Below is a table from the `65 service manual adapted for the entire Sweptline Era. The 383 didn't come into the market until `67 and the same is true for the LA-318. Further below is some interesting notation for the different "grades" of engines available based on a 1-3 scale for each displacement. Higher grade numbers generally denoted tougher parts. The 361 was a small displacement B-series big-block motor.
Engine Specs - Engine Usage `61-`71 Dodge Trucks | |||||
---|---|---|---|---|---|
Six-Cylinder Engines | V-8 Engines | ||||
Models | Standard | Extra | Standard* | Extra | Extra |
A-100's (all `64-`70) | 225-1 | 170 | - | 273 (318)** | - |
D-100, D-200, W-100, W-200 | 225-1 | 170 | 318-1 | 383 (`67-`71) | 426W^ |
D-300 | 225-1 | - | 318-1 | - | - |
W-300 | 225-2 | - | 318-3 | - | - |
WM-300 (`61-`67 USA) | 251-3 | - | - | - | - |
D-400 | 225-2 | - | 318-3 | 318-3 | - |
D-500 | 225-2 | - | 318-3 | 318-3 | 361-2 |
W-500 | 225-2 | - | 318-3 | 318-3 | - |
D-600 | - | - | 318-3 | 318-3 | 361-2 |
D-700 | - | - | 361-3 | - | - |
* Standard where Six-Cylinder engine is not offered. ** 273 available `65-`66, LA-318 `67-`70 ^ 426 Wedge available as part of the Custom Sport Special Package (`64-`67). |
Engine Code Notation | |||
---|---|---|---|
Six-Cyl. | V-8 | ||
170 | Standard Engine-OHV | 318-1 | Standard Engine |
225-1 | Standard Engine-OHV | 318-2 | Semi-Premium Engine |
225-2 | Premium Engine-OHV | 318-3 | Full Premium Engine |
251-3 | Standard Engine-in line | 361-2 | Full Premium Engine Heavy Duty |
361-3 | Full Premium Engine Modified Torque |
The tables above would probably reflect the same applications for later engines, except that the 383 was added as an option to the `67-up trucks and the LA-318 engine replaced the Polysphere A-318 in `67 as well.
Quick Specs: 251-3 L-Head Six | |
---|---|
Firing Order | 1-5-3-6-2-4 |
Bore | 3.437 |
Stroke | 4.50 |
Displacement | 250.6 |
Compression | 7.0:1 |
Basic Timing | 5 BTDC |
Horsepower | 125 @ 3600 rpm |
Torque | 216 @ 1600 rpm |
1961 brought with it the introduction of the Slant-Six in the newly re-engineered trucks. The standard engine from `61 to `71 in light duty D-100's was the 225cid motor, however the 170cid Slant-six could also be had if desired. An interesting application of the 170 Slant-Six in a Sweptline Era truck is the Sweptline Special truck marketed in 1971 only. The purpose of this low-line, shortbox truck was to target small business or fleet buyers with a low priced, economical truck. It was touted as one of the lowest priced trucks of its class when compared to the offerings by F*&d and Ch#%y.
Quick Specs: 170-1 Slant-Six | |
---|---|
Firing Order | 1-5-3-6-2-4 |
Bore | 3.41 |
Stroke | 3.125 |
Displacement | 170 |
Compression | 8.5:1 |
Basic Timing | 2.5 BTDC |
Horsepower | 101 @ 4000 rpm |
Torque | 145 @ 1600 rpm |
Quick Specs: 225-1, 225-2 Slant-Six | |
---|---|
Firing Order | 1-5-3-6-2-4 |
Bore | 3.41 |
Stroke | 4.125 |
Displacement | 224.43 |
Compression | 8.4:1 |
Basic Timing | 2.5 BTDC |
Horsepower | 140 @ 3900 rpm |
Torque | 215 @ 1600 rpm |
Quick Specs: "A" 318-1 `61-`66 (Polysphere) | |
---|---|
Firing Order | 1-8-4-3-6-5-7-2 |
Bore | 3.91 |
Stroke | 3.312 |
Displacement | 318 |
Compression | 8.25:1 (7.50:1)* |
Basic Timing | 10 BTDC (12 BTDC)* |
Horsepower | 200 @ 3900 rpm |
Torque | 286 @ 2400 rpm |
*Values for the 318-3 Engine. |
For a complete set of headers for your Polysphere engine in a `61-`71 Dodge Truck, call Harold Johnson of Spitfire Headers in Arkansas at (501) 474-0120. Special thanks to Bill Pate for this tidbit of information (Bill says the Headers are a great fit).
