FAST (Factory appearing stock tire) legal 340-6 pack on engine test stand. Headers are for startup only. 11.69 @ 118mph through factory manifolds on stock polyglass tires. Check them out at fastraces.org
Engine break-in stand
Video of home built engine test/break-in stand. Engine is a stock Mopar 318
2 barrel open headers.
Mopar 413 Max Wedge engine on test stand
63 413 Mopar big block engine with vintage Edelbrock STR-14 cross ram
intake on the test stand. Going in a 63 Belvedere Max Wedge clone. Complete
car is FOR SALE, $16,500.
Go for a Spin in a 1970 Dodge Challenger T/A with 340 Sixpack Engine and 320hp
http://www.rpmcollection.com Steve Cage shows you his awesome 1970 Dodge
Challenger T/A 340 "Six Pack" muscle car in "Top Banana" yellow.
The slapstick transmission function is used only for upshifts. You manually
put it into first gear. As you accelerate - and the rpms are where you want
it - you just slap the shift lever to the right.
In order to race in the Sports Car Club of America's Trans American Sedan
Championship, Dodge built the Dodge Challenger T/A (Trans Am).
The 340 engine added a trio of two-barrel carburetors on top of an
Edelbrock intake manifold, creating the "340 Six Pack". horsepower was about 320 hp.
The engine breathed air through a suitcase sized air scoop molded into the
fiberglass hood. Dual Exhausts ran to
the stock muffler location under the trunk, then reversed direction to exit
in chrome outlets in front of the rear wheels.
340 on the dyno at Kell's automotive
This is a clip of my motor warming up on the Dyno at Kell's Automotive in Las
Vegas. The motor is the original 340 out of my 1973 Dodge Charger. The
motor has a stock resto 340 steel crank, fluidampr balancer, Crane retrofit
hydraulic roller cam (509/528 lift, 284/292 duration), 9.5:1 compression,
.040 overbore, Eagle H-beam rods, 7 quart Milodon Pan, full groove main
bearings, high volume oil pump, and Barry Grant Demon carb. It ran great
on 91 octane pump gas, and even idled fine at 600 RPM (will be set to about
900 since it will have an automatic transmission).
OLDSMOBILE 455 W-43 EXPERIMENTAL HEMI AND OTHER EXOTIC ENGINES - THE JOHN BELTZ YEARS PHOTO TRIBUTE
John Beltz was Oldsmobile's chief engineer in 1964 and one of the prime
movers of the Toronado and 442 project. Beltz was promoted to Oldsmobile
general manager at age 43 in 1969 when Harold N. Metzel retired. Beltz
passed away in May of 1972 from cancer at the age of 46.
John Beltz is leaning on a dual fan 455 Olds and posing with other
experimental Olds engines that never saw production.
Here are descriptions of these engines:
1. The 0W-43 all aluminum 455 with 4 valve per cylinders, four overhead cam
Weber engine. With a redline of just under 8,500rpm it was originally
conceived for CAN AM racing. At 3,000rpm it put out 300hp and at 6,000rpm
registered over 600hp. The top output recorded for this engine in the
Lansing Dyno facility
was 700 real hp at 6,800rpm. Tests were run with both carbueration and fuel
injection. The block was cast from Reynolds 356 alloy and fitted with
pressed-in dry steel cylinder liners for the Forged-True 12.20to 1 pistons.
Billet steel connecting rods by Carillo was used along with a forged steel
crank. The engine weighed in at 50 pounds lighter than the production 455
motor! It was developed at the same time as the ZL-1 Chevy 427 motor.
2. The W-43 4 valve per cylinder 455 developed by JOHN BELTZ , LLOYD GILL ,
JOE JONES AND FRANK BALL. Rated at 500-550hp with a single Rochester
Quadrajet on an aluminum manifold. Constructed with both cast iron heads
and block and with aluminum-alloy block and heads 75 pounds lighter than
the conventional 455 production engine. Engine featured four valves per
cylinder with narrowed angles for a super efficient combustion chamber
design, central spark plugs and could easily be adapted for chain for gear
driven overhead camshafts. 455 engine had 4.625inch cylinder centers, a
4.125 bore and 4.250 stroke. Making use of the 3inch main bearings and 2.50
inch rod journals, the engine was fitted with a specially prepared cast
crank fitted with SAE-1140 forged steel rods, forged 10.20-to-1 pistons
which rode on Morraine 400 bearings. Four bolt main block boasted 2
additional 5/8inch drain holes. Four valve heads featured 1.750inch intake
valves (SAE-8640 steel) with 22 degree stems and 1.375 Exhaust (214-N stainless steel) with 15 degree
stems, special Stellite seats, bronze alloy guides, o ring plug tubes, 14mm
spark plugs, 3/8 inch pushrods and aluminum rocker arms. (Of all the
experimental Olds engines, this one came the closest to production and
there are photos of this engine in street gear. MAY 71 HOT ROD MAGAZINE
features some of these engines and the sadness of the Olds engineers of
that time of how they would never be released.)
