The reserve has not yet been met. It is located in Safford, Arizona. A VIN is listed, along with 84, miles, and a clean title. They also note that the original build sheet and dealership paperwork come with the car.
Thank you, Patrick S. You can view more on eBay. Beneath the hood of this beast is a cubic inch V8 that is connected to a 4-speed manual transmission. Some mechanical work has been done recently including a rebuild of the original Thermoquad carburetor. They have also installed a new timing cover, fuel pump, and water pump. It is said to run and drive although they note that the engine smokes while idling. Inside, there is a lot of wear and tear. Most notably the front seats and dashboard.
The hot Arizona climate has not taken kindly to the soft dashboard and seats, and has baked them all until they have puffed up and cracked. Car interiors are not supposed to be pastries. According to the listing, anything soft, including the headliner should be on the list to replace. The back seat does not appear to be too bad. While this car will need some work, it is a great candidate for restoration.
The seller has provided photos of the underside of the car. While there is a lot of rust, much of the frame and body is surface rust. The suspension, drive line, and other components can be replaced. It looks like there is a small leak at the rear differential?Cars by name Trucks and Jeeps. It had high-flow heads, big ports, a two-level intake manifold, and a six-barrel option three two-barrel carbs.
The engine combined high power and relatively light weight, a fine combination in the Plymouth Duster and Road Runner. The valves were as large as possible, which meant moving the spark plugs ever so slightly 0.
When the came out in lateit was a street fighter from the start. Separating the from the standard-performance were not just 22 cubic inches, but also:. Valve lift was 0. The A six-barrel version with three two-barrel carburetors brought higher-performance heads, new valve covers, and material added to the bulkheads to allow for four-bolt main bearing caps.
To meet model-year emissions rules, the was detuned; the compression was dropped to 8.
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The engine gained 5 pound-feet of torque in the model year; that would be its last performance. For just driving pleasure that was my favorite muscle car. The car was as light on its feet as most sports cars. My commute was made a joyful dash in that car. My Duster was a bear in a straight line but try a little throttle in a turn and wheelhop off the road.
I pulled out to pass a slow guy going about 40 on my way to work. Did a kickdown, hit a bump, and ended up looking him right in the eyes!
He refused to move until I was almost out of sight. As for design, all I can tell you is big valves, a big cam, and a high compression ratio. Valve covers for engines were different than valve covers. Since the carb was a 4 barrel, it was wider and the carb linkages caused interference with the spark plug wires, so they raised the drivers side wire holder up about 2.
It also pushed the choke well boss over close to the passenger side valve cover close to the wiring and vacuum advance hose that runs along the valve cover, so they added a rubber coated curved heat shield to the side of the valve cover to protect the wiring. This is how you can tell valve covers from valve covers at a swap meet.
Carb Choke 1971 340 ThermoQuad 4-Barrel
These have other mechanical besides the three deuce carb setup. The engine was reborn, years later, as the V8, for racing only. This engine never saw the light of the day on the street, but was used in multiple racing venues, and was a modified production block. See more including personal storiesThis guide is intended to provide information for identifying Thermo-Quad carburetors and related items. It provides a basic history and basic descriptions of the carburetor and its subsystems.
It is not intended as a full theory of operation manual nor a repair manual. Service documentation should be consulted for repair procedures and service details. The factory service manuals provide good service procedures and theory for specific models. Other sources may be consulted for general repair and modification procedures as well as theory of operation.
See the list of references for sources. This guide is written with carburetor 'swapping' in mind. Thus, certain items are discussed with modification consideration ie. The modification and adaptation of the carburetors may present legal issues, so consider the interest of any appropriate government s. The TQ coverage was expanded to include the engine. Byall Chrysler 4-bbl applications were TQs except some truck models which continued to use a Holley carburetor.
As the years progressed, the TQ evolved to meet the continually tightening emissions requirements. The changes were numerous. Many features were added or modified externally and internally. Into the 80s, the TQ became more complex, but year to year major variation lessened somewhat. InTQs received a port on the base for canister purge and a port on the main body to provide a venturi vacuum signal for EGR applications.
