, and that is the one that has the weight on the torque converter.
You can (if your lucky) find one in a junk yard. they put them in the grand Cherokee and I believe the ram. 1994 and above. Ill be starting a thread on my 318 to 360 swap in my 73 charger.
You can (if your lucky) find one in a junk yard. they put them in the grand Cherokee and I believe the ram. 1994 and above. Ill be starting a thread on my 318 to 360 swap in my 73 charger.
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The 318/360 swap will always have some quirks. Most things will bolt up (driver side engine mounts are different). But the engines use different oil pans (rear bearing caps are different) and 360's are externally balanced (this can be changed, but it's spendy). On the magnum engines, the 318's use a bellhousing mounted crank sensor instead of a distributor mounted cam sensor. Not a big deal going 5.2 to 5.9, though. You will need the PCM for the 5.9l truck if you want it to run right. You will also need the 5.9l TC or flywheel. This is where you may run into problems, as 360's were never mated to manual transmissions in Dakota's and 5.2l trucks usually got a 42RE or 44 RE trans, while 360 trucks are 46RE. I am not sure the converters can interchange (or that the PCM for the 5.9l truck wil be compatible with the 42 or 44 trans). Best bet would be to aquire the 5.9l trans as well. If your truck is a manual trans and you are rebuilding the 5.9, I would suggest having it internally balanced so that you can use your flywheel. This is what I did with my '51 pick up so that I could use the baby torqueflight I already had rebuilt.
As far as parts compatibility from LA to magnum, there isn't much. It's similar to GM with 2nd gen SB's vs. Vortec engines. Esentially the same engine, but heads, intake, exhaust, valvetrain-all different. Addionally, the water pumps and timing covers are different on the LA and magnum engines.
As far as parts compatibility from LA to magnum, there isn't much. It's similar to GM with 2nd gen SB's vs. Vortec engines. Esentially the same engine, but heads, intake, exhaust, valvetrain-all different. Addionally, the water pumps and timing covers are different on the LA and magnum engines.
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Sixtysix, you are obviously ahead of me, specially on the later generation engines, but there might be one other thing:
For those wanting to go with a manual box, at least in the engines I'm familiar with, Chrysler was FAMOUS for NOT doing two things to an "automatic" crankshaft--
The crank may not be drilled deep enough to accept a stick, so you either have to bore the crank, or cut off a little of the pilot shaft
and...
many weren't bored to "standard" pilot bearing size, either. You USED to be able to buy undersized pilots for auto cranks, from good parts stores.
(First time I saw a 4 speed with about 1/2 missing from the pilot, I'm like, WTF??)
For those wanting to go with a manual box, at least in the engines I'm familiar with, Chrysler was FAMOUS for NOT doing two things to an "automatic" crankshaft--
The crank may not be drilled deep enough to accept a stick, so you either have to bore the crank, or cut off a little of the pilot shaft
and...
many weren't bored to "standard" pilot bearing size, either. You USED to be able to buy undersized pilots for auto cranks, from good parts stores.
(First time I saw a 4 speed with about 1/2 missing from the pilot, I'm like, WTF??)
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318 to 360 swap
I just recently purchased an 1983 Dodge Ram D150 with the LA 318. That didn't put a LA 360 in that truck until 84 if I'm correct.
I happened to luck up and came across a Jasper 5.9 360 in a 1996 Dodge Ram 1500 at the salvage yard that had been hit in the passenger side and totaled the truck. The motor looked brand new, as did the block, valves, everything all around. Anyways what I have done so far is I swapped out the intake manifold and put a Edelbrock Performer intake on to convert over to carb instead of fuel injection. That eliminated the wires and computer and anything I should have an issue with. What I DID have to do was replace the magnum 360 water pump and timing chain cover with the LA style 318. Which the LA 360 SHOULD work too but went with the 318 as it bolted right up and still had that one to save some money. As far as the torque converter issues. As some have stated. That's correct the Magnum 360 or I think even the LA 360 was externally balanced. Now just because I don't have money to just blow. I'm using the same transmission that was in the truck as well as torque converter. Reason I'm doing this is 1)I can't afford another torque converter at the moment. and 2) From what I'm understanding. The torque converter was balanced however since the truck I got the motor out didn't have a torque converter or tranny in it, I was looking at the motor and found that the flywheel (Not sure what chrystler calls it but it's the aluminum peice circular peice that the torque converter attaches too. Anyways that peice on the motor was balanced. It has a weight on the top and one on the bottom of it. Now my conclusion led me to this. If that's already externally balanced I might NOT need to have a balanced torque converter. But then if theres vibration when I get it running, then I prob would just need to try knocking the weights off the flywheel? (I'm just looking for a quick temp. fix until I can afford the torque converter, IF I end up needing it).
