1972 Dodge Charger Rallye 340 Dyno Test - Rare Numbers Matching MOPAR
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- čas přidán 26. 03. 2023
- The MOPAR 340 engine was offered in many a classic automobile. This one left the factory in a 1972 Dodge Charger. Today, it will be tested on Nick's dyno!
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I am a die hard FORD guy. Back in 1974 I had a 72 DART 340 4spd. It was by far one of the best street fighters I ever owned, it responded well to all upgrades no matter how small and was never scared of RPMs. You just have to love the 340!
My buddy bought a brand new 1970 Plymouth Duster with the 340 and 4 speed. I’ve been luck to have experienced almost all Mopar engines, but none gave me that visceral experience like that 340 Duster. I believe a set of good headers will add at least 20 hp.
Thanks for sharing.
My cousin raced and built a 1970 Cuda around 1982. They ran the original 340, it had a lot of compression, a lot of cam, and I was a kid of all about 9 yrs old at the time. When that car fired up there was just a sound and feel like no other when the sound came out of those open headers. The ground shook, and it was right there I have been a Moparian for life. I did not understand engines at that age, when I finally discovered the monster that powered that car, I was always held in amazement.
Nick, I ran this same combo in the 90's in my 70' Dart. TQ with a 2 inch spacer on an LD 340 intake, 'J' heads 2.02, 1.60 valves, stock exhaust manifolds, .040' over 346.2, and a 284/484/68 purple shaft cam with rhoades lifters. The car had enough vacuum for power brakes with the rhoades but not with stock lifters and had a nasty idle. I had a Carter Strip kit for the TQ and ran the largest jets and needle and seat with an electric fuel pump. I had a mopar electronic ignition and shifted the 727 at 6400 rpm with a 2800 stall and 3.91 gears. I scared a lot of buddies taking them for rides in it.
How I have waited for this little 340! One of my very favourite engines. Always loved how they sang like no other engine.
Yes, Chrysler's answer to the Chevy 350 HP 327" engine... Nick just had to put the finishing touches on it...
@@BuzzLOLOL ......as I remember....the earlier 340's - this is a slightly built, .40 over/camm'd - ate the 327's alive which is why Chev had to go to a 350/375....to get the torque that the 327 lacked.
@@ssnerd583 - The 11:1 327s had way more torque than the 9:1 350s that came after...
@@BuzzLOLOL .....yeah...the L46 was 11:1 and the early L48 was 10.25:1 and the early LT-1 wasnt really 9:1 like they claimed, likely closer to 10:1, but that was for the 1970 version as the smog crap came into play
I love seeing this motor on the dyno my Dad had 72 challenger 340
So did I first new car I bought, giant killer
Best show on youtube
Wow, thanks!
Without a doubt
It's a toss up between Uncle Tony and Nick ....lol
Nick an cold war motors are the best 👍🏻💯🇦🇺⛽️
by far.....
CZcams is showing how wrong mainstream media is in what people want to see.......
We are not all drama queens trying to keep up with latest trends.....
Loved my 69 dart 340. I built it as recommended by Direct Connection which was Mopars performance parts division. They tested everything. If you followed their recommendations you couldn't go wrong. Headers, P4286630 cam with 474 lift and 284 duration, 235 at 50, and performer intake. Auto and 3.55 posi. This little monster kept even with my 1973 dart sport with a 440 on a roll on, but no match out of the hole. One thing I don't understand Nick is that you build a 1972 340 with 10.2 compression and then compare it to a low compression 340. At least compare it to a 1970 340.
Nothing like a tire burning, ground pounding MoPar small block and NEVER any HEADERS Nick! Had a few of them in my day back in the early 70's! MoPar or no car! Bill from Linglestown Pennsylvania.
The 340s might have been little, but they were mighty. Back in the day, I saw many a big block lose to these in the 1/4 mi. These little boogers could really Rev. 6500 was a breeze for em!
Yep seen it too , a little 340 in a Challenger and Dart busting ass on a big block Chevelle , blew my mind
Chrysler's answer to the Chevy 350 HP 327" engine...
Wow, that torque curve is so sharp. There's nothing left at the top. Probably a good choice for the cam for a weekend cruiser. 100 hp increase is nothing to sneeze at. That's a good running 340 for stock intake and exhaust.
It's so nice to watch quality videos with no scripted drama like other channels
Best reply ever
So happy to see a 340 Dyno Test......thx Nick
Glad you liked it!