An external idle stop switch and throttle position transducer were added. Inthe TQ bowl vent was modified with the addition of an electric Bowl Vent solenoid. An additional rear base port for the vent hose replaced the bowl vent port. The fuel inlet moved to the rear center of the carburetor from the previous rear side location.
The very lean mixture idea was abandoned, but the electronic control of the ignition advance was retained. Hidden mixture screws were a feature starting with some model TQs.
Idle Enrichment and Altitude Compensator was not used on feedback models. The canister purge was eliminated by 84 in some applications and a power brake port was added to the rear base. AfterChrysler stopped using Thermo-Quads. Instead, the Rochester Quadrajet was used through on cars and until in trucks when Electronic Fuel Injection replaced them. Carter continued to supply the fuel pumps for the Quadrajet equipped vehicles.
The primary bore size depended on application. In general, all 78 and later s and s and all s had the smaller bore. Earlier s varied depending on application, most s and all s had the large bore. The series have the small primary bore and were rated by Carter at cfm. Later TQs ie, Lean Burn and ESA applications, feedback systems are quoted with less flow ratings, but this is due to the control of the carburetion system, not the inherent flow capability of the basic carburetor.
The internal metering is set for leaner running conditions for Lean Burn. Either bore size can be tuned to run well on most engine combinations. The smaller bore offers a slight increase throttle response but less overall flow.Started by Crocha Started by Cudino. Started by Rutro.
Started by YYZ. Welcome, Guest. Please login or register. Did you miss your activation email? The rest of the motor is really similar to the 71 factory setup from what the previous owner told me. The car produces hp rpm to the rear wheels recently measured on dynoand has a great character, getting alive around rpm and screaming. I think it kind of matches the factory specs : NHRA established that the high compression motor was producing around to hp SAE gross. As I am in a process of getting the car back to its factory specs, I recently bought a stock iron 71 ci manifold, and a totally redone cfm Thermoquad spreadbore carb.
What would you do there? You'll wish you hadn't!! I really like the Thermoquad. That 71 is a super rare one year only carb too. Worth some. Posts: Credits: I totally agree, the stock TQ manifold is one of the best available and is better than a lot of aftermarket designs, you can't go wrong with it. A good running TQ is a joy to drive but not everyone can get them to run right. I have a with the stock intake and a Eddy. I have great low end power but if you kick it down from 70mph it's not real exciting.
I think you'll like the stock intake and the extra cfm carb on the street. Who has more fun than people! I prefer the stock intake on the 's. Just me though. Both are very good and with a nicely tuned carb will preform well. Switching intakes while on the dyno kinda sucks, but if you have the time it would be cool to see the difference in the numbers. I think the stocker will edge out the torker.
Would be interesting to see on a small block. I agree with Neil, you will see a bump at the top end.Barracuda Dart GTS Swinger Duster Challenger Demon Road Runner Charger SuperBee Charger Rallye Australian VH Charger 5. Dart Sport Australian VJ Charger 5. Totals: All numbers courtesy: Galen V. One of the most popular performance engines in the '60's and '70's Look at the stats — high compression The horsepower rating was set by Chrysler at bhp thru to '71, but with the '72's being detuned slightly to net bhp.
Those initial numbers were instantly challenged, with the NHRA raising the stock index to bhp and all the magazines stating 'underrated' horsepower.
As well, remember, the new for '71 cfm ThermoQuad was still bolted to the dual plane intake, which made them healthier than the cfm AVS carb from earlier models. Here's a look at the year-by-year chronology of the Cut-away illustration of the new for '68 from the Chrysler archives.
Stream-lining was. The two clips below help put the record straight.
So, was it the new cfm TQ? This 2nd clip was pulled from the January issue of Muscle Car Review magazine where it gives examples of what other bogus numbers the NHRA was calling the factory out on. Ever since the was introduced in 67 for 68 cars, they always carried the Carter line of carburetors. The stock dual plane 4 bbl intake manifold on the engine was very good incorporating large passages and raised over an inch to get a hi-riser effect.
Cylinder Heads. Chrysler engineers always seemed to have the knack of using just the right valve and port sizes for a given displacement size.
1971 MOPAR Carter Thermoquad 4973S 340 Automatic 4bl Carburetor One Year Only
They also had relocated pushrod holes for the offset intake rockers. Simply because the was designed from the outset as a performance engine. He ran 10 times with the average of all being If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly. If you are an international customer and would like to change the currency that prices are displayed in, you can do so here.
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You can receive a refund by returning a suitable old core. Customer responsible for return shipping on core items. Please refer to the core return instructions included with the part or contact customer service for more details. Brand: Summit Racing. Part Type: Carburetors. UPC: CFM: Fuel: Gasoline.
New or Remanufactured: Remanufactured. Number of Barrels: 4. Carburetor Flange: Spread bore. Choke: Divorced. Secondary Type: Vacuum.
Fuel Inlet: Single. Carburetor Finish: Natural. Ford Kickdown: No. Throttle Linkage Type: Universal. Carburetor Height in : 3. Quantity: Sold individually.
Calculator CFM Calculator. Rebuilding a thermoquad could be a bit tricky without the necessary expertise. Our properly rebuilt carburetors are disassembled and cleaned, and worn or non-functioning components are replaced. I have a Customer Service question order, shipping, returns, etc. I would like to ask other customers a question about this Product.In the Mopar world there has always been a pecking order in terms of performance and desirability.
The Hemi and big-block cars have always commanded the bulk of the attention, and usually fetch the most money when they change hands. Much of this was actually determined when they were first offered, since the more options and performance you wanted, the fatter the price tag would be.
As a result, the higher cost vehicles were logically produced in lesser numbers. Inwhen Plymouth introduced the redesigned Barracuda built on the new E-Body platform, it lost its compact performance A-Body based model. In response to that loss, designers were tasked with the creation of a two-door compact-sized Valiant with a sport roof on the existing A-Body platform to fill that void. This new offering was destined to go head-to-head in sales with the Nova and Maverick. Part of that strategy was to offer a performance variant using the small-block called the Plymouth Valiant Duster The sales figures were so encouraging, with 24, of those being the powered cars, that in The Valiant badge was dropped and it was simply called a Plymouth Duster Unfortunately, the tide was turning on anything that even hinted at performance, and as a result of higher insurance premiums and increasing fuel costs, only 12, Duster s were produced in It was with that knowledge that Steve Cabral went looking for an A-Body back in I really wanted a finished car, and I was open to all colors and a bench or bucket seat car — I was open to any of that.
There was only one empty space left open in his garage, and that was going to be filled with an A-Body. His quest began in with some fairly exhaustive online searches that included eBay.
He claims that, "I was looking pretty much daily online.
Steve Cabral’s 1971 Plymouth Duster 340 has been restored to be the finest example of an A-Body
I found a few decently restored ones, but they were either automatics or not numbers matching. He eventually found one that caught his eye and checked all the right boxes in It was first spotted for sale on a website and then on eBay.
He placed numerous bids on the auction but the reserve was never met. That led him to contact the seller to inquire what the reserve was, and what he would be willing to take to cut it loose. The seller was Scott Smith, who is well known in the Mopar world for his carburetor restorations, and is, by all accounts, also a huge A-Body fan. What Steve ended up buying was, in fact, a very original numbers-matching Curious Yellow Plymouth Duster with a four-speed, and a 3.
It was a California-built car that had apparently spent all its life on the West Coast and was residing in Washington State when it was put up for sale. When the car headed east and was eventually parked in Steve's driveway, all he managed to do was log about five miles on it until it was put away in the last available space in the garage for the winter.
During that winter, he tore some of the car apart in preparation for its next journey. It was one that he initially didn't want to take.
He explains, "I really didn't want to get into a restoration, but this was a numbers-matching car, and it happened to be painted in an original high-impact color. I knew I wasn't going to be happy with just a driver. I wanted it to be the best that it could be. For those of you who follow the Discovery Networks show Graveyard Carzyou'll be familiar with Mike's work, as his other company, Instrument Specialties is responsible for all restorations on the dash assemblies used on the TV show.
On display at this all Mopar gathering was a recently completed Duster that Mike and his crew had restored to an O. Gold level.