As far as everything else I've seen so far, everything else pretty much bolts right up. As far as motor mounts. You would have to change them out atleast I know I have to. Right now though I'm port/polishing the heads, and replacing the timing chain, and gears with a Comp Cams Performance Series Double Magnum Roller Timing kit. Just something to keep people informed about. When I chose to do this project instead of just installing a LA 360 I chose the Magnum 360. Understanding that the parts would be more expensive then that of the LA 360. For example: Summit Racing has a Comp Cam for my motor but asking $305 for it. All because the magnum 360 uses roller lifters and a few minor things. As the LA 360, you might be able to get a good Cam for around $119 or a little more. So if you're wanting to swap out that old LA 318 with a 360. Research the prices on different parts and everything, and make sure you understand if you go with the 360 Magnum instead of the LA, it WILL be more expensive. Also minor things I've come across. MY 360 motor by Jasper the intake manifold bolts straight down instead of at an angle. So either a dual bolt pattern or straight down bolt pattern was required for mine. As well as my Valve covers are 10 bolts instead of 5.
I happened to luck up and came across a Jasper 5.9 360 in a 1996 Dodge Ram 1500 at the salvage yard that had been hit in the passenger side and totaled the truck. The motor looked brand new, as did the block, valves, everything all around. Anyways what I have done so far is I swapped out the intake manifold and put a Edelbrock Performer intake on to convert over to carb instead of fuel injection. That eliminated the wires and computer and anything I should have an issue with. What I DID have to do was replace the magnum 360 water pump and timing chain cover with the LA style 318. Which the LA 360 SHOULD work too but went with the 318 as it bolted right up and still had that one to save some money. As far as the torque converter issues. As some have stated. That's correct the Magnum 360 or I think even the LA 360 was externally balanced. Now just because I don't have money to just blow. I'm using the same transmission that was in the truck as well as torque converter. Reason I'm doing this is 1)I can't afford another torque converter at the moment. and 2) From what I'm understanding. The torque converter was balanced however since the truck I got the motor out didn't have a torque converter or tranny in it, I was looking at the motor and found that the flywheel (Not sure what chrystler calls it but it's the aluminum peice circular peice that the torque converter attaches too. Anyways that peice on the motor was balanced. It has a weight on the top and one on the bottom of it. Now my conclusion led me to this. If that's already externally balanced I might NOT need to have a balanced torque converter. But then if theres vibration when I get it running, then I prob would just need to try knocking the weights off the flywheel? (I'm just looking for a quick temp. fix until I can afford the torque converter, IF I end up needing it).
As far as everything else I've seen so far, everything else pretty much bolts right up. As far as motor mounts. You would have to change them out atleast I know I have to. Right now though I'm port/polishing the heads, and replacing the timing chain, and gears with a Comp Cams Performance Series Double Magnum Roller Timing kit. Just something to keep people informed about. When I chose to do this project instead of just installing a LA 360 I chose the Magnum 360. Understanding that the parts would be more expensive then that of the LA 360. For example: Summit Racing has a Comp Cam for my motor but asking $305 for it. All because the magnum 360 uses roller lifters and a few minor things. As the LA 360, you might be able to get a good Cam for around $119 or a little more. So if you're wanting to swap out that old LA 318 with a 360. Research the prices on different parts and everything, and make sure you understand if you go with the 360 Magnum instead of the LA, it WILL be more expensive. Also minor things I've come across. MY 360 motor by Jasper the intake manifold bolts straight down instead of at an angle. So either a dual bolt pattern or straight down bolt pattern was required for mine. As well as my Valve covers are 10 bolts instead of 5.
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LA 318 to Magnum 360
Hey I have an 1983 Dodge D150. I swapped out the LA 318 and put in the Magnum 360. Converted it over to carb and everything. Now, finally got the truck running and have took it around the block twice. However, the problem is this. How do I get the alternator and compressor to line up where it's supossed to be so all the belts will go back on it? I changed over the pulleys so I could run the old school v-belts. However the compressor and alternator pulleys were already v-belt from when the old 318 was in it. Not sure if I'm missing something or will I have to fabricate some type of plate to hold the compressor and alternator out forward a little bit more? Thanks in advance for the help!!!
- Jon -
- Jon -
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engine rebuild
does and anybody know how far a 1996 5.9L 360 can be bored out to? I'm planning on turnin that 360 into a 440 small block and puttin it in my 1996 ram 2500 and I can't get any answers from mopar on it.
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