The Lil' Kegger Express

Can you push the boundaries of what we have always forsaken? Yes you can.  This past year has been a nice trip into developing the max torque all motor from the 360 Magnum. I started with the UTP450 camshaft profile, moved onto the UTP450X which we will now call the UTP500 and then traveled from 5000 feet altitude in Utah on a Mustang Dyno to 1000 miles away at another dyno at sea level. The original goal was never horsepower, it was low rpm torque.  All of my dyno's in the past that included the  Mopar Performance M-1s made great horsepower, but never impressed me with torque- as they made it at a peak rpm of 4000-4500. The factory kegger was always 3000-3500 flat as a board. Most complained it fell off at 4200-4500 rpm which was a safe claim. It is a truck manifold, made to move heavy 4000lbs and greater. So along came the fuel injected M-1 and AirGap and everyone needed that high horsepower for some reason in their heavy 4000lb truck.  The kegger and factory Magnum heads became the forgotten child no one ever used. Well that child grew up. Here is my current combo and full specs on the 5.9L that made 400tq today on the loading Mustang dyno in Washington State.
1998 360ci block
Stock Magnum Rods 6.123"
Stock Cast crank turned 0.010"
Bore cleaned up with TQ Plate to 4.030"
Silvolite Factory Dished Hyper pistons with skirt coating Zero Decked for 10.3 compression
Standard Ring set gapped 16/18
Melling HV72 Oil Pump
Stock 1.92" Magnum Heads with Mopar 062 Springs and retainers (cracked seats) new seals
Fel Pro 1008 Head Gaskets
UTP450X (Now called the UTP500) degreed in at 108 CL
Comp 3103 Timing set
Stock Balancer and flexplate
Stock Pushrods, Lifters and Rockers
Mopar Performance Tall Valve Covers
DNA Motorsports 1 3/4" Longtube Headers
Twin Magnaflow 3" Bullets with no crossover or cats.
Factory Fuel Pump and injectors
Valley Pan Heat Shield
Stock Kegger ported to 230+cfm and VRP Plates installed
Hand ported 53mm throttle body
Autolight 3924 Plugs gapped at 0.040"
Accel Coil 7mm Plug wires with brass cap and rotor
SCT X3 Tuner
K&N FIPK Ram Cold Air with SRT 4 twin electric fans.
5" Crank pulley and shorter belt
Fuel Sync at 3-4, 195 Degree thermostat - 850 idle 92 Octane
335 horsepower and 401 torque from 3200-4200rpm rear wheel

This best effort run above is sea level, 98 octane fuel, 34 timing and 13.5 afr at wot engine cooled down for 30 minutes.

Here is 92 octane at Sea Level, back to back  hot runs, 32 degrees timing and 12.8 afr at WOT. SO as you can see, heat soak, octane and spark curve make a huge difference in power. But the main point is that even though my old Magnum heads are cracked across the valve seats, and the kegger is butt ugly-long runners and swirl port chambers will win the race with torque long before horsepower will. Move yourself onto a better set of EQ 2.02 heads or Edelbrock Aluminum Magnum heads to climb this ladder further on motor. Who's your doorstops now...