Stock 1972 340 intake and Thermoquad HP limits..?

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The whole system is a restriction. How much you open it up is the key for power. OK, duh! We knew that. The real trick is to apply the available power effectively for the task at hand. Since the engine is limited due to OE parts, next in line would be the drive train and vehicle weight.

Get creative fellas, get creative!

@Woodie What is the goal of the car?
Did you/he have a cam in mind?

Why a .842 lobe? IDK ether. The can get pretty aggressive but a Ford mutter is larger than a Chevy and a Mopar lifted is larger than a Fords and then there is a mushroom tappet (if you can actually find one) and then a 1 inch lifter size.

To actually take full advantage of a .904 lifter, you would have to build a pretty hairy engine to match.

If I had to put a rpm band on the stock intake, it would be 6K max rpm (but i’d push it more to 6500) until you start porting it.
 
you can take advantage of a short .904 cam
long rod engine thinks the combustion chamber is smaller
long rod engine can't have as much compression as a short rod engine as the dwell around tdc is longer
long rod engine can use less overlap and a shorter cam than a short rod engine
long rod engine is much more sensitive to eo and ic than a short rod engine
(you can get away with a longer cam with a short rod engine)
your intake center line will be later with a long rod engine
etc
and you have to have a longer cam with a .842 lifter
but as comp cam says more area helps hp without killing torque
so pick your rpm range which gives duration and your intake close which gives dynamic compression or if you have fixed compression do it the other way around
and have some hp without loosing much on the low end
 
perfacar said:
case in point, the D/SA record was set at 9.90 @ 130 MPH, with a 1970 340 duster, hhmmmm small AVS carb.
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If you are talking about jerry hatch Duster....there is nothing cast iron on the top end of that motor...heads and intake are aluminum...
 
Id say the stock is better than some of the lower end aftermarket intakes. Id say asking the limit of hp and torque is the wrong question. Obviously the more air you try to pass thru (rpm) it the more its gonna cost power over a more suitable intake. Theres gonna be less difference in a 300 hp motor than a 550 hp engine. At say 400 hp you might be given up 20 -30 hp over an airgap. And probably only at the top part of the powerband, the stock might make more under 2500 rpm. Its up to you if that matters.
 
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70aarcuda said:
LD 340 intake and..........

Edelbrock's NHRA Accepted High Performance Aluminum Cylinder Heads have been submitted to the NHRA for approval and have been accepted for STOCK/SUPER STOCK Classes where indentified below. They are easily identifiable as they all include the NHRA Oval Logo engraved on both ends of the cylinder head casting, with their specific part number below.

Edelbrock 60767: NHRA Performer RPM Cylinder head for Small Block Chryler | JEGS
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Thanks. Wasn't aware of that.
 
and aluminum roller rockers are legal too...lol........pretty sooner my bracket car will be legal for nhra stock....lol

and aluminum radiator is legal too
 
rumblefish360 said:
Poked and stroked to its maximum!
That’s a F.A.S.T. Class or ......
If is amazing what can he done with stock parts but I also have to wonder how much faster can it be with the after market parts. Or what a dyno difference would indicate.
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Just a 340, with a stock lift cam, Stock Eliminator class
 
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