As a little kid back in the ’80s, I spent a lot of time at the magazine racks of my local pharmacies and grocery stores. One day, thanks to my indulgent parents, I brought home a retrospective of Hot Rod road tests from the muscle car era. It would be embarrassing to know how many times I reviewed not only specifications and acceleration times, but also the often witty comments made by editors and road testers. Therefore, I know that Hot Rod tested the 1971 ‘Cuda with the 340 and thought it was in many ways a better choice than a big block. Still capable of turning low-14 second quarter-mile times at 100 miles per hour, it was nearly as fast; and since it was lighter, it was a nicer car to drive. The ‘Cuda wasn’t that expensive back in 1971, but it is today; this example on eBay currently has a high bid of over $50,000 (and the reserve is not met), and it’s located in Kentucky.
The title of the article I’m referring to is “Beware the Quiet Fish,” a reference to the unassuming small block under the ‘Cuda’s scooped hood. Here’s that overachieving engine, topped with air conditioning and backed by a 727 Torqueflite. Hot Rod‘s test car had a four-speed and no air conditioning, but the Torqueflite proved that an automatic could run with a stick (or even OUTrun it). The 340 was rated at 275 horsepower, although the NHRA refactored it almost immediately at a higher number; as the magazine mentioned, Chrysler was “either a lot more honest…or a lot less” than other manufacturers when it came to horsepower. The 340 was upgraded with Carter’s new Thermoquad for 1971. With its huge secondaries, most people felt it was a big upgrade over the AVS used from 1968-1970, but that doesn’t stop people today from calling it the “Thermobog.” As a side note, the eBay seller refers to the 340 as a 375-horsepower engine several times, but that’s not its factory rating.
That seller is a dealer who seems to specialize in buying and selling cars through the big auction houses, such as Mecum and Barrett-Jackson. He doesn’t mention when this ‘Cuda was restored or by whom, but it’s clear that it was a thorough effort and the car hasn’t been driven much since. There are paint daubs on the torsion bars and natural coatings on the lower control arms, all the things that I would never personally notice.
It’s also an example of a highly-optioned car, with AM/FM radio and 6-way driver’s seat (which would explain the jaunty rake pictured here). It also has the aforementioned air conditioning, power front disc brakes, rallye wheels, and more. They’re not listed, but it might even have power windows. Whoever bought this car new was looking for the poshest ‘Cuda they could find.
I doubt that many people back in 1971 would have guessed that the values of new E-Body Chryslers would be what they are today. They didn’t sell well when new, but they look great and go fast, so it makes some sense. For someone who wants a unique example of a ’71 and has the wherewithal to make it happen, this may not be a bad choice.
Very well written as usual, Aaron. A lot of us agree with you that a small block is a better option for handling.
This MoPar is an incredible icon of its time with the vinyl roof, cigarette lighter (NEE power adapter) and hood pins. A simpler time when a guy or girl could work on their car using a timing light and ordinary SAE wrenches rather than a OBD Reader or proprietary tools. The only thing IMO that would make this one absolutely perfect would be a manual shift but given the opportunity this is a perfect addition as it is to any MoPar fan garage!
Don’t forget the reverse threads on the left side of the car’s lug nuts. Easy to remember if you know but today’s tire guys may not.
Oh yes. What was the point of that?
I believe that 1970 was the last year for left handed lug studs. This ’71 should be a “righty tighty, lefty loosey” car regardless of which side you’re working on.
curt old school thought was rotation of the wheel on the left side could loosen the lugnuts. hence left and right hand threads on lugnuts. it lasted much longer on equipment and heavy trucks.
now this is a real sweat looking ebody
Thank you for the compliment!
Johnny, Mopar wasn’t the only one to use those left-hand thread lugnuts; my ’63 Riviera also has them! I had to keep a close watch at the tire store when they were mounting the left sides.
My first Hot Rod Mag. was Aug. 69. That’s right the 70 model showcase edition. LS6 Chevelle, Hemi Cuda etc, etc. Kept my subscription thru the late 80s. Just cleaned out my old shop when the young man I sold it to moved and threw away a few years in binders. May still have 73-74 vintage in binders somewhere around the house.
Nice colors.
It does have power windows you can see the switch on the back panel
Good article and nice find.
Nice car. Always thought this model was one of Mopar’s best. Good looks, good power. Hard to get any better than that.
Cool 6-way seat that operated “manually” as you’d lift the lever on the side, move yourself to your desired position/tilt, and then release the handle and the seat would lock.
Thanks, Gary – I’ve updated the text.
Thanks for posting such a beautiful ‘Cuda!
Aaron, Here is the Hot Rod article from 1971: https://www.hotrod.com/features/beware-the-quiet-fish-january-1971-982-790-34-1/
Wow. 2 great articles in one. Thanks Aaron and PRA4SW.
This car was SOLD at the Mecum Vegas auction on 10/19/24 for 77K.
As always it’s a great article and I concur about the weight and finer balance of street drivebility.
Nothing like driving into a corner with a heavy hemi or 440+6 pushing hard. But like Chevy, if you wanted to whip your street foes, the duster 340 was a far better choice. I can personally attest that my 71 duster 340 4 speed weighed
3,243 lbs. Versus approx 3,450 E body 340. That’s more like 200 lbs.
My best friend’s dad was a ole stock car crew chief & we weighed my duster on the scale they used in the shop. Also found my duster 340 had a 48% front weight to 52% rear. Pretty much says it all. Well with his guidance we upgraded the suspension, breaking & steering for maximum street reliability. Of course adding headers & a aluminum intake plus a 750 DP Holley, a racer brown cam and spring package. This car was extremely hard to beat period.
Patrick, I read the article that is mentioned by Aaron and that I linked above.
They mention that, although the Duster 340 is 200 ponds lighter than the Cuda 340, they got better performance out of the Cuda, both being in stock form. They had no explanation for that.
Another nice car from S&S Classic Cars in Bee Spring, KY.
I believe that 1970 was the last year for left handed lug studs. This ’71 should be a “righty tighty, lefty loosey” car regardless of which side you’re working on.