Dyno Room Experiments on Rare Mopar 340 - Brake HP vs Net HP - Headers vs Manifolds
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- Опубліковано 31 бер 2024
- Nick's Garage Gear Shop
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This one has been in the works for a while now... and Nick is as excited as anyone. A classic, numbers matching 340, put to the test on Nick's dyno.
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"It's a little monster!" I love it. The 340 never fails to impress.
Those sneaky 60's mopar guys snuck a race engine right under the radar right down to the fake power ratings of the day.
(I've got one of these sitting in my wrecked '69 barracuda waiting for resurrection. Thankfully the drivetrain and engine were untouched by the accident that destroyed the car which is a tragic story in itself. It's intact and still runs perfectly.)
Manny is right. The sound. It's truly excellent.
cheers.
Folks better watch out for that Blue Duster prowling the streets…
That is one sweet 340!!!
That’s a happy little engine. That Duster will be a serious sleeper. I had a ‘72 Charger RT with the 340 in the late ‘80’s. If I knew then what I know now, I’d still have that car and it would be a helluva lot faster than it was back then.
One point you missed, headers are much lighter. That makes for quicker weight transfer on launch and better handling. Add the horsepower gain and “that” sound, I love it!
Lots of vacuum, good idle & 5800 peak means wide LSA on the cam. 125-130 lbs on the seats means good amount of lift .550 range with fairly mild duration @.050" in the 215°- 220° range.
Those 340s were waaaaay underrated. Great motor 👍🏻
We have lots of respect for them too.
One of the best Mopar ever produced.
It's just a nice size... big enough to make excellent power and small enough to get that bit of economy when you're on a long highway cruise.
Yes they were. I drag raced a 1970 Mustang back in the mid 70’s and I had more more respect for light 340 powered cars like the Duster than I had for bigger Mopars like GTX’s, Chargers and even Cudas with big blocks.
Yes i smoked every big block i raced wt a 67 Barracuda but the Big Blocks couldn't never get traction! Not saying mine was perfect! That's probably a 340 6pack cam! Or more like a 268/468
Originally, the factory 340 was going to be designed for a 6,500 RPM redline, but due to the choice of cast pistons, the valve springs were designed to hold the RPM to a 6,000 RPM redline. Mopar sold heavier replacement single springs for racing, but the NHRA wouldn't allow them, so then Mopar sold only the factory springs as the only single springs they sold for the 340. The factory 340 springs lose pressure with regular street use, fairly quickly. The best replacement single springs I've found are made by Isky, slightly higher pressure and better steel.
Maybe on late 340s, but even the 360HP that replaced it had springs with dampers, and would rev. to 8000 clean if you dared. Ask me how I know.
Nice Nick!! My buddy Foti had a ‘73 Satellite with a 340 and a 727. That thing absolutely screamed. It would rev and rev and rev. It would just about lift the front wheels on launching. That car freaked out a lot of people on the streets back in the 80s.
Nice work guys. The thermoquad always had a bad rap but watching the A/F ration as the engine was climbing, it was as steady as anything I've seen, those engineers at Chrysler were a talented crew.
True, but the carb was designed by Carter. And I never knew it to have a bad rap, I'd take a lean-burn TQ over a QJ any day.
Kudos to the camshaft builder, the engine builder, and the carburetor builder. All combined, a stellar outcome.
As Manny says……in Nick we trust. Beautiful finished product for Bob. Awesome.
Loved my 1970 Duster with the 340. Did some work to it and I was only 17.. your channel is Great!!!Thanks Nick
That is awesome! Thanks for watching.
The gross vs net with dyno pulls in different stages was brilliant. Best comparison ever with the 340.
My recollection from building several 340s and echoed by the machine shop with 340 engines is cast pistons & cast or forged crank max RPM 6000; forged pistons & cast crank max RPM 6500, forged pistons & forged crank max RPM 7000, all assuming that the valve springs are good for the above RPM limits. My '69 340 with factory forged crank, factory rods and TRW forged pistons, purple shaft cam, 273 adjustible rocker arms, and direct connection valvesprings would effortlessly rev to 6800 RPM and pull hard all the way. I believe, as others have mentioned, that the 340 was originally designed with forged pistons but these were costed out prior to production, and the redline was dropped from 6500 to 6000 RPM. Interestingly, the '68 only 4-speed cars had a hotter cam than the auto trans cam. I reckon that the '68 manual trans cam was originally designed for the 6500 RPM redline. The '69 and newer 340s all used the '68 auto trans spec cam, regardless of the transmission in the car.
