Need Engine Indentified
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09-24-2014, 11:27 PM
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09-25-2014, 07:56 PM
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09-29-2014, 04:38 PM
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generally the 340 is a high performance engine. the pistons in the pic do look high performance. the piston is a TRW .030 over. 10.5 CR. test the valve lift by measuring the cam lobe lift and X it by 1.5. can give you an idea as to which cam it is. the six pac block has specl markings. and i think was only in 1970.
#4
11-14-2014, 08:18 PM
http://www.allpar.com/mopar/mopar340.html
340 V8[edit]
in the mid-1960s, Chrysler decided to produce a small block V8 specifically designed for high-performance applications. The goal was to have a lightweight, high output engine equally suited for drag strip or street performance use. The result of this decision was the 340 cu in V8. Chrysler's engineers increased the 318's cylinder bores to 4.04-inch (103 mm) while keeping the 318's 3.31-inch (84 mm) stroke. Anticipating higher loads resulting from racing operation, the engineers fitted a forged shotpeened steel crankshaft instead of the cast nodular iron unit used in the 318. This also included shotpeened and forged pushrods, connecting rods and pistons. A 4-barrel carburetor was mated to a high-rise, dual plane intake manifold. This induction setup fed into a set of cylinder heads that are still considered among the best of that era. The heads were high-flow items with big ports, and used 2.02-inch (51 mm) intake and 1.60-inch (41 mm) exhaust valves. An aggressive cam was fitted to take advantage of the much better breathing top end. 1968 4-Speed cars got an even hotter cam, but it was discontinued for 1969, where both automatic and manual cars shared the same cam. The engine was equipped with hydraulic lifters and two bolt main bearing caps, leading some to initially underestimate the 340's potential. Power output was officially stated as 275 hp (205 kW) Gross for the 4 barrel and 290 hp (216 kW) Gross for the 6-pack version with triple 2-barrel carburetors (see below). The '68-'71 340's compression ratio was 10.5:1, placing it near the limit of what was possible on pump gasoline during that era. The 340 also used additional heavy-duty parts, such as a double-row roller timing chain and sump-mounted windage tray.
In 1970, Chrysler offered a special version of the 340 that was specific to Challenger TA and Cuda AAR models. This version featured a heavy duty short block featuring additional webbing in the block to allow for 4 bolt main bearing caps (aftermarket installed). The application-specific cylinder heads featured relocated intake pushrod passages with offset rocker arms that allowed the pushrods to be moved away from the intake ports, which could improve airflow if the pushrod-clearance "hump" was ground away from the intake port (this was left to the end user, however). They featured an aluminum intake manifold with three two barrel Holley carburetors and a dual points ignition system. The best vintage road test data for these cars yielded quarter mile trap speeds of 100 MPH, which suggests roughly 275 "as installed" HP for a car of that curb weight, using Hale's Trap Speed formula (Peak Flywheel HP = (Trap Speed/234)^3 * race weight.
Contrary to undocumented claims regarding engines being "under-rated" during that period, the 340 was one of the very few engines to be (almost) honestly rated by SAE Net ("as installed") standards, leading many to claim that the 340 was "under-rated for insurance purposes." The 275 (Gross HP) rated 340 could actually produce 257 SAE Net HP and could produce 315 HP once all the typical-for-the-era "Gross" HP adding tricks were applied. By the standards of the day, one could argue that the 340 was "under-rated." Indeed, a multitude of vintage period road tests reveals that a "275 HP" 340 Dodge Dart was fully capable of running toe-to-toe with Chevy's "350 HP" 350 Corvette, which shared a *******ly identical curb-weight. A "275 HP" 340 Dart was more than capable of holding its own against Chrysler's own "335 HP" 383 big block Dart, which was only 130 pounds heavier. Due to the combination of rising gasoline prices, insurance companies' crackdown on high-performance vehicles, and the onset of inflation, the relatively expensive 340 was phased out. It was released in 1968 and remained a high performance engine through 1971. It was severely de-tuned in 1972, with the introduction of low compression (8.5:1) small valve heads, and by mid-year, a cast nodular iron crankshaft, and a variety of other emissions related changes. It was replaced by the 360 engine for the 1974 model year. The 340 is thought by many Chrysler diehards as having the best bore to stroke ratio out of all LA engines produced by Chrysler, hence why all "R" (R1 - R3 race blocks) blocks are derived from the 340 dimensions.