Nick, I've been a Mopar guy
all my life, but I'm not your normal Big Block guy, I'm a 340 A body guy, the 340 for me is a lot more fun, (my brother stomped on the 302 mustangs real bad 1970) so I appreciate you doing a small block 340.
Love to hear the thump at idle.
Really enjoyed the 340 run Nick! I had a 1969 Dart GTS 340 and built up a new engine back in 1980. I got a super deal on a new pair of W-2 Chrysler iron race type heads and ran the updated Street Hemi grind cam for the 340. Intake was one of 12 Edelbrock LD-340 dual plane that was cast to fit the new W-2 head for tests. Got it from Petty Racing when they had an old parts sale. Ran the engine with the ported to fit stock 1969 340 manifolds with 2.50 pipes. It ran very well with a 3.91 gear and Torqueflite with 2500 convertor. I sold the car in 1989 but should have kept it. I will send you a few pictures. Keep up the great work!
I thought a stock 340 had just 275 hp and the 6 bbl had 290 hp correct me if I'm wrong ....Nick is just amazing getting numbers like that out of it ..I've seen some stock 340s murder 350s in Chevy Chevelles in 70 and 69 😂
@@jamestolson2526 after 71 the hp number were taken at the end of the transmission with all accessories on (like a/c). There is nothing wrong with these hp numbers that's for sure. In an A body its a Chevy Nova killer
It's so refreshing to watch Nick go through the process of dealing with numbers that are below his expectations and then chip away until he gets respectable power numbers. Sometimes the journey is more satisfying than the actual result!!!!
I built one 40 over, 1972 cirica. Did 10:5 to one, fairly good sized solid roller, air gap intake, 2.02 valves, edelbrock 650 carb. I don't remember the torque numbers, but at 6250 rpms, 422 hp. 36 degrees timing. Mine did have headers. Good video loved it, thermoquad, that I didn't put on, but did get a new Demon spread bore carb, to try. Hey nick that first edelbrock carb has a fully adjustable rear door, opening rate can be adjusted as well as how far door opens under full throttle. That would richen it some.
That’s a very nice motor…strong and reliable. No downside to this build. Romp on it!! Nice job Nick! Thanks George for your perfection.
In a perfect world I’d get a shot to build a 340 screamer for a 68 dart. What a cool setup!
WOW💥 The Aluminum intake made the 340 a little Monster with a lot of help the master engine builder NICK......Thanks Nick & George the Super Camera🎥📸 man 👍👀
The one an only = Old Navy Flying Shoe🇺🇸
Sounding sweet! I run my 340 engine in my '67 Cuda @ 34 degrees total, works great with my engine combination. It will rev out to around 7 grand reliably and makes good power doing it.
Excellent tuning video, Nick, thank you!
That’s a strong running 340. In the early 80’s when I was racing my 70 Cuda, I picked up almost .8 in the 1/4 by bolting on a pair of 1 5/8 primary Blackjack headers. The factory manifold’s still hold it back quite a bit
I got the exact same improvement swapping the original manifolds on my 73 Duster 340 for a set of those cheap Blackjack headers. It was amazing how much the headers helped.
I did a build on my small block Mopar. I kept the original manifolds on. Not listening to anyone that told me otherwise. It wouldn’t get out of its own way. I was so disappointed. I finally bought some cheap headers and it was like driving a monster. I will never forget the smiles on my face. I actually was astonished on what a difference headers made. I had more fun with that than the 440 I went with later on.
The strength in this motor is on the exhaust side
I remember those headers
I agree. Nick is scratching his head with that cam and intake setup. With manifolds that is an amazing number. That torque curve looks very good. If he wants more power he will have to stick headers on it and a high rise intake and 900 cfm carb. I'm sure it will gain another 20 hp or so.
"6,000 RPM for less than $3,000." Ah, the good ol'days!
The volume and quality of work Nick completes out of this shop is amazing. I had a ‘72 Charger with this exact engine in the mid ‘80’s.
I had an 85 Shelby Charger. Fun little car. 2.2l turbocharger.
Nothing more enjoyable than watching Nick taking a screwdriver and making adjustments. Old school. And what a gentleman.
the motor should do better for a big block
@@lostinspace699 That ain't no damn big block cuz!! Did me and you watch the same video???
