340 dynoed

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Really nice build. Looking forward to some track results.

The power curve after peak matters considerably in the measurement that matters most - average hp in the shift to shift recovery range, i.e. how fast the car is.
 
BSB67 said:
Really nice build. Looking forward to some track results.

The power curve after peak matters considerably in the measurement that matters most - average hp in the shift to shift recovery range, i.e. how fast the car is.
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Darin Morgan showed what he had to do on I think Super Stock Hemi's heads, like $50,000 + work on the heads not to gain peak HP but usable hp after peak for shift points.
 
Before we go too far, it wasn't built for maximum horsepower or drag strip use, just a fun street engine. (and that's exactly what he got)
 
Babyblue66 said:
Here's the most recent crappy Pic. It's original paint, had a few dings and dents, a lot of chips, a little fading here and there. So it's perfect for a driver. Buffed it out and Did a lot of work to the interior. Painted the dash, cluster, and pad. New carpet. Those are dodge camper van seats I sprayed to match. Also put in a new headliner. New windshield, used rear window. Patched the passenger floor and trunk. Very clean Texas car. Pretty much built out of parts I had or got pretty cheap. It's been a pretty low expense build. Paid 3500.00 for the car initially last fall.

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Great looking car, is that Sunfire yellow? I love that colour. Your screen name baby blue 66 made me think it would be blue. Nice Charger as well. :thumbsup:
 
When I’m testing on the dyno, I usually prefer to find the point of valvetrain unhappiness, or run the engine as high as I feel is safe(for the sum of the parts)…..whichever is lower.

With Hyd lifters, valvetrain unhappiness usually happens first……..and I like knowing at what rpm that occurs.

Sometimes though, on a really mild build………it peaks so low, and the curve falls off so fast that you don’t find the float, or get to the safety limit.
 
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PRH said:
When I’m testing on the dyno, I usually prefer to find the point of valvetrain unhappiness, or run the engine as high as I feel is safe(for the sum of the parts)…..whichever is lower.

With Hyd lifters, valvetrain unhappiness usually happens first……..and I like knowing at what rpm that occurs.

Sometimes though, on a really mild build………it peaks so low, and the curve falls off so fast that you don’t find the float, or get to the safety limit.
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I suppose we could've kept going. I didn't really think about it much, but now that you mention it, I'd liked to have seen where it starts to fall off. I'm used to big blocks that don't rev that far. This will be different for me.
 
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BSB67 said:
I don’t think anyone is. It’s about using what you already have.
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No, people politely said it would get more HP with another cam or more lift..

... and with most anything short of a dedicated race car, more of a lot of things could get higher numbers.
 
66-67 are the step children in mopar. I like em. The 66-67 charger interiors are awesome.

Nice Car the engine is going in, got character. Enjoy it and rip it up!
 
crackedback said:
66-67 are the step children in mopar. I like em. The 66-67 charger interiors are awesome.

Nice Car the engine is going in, got character. Enjoy it and rip it up!
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I just got a 66 Satellite. I do appreciate these a lot more than in past. The materials: stainless, chrome, metal vs plastic, parts fitting, etc seem to be much better than later cars.

They just hold up better.
 
I did that with the 340 in my first racecar. I ordered a Cam Dynamics 300 H which was the biggest hydraulic they sold. It was a badly mismatched combo. I eventually changed the rear gears and converter and sorted it out, but that taught me a lot about restraint and picking parts that compliment each other. The best compliment I was ever paid was my buddy who built engines. I left the car with him for some work and he drove it back to my place. He said it was the best sorted combination he had driven.
 
qkcuda said:
I did that with the 340 in my first racecar. I ordered a Cam Dynamics 300 H which was the biggest hydraulic they sold. It was a badly mismatched combo. I eventually changed the rear gears and converter and sorted it out, but that taught me a lot about restraint and picking parts that compliment each other. The best compliment I was ever paid was my buddy who built engines. I left the car with him for some work and he drove it back to my place. He said it was the best sorted combination he had driven.
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I see it differently.

You picked the PERFECT cam.

That damned converter and those pesky gears were the culprit.

I’m an empty glass kinda guy.

Then I fill that beeotch to overflow and then call it good.

You did it just right.
 
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