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BTW a 392 Hemi Challenger's weighs ~4300 lbs. My Barracuda weighs 3209 lbs on computer scales.

I bought a Scat cast rotating 4" assy from Brian at IMM 13 years ago. A pre-balanced one even. Run a 236/242 solid with mild port heads. Even with a single plane intake the power and torque is plenty for autocross. On road course a SRT 392 Challenger was behind me along the big straight at...

Ok that is a big difference. I wouldn't have imagined they would call that much compression difference a fair comparison. And a 10.73:1 stroker motor with that bone stock cam isn't going to run a pump California 91 octane around here. The OP is starting out with a cam that seems a little...

2 tenths of a point ? That not much. How much HP and torque gain/loss are you attributing to 2 tenths of a compression? I think the original poster could go to a very slightly larger cam and have the same vacuum and idle characteristics as the smaller cam in the shorter stroke and size motor.

Is this the only writing on that tag. I know Bob Torozzi did some testing for Chrysler in that same time period. He ran dyno work on turbo charging every Chrysler motor. He was up in central coast California. I try to see if handwriting matches. He said he had pallets of intake manifold he...

I believe the compression the original posted in his 73 340 is the original compression for that motor.

Cubic Inch Displacement ?

That seems to extremely jive with crackedback findings. The under 360HP ones he did had RPM intakes, 750DP's

That IQ52 motor was 297 hp. much smaller cam 260H (comparable to stock +/-) OP motor has significantly bigger cam, RPM intake, and probably comparable heads (IQ52 put 1.88/1.60 in 318 heads w/throat work), "650" Holley (IQ52: 1850 Holley) Sounds like Crackedback guestimate of 300-350 seems...

Yes. That was DRVDuster’s question. But what about the original poster @3404spdfish question ? edit: @3404spdfish do you have a part number??

How did he get that? The original poster never gave a part number? Or is that the only SBM solid cam offered?

There have been some original paint motors 1969 340's that have popped up different colors. With strong documentation to back it up. Very few though. But they are oddballs. You can't say all 4-speeds were hemi orange. That's way over-reaching. Many people in this thread have 1969 340 4-speed...

Spelling autocorrect.

I believe that 340 fan always had a viscous fan clutch on it. A direct drive 7 blade might be noisy. And it always had a fan shroud.

Most all 1969 340's are turquoise like yours. There's been a few anomalies of different colors. Most all 1968 340's are red. I've never seen hard proof any different colors.

You bought and still own a 1969 340 Dart Swinger, correct?

Motor pictures? How old was it when you had it? Was it a very original car, I see 70 Duster sport mirror and dash cover... Was the motor ever apart? Did you ever rebuild it and sand or removed paint down to see layers of paint?

Only in 1971 when they changed engine assembly plants. 68 to early 71 340 were assembled at Windsor. And every year had a different part number engine assembly. You don't find 68 carburetors on 69 engines? Well... the the carb is part of the engine assembly !!

In Spring 1971 340 engine went from Street Hemi Orange to Industrial Blue (light) That happened when 340 assembly changed from Windsor “GW340” to “Mound Rd” “GM340”

No. That’s false info. Please don’t spread that. There have been some variations on original 1969 340 cars found. They do not necessarily follow 4-speed, auto, and/or A/C. Most were turquoise. If you have something different, you better have good proof to make that case for your motor. It's...

If you are happy with the way it drives and performs.... leave it alone. What is the fascination with 6500rpm? It's just a number. Would you be happier making the same HP and TQ at 500 more rpm than you do now? If so, you'll need more gear and you will just be tougher on your parts, especially...

Is this true about forged pistons in general?

Yes 590 hours.

Actually that's 5600 rpm. FABO shrinks the pictures when I post them, so hard to read. Also read the note that says, "Doesn't like to run out of gas" They tested this "8bbl Program" on 288, 305, 340 and 360 motors also. I assume these were all tunnel rams.

Here's some vintage Tunnel Ram tests from 1979 at Bob Torozzi's ... Two different Holley Pro Dominator intake's and one modified Edelbrock "short"? intake. SVI is Ted Sphear.

Should be same labor to build one as 340/360/318. As long as you have stroker kit with I-beam rods that doesn't require notching block. If you are a under 500 horsepower street motor you don't need H-beam rods. Stock 340 stroke is 3.31"... 4" stroker is 4.00". That's a difference of .69"...

With the post 1971 Smog Regulations, you'd have a good flowing head with small smog cam. Sorta like a mid 70's Ford Cleveland.

Yes, I realize it's not a production W-2 head. I wonder if it's a early W-2 with leftover crossover or something closer to the LRE development (pre '78-79) with an added crossover. There were all kinds of SB development castings floating around. Square port W-2, "Petty" castings, W-3, W-2-1/2...

Is this a W-2 head with heat crossover? It’s a picture from an early Larry Atherton Mopar Small Block book

I'd have to look more to see if there is any reference to a W-2 with heat crossover in Bob Tarozzi's notebooks. Is W-1 a T/A head? It’s seems like the W-2 design waited around before being available for sale. The stuff below sounds like W-2 was well developed by May 1973. I have W-2-1/2 and...