@@TheVenom8343 yes ,,
You can richen the Thermoquad very easily Nick without opening it up. At 43:36 you can see on the secondary air door on the throttle cable side, a slot. That slot is there to bend that part of the secondary air door to limit its opening. It is in fact a tab. The tab actually allows more things to happen than just limiting the opening of the secondary air valve too. If you look at the secondary air door it has two humps in it - these are actually variable Venturis. By limiting the secondary air door opening, those humps create more Venturi vacuum at WOT in the secondary barrels causing greater discharge of fuel by generating a deeper depression at the fuel discharge bars.
Some important adjustments:
*The primary metering rods base adjustment - unscrew the T bar screw until the T-bar/piston assembly bottoms out, then screw 1.5 turns in to lift the rods.
*Secondary air valve adjustment - hold the air valve wide open and bend that tab (I just told you about) so there is 12mm (use a drill bit) between the top edge of the air door and the airhorn.
*the secondary air valve dashpot (the small vac cannister behind the choke), apply vacuum so it is fully retracted. The secondary air valve should be able to move 1mm. If it doesn't, bend the dashpot link rod, if it has more than 1mm bend the rod link so it has 1mm. This is an important adjustment as it starts the air moving past it.
*Secondary air door tension, undo the lock ring, unscrew the door tension so it hangs, then slowly tighten until it just closes, THEN screw in 1.25 turns, hold it there and use another screwdriver to nip up the lock ring then a bigger one to properly tighten it.
*These are just base adjustments*
Also the accelerator pump is designed by Carter to squirt twice, once on the primaries and again when the secondary throttle valves (not air valve) open. To get it to do this requires a sequential adjustment procedure and this post would get even longer.
Note, if the secondary air door opens fully it is often too lean possibly even on a stock 440. They're actually not supposed to be wide opened for correct operation (though they certainly can be when modded for max performance).
Strip kits for these have been unavailable for many years. There are just so very many good things you can do to these to get them to perform. What I used to do was buy them whenever I saw them cheap and after awhile I had so many parts that I could make my own strip kit by sorting all the primary jets, rods, piston lift springs and secondary jets.
A final word, the performance primary metering rods were tapered. The less performance ones are stepped. This is good to know since the jets at the bottom of the well where the stepped rods go in are possibly calibrated for ELB. This might not always be the case on just ELB either.
That is an AVS not a T.Q.
@M P My bad. Don't know what the hell I was 🤔
(I'll have to go, see somebody about my reactionary halfwit syndrome ay!)
Thank you for this info.
I agree. That thermoquad is a better carb than the edelbrock. It's clear Nick doest have alot of tuning experience with them. But that's ok. I did my TQ tuning at the strip. Had a bigger cam, headers in my 68 notchback 727. Single plane intake. Got it into the high 10s
Love those 340s
Amazing info Paul... from columbia sc. GM man here, but I'll take a 340 Charger ANYDAY!
We had those manifolds on my Dad's 340, but I dont think we had those shield gaskets. Those manifolds are rare now.
I've been waiting to see what numbers this 340 will make on the dyno. There's always something different on Nick's Garage on a Monday afternoon, the best channel on CZcams. Let her rip!
Grab a cold one and some ear muffs! Here we GO!
hi Eugene, I trust that you are well.
@@NicksGarage It's funny that you would say that because that is exactly what happened, lol. I was popping the top on a cold when the notification arrived, talk about good timing, right on the money. Excellent video George, your talents far exceed anything else on CZcams, just amazing. I knew that Nick would keep testing until he got the numbers he wanted. Brad will have a nice cruiser, with plenty of punch when he wants to hit the loud pedal.
@@ericball6000 Hi Eric, everything is good here, I hope that everything is good with you. It hit 80 F this afternoon.
Nick's Garage Canadia internet future time Nicolas Cage is a movie actor. 🎬 you would not wake up understand.
When I got out of high school I bought a "73" 340 Dart sport (It was a few years old) and that was one of the absolute most fun cars I have ever owned.
Nick and George great show !!!! Love watching the 340 get it done ..I know I my be repeating on the this but the AVS , Looks and remind me of a Themoquad 4 barrel from days gone by . Nick ,you are one of the Best Master Mechanic's I ever seen , so vast knowledge in building and tuning . Hello to everyone!!!
If I remember correctly I think the 1970 340 3 X 2 barrel models had an aggressive cam that sounded lumpy with a real good lope. Of course they were under rated to hopefully keep the bureaucrats and the insurance companies happy, sorta.
