The requested URL /products.php?id=CudaParts was not found on this server. Estimated between Mon. Oct. 3 and Fri. Oct. 7Thanks to Danny Frost, Steve Silver, Joshua Skinner, Carl Payne, Dan Stern, Steven Havens, H. David Braew, Jim Forbes, Jamie Bergen, Mike Sealey, and Peter Duncan. One of the best engines of the 1960s and 1970s for performance enthusiasts was the 340 V-8. It had high-flow heads, big ports, a two-level intake manifold, and a six-barrel option (three two-barrel carbs). The package allowed for high speed with the light weight helping handling. The 340 cars gave away nothing to the 383 cars in a straight line, and were ahead of the 383 cars on anything involving turns — and spark plug access. When the 340 came out in late 1967, it was a street fighter from the start. Separating the 340 from the standard-performance 318 were not just 22 cubic inches, but also: The 340’s best power rating was 290 horsepower; even in 1973, it still managed 240-245 net horsepower.

A good-running, early 340 in a lightweight A-body or Road Runner embarrassed many big block engines. Though relatively few were made, many parts interchange with 318s and 360s. 1970-71 engines were painted orange; they changed to blue in 1972-73, although some late 1971 engines ended up blue also. In 1971, the 340 came with the J heads and 2.02/1.60 valves. Since 1971 saw the introduction of the "360 style" J head, they used the same casting for 1971 340s and 360s, with different machining for the different sized valves. The 360 head actually saw first limited use in the 1970 340 Six-Pack AAR/TA, which also had 2.20/1.60 machined heads. In 1972, the 340 was seriously detuned, ostensibly for emissions reasons (but possibly also for insurance reasons). It went from a 10.4:1 to a 8.5:1 compression ratio, got smaller intake valves, and seriously fell in performance. 1973 was its last model year. Parts from the 340 were transferred to a muscle version of the 360 in 1974.

The high performance (HP) 360 went on to appear in A-body and F-body police cars, as well as the Little Red Truck and other fast pickups. Micomlar wrote: “The windage trays supposedly resulted in an approximately 650 to 800 fouth gear top end finish improvement. These trays were also suspected to cause engine damage as they starved some critical bottom end components unless the engine was in peak mechanical shape. I own 3 340s (In a 1972 Challenger, a 1969 Dart and a 1973 Duster) and all 3 had the trays when I rebuilt them. salt vaporizer and air purifierOne engine has genuine X heads and the other two have AAWJ 360 with the 1.88 intakes removed and the 2.02 stainless valves and the intake runners worked to match the larger foot print X head gasket outline. avalon air duct cleaningBy increasing the intake valves and opening up the intake runners, the magic reported answer to the question of how much improvement is approximately 35 ponies.black friday hepa air purifier

With reworked heads and a set of headers, the factory 275 horse animal (that the insurance companies at that time corrected to be 325 horsepower) becomes 330 according to Dodge and 380 horsepower according to the insurance companies. These numbers were 1970/75 numbers, so I am sure with my 750 CFM Double pumper, KB pistons, single plane Weind intake, it’s well over 400 horses! Also, all parts will interchange with all LA blocks, except the crankshafts (and pistons) on the 360s have larger mains. (Heads will need o-ringing). I have put 340 heads on 318s with a stroker kit and ended up with a killer little engine. Also, the 340 and 360s have the beefed up HD rods. The 273 and 318s have the light weight rod versions.” If you find the J heads at a swap meet, they could be either original 2.02 valve heads (1971) or original 1.88 heads (1972). If you find a set of 1.88 heads and want 2.02 valves, just take them and have them machined for the larger valves. Some of the 1970 340 Six-Pack engines had heads with a U or O casting letter in addition to the J, but they were still the same part number head (the T/A head had the intake valve pushrod holes drilled in a offset location).

Valve covers for 340 engines were different than 318 valve covers. Since the 340 carb was a 4 barrel, it was wider and the carb linkages caused interference with the spark plug wires, so they raised the drivers side wire holder up about 2.5" higher than the 318, to clear the linkages. Also since the 4 barrel carb was wider, it pushed the choke well boss over close to the passenger side valve cover close to the wiring and vacuum advance hose that runs along the valve cover, so they added a rubber coated curved heat shield to the side of the valve cover to protect the wiring. This is how you can tell 340 valve covers from 318 valve covers at a swap meet. T/A 340 valve covers were almost identical to standard 340 valve covers except the spark plug wire holders were located about an inch farther back toward the rear. The 355 engine was a bored and stroked 340 production 6-barrel engine block (LA) that we modified for racing use [until 2001]. [The 355 block was common to all racing applications before 2001.]

Back then the engine block of choice was the 340 6-barrel block. However, by the late 1970s, 6-barrel blocks were hard to come by and we were scrounging the local junk yards trying to find blocks. It was the same thing for the Pettys. To be honest, we were using standard 340 blocks for dyno development and saving the 6bbl blocks for the race cars. The reason we wanted to use the 6bbl block was because we had added material to the bulkheads for strength so we could use 4 bolt main caps. Otherwise the only difference between the engines, like you mentioned was carburetion, camshaft, cylinder heads and headers. The NASCAR engine could only use a flat tappet cam (we used a mushroom tappet) and a single 4 bbl carb. The NHRA drag engines could use roller cams and multiple carburetion intake manifolds depending on the class. Headers were chosen depending on the type of racing we were doing and the engine speed at which we were running. For example, for 1978 our goal for Daytona that year was 600 HP and the engine peaked at 7200 rpm.