I put together another 340 very similar to mine for a friend. This 340 went into a base equipment '71 340 Duster. That car had very, very few options. It had a factory 3.55 sure grip axle and an AM radio; these were the only options. It had an A-230 3 speed manual transmission and bench seats, no PS or PB, and 10" drum brakes all around. With base equipment, this was a lightweight car and really fast, and the owner used to rev it to 7000 RPM on a regular basis.
I built a few 360s too; it might have been confirmation bias, but IIRC the 360s made a little more torque but didn’t rev quite as freely as the 340s. What the 360 was missing was compression more than anything, and getting the compression up to 10:1 on a 360 would really wake it up. Good memories.
This proves why so many loves the amazing 340!
What a sweet little engine!
And it still has a calm idle, prefect for daily driving. Bob will be very a happy guy.
Arm chair mechanic here... I know I heard ya say all finish adjustments will be done after the engine is in the car, but, ya could adjust a little more spring tension on that butterfly over the secondaries so that it gradually opens instead of popping open. You would get more torque through the lower rpm's if that butterfly opens smoothly throughout the rev range. My misspent youth messing with too many therrmoquads!!😁
I have never worked on a thermoquad, but worked on many quadrajet carbs, and they had a spring adjustment for the secondary tip in that a lot of guys set to loose and had a monumental bog, from what you said these have the same adjustment, and possibly the same result.
@@Musclecar1972 Same with the Holley vacuum secondary carbs when they eliminate the check ball in the vacuum housing.
@@yarrdayarrdayarrda I don’t have much experience building the Holly carbs either, I mainly worked with the quadrajets. I should have been more informed with them, I definitely had more than a few cars equipped with them, but I just never did. Thanks for the info, I always liked the quadrajet, it amazed me that so many didn’t, when you know what to do with them, they perform excellent on the streets. And they’re pretty much trouble free. My arch nemesis was the Carter AFB, nope, don’t like em, don’t want to work on them! LOL 😂
@@Musclecar1972 , absolutely! Q -jets, were required on SS class cars. I learned everything I could about tuning them. The main body plugs and throttle shaft bushings were thee Q - jets main issue. Once you got the correct power piston springs in the primary and correct jet size, you could tune the secondaries. Cadillac & Olds , had great metering rod & hanger combos. Nothing was as good off road as the Q - jet. The single float and bowl stuffer, kept float bounce very controlled. I really never learned the T Quad either. They seemed problematic to me? I don't really know. Way to go fellow Q - jet fan!! 😁. Of course, nowadays it means very little!
@@kensnyder2340 Unfortunately you are correct about currently, I have 3 of them on my bench right now, I have a 1972 W-30 I ordered brand new, and I’m just finishing a complete frame off restoration on it with a complete mechanical upgrade as well. The car is all number matching, but internally completely different. I sent the original carb out to be restored, and had the issues you mentioned taken care of. Now it’s just a matter of fine tuning it to match the current engine configuration. I still love the Q-Jet, they just work. 👍
in Nick we trust, words to live by.
Thanks Eric!
Thanks, Eric.
Lost 15 with the alternator, that's why you need the 15 with the headers, also the air filter did restrict the power, it also made the carb run richer and gave the power back, that's why there was no loss of power after adding the air filter
Many years ago I had a Thermoquad on a 318 with Edelbrock LD4B manifold. It bogged coming off the line but if already moving it was OK. I didn't know way back then how to adjust the air door spring tension. I swapped out the Thermoquad for a AFB and that worked perfectly so I never experimented further with the Thermoquad. I should have.
You just have to love the 340! Especially with that 800 cfm Thermoquad and the big trap door in the air cleaner. Wonderfull music for the soul. Also the only reason you would want headers on the sreet would be if you really like to keep replacing burnt spark wires every few hundred miles. Great job Nick.
Dana "60" Glass. Just can't get enough of the giant killers. This 340 did incredible. Can't wait for the motor install and road test. I think this combination will work great with the 3.91:1 rear gears that came with it new, but I remember that a gear change may be done. A 3.23:1 would be incredible to drive with the 4 speed, but keep the original gears. Great job as usual Nick, George, Manny, and Niko.
