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But, within the realm of possibility, for sure. This is only marginally-pertinent to this discussion, but, one of the (many) advantages of running a turbocharged slant six is, the redline on those motors is usually pretty low; the two I always refer to make upwards of 500 horsepower and, do...

That's good advice, I trhink. I didn't notice the altitude where he lives, but, looked it up and it's nearly 5,000 feet. I gave advice based on a sea-level operation, and, I agree, he needs more... probably, lots more.... Forty would be a good place to start, I think. Sorry for the bad...

On a 340 that is stock or close to stock, I think 34-degrees is plenty of total advance for best performance... 40 is definitely going to slow you down. Just my 2-cents... :coffee2:

I think that cam is marked incorrectly. Degree it; you may find your answer.:oops:

I think in view of the carnage it may prevent, it is... That is about what I paid.

The advantage of forged components in the reciprocating assembly in a turbocharged slant six application is not so much the weight advantage I think, but resistance to the deleterious effects of detonation. Cast pistons will be damaged by detonation under boost, where forged ones will live a...

For you turbo slant six fans out there (both of you!) they make them for the leaning tower of power, as well,(for the 225's ...) both cranks, forged and cast. About a thousand dollars total, for both rods and pistons, but, it's good insurance...

Good idea; works for Edelbrock (their L-A manifolds won't bolt onto a Magnum...)

I don't think I'll miss the 3 horsepower... as much as I would have missed having the car to drive in the interim... \ And the hundred bucks I saved went towards a set of $$$$$$ TTI headers...

But, it's not all junk. I wanted an Edelbrock Air Gap for the supercharged 360 Magnum I was assembling and started seeing ads in April of the year they were supposed to have started selling them. I waited for months and nobody had them for sale. Finally, in September, I had the engine ready...

So, would running a 904 be out of the question?

I would vote against using cast iron manifolds (having done this swap myself, back in 1972,) for two reasons: 1. I bought a complete 1971 340 motor and transmission (A-833 4-speed,) and attempted to drop it into my '64 Valiant's engine bay, (this had been a V-8 car from the factory,) and...

The REALLY FAST slant sixes report that their engines quit pulling very hard at 5,500 or less... That's the 400+ HP turbocharged engines of Ryan Peterson and Tom Wolfe. Easy on the whole motor, particularly, the valve train. No need to wind it to the moon... Another reason to consider...

...and, make considerably more power, in all probability.

Ed, didn't you see this? http://www.moparts.org/Tech/Archive/exhaust/9.html

From the article: "or our baseline test, we fitted the 360 with the lowest of exhaust low,a set of stock small-passage 318 iron exhaust manifolds. Bolted to the manifolds was a set of 21/4-inch head pipe extensions 24 inches long. So equipped, the 360 put out a respect- able 311 hp at 4,600 rpm...

Forced induction make it possible to have a streetable combination because the cam specs for turbos and blowers don't like or need much duration or overlap. This results in a lot of low-end torque and a smooth idle. The big problem is, building an engine that is happy on 93 octane when running...

Looks like the big loser here is the driver's side 340 manifold as when the ran the engine with two of those piss poor manifolds, it made 20 horsepower less than the same engine with two passenger side manifolds... The Magnum manifolds weren't quite as good as the early 340 manifolds (one...

I don't know how many of you read the article I posted the link to, but I was surprised at the small differences in the horseower the test showed for the different cast manifolds. 318 manifolds................... 311 horsepower 360 manifolds.................. 314 horsepower early (1968) 340...

I put a set of TTI headers on my 360 Magnum-powered '72 Valiant more door in 2003, which is Vortech supercharged, and made something like 445 rear wheel horsepower, which is not much, but the TTI exhaust system has never given me a minute's worth of trouble in that ten years... Not all...

http://tinyurl.com/cebd32g Headers are far better...

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Herte's a different take on double roller timing chains: Back in 1972 bounght a used 340 engine and drivertrain out of a 340 Demon (1971) that had been rolled over in a highway accident. It had 13,000 miles on it. I stuck it in my '64 Valiant, drove it for a thousand miles and decided to...

From the Seatle area, I think... Angela Bushmaker (Bill Bushmaker's daughter) runs a 235 hp '65 Valiant in NHRA's K/SA and it has (NHRA approved!!!) aluminum D-Dart intake manifold (but not the carb,) and is really fast for a 273 (mid 11's with a 904.) Shu usually runs the Division six points...

Do you HAVE that cam? If you do, you can put it on a Cam Doctor and the machine will telll you what you wnt to know.

You might have a problem accessing that information for this reason, and this reason alone. That was 47 years ago, and I don't think duration @ .050" was given on cam cards that long ago. At least, that's the way I remember it. Good luck; somebody may have put one of those cams on a Cam Doctor...

Do like I did and build a turbocharged slant six..... you'll have so many problems you'll forget all about that 360...:banghead:

You make a good point, Rob. My 360 Magnum (regular heads) has been subjected to 10 pounds of boost from my Vortech supercharger on the strip and on the street for several years, now, and shows no signs of cracking. But, when I installed the blower, I bought a new 3-core heavy-duty radiator...

Thanks for the explanation. I appreciate it!:profilel: