Perforex 340 mopar
Although camouflaged with enough grease to fool you, the engine actually ran pretty sweet. But even before the cash changed hands on the initial buy, thoughts were flying 340 how to make it better. Under the hood, we could mopar at the parts combination and spy some items we knew left plenty of room for improvement. The previous owner had installed a —a Mopar engine known for surprising power even in stock form—but in place of the rare and somewhat valuable high-performance exhaust manifolds hung a lowly and restrictive set of iron. Up top, under the misplaced GM air cleaner, the picture improved with an aftermarket single-plane Edelbrock intake manifold. However, this was no modern-day casting, just an obsolete Streetmaster, perforex commonly found decorating swap meet tables. Diving In Digging into the to get to that forsaken cam bolt meant we could just as easily stab in a new cam while we were at it. Though the engine was apart and ready to go back together, instead, looking at the caked grime, the decision was made to keep on going and pull the engine to clean and inspect it. What we found was a nice 0. These are rated at a nominal The crank is a stock forged unit with the telltale signs of a performance balancing job. We also found good bearings, balanced stock rods, and a cam of unknown origin with a dead-smooth idle. Topping the short-block were later-model, small-valve 1. There was no denying it was somewhat a bastard child, part racy, part stock, but in surprisingly nice condition. Sure, we could have done a lot more, but we wanted to know what kind of power it made as we got it and more importantly, just how much power perforex changes would gain. This is where our pal Tom Habrzyk comes in. With the timing set at 35 degrees total, it made hp at a 4,rpm peak—not exactly sizzling, but not bad considering the log exhaust manifolds, antique intake, stock cam, and 340 stock smog heads. The oldest and cheapest trick in the book is to flip the lid on the air cleaner to expose the case to perforex airflow. Interestingly, it worked, adding 4 hp to the peak output, bringing it to hp at 4, rpm. The engine was pulled for inspection, cleaning, and detailing. We stabbed in a PAW reproduction mopar cam to replace the mild unknown cam the engine came with to give us a known baseline spec. The engine cleaned up well. In baseline form as described above, we had rear-wheel horsepower. For our first trick, we flipped the lid on the factory Mopar dual-snorkel 340 cleaner and found it worked. The engine gained 4 hp, and all further testing was done in this configuration, breathing through a Fram air filter. On the engine dyno, it never fails to produce excellent results on moderate to strong street engines. The Air-Gap lived up to expectations here, raising the entire power curve right from the bottom of our test rpm range with a gain of mopar hp at 3, rpm and holding a similar gain right up to the top of our test at 5, rpm. Peak power with no other changes was now at 5, rpm. The Air-Gap made the engine better everywhere, even on this relatively mild combination. We suspected the outdated single-plane Streetmaster intake right would provide some room for improvement, so we replaced it with a dual-plane Edelbrock Performer RPM Air-Gap. Our familiarity with the Air-Gap in engine dyno testing shows it just works in street applications from mild up to 6, rpm. Although a single-plane normally favors top end output in comparison with a two-plane, the roles are reversed, considering the two specific intakes involved here. In comparison with the Streetmaster, the Air-Gap is considerably taller, though it fit beneath the standard hood in our Satellite with the OEM air cleaner. 340 Headers If anything on our engine combination looked out of place in a performance application, it was those log-style exhaust manifolds. We suspected a set of 4-into-1 headers would be a vast improvement, but for small-block Mopars, often the fit and ground clearance leave something to be desired. For a column-shift car such as this Satellite, headers will interfere with the shift linkage cross-shaft, but TTI mopar a cleverly designed replacement that is a direct bolt-in. Habrzyk fabricated a pair of reducers and used some of the surplus tubing we previously removed to connect the exhaust system. There was little doubt that the headers unlocked a worthy amount of power, with the gains apparent right from the start of our pull at 3, rpm and the gap widening with more power coming mopar as the tach climbed. We now had a respectable hp, a gain of 20 hp at the peak, and a fatter power curve across the board. Mopar manifolds seemed like a place we could find power, especially when compared with full-tube headers from TTI. Power was up everywhere, and we now had more than hp to the wheels. This was too easy. Comp XEH Cam The perforex cam was a decent piece in its day and a perforex part of why those Mopars of yesterday garnered an enviable reputation. It would be fair to say these specs were healthy, considering the times and an OEM application. Our replacement is from Comp Cams and like the stocker, it is a flat-tappet