Manny is a smart dude. Nick is very fortunate to have such wise compadre.
The note you had said peak power should be around 5,800 and he was right! That is crazy! Sure enjoyed the video, Nick, Manny, Niko, and George!
I factory ordered my 1974 Challenger 360 Rallye 4 speed, No factory AC or Power Steering...
Be interesting to flip the lid on air cleaner like we used to, see if it really does anything...
I think it was Unity Motorsports this week that flipped the lid on a 400 SBC and gained 25 hp.
Wow... It would be a dream to me to have my 361 built at Indy auto by Nick. Awesome guys. Hello from Colorado
They don't call it the " Big block killer " for nothin! The 340 is a screamer engine! Here we go! 👍😁
The only other engine that gave the 340 a run for its money was the ford 351c 4v.
I ran a mack1 that had a 351c it still was no match! The only one gave me a run was Coronet 440 4-speed! After a few mods race cars could touch it wt a 4 speed shifting at 8k
Very interesting video on the mighty 340 SB! That should pull the Duster quite nicely. One fact that I can tell you about Carter Thermoquads that most guys don't know. The fuel bowl is made of a phenolic resin that keeps the fuel cooler. This prevents the dreaded "vapor lock" that happens with other type carbs when you are running that engine in the summer time and it's 85 degrees. Also, Carter made a "strip kit" of different metering rods and jets so you could fine tune the carb.
You are so correct. Great Carter Thermoquad. Also designed for racing.
I think some of the problems that people had with them is that the phenolic didn't deal with repeated backfires well.
Good afternoon, Nick, & George, I can't wait to see what kind of power this mighty Mopar 340 will make on the Dyno. I love these videos where Nick does comparison testing. Nick's Garage is a great place to spend a Monday afternoon. Let her rip Nick!!!
Thanks, Eugene. Good afternoon. We love doing the comparison videos tests too! We just have to be careful with these numbers matching engines.❤️
@@NicksGarage Great video George, excellent camera work. I was impressed with the power this 340 made, during all phases of the comparison, and how little HP & Torque was lost when the headers were removed. I'm starting to rethink the worth of headers on a street car.
Greetings Eugene, hope all are well there - and the 500, too of course. 🙂
- Ed on the Ridge
@@moparedtn Hi Ed, it's great to hear from you. I hope all is well with you and your family. All good here in Texas.
@@NicksGarage I love the respect that you give your customers, and their love for their cars. The best way to learn the old school cars we all remember and love.
Nico you're doing a good job guy just keep on keeping on buddy you are learning a lot of good stuff and you're taking on a legacy Keep On learning.👍🏾👍🏾✌
I'm enjoying the new addition, the head guy! What's better than being an engine guy....God bless you Nick!
Hi Nick George Manny Niko !! I have to say first thank you all for taking time to show the 340 dyno tests... Nick another GREAT build on a 340 NO LEAKS OR ANY NOISES ... Manny it was very nice to see you doing this with Nick .. Niko KEEP LEARNING from the best .... Great video Thanks Nick and George great editing and sound ! ! ! From your Friend the one and ONLY THE BANDIT !!!!! GOOD NIGHT ALL !!!
Thanks again! Love ya, Bandit.
Great content! I had some old manuals and parts books that indicated that, "export" 1972 340's had high compression ratio and American ones had 8.5:1. I think they still listed 1.88" valves for all of them. I think the high compression export engines were early 1972, before the cast iron crankshafts being used in late 1972. The early 1972 American 340's had forged steel crankshafts, but 8.5:1 compression. A few leftover high compression export engines made into some American market cars though. I always wondered which 1972 340's were sold in Canada, but the cast crank late 72's were likely all low compression engines.
Thanks for the info!
I had a 79 Dodge R/T Aspen that was ordered through the Marine Corps post exchange that was made for export, as indicated by the sticker on the door jam.
No lean burn 318, and it ran stronger than the 360 4 barrel version not made for export
You could be right. I had an original 73 Australian 340 Charger. It had the 2.02 intake valves, forged crank & the compression was 10.5-1.