Vehicles using the 340
340 V8[edit]
in the mid-1960s, Chrysler decided to produce a small block V8 specifically designed for high-performance applications. The goal was to have a lightweight, high output engine equally suited for drag strip or street performance use. The result of this decision was the 340 cu in V8. Chrysler's engineers increased the 318's cylinder bores to 4.04-inch (103 mm) while keeping the 318's 3.31-inch (84 mm) stroke. Anticipating higher loads resulting from racing operation, the engineers fitted a forged shotpeened steel crankshaft instead of the cast nodular iron unit used in the 318. This also included shotpeened and forged pushrods, connecting rods and pistons. A 4-barrel carburetor was mated to a high-rise, dual plane intake manifold. This induction setup fed into a set of cylinder heads that are still considered among the best of that era. The heads were high-flow items with big ports, and used 2.02-inch (51 mm) intake and 1.60-inch (41 mm) exhaust valves. An aggressive cam was fitted to take advantage of the much better breathing top end. 1968 4-Speed cars got an even hotter cam, but it was discontinued for 1969, where both automatic and manual cars shared the same cam. The engine was equipped with hydraulic lifters and two bolt main bearing caps, leading some to initially underestimate the 340's potential. Power output was officially stated as 275 hp (205 kW) Gross for the 4 barrel and 290 hp (216 kW) Gross for the 6-pack version with triple 2-barrel carburetors (see below). The '68-'71 340's compression ratio was 10.5:1, placing it near the limit of what was possible on pump gasoline during that era. The 340 also used additional heavy-duty parts, such as a double-row roller timing chain and sump-mounted windage tray.
In 1970, Chrysler offered a special version of the 340 that was specific to Challenger TA and Cuda AAR models. This version featured a heavy duty short block featuring additional webbing in the block to allow for 4 bolt main bearing caps (aftermarket installed). The application-specific cylinder heads featured relocated intake pushrod passages with offset rocker arms that allowed the pushrods to be moved away from the intake ports, which could improve airflow if the pushrod-clearance "hump" was ground away from the intake port (this was left to the end user, however). They featured an aluminum intake manifold with three two barrel Holley carburetors and a dual points ignition system. The best vintage road test data for these cars yielded quarter mile trap speeds of 100 MPH, which suggests roughly 275 "as installed" HP for a car of that curb weight, using Hale's Trap Speed formula (Peak Flywheel HP = (Trap Speed/234)^3 * race weight.
Contrary to undocumented claims regarding engines being "under-rated" during that period, the 340 was one of the very few engines to be (almost) honestly rated by SAE Net ("as installed") standards, leading many to claim that the 340 was "under-rated for insurance purposes." The 275 (Gross HP) rated 340 could actually produce 257 SAE Net HP and could produce 315 HP once all the typical-for-the-era "Gross" HP adding tricks were applied. By the standards of the day, one could argue that the 340 was "under-rated." Indeed, a multitude of vintage period road tests reveals that a "275 HP" 340 Dodge Dart was fully capable of running toe-to-toe with Chevy's "350 HP" 350 Corvette, which shared a *******ly identical curb-weight. A "275 HP" 340 Dart was more than capable of holding its own against Chrysler's own "335 HP" 383 big block Dart, which was only 130 pounds heavier. Due to the combination of rising gasoline prices, insurance companies' crackdown on high-performance vehicles, and the onset of inflation, the relatively expensive 340 was phased out. It was released in 1968 and remained a high performance engine through 1971. It was severely de-tuned in 1972, with the introduction of low compression (8.5:1) small valve heads, and by mid-year, a cast nodular iron crankshaft, and a variety of other emissions related changes. It was replaced by the 360 engine for the 1974 model year. The 340 is thought by many Chrysler diehards as having the best bore to stroke ratio out of all LA engines produced by Chrysler, hence why all "R" (R1 - R3 race blocks) blocks are derived from the 340 dimensions.
Vehicles using the 340