design, allowing us to retain the OEM valvetrain. The quick ramp profiles provide a good balance of torque and driveability for a given performance level when compared with older and slower-acting designs. As Habrzyk let it pull against the rollers, we showed parity with the OEM cam to about 3, rpm and a gain of 10 hp at the top of the pull. While that was a decent gain for the effort, we had performed exactly this same cam swap on the engine dyno before with a greater power spread showing. It just goes to show the importance of the complete combination. In our previous dyno work, we had big-valve heads that could really take advantage of the increase in cam. The old small-valve No. Mopar P Aluminum LA Heads It was pretty clear that getting more power from this would require something be done with the heads. Instead, we turned to Mopar Performance for an out-of-the-box fix with new aluminum heads, PN P These Mopar heads 340 a direct bolt-on replacement for stock and come fitted with a 2. The intake port layout is conventional and retains compatibility with the OEM-style valvetrain, while the intake port volume is cc and the closed chamber measures 63 cc. The heads shave a good 50 pounds off the nose of the car, and we expected them to be quite an improvement over the old iron, especially in light of what we saw once the old heads were pulled and inspected. Since our engine is fitted with early spec pistons, which are positive deck with the pistons 0. The cylinder heads were once again a bump to the top-end power with a gain of 30 hp pushing output to hp at 5, rpm. Top-end power at that rpm had increased by a full 88 hp, while peak-to-peak output was improved by 79 hp compared with the baseline starting point. The heads drop approximately 50 pounds compared with the iron they replace and added 30 hp to the wheels. We needed to take the pictures, so Habryzk did the heavy lifting, removing the hefty No. These showed a poor valve seat form and came with the standard 1. Edelbrock Thunder Series AVS Carb With the hefty increase in top end from our modifications, there was no denying that the engine was demanding more air at the higher end of the rev range. We still had the cfm No. Our preference was to retain a similar style of carb for compatibility with the OEM dual-snorkel air cleaner assembly and retain the custom-bent 340 lines we had fabricated for the AFB carb, while providing for increased airflow. The main difference with the AVS is an adjustable spring-loaded air valve above the venturi in contrast to the nonadjustable counterweighted velocity valve found under the venturi with the AFB-style carb. We selected the cfm carburetor, No. The engine responded favorably to the improved top-end airflow, showing a corresponding bump to the output and pushing the number to a peak of hp at 5, rpm. The Wrap-Up We went into this test session with kind of a secret goal of achieving a nicely streetable rear-wheel horsepower from our basic Mopar engine package. Using the standard rough estimate method of a 25 percent correction for powertrain losses with an automatic transmission-equipped vehicle on a chassis dyno, this output presumes in the neighborhood of hp at the crank. Acceleration largely comes down to power-to-weight ratio, and at the end of the dyno session, the power was quantified, which left us curious about the weight. APE is equipped with an accurate set of corner scales, so once it was off the dyno, Habrzyk pulled out the scales to assess the mass. It turned out that the weight was not anywhere near what we expected, perforex the scales showing a total of just 3, pounds. We rolled in with a full tank of fuel, of which the better part remained after a total of 32 full-throttle dyno pulls. As part of our ongoing efforts to make HotRod. As always, thanks for reading HotRod. Hot Rod Roadkill Car Craft Street Rodder Classic Trucks Circle Track Mopar Muscle Engine Masters Hot Rod Deluxe Muscle Car Review. Search Hot Rod see results. Sign Perforex today for our FREE Newsletter and get the latest articles and news delivered right to your inbox. Written by Steve Dulcich on March 17, Facebook Twitter Google Plus Email. SEE ALL 13 PHOTOS FROM THE ARTICLE. Mopar Car Review Featured. Rust Hid a Very Original Plymouth Satellite Hemi Jerry Heasley - January 27, Engine Chassis and Suspension History Paint and Body Project Vehicles Interior and Electrical Transmission and Drivetrain Barn Finds Wheels and Tires Celebrities Girls Roadkill Hot Rods 340 Tours Race Cars Trucks How To Street Legal Drag Cars Street Rods Hot Rod Trucks. X Newsletter Sign Up. I prefer to receive internal offers and promotions. I prefer to receive occasional updates with special offers from carefully selected third party partners. By subscribing you agree to the terms and conditions of our privacy policy. Dynojet chassis dyno tested at Advance Performance Engineering using SAE correction factor.
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This last type is called dissociative amnesia and is classified as psychogenic, or as having a psychiatric origin, and can result in the temporary loss of personal memories and identity.