Quick Specs: LA-273 V8 | |
---|---|
Firing Order | 1-8-4-3-6-5-7-2 |
Bore | 3.625 |
Stroke | 3.312 |
Displacement | 274.04 |
Compression | 8.8:1 |
Basic Timing | 5 BTDC |
Horsepower | 180 @ 4200 rpm |
Torque | 260 @ 1600 rpm |
Quick Specs: LA-318 V8 | |
---|---|
Firing Order | 1-8-4-3-6-5-7-2 |
Bore | 3.91 |
Stroke | 3.312 |
Displacement | 317.95 |
Compression | 8.50:1 |
Basic Timing | 10 BTDC |
Horsepower | 210 @ 4000 rpm |
Torque | 280 @ 2400 rpm |
In 1968 the 340 engine was born to the musclecar era of Mopar vehicles while in 1971 the 360 followed. Neither of these LA-series engines were available in `61-`71 Sweptline Era Trucks.
Quick Specs: B-383 V8 | |
---|---|
Firing Order | 1-8-4-3-6-5-7-2 |
Bore | 4.25 |
Stroke | 3.38 |
Displacement | 383.59 |
Compression | 9.2:1 |
Basic Timing | 10 BTDC |
Horsepower | 258 @ 4400 rpm |
Torque | 375 @ 2800 rpm |
Quick Specs: 426 Wedge V8 (CSS Only) | |
---|---|
Firing Order | 1-8-4-3-6-5-7-2 |
Bore | 4.25 |
Stroke | 3.75 |
Displacement | 425.58 |
Compression | 10.3:1 |
Basic Timing | ?? BTDC |
Horsepower | 365 @ 4800 rpm |
Torque | 470 @ 3200 rpm |
Engine Bolt Torque Specifications (in ft-lbs) | |||||||
---|---|---|---|---|---|---|---|
Engine | Heads | Rods | Mains | Balancer | Flywheel | Intake | Exh. Manifold |
198 | 65 | 45 | 85 | - | 55 | 10 | 10 |
225 | 65 | 45 | 85 | - | 55 | 10 | 10 |
251-L6 | 70 | 45 | 85 | 135 | 60 | 25 | 20 |
A-318 | 85 | 45 | 85 | 135 | 55 | 30 | 25 |
LA-318 | 70 | 45 | 85 | 135 | 55 | 35 | 25 |
B-383 | 70 | 45 | 85 | 135 | 55 | 50 | 30 |
B-413 | 70 | 45 | 85 | 135 | 55 | 50 | 30 |
All values are in ft-lbs |
Cylinder Head Torque Specs for Truck Engines | ||
---|---|---|
Engine | Torque Spec | Tightening Sequence Images |
251 L-Head Six | 70 ft-lbs | 251_tq.jpg |
170-225 Slant Six | 65 ft-lbs | slant6_tq.jpg |
Polysphere 318 | 85 ft-lbs | polyv8_tq.jpg |
273-318 Small Block (LA-engine) | 70 ft-lbs | smallv8_tq.jpg |
Big Block Engines | 70 ft-lbs | bigv8_tq.jpg |
To get started, evaluate what you have currently. That is, think about the engine you have now. Is it rebuildable? Are parts readily avaliable for it? Also think about how much money you have. How much can I feasibly spend on my engine and get the performance I am looking for? Can I rebuild it myself? Do I have the tools and facilities to do so? Next, think about the purpose for the engine. Hauling and towing? Racing? Daily driver? Finally, think about the engine options available. Small block or big block? Original or custom? It is important to consider all of these aspects in order to maximize the end result.
You may want to catch up on some Auto Mechanics 101 if you are unfamiliar with how an engine works. Books are usually available at the library which describe engine basics. Or, consider an engine rebuilding manual especially if you will be performing the rebuild yourself. They come in real handy, especially for swaps and other commonly overlooked problems that one may encounter. You can find these books at bookstores and auto parts stores. Make sure to purchase the book that matches what engine you are rebuilding. These are much easier to use and describe the brand specific quirks much more completely than do generic books.
Learn more about the inner workings of an automobile at The Autoshop Online Website.
Interested in a list of recommended engine rebuild manuals and other Dodge Truck Enthusiast books? Check out the Books Page, located on this site.
Once you have decided which way you plan to go, check into reputable parts stores and engine rebuilders near you. Compare the prices and see if you can find out from friends or fellow hot rodders which shops are reputable and friendly. Also ask if they are able to perform the necessary modifications you want and sell the parts to do so.
At this point, you have a choice to make as far as what kind of truck your engine will power. If the truck is to be resto correct, then you probably aren't interested in a great deal of high performance modifications. For this case you can do some research into what the original engine specifications were, then perform a rebuild geared to those specs.
If the truck is going to be a reliable daily driver, race or show vehicle, a high performance focus may be what you're looking for. Check out the High Performance Page elsewhere on this Website.
In both cases, research into some Books and Magazines will help you determine what to aim for in a rebuild.
This is one of the few high performance upgrades that has no significant drawbacks. With the exception of finding a suitable location to mount the ECU, the performance and drivability gains largely justify the price and trouble required to perform the swap.