Yeah the original 6-packs had a slight lope, little more cam than the 4-BBL.
The heads were different in that they relocated the pushrod holes to open up the intake runners which is why the also had an offset in the rocker arms and they also had solid lifters.
@@stephenwest798 The '70 6-pack I had were the T/A J heads, and were offset rockers with solids. A friend had the 6-BBL Ply version that had different heads with slightly less cam lope, I think he even said they were 360(?) heads.
This was all nearly 50 years ago, only remember a few pointed details about that build.
I was first and foremost a Ford fan with MOPAR slightly behind. I wouldn't have even done that build if I hadn't found a cherry '64 Barracuda with a weak, sick 273 in it for almost a steal, and had a personal grudge against a '70 chevelle I wanted to end.
That is 1 of 2 cars I had that I wish I hadn't let go and still had today.
@@Ray56z The 68 thru 71 340 heads had 340 cast in the intake runner, casting number 2531894, the 70 thru 74 340/360 had casting number 3418915, the T/A sixpack heads had the revised pushrod holes, the 340 had 2.02 valves until 72 and then it had the 1.88 valves like the 360 heads, same head only different valves. All 360 heads had the1.88 intake valves. All the heads casting number 3418915 had 360 cast on the intake runner which mislead many people to believe that their 340 had 360 heads which in fact they were the same head with exception of valves and valve springs. If your friend had a true 340 sixpack T/A engine, then it should have been the same as yours. Ford had some great engines the 427-tunnel port was a beast, I had a 57 Skyliner, wish I still had, and a 67 Fairlane also a 57 four door hardtop and a 57 four door post, the Skyliner and the hardtop had the x frame, don't remember what the 4-door post had. The sixties and seventies were great years, I miss them.
@@Ray56z The '68 340 with manual transmission came with a slightly longer cam with a slight increase in lift ,the four speed cam had 276/284 duration with .444/.453 lift , '68 was the only year for that cam, the auto trans 340's in '68 and all the other 340's had the same camshaft , it had 268/276 duration with 430/444 lift . the only two cams offered in the 340 engine .
This is a 340 from 1972 and rebuilding engines like this is what Nick and his band of brothers do With a few adjustments they keep it factory true and muscle car engines they've conjured a few This one is going in a Charger and as full size cars go there ain't many larger It's not a big block but it's plenty loud This is an engine that would make any muscle car owner proud It's a V8 and it sounds great make no mistake When Nick's Garage builds an engine it takes a special talent to make it break Nick's Garage shows every detail it ain't no showbiz fake This is the true news A blue engine that won't give you the blues Put together with the correct bolts not a bunch of rusty screws The fuel comes from a carb not a rail Nick's Garage might sometimes falter But Nick's Garage never fail Thanks Nick George and all the boys and girls Muscling and tusselling Nick's Garage every Monday is just the thing
You could get your engines built by anyone...but Nick here is one of the few that strap the things to a proper engine dyno and wring out runs. Gets more power out of them and takes care of any issues along the way even those annoying little oil leaks that Nick absolutely hates as noticed in previous videos.
On the wedge, I stopped counting at 34 pulls.
No, you can’t get your engines built by anyone. Whether they dyno test it or not……. Proof in the pudding is that pathetic 383 from Detroit. That engine WAS dyno tested by the builder!!!
@@ShahyadG Do you realize you just argued the same point the commenter made?????
@@ShahyadG See you began to reply, but had 2nd thoughts, deleted? It appears in my notifications
The 340 loved high rpm straight away. It was the perfect match to A body and E body cars. Something about the thermoquad. It was a good carburator and the phenolic base kept the fuel cooler on hot days, no vapor lock like other carbs. I had one on a 1978 440 Dodge Magnum and it performed well. Nice video Nick.😁
Love this test,have a 71 340 with a Thermoquad myself,and 70 hp exhaust manifolds.
Sweet! Enjoy that car.
Thermoquads make a wonderful sound when the secondaries open.
Dr. Nick. there is a 1973 Duster in my Town that needs that 340, thanks for the show, and well done George, the video's keep getting better all the time, cheers.
