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It had a regular Borg Warner T5 Transmission for almost 2 years (i think) but once it started popping out of 2nd gear and grinding I got a used t5 World Class. that one also started to have trouble getting into 2nd gear but stayed in once I got it in 2nd. I was told these transmissions were weak so I usually shifted pretty easy and did not clutch dump. I ended up getting a used T56 6-speed out of a 1994 Camaro to go in once I get the time to do it

It's the original trans from a IROC-Z Camaro (Borg Warner T5 World Class) The engine was converted to carburation for simplicity. It had an Edelbrock 1406 600cmf carb on this video and has an old MSD 6AL ignition box which gives it an adjustable rev-limiter

The video description has more info on the car if you are interested

Thanks for sharing! I have a 3rd gen too. I think your setup would be an excellent option for me instead of a costly LS

What gears do you run in the rear end?

@@stephencampbell8498 it's a 7 & 5/8 10-bolt rear end with 3.73 gears from a 4th gen Camaro (that's why it's wider than it should be) and a mini spool from RockAuto

That's cool, i think you'll like it. I went from a 1980's "smog" 350 to a 1997 Vortec 350 and it was a huge difference (I had also swapped the 3.42 gears for 3.73 and a mini spool at the same time though). All the mods are listed in the video description, but basically the engine in this video is a bone stock low mileage Vortec 350 converted to carb with a Edelbrock 600cfm 1405 carb using a Edelbrock Performer RPM 7116 intake manifold with a half inch carb spacer, short tube headers with a full aftermarket single exhaust (no cats), and full MSD Ignition. All the power is in the low RPM range. Eventually I want to swap to a bigger cam and bigger carb. The T5 5-speed trans was giving me problems popping out of 2nd so i got a T56 6-speed from a 1994 Camaro going in soon

Thanks for the breakdown!

Since these are so heavy and the low-compression 318LA is a bit low on power due to the smog/emissions during the late 1970-1980s, it's not easy making these vans fast. Before this one I had the same van with a 360LA 5.9L with a few upgrades and it and it had a lot more torque, it did great burnouts for a van, I'd like to swap it into this van eventually. I'm not sure what level of modifications you are willing to do since Mopar performance parts can be expensive now unless you get a good deal used, but the easiest/cheapest "bolt on" things you could do would be: If yours still has a stock 2-barrel carb, swap the intake manifold to a factory 4-barrel manifold or get an aftermarket aluminum 4-barrel intake like I did (I have the Edelbrock performer 2176 that I bought used for cheap but you can also find fake Chinese knock-offs for much cheaper). Then you'll need a 4-barrel carburetor (600CFM is plenty for a stock 318. I got a used Edelbrock 1406 carb and really like it. 1405 is the exact same but with manual choke), a better air breather would help too. The factory exhaust manifolds and single exhaust is a bit restrictive so we went a little overkill and got some long tube headers and true-dual exhaust. (We got the Hedman 79030 headers on Amazon a couple years ago but the price went up almost $150 since then and Thrush Glasspack mufflers from the junk yard, no cats.). The heavy mechanical fan robs power so we swapped it out for an electric fan. (I went to a junk yard and got one from a 2013 Dodge Dart with a 1.4L Turbo and it fit great. Hooked it up to a fan controller and set it to turn on at 180 degrees) The biggest upgrade would be a camshaft swap since the 318 was very under-cammed but that is a much bigger job since it would require matching valve springs and lifters. A great cam choice for a stock 318 would be a stock cam from a 340 5.6L. I think the lift is .444. You can get them used or new on RockAuto. Any larger of a cam probably wouldn't help much unless you swapped out the low-compression dished pistons for flat-tops and then a better intake like the Edelbrock Performer RPM Air-Gap 7576 would be a better choice and a bigger carb. There are many other things you could do, like more gear in the rear end and a high-stall converter, Aluminum Heads, port & polish, bigger valves, etc. Some web-sites for performance parts are: Summit, Jeg's, Holley, hughes engines, Ebay. The old Mopar/Direct connection catalogs had everything but most of it is all discontinued from the dealerships. The easiest way to make power would be to put a cam in a 360LA or Magnum 5.9L and swap it in. My dad has a 1972 Duster Drag car with a highly modified 360LA Mopar W2 heads with about 600hp N/A. Not a big difference but on our van we also removed the heavy-duty 727 transmission that still worked great and swapped in the medium-duty A999 (basically the same as a A904 trans but better) because it has less rotating mass and shorter 1st and 2nd gear which makes it feel a bit peppier and tows heavy cars a bit easier from a stop, we also added a large trans cooler. Next we will put in a LSD diff since it only spins one tire and we have one laying around I will upload a video now that the exhaust is all done eventually, it just never sounds as good on camera. Open headers will always sound the best anyways in my opinion

It's a Frostbite Performance FB115 that I got on Holley's website. It was on a huge clearance sale but it was made for a 1961-1964 Ford pickup but the measurements were almost perfect. They come in 3-row or 4-row www.holley.com/products/discontinued_product/parts/FB115 Frostbite has a direct fit for these Dodge vans too but it was like 4 times the price. I'm pretty sure both of them are discontinued now though Even when towing temps are between 160F to 185F with an electric fan

removing the cat should do it

He just revved it a bit then dumped the clutch. This car was later modified and did a lot better after that

Yeah it was a 1997 K1500 Silverado I think. I knew someone scrapping the truck due to rust. He was looking to get $200 for the whole truck so i paid $60 to tow it to my house, pulled the engine out, then the junk yard gave me $200 for the truck so the whole 350 Vortec engine was only $60. The video description has more info on the car

MPX "budget" 3"inch catless downpipe to the stock 2-1/4"inch pipe then to a straight-thru style muffler that the internal baffle rusted out so I removed it and the fiberglass sound deadener, basically just an empty hallow can now.

Oh yeah, don't worry it loved it

@@wolfemancola , 😂😂😂😂

it only shoots flames some times, but I'm pretty sure any PT GT with a catless down pipe and some sort of straight thru muffler/muffler delete should do it. Maybe the Diablo Sport Tuner helps a bit but I'm not sure

@@wolfemancola Diablo sport made my challenger RT shoot flames. I’m starting to fall in love with this ugly lil rat car

I forgot this video even existed. I'm pretty sure i recorded this with a potato over 10 years ago (Sounds so terrible). Yeah it was a BLS Shot to Hell CD I had. I still have all of these speakers and they still work great

Just refoamed a pair of at-8's yesterday first time there alive an rocking again have several pairs of vegas love them

no, 307 gas 4-barrel carb

@@wolfemancola and yours went up to 120? I thought you had to get diesel version to get a dash of 120

@@kbanks827 I'm not sure. Maybe because i'm in Canada? I don't know if Canadian models were different or not, but it was a gas engine for sure

Do you still have it??

These cars had air shocks in the rear for adjustable ride height so if you had a lot of weight in the huge trunk and a full tank of gas, the rear would always be the same height. When it says "level ride" that means the built in electric air compressor was currently pumping up the rear shocks. I think mine had a small leak because if I let it sit for a few days it would sag in the rear, but as soon as I would start it up, it would always pump it self back up to a level ride height