3. 455 dual turbocharged CAN AM ROCKET
CHALLENGE. 659hp @ 6250rpm. 554lbs torque @ 6,250 rpm. Alloy block with 4
bolt mains. Forged steel crankshaft. Forged True pistons with 8.5 to 1
compression. 3inch main journals. 2.499inch rod journals. Carillo billet
steel rods. alloy heads. 2inch intake valves. 1.625inch Exhaust valves. Crower roller camshaft with
555inch lift and 320 degrees duration. Dual TRW-375-E-10 turbochargers with Boost Wastegate 10and 1/2psi. Lucas fuel
injection. Olds alloy intake.
Competed with big block Chevy Mclarens and Porsche Panzers in CAN AM racing
This video is merely a couple of old magazine pages strung together with
the exception of that blue 455 hemi which was found on the internet. Thats
BRUCE MCLAREN in that green can am race car which is Olds powered. AT THE
BEGINNING OF THE VIDEO JOHN BELTZ IS POSING WITH SOME ENGINES FEATURED IN
THE JULY 1969 ISSUE OF HOT ROD MAGAZINE AND THE BLUE OLDSMOBILE 455 HEMI
WAS FEATURED IN THE MAY 1971 ISSUE OF HOT ROD MAGAZINE. The incidental
music I overlayed onto this video was muted by youtube.
528 HEMI Start Up On Engine Test Stand
My uncle Cal breaking in the 528 Hemi before it gets dropped into a 1971
Plymouth Scamp race car. Sorry about the turning of the frame during the
video, my camera auto turns when I turn the camera. The video will
definitely make up for that! Enjoy!!
Why we need an engine test stand
Two engines my friends started for the first time and seated the rings.
There were problems starting each one for the first time. It was funny and
my friend was so frustrated, he swore he wouldn't start anymore engines in
cars without first starting them on an engine stand to see that all
problems were fixed.
AAR Cuda Mopar 340 TA Engine block
In 1969-1970 Chrysler made a special 340 engine for the AAR Cuda and the
T/A Challenger. These engines were different than a standard 340 used in
other Mopars. The TA engines had the designation embossed on the block,
driver side. If you're buying a TA 340 also check the heads by removing the
oil cap on the passenger side. With the cap off look inside and the rear
rocker should be offset. You may need a flashlight to see it.
If you scattered the original engine you may have received a standard 340
replacement block. I've heard stories both ways. My buddy back in 1970 went
through 3 warranty transmissions before they said enough.
Some of the later blocks which were left over made their way into 1971 340
Road Runners and other cars. If you're looking at a 340, look closely
because the TA340 are still around.
I hope you enjoy the video and it helps you.
Engine Test Run Stand Blow Up Contest
This 305 Chevy is doomed. It will be used for a charity raffle contest in
Aug. 2008 at the Cops & Chrome For Kids Car Show in McMinnville, Oregon.
People will place bids to see how long it will last at full throttle. 1/2
of the money will go to the person with the right guess. The other 1/2 will
be donatwed to Make-A Wish. Last year the contest raised almost $200.00 at
$1.00 per guess. Total money raised from the show was almost $2000.00
Radial Engine Test Stand Run Backfires
Here's all the video I got of our fun project. The test stand is a mix of
parts put together over the years to mount different engines on.
This engine is a 9 cylinder Pratt and Whitney R-985 Wasp Jr. from the 40's.
It had been sitting in storage for years. We convinced our instructor to
let us mount it and run.
It took awhile to get the magneto timing figured out. The day we ran it I
did one last check of the timing, but failed to check that my
top-dead-center indication was on the compression stroke.
So, soon as the backfire occurred, i realized what I had ommited, quickly
pulled the mags off, re-found tdc, and got the timing right. it started up
quickly but a bad oil pressure line kept us from running it more that day.
In the week following, it ran great many times. Our smallest guy in class
even started it by hand propping. Sadly, no good videos were taken.
It was a great experience in A&P school. After this we did turbines and got
the j-34 in my other video running.