Thanks for watching!
that stock intake is pretty good considering the air gap only made 8 more horsepower
same as stock ford 4bbl intake.. they work,, but.. only downfall with the dodge, is the simese ports.. chev didnt get anything right.. i have a 340 r/t, 73 chall. seems to have 69 running gear, motor trans.. diff. pais 17k for it, 12 yrs ago, from rio linda.. im in aus.. got ripped,,as usual,, no rust, drives, advertised as a 440 leather.. but, im happy..sublime. i have all the 70 gril, lights,, no t/lites.. too hard to change.. was after a f/back mustang,,lucky didnt find one,,
you can do it nick, love the no nonsense channel
I like these dyno tests where you don't have other people sticking their noses in with their opinions!
Me too. I wish they would go back to gross HP. We all want to know how much HP the engine has. Let others argue about how much is lost due to gearing, accessories, etc.
Gained ten hp with a different intake. Id stay stock looking that was expensive hp.
With lots of reading it seems to get the most out of that intake gotta go with headers.
Id leave It all stock its a beutiful engine.
Great job and over 1hp per cube its a streetable screamer. Excellent as always Nick.
These lil engines love their rpms up there for sure.
Best show on CZcams, great numbers for the 340, the little keg of dynamite.
The factory rated the 1971 340 @ 275hp which was believed underrated. The NHRA rated the stock 340 at 330hp. The 340 is a great engine that was designed as a high performance engine, there were no pedestrian 340's unlike GM 350's etc.
Yeah I had to add 30 lbs of weight because of that NHRA rating. Cuz the Chevy guys whined about 2nd generation cudas
The 1968 340 was originally developed to better the Chevy 350 hp 327 in the Chevy II. The intake ports were made to the same dimensions as the Chevy ports. The valve sizes were the same. The 1968 manual transmission camshaft was designed for a 6,500 RPM redline, but to protect the cast pistons, the valve springs were made to limit the RPM to under 6,000 RPM. After some street miles on the springs, the RPM's were even lower, so the 1969 340 got the automatic transmission camshaft. Isky sells stronger replacement springs, with Crower and Lunati selling the 1968 manual transmission camshaft. It has 22 degrees more duration at 0.050" lift than the automatic transmission camshaft. Both factory 340 camshafts will pull strongly above 6,000 RPM, with good valve springs.
Whats the factory rating of a 72/73 cuda 340? Real hp?
@@BrandonLeeBrown I saw this article in a car magazine in the late 70s ish. They flow tested stock small block heads from chevyfordmopar and a couple others. The Mopar flowed more than the Fordchevy but finished second to I can't remember.
It's been so long. But I have ported a few sets of X and J heads. The one they used for the text was a 2.02 X.
When I raced part seasons at Suffolk raceway (deployment interruptions) the sanctioning body rated the 340 at 300hp. So I had to add a little weight.
The next season it was 320 so I had to add again.
That made the Camaros and Mustangs more competitive.
That's just the way it was.
68 340S 727 8/³/⁴
@@360escapades it was rated from the factory in 73 at 240 net hp . Last year of production for the 340 . By then it was pretty much neutered .
Superb Monday , love the 72 charger 👌. Buddy of mine drove a 72 with a 340 pistol grip 4 speed back in 79. Never under estimate the 340 in that car. They pull hard.
Did your friend have the Rallye version 72, and realize that only 289 were produced off the assembly line with 4 speeds. See if he ever regrets getting rid of that car.
@Brad it was, budget hood and magnum 500s. Wish I had bought it from him back then. Was a beautiful car and fast
Wow Nick worth the wait and man that 340 did not disappoint either both in looks and the way it sounded thus real smooth at idle, no oil leaks and manifolds too. George your intro was a beaut and fitting for this video.
Anyway, you look at it that’s a huge improvement for that 340 the 1970 was the best year
1970 was a good year for the 340 , but it wasn't the best year. The 1971 340 still had the higher compression and big intake valves but it had larger 800 cfm TQ with the well designed TQ spread bore manifold . The '68-'70 340's came with the 600 cfm AFB square flange carter carbs. The TQ was a much better setup .
Hey guys, great dyno video!! Indeed, the 340 is the little engine that could, and very often DID!! The final numbers with that aluminum intake do Indeed speak for themselves!! Great work, Nick!!
Thanks 👍
Hello Nick and all the crew.have to respect these 340 screamers.they always made me nervous👍
On a nice twisty hilly road I had rather have that 340. Yeah the power is down from a big block but so is the weight you have to slow down and carry through the curves. Makes for a happy ride.😊👍🏻
I would like to see a show on that Trans am ! I'm a Pontiac 455 fan !
Bon Jour/ Good Day, Nice to see a small block again.
We agree!
The first Elderbrock, "650" has the "sort of" choke plate over the secondaries, where the second carb does not. The "Thermoquads have one, and is adjustable. Also pretty easy to play with the metering rods. Yes, I'm a Thermoquad fan boy! Ha!
Old school. My 1968 318 Dodge Dart GT made 350 HP with a one barrel Rochester carb and a glass pack. How this 340 is only makin' 344 hp boggles the mind. I guess I would stomp em'.....
I used to have a 1969 dart gts with a 340. It was a mean little beast. I don't know what what kind of hp it was making but it could run high 12s-low 13s. I miss that car
Summertime in Germany , 1 hour earlier Nicks Garage on my Desktop PC 😀
At last!
I'm in a 5.7 challenger watching this through my car stereo and this 340 sounds extremely close to my actual car. I'm assuming similar bore
Also need to mention that the torque range with the AirGap intake is flatter, 380 ft/lb from 3600 to 4800 rpm, rather than rising to a peak then dropping off and that's what you really need (in my opinion) to better utilize your horse power
Hi, Brad,. Did mean flatter is better, or, peak is?
Thanks
@StuckInMyGarage if you can keep high torque numbers longer across rpm range, the horsepower is better utilized
A true pleasure to watch a real, old skool horsepower mechanic work with an engine. So refreshing to see the knowledge is still there in today's world. Too many "kids" with no instincts, or no how, or ability to learn and listen to those that know, showing their ignorance and thinking they know it all. I just wish you weren't all the way up north in Canada, just a really long way from where I live. Keep up the awesome work, I subscribed, just from watching this one vid. I'll be watching a lot more vids.
Hava a 70 340 stock bore & piston,469/494 crane cam with x heads,hp manifolds & LD 340 intake, 780 holley. Drive it like I stole it most of the time for 8 summers in my 70 cuda convertible 4 speed 3.55. Surprised alot passengers how it ran. Last winter I put aluminum mopar commando heads with mild porting & decked to get 10.7/1. TTI headers. And surprised myself with the difference in torque and topend. I find it pulls the hardest at 32°total timing with 16° in distributor. Maybe
try retarding the timing a bit Nick and see what happens. I been mopar guy since I was young boy. When my grandfather would come to my parents in a big black dodge car that rattled the windows in house. Great channel and shop you have Nick.
hats off to all the people that make these videos look the way they do. nice job thank you.
I appreciate that!
Matching numbers are great if you have a show car! If you have a street car and you want power go with the right stuff!
LOL at the "Elderbrock" logo.
I bet Vic sr is turning over in his grave with all the misspelling and pronunciation of his last name. elderberries - lol
I believe with the air-fuel ratio straightened out the 650 Edelbrock would make the power numbers. I've seen enough dyno tests of hotter small blocks than this to know 650 cfm is plenty to support well over 350 horsepower.
Great job Nick, I have been waiting for this moment and not disappointed. For you waiting on the 72 Charger Ralley 340 dyno, glad you liked it also, especially the torque and HP going up and at lower RPM's. Probably do some car shows but definitely I will be driving around and watching all the heads turn giving me the 👍👍. Not any others around this area get this attention, have seen other show cars passing through to get to car shows. Thanks again Nick, and you too George for the video documentary. Let Nico and the rest that I said HI.
Personally, I don't want to make the old cars a race car; I just want to see them run well for a long time. I love old simple technolgy.
I had a totally stock 72 Charger Rally 340 with a 4-speed pistol grip. That was back in 1973. It would do 140mph flat out on the interstate. It would pull 3rd gear to 120mph! I also raced a Super Stock 340 Duster 71. They both liked 34 degrees total timing. That's the sweet spot for just about any 340.
Were you aware that only 289 units came out with a 4 speed behind a 340 and 1075 were automatics. that's a total of 1364 units for 1972
That Mopar 340 ran like a 440. That's a good little motor. For me, it's more like 315hp and having 395 ft lbs of torque. Thatll be good in a 1975 Plymouth Duster
I love the 340, thoseexhaust manifolds look good.
I was impressed with the 330 Hp reading on the Dyno that motor sounds great
I haven’t seen a rear main leak in any of the engines you assembled, that I can remember.