Cheers😊
68-71 had 2.02 /10.5 wt forged cranks the T/A 6 pack had its own special stuff that you could mix up & make very strong
Hats off to Manny for the great valve job.🎉
hey there folks out there, the torque and hp curve comes in later with exhaust manifolds because.......of the exhaust air flow restriction, headers breath better, so therefore earlier torque and hp. I surely do appreciate the information you share with everyone Nick and Manny and Robert
Hello Everyone on Nicks Garage Dyno Monday!!! George great video and super cool seeing the 340 really show it's strength for its size . Very neat how quiet and smooth idle it had ...sweet engine . Take It Easy....
Glad you enjoyed it.
I had a 73 Dart Sport 340/ 4 speed in '73, bought new @ Grand Spaulding Dodge ln Chicago. I raced that car for many years. It always liked to run cold, best at 140 or so at first burn out. I also flipped the air filter, and bypassed the vacume advance delay. I loved that car, and still miss it. Great show as always.
HERE WE GO!!!!!!.
Right on.
Love it when new video's drop an George does amazing filming jod
Thanks for watching!
What a fun episode. Love Mannys' input as well!
Any time I see a 340 on the dyno I am 17 again! Thank you Nicks garage! You are an awesome team, Nick Junior included. Lol Mannie
THANK YOU NICK, MANNY AND NICO!
One great hour with the dyno runs!
I'm a little concerned about the blowby, hopefully that will be better once the PCV system is connected.
When I used to test vehicles on the old Clayton chassis dyno we had at work, occasionally I'd see blowby on the engines under load. Course I was testing for problems, but that Clayton was great! In the late 90's it was removed and a different dyno was installed for smog testing, and it was controlled by the smog test machine. No hand control like the old Clayton.
Anyway, Good one Nick! More dyno tests please.
Hi Nico,
You are so lucky to be getting your training from these two men with a combined century+ worth of experience, and training. Make the best of this great opportunity. 👍
Great to watch the 3 amigos in the dyno room. For a small block, those 340 really packed a punch. Thanks Nick!
Awesome build Nick, It all came together very nice and it's very impressive.
It would have been interesting to see a test with the alternator connected electrically.
What a stout little engine! It seems very smooth too, doesn’t look as though it vibrates in the stand as much as the big blocks do.
It’s not that those manifolds are so great, it’s because Bob designs those cams to work well with exhaust manifolds for the Pure Stock drag racing class.
It’s still 17 hp and nearly 25lb/ft of torque down. I want all the engine has to offer. A good mechanic knows how to install headers so they don’t leak and work well. I’ve installed hundreds. Tip: use quality headers, gaskets, and fasteners.
Don’t be lazy.
How can he do that?
@@shakerman55exactly, less weight too and the difference would have been even bigger, with a better intake, etc.
That’s what I was thinking, the fact that they don’t think 17hp/25 tq on an engine that only makes 358hp in its strongest pull is humorous to me. Not to mention the average hp/tq gains it probably gains across the whole pull. It’s probably .2 and 2 mph at the track in a Duster, VERY worthwhile if you actually care about performance.
Because I tow trailers often with my old small block, I will keep my long tube headers to get any extra low end torque I can get. No leaks on my ceramic coated Hooker headers well over 20 years on the engine. Just my own choice because I started with practically no horsepower or torque and bolting up headers was my mechanical limitation at that time.
The more power that is produced, the bigger the difference between headers and exhaust manifolds. Results vary greatly on Tri-Ys and cheaper headers vs. the better tuned race headers. Collector length is a factor as well. Great content Nick ! 😊
Love the 340!
We do too!
I have always enjoyed the sound of the thermal quad 4 barrel carburetor
no misses on our end running perfect
FYI: Willem Weertman, Chrysler Chief Engineer, Engine Design and Development is the fellow that designed and developed the "LA" series engines for Chrysler Corp. Willem Weertman has long been famed as a force behind some of the most famous and beloved Mopar engines - small and big block V8s, the 426 Hemi, the slant six, and the new generations of 2.2 liter four-cylinders and 3.3/3.8 liter V6 powerplants. In 2007, Mr. Weertman published a comprehensive history of Chrysler engines which went into surprising depth on early engines. They were NOT designed by the Dodge Brothers, Manny.
I think Manny probably knew that already - he was just living the dream at that dyno test!
With no specks how did you make sure it was on the numbers? Straight up not allways the best way to get the most out of the cam !
I haven’t gotten so lazy yet that I won’t install headers to get all of the goodness I can get.😁
Me and friends built several 340’s back in 1979-1982. Every built was different, some 100% stock, a few more built with lots of money. All 340’s surprised us in performance and reliability. High RPM’s…so nice. Thanks team!!
