1971 340's True HP?

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69 Cuda 440 said:
Yes I would.

Carter BBD-4721S {M/T}
Carter BBD-4722S {A/T}

Primary ........ 1 7/16" {1.437"} ...... Venturi > 1 3/16" {1.186"}

Flow Rating .......... 285 CFM's

Without a doubt, the biggest 'draw-back' on the 318.
Click to expand...


I would argue that the single exhaust is the biggest restriction on them, then the carb...

The performance increase on my 70 318 swinger increased greatly when I had a 2 1/4" dual exhaust with an h-pipe installed, even with a 2 bbl it ran much better...

But putting a dual exhaust and upgrading to a 4 bbl will really wake up a 318...
 
krazykuda said:
I would argue that the single exhaust is the biggest restriction on them, then the carb...

The performance increase on my 70 318 swinger increased greatly when I had a 2 1/4" dual exhaust with an h-pipe installed, even with a 2 bbl it ran much better...

But putting a dual exhaust and upgrading to a 4 bbl will really wake up a 318...
Click to expand...

Yes, I would agree 100%

Best Improvements for a 318
1} Exhaust System
2} Carburetor
3} Intake Manifold
4} Camshaft
5} Valve Springs
6} Compression
7} Cylinder Heads
 
69 Cuda 440 said:
Yes I would.

Carter BBD-4721S {M/T}
Carter BBD-4722S {A/T}

Primary ........ 1 7/16" {1.437"} ...... Venturi > 1 3/16" {1.186"}

Flow Rating .......... 285 CFM's

Without a doubt, the biggest 'draw-back' on the 318.
Click to expand...

Exactly how Mopar wanted it. Had everything on the 340 been available on the 318, it would have been too close a match. The 340 had to stay on top of the small blocks.
 
RustyRatRod said:
Exactly how Mopar wanted it. Had everything on the 340 been available on the 318, it would have been too close a match. The 340 had to stay on top of the small blocks.
Click to expand...

I don't know Rusty. I somewhat disagree. There is a HUGE gap between the 340 and 318. you take the Chev SB series over the years. Christ they had "a version" for just about every single HP LOL

I cannot even name "em all" anymore. Plus, the 340 was never produced in huge numbers comparitively
 
RustyRatRod said:
Exactly how Mopar wanted it. Had everything on the 340 been available on the 318, it would have been too close a match. The 340 had to stay on top of the small blocks.
Click to expand...

Mopar 'toyed' with idea of developing an 'LA' 318 4-Barrel 'Commando' in 1968 for the Plymouth Valiant {only}.

Kind of an Economy-Stocker that was thought out in November 1967.

It was short-lived though.

The 318/240 HP 4-Barrel was relegated to 'Marine Duty', but did find it's way into
a few Municipal Vehicles on special order only.
 
69 Cuda 440 said:
Mopar 'toyed' with idea of developing an 'LA' 318 4-Barrel 'Commando' in 1968 for the Plymouth Valiant {only}.

Kind of an Economy-Stocker that was thought out in November 1967.

It was short-lived though.

The 318/240 HP 4-Barrel was relegated to 'Marine Duty', but did find it's way into
a few Municipal Vehicles on special order only.
Click to expand...

There were a few of those "intermediate performance" packages ,shelved by Detroit in the '60's. For Mopar,the "D Dart " option ,and the one you mentioned ,would have rocked. Pontiac had the 350 short block with a Ram Air 4 cam, big valve (16 castings, IIRC?) and cold air induction ,on the plate. That was a low buck effort ,model name was "E.T." as I recall.Olds 350 "W31 " option was nasty,as well. My machinist (62 years of age now) took a 4 speed version for a drive,scared the sh*t out of the salesman.. He ended up, buying a year old '67 Cuda 273.
 
A-Body-Bomber

Good Stuff >

The low-budget 'Econo-Racers'.