Are you primarily using a rope seal?
No, not using rope seals. In many cases I will have 1 out of 10 engine builds that will probably leak oil from the rear seal. Hit and miss in some cases.
In the “FAST” series they run factory exhaust manifolds but port them thin for more exhaust volume. Wonder what the difference in vastly ported manifolds and headers? Sounds like a great test session for Nick’s Garage 👍🏻
Hey George, you just keep getting better and better with your videos skills . Love it !!! We are wide open ride now with life and getting off on our check in s...Doing our Best . Best Muscle Car and Mopar Channel on CZcams!!!! Big Wave to ya !!!!
Nothing sounds as good as a TQ!
Read this on an old mopar A body only forum. Depends on how bad someone wants the extra hp.
Seems heaxers are a pain on these due to steering shaft clearance. Andy wlheres a reply in the thread.
The 340 I built for the 2010 Mopar Muscle Mag engine challenge made 39HP more going from a set of Hooker 1 5/8 headers to a 1 5/8- 1 3/4 header. And it was not all on the top end either, it made more power everywhere on the dyno pull from 3000-7500rpm. If you want power, ditch the stock manifolds and go with a header.
I have those same exhaust manifolds on my 340. I love them. And the two manifolds being different give the engine a cool look.
Ran the factory Thermoquad on my 72 Roadrunner. It was the best running carburetor until it (I think) warped the plastic body. Tired replacing it with an AFB then later a Holley, but always preferred the TQ.
Nick is a genius.
Thanks Nick, small block owner.Central California watching.
Great dyno video nice engine build 👍🏻🇺🇸
Thanks 👍
The best garage from ST-vincent de Paul! 👌
That was a tough build to get expected results out of, Nick. Maybe "HEADERS" would help on horse power along with the aluminium air intake. I know you hate header, Nick. "CHEERS!"
Great build you are only down10 or 15 HP with those manifolds . great job Nickn
Sounds great! the 5.7 Hemi is 345 and it's a beast!
It is so nice to watch a master at his work always enjoyable Nick thank you.
Good job on this video. Those good old light 340s sure give the big block guys a hard time on the street back then.
Those painted exhaust manifolds sure look good but I don't know how you can justify doing it when it only last a few minutes once the engine is running.
Other than the work and cost of the paint, and then, the toxic fumes you're breathing when it burns...To each his own I guess.
1971 was the last year of the AVS, which the 1971 340's came with. In 1972, they started using the thermoquad. The AVS is a fantastic carb which is easily adjustable with a strip kit. I still have my strip kit I bought back in 1988.
The 1971 340's came with the TQ , 1970 was last year for the AFB carb .
I had a 1972 'cuda with this engine in it, in front if a four speed. It was such a beast.
I had a hopped up 318 with a mild cam and 2.02 valved heads and that motor took everything the 750 Edelbrock carb would give it. He might want to think about getting himself one.
I am amazed a so called mopar expert and purist never used a thermo-quad. Once dialed in they were the best street performers in any weather condition.
Love the dyno room
Nick, you sir are a credit to your profession. Thanks for another great video.
Thanks for watching.
That 340 looks nice..
Had a 1970 Duster 340 in High school with the Edelbrock LD 340 dual plane topped with a Holley double pump 750 . Direct connection 509 purple shaft cam and 3:91 sure grip gears 4 speed with Hooker Supercomp headers and flowmasters. Car ran around 12 flat consistently and wiped out every small block on the street including the Big Blocks as well 🔥 Giant Killer "
I would love a whole show on the TQ. I remember being somewhat intimidated by them as a kid, on the 400. I have a build with a buddy's 340TQ I pulled that I would like to try.
great job how about some more t/quad tests please
Awesome run with the 340 you did a good job Nick keep them coming and see you Friday
OK.
Those Thermo Quads are the best wheel chocks ever😢😢😢...
.30 over and a bigger cam for that 370 400hp mark
Wont Bull-Shite ya nun !! - Your talent is why I watch ( Thanx Steve )
i had a 340 in a Duster. Street hemi cam, LD340 Edelbrock intake, 2.02 valve heads, Hooker headers, Holley 780 carb and a Direct Connection chrome box. Reved fast and steady to 8000 RPM. Just used the stock red springs. If I started losing revs or got popping from valve float, I would swap out the heads with a set with some new red springs. was nice to have two sets of heads. beat that car hard for eight years. FUN