Right on.
Hello Nick and crew
Hey there!
Thank you, very nice!
Personal preference really what it comes down to. If you're bracket racing then opt for headers..i still run headers on the street, but my numbers engine sits on the stand 😅. Great job Nick & crew. Very impressive as us old timers always knew. 👏
The 440 has just been dethroned as Nicks favorite motor.......
You have done the header/stk manifold comparison befoer and yes, why put those complelicated headers on.?
Indeed!
Hey Nick ,George, Manny and Nicko , real fun to see the 340 making that horsepower and so smooth running . The 340 was a great street runner and quick . That ol color and the Themoquad, and it's in a Duster sure brings back memories of being 16 and with a best friend ,who we cruise and race around in his ol Duster ...Great Monday Dyno Day !!!!!
Remflex exhaust gaskets work great on headers, no leaks...
This thermal quad is sweet. When they are working correctly, hard to beat the performance.
Hello Nick
Thank you for the video here ,
That upper rad hose collapsed a little there
Most folks know about the degree wheel etc, you can find lift /duration etc
That is not a stock spec cam , that is an efficient one though , high vacum at idle
runs to 6200 rpm ....I respect the Top secret camshaft ,
keep it secret , trust a builder like Nick for matching cam to application
Others include David Vizard , Jones cams and there is more .
Sweet. One year only rear trap door! 72 only. Buddy has a really nice 72 Plymouth Duster!
Great to see Niko with Nick and Manny!
Bob is going to surprise some people with this engine.
It sounds incredible!!
Nice restoration dyno run...and a Thremoquad carburetor treat....good stuff Nick and a great build for the win column....thanks
Manny great job on those valves 👍☝
Manny is the man!
@@NicksGarage manny knows how to do it
Hey Nick ! it is so easy to see the lift ? with a digital caliper set it to side of lobe zero it and then go to the hump . Oh but you are old school and know this already ......... These 340 were designed to use pop up pistons and we put cams but under .500 lift . because they got to rough and would stall at idle .
Dial indicator on the spring retainer is much more accurate and makes up for inaccurate rocker arms.
@@hotrodray6802 Did you happen to notice the intake lobe centerline @ 114°? Smooth-ish idle, tons of vacuum means it's a wide LSA cam, probably 112-114.
I totally get it when it comes to headers. I built a 318 for my 69 dart so i bought headman headers and i hate them. You better put a mini start or a brand new steering box because if you ever have to replace them you will hate life. I had to lift the engine almost out just to get the headers on and pulled off. Not only that but getting to spark plugs on #5 and 6 its a nightmare the only way to change those is use a spark plug socket that has the option to put a open end wrench and you only get a 1/8 of a turn loosen or tighten. So i agree nick unless you’re building a race engine just stick with exhaust manifolds.
Plus imagine it wt power steering! Aint no way!
Can't wait to see it in the car.
Can't wait to DRIVE it in the car. 😃
Thanks Nick. Have you ever about doing A Transmission Comparison Video. I think it would work.@@NicksGarage
The 1965 833 was the fastest trans ive ever gotten my hands on & the toughest also! Just got lucky but i never had to lift!
What a combo! I love the look of the orange on blue. Thanks for this!
Hey Nick and Manny, It is always good to see Nikko working in the shop with his Uncle Nick. Have a GREAT week!!
Thanks! You too!
Wow that was worth the watch Nick, Manny, George & Niko as that 340 is one sweet looking & sounding small block and I'm sure the owner Bob will be more than pleased with it. Have an awesome week guy's.
Thanks for the visit, Blinkie.
Your welcome Nick & Team.
I JUST PURCHASED A 1971 DART WITH A 73 340 IN IT . OLD BUILD WITH A DIRECT CONNECTION PURPLE CAM.
Congratulations.👍
Thank you for the video team, great work. I hope you all had a blessed Easter. God is good.
I had a 71 Challenger 340 R/T in 1980. it was the hemi orange painted block (not the later blue), with a holley 600 double pumper, dual point accel distributor, three angle valve job, crane fireball cam and headers. it was pretty obvious to anyone who drove it that it had way more power than stock, probably well over 350HP just like your engine.