Odd-Ball >

In 1968, the New York Taxi Commission ordered '135' Belvedere's with a
318, that was retro-fitted with a 4-Barrel, and Dual-Exhaust with 'special'
stainless steel shields inserted between the muffler's and under-carriage
for noise-reduction.

Most likely, to haul the 'Fat' taxi riders in New York.


They were listed as 'special order' 240 HP {Taxi/Livery Engines].
 
69 Cuda 440 said:
A-Body-Bomber

Good Stuff >

The low-budget 'Econo-Racers'.

Odd-Ball >

In 1968, the New York Taxi Commission ordered '135' Belvedere's with a
318, that was retro-fitted with a 4-Barrel, and Dual-Exhaust with 'special'
stainless steel shields inserted between the muffler's and under-carriage
for noise-reduction.

Most likely, to haul the 'Fat' taxi riders in New York.


They were listed as 'special order' 240 HP {Taxi/Livery Engines].
Click to expand...

That would be fun... In 1983,(still in high school) saw a primer black '68 Coronet. For sale (600, o.b.o.) ,ended up being a ex highway patrol ride. It was 383 equipped, big Purple Shaft/headers/ cracked like hell (needed race gas..) Wild car,for the money. Another decision (passed on it..)fair at the time, hindsight says otherwise...
 
67Dart273 said:
I don't know Rusty. I somewhat disagree. There is a HUGE gap between the 340 and 318. you take the Chev SB series over the years. Christ they had "a version" for just about every single HP LOL

I cannot even name "em all" anymore. Plus, the 340 was never produced in huge numbers comparitively
Click to expand...


Chrysler likes to build one version for all vs making many special packages to try to keep build complexity minimal.

The more build complexity (variations), the greater the chance it will get confused/mixed up and mis-built...

The old adage, KISS, Keep It Simple Stupid...

Gm & Ford seem to like to build many variations and "special packages"...
 
1968 Chevrolet 'Engine Packages'

307/200
327/210
327/250 'Base V-8 4-Barrel Engine'
327/275 {L-30}
302/290 {Z-28 Camaro}
350/295 {L-48} 'SS Option'
327/300 {L-30} 'Base' Corvette Engine w/special Carburetor and Exhaust
327/325 {L-79}
327/350 {L-79} Corvette w/special Carburetor and Exhaust

396/325 {L-35}
396/350 {L-34}
396/375 {L-78}
396/375 {L-78 w/L-89 Aluminum Cylinder-Head option}

427/385 {L-36}
427/390 {L-36} > 'Corvette' w/Special Exhaust
427/400 {L-68} > 'Tri-Power'
427/425 {L-72}
427/430 {L-88}
427/435 {L-71} > 'Tri-Power'

And, with the ZL-1 'All-Aluminum' {427/560} in the early-stages of development for the Corvette.
 
krazykuda said:
I would argue that the single exhaust is the biggest restriction on them, then the carb...

The performance increase on my 70 318 swinger increased greatly when I had a 2 1/4" dual exhaust with an h-pipe installed, even with a 2 bbl it ran much better...

But putting a dual exhaust and upgrading to a 4 bbl will really wake up a 318...
Click to expand...
Small outlet manifolds also, not an high point.

RustyRatRod said:
Exactly how Mopar wanted it. Had everything on the 340 been available on the 318, it would have been too close a match. The 340 had to stay on top of the small blocks.
Click to expand...
Most export markets never got 340s- they got the American HP engines when the 360s started to show up for their home market MoPars. Only reason I can understand is if they weren't putting the blocks in trucks it wasn't worth putting them in cars.

67Dart273 said:
I cannot even name "em all" anymore. Plus, the 340 was never produced in huge numbers comparitively
Click to expand...
It always had limited availability. It started as the hot motor for the small cars and was never offered in a midsize until '71, and then discontinued in '73 stateside.

The bore doesn't make a huge difference. The manifolds, the heads, and the cam do though.
 
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