Homemade 340 ###

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Dan the man said:
What holds the spacers in the block as I don't see any tabs on them. I like the idea of destroking a 360 to get a 340. It's sad that the aftermarket doesn't offer a 360 crank with a 340 stroke, when it comes to the mopar the aftermarket is lacking. How long was it before you could get a 440 crank with 400 main bearing journal size? If there was a 3.480" stroker crankshaft, you could bore a 318 0.030", use factory rods and off the shelf replacement pistons ( I think the compression height is 1.725" ) and you'd have a 340. I'm not sure about the compression height of the pistons I do remember looking them up, I believe that they are speed pros.
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Bearing crush holds everything in place on all engines. The tabs just locate the bearing during assembly. Modern engine no longer use tangs... for the most part.
 
Garrett Ellison said:
There are several advantages with using an early 360 block in place of a 340. The main webs in the early 360 are extra beefy, and the lifter bores aren’t countersunk. And the cylinder walls are thick to the point of being nearly Siamesed.
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Really? I had not knowed dat. lol Have you got a picture of a 360 block where ALL the lifter bores are not chamfered? I've never seen one and I've seen a lot of 360 blocks. I've seen some that had a few not chamfered, but not one that had them all not chamfered.
 
IIRC, the one that Chris has doesn’t have the lifter bores chamfered.
 
I’ll post some pics of another one later. It has some lifter bores chamfered but the chamfers are much lighter than the counter bores I’ve seen in most 340 blocks. But I still like seeing lifter angle correction with bushed lifter bores in the all out stuff.
 
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