According to many, the 1971 340 (Thermoquad-equipped) was the strongest of the lot... Although the '68 340 cars with 4-speed transmissions did have a more aggressive camshaft.
Evenin Mr George an Mr Nick! Have a Great week!!
So nice! I love the factory motors !
Boy I sure like this video on the 340. I have a 340 in my 70 Vanishing Point Challenger. 727 automatic with a 2800 stall converter. Stock heads slightly ported. .500 lift cam with matching springs. Air gap intake with 750 avs. Headers and 7 qt. pan. My set up is close to this one and always put the power at about 350 hp. Just a guess. Thanks for the video Nick. Have a great week.
Top notch Nick. Cheers to you and your team. Best on UA-cam IMHO
Excellent episode Nick! The recording and editing on your show is top notch! Dang those 340s make great power per cube. Im going to add a Mopar to my little collection of muscle yet. Just waiting for the right one to come along.
A couple of decades ago a company manufactured Hemi heads for the 340. Hot heads or something like that was the name of the company. The 340 is a great engine. I had a few of those in my time.
Unless I read the graphs incorrectly, it appeared that similar torque numbers were achieved about 800rpms earlier with the headers… hopefully that would help with towing for crazy old timers like me who still tow trailers with a car with a small block. Of course if I lost weight and didn’t pack so much stuff, that likely would also help with tiny performance gains 😂
Great Job Nick, Manny, and Niko!!!!! Love the 340 with Manifold.
Now That's Entertainment!
Nick I love your show's, Your gang of "Trouble Makers" are a cool bunch.
I used to live in Sault Ste. Marie Michigan and went to Ontario Canada all the time, I now live in California U.S.A. but long for the days of clowning around in your neighbor hood... I am surprised to see the amount of American client's that you have... Keep up the good work!
As Always, Best Wishes to you and the "garage posse"
Nick,that engine has a lot of ring pressure loss.blowby. you do good work I dont miss anything thank you.
Thermoquads are mechanical secondaries with a vacuum limit door.
That is correct.
Called an air valve secondary.
Works like the AFB and AVS do.
I'm a huge Quadrajet and Thermoquad fan. I like Holleys for their performance and killer looks but for a daily driver it's hard to beat a spreadbore carburetor. They are the next best thing to EFI. It's amazing what a step up in cam, bigger valves, and headers can do for an engine. That lightweight Duster is going to be scary fast!
Let me say this COMBINATION MATTERS. You replace those heads with something that flow more and the headers will make much more. The torque curve was better with the scavenging effect of the headers as well even if it did not pick up a lot of HP.
Area under the curve, and torque at the shift recovery point, is where headers shine, far less so than peak power differences. Scavenging from the longer tubes. I don't know where the misconception that headers=flow=high revs, and manifolds/shorties=low end.
What would have been is to have seen is how the early 340 manifolds would have compared.
Good question.
They loose 20hp! Ive tried them all at the track! The only one that ran better vs weight would be the LD-340 intake! It actually picked up very little over the 73 intake mostly weight difference plus a 2" spacer helps a moded engine!
Wow, that 340 surprised me with those #`s. Most guys go with headers for the tone. Love the comparison tests Nick. Great job. As usual, George`s camera work is on point.👍 I called 30 hp loss with belts, manifolds and air cleaner. I was not off by much😁 That 340 sounds so sweet!
Thanks! 👍
Good intake, carb n cam, SCREAMER
Love it , I took a 71 rusted demon and pulled the drive line out and put it into a 67 Plymouth barracuda notch back, kept the thrmoquad, stock manifolds, put a bit more cam into it, changed out to 3:54 from a highway gear, dropped in a Mopar stall torque converter... Lighten up the cuda .. it ate ford & Chevy's mouse & rat engines .. motor was 9 -10 yrs old at that time, low miles .. back then we thought 90k was about junk
With that oil it almost was.
Exact same thing i done except wt a 4 speed car! Man thats the worst misstake i ever made selling that car! But people bugged me for miles & miles over that car!
@@anthonyking4387 I keep looking .. when I find the car I don't have the funds . When I gave the funds I can't find the car . Medically retired, I didn't sell mine ... It was taken by a older guy I swore I get back at , but time got away from me
Has Nick done a head swap from stock 340 with Aluminum? Would love to see the comparo
Dr Panaritis strikes again! That's one very happy little 340. 😊
Yes indeed!