383 Performance Combo's

[kowalski]

Love how you did the valve covers!

Sounds like the Comp Cams XE275 HL is a popular choice

Put this together myself

Machine Shop Did The Block + Balance


383/432 440 Source Stroker Kit
3.75 Stroke - .030 over factory numbers block
10.5 Compression

Line Bored
440 Source Billet Steel Main Caps


75cc Edelbrock E Street Heads
Edelbrock 800 AVS2

However I am only running the factory HP Exhaust Manifolds
Street Car
3:91 Sure Grip

View attachment 1074536 View attachment 1074537 View attachment 1074538

 

[That_Tall_Dude]

If you look at that hotrod article a stock 383, just with headers and intake and carb pulled 400 hp.

think about it; stock idle and vacuum making 400 hp... sounds pretty cool...

Thing is with 383s is to get the compression right; with a big bore & small stroke it’s easier to mess up and makes a big difference if you do.

if near stock isn’t your jam this 383 should be with over 500 hp with bolt on eddy heads, big cam, etc:

https://www.hotrod.com/articles/the-story-behind-roadkills-crop-1970-plymouth-duster-383/

would have been cool if they did a tunnel ram on it.

prolly would have been around 550 hp

...would look cool and probably be faster, dual plane is way better for a street car though

 

[451Mopar]

power is more limited to head/air flow and how hard you want to spin the engine. Less CID, just need to spin it more than a larger CID engine.
Look at pistons with valve reliefs. The old sealed-power flat tops have no valve reliefs and really limits the size of cam you can run.

 

[Budnicks]

I have an old build with near (?) zero-deck 4.290" 0.040" over flattops
2 small valve reliefs (6 cc's ?) don't remember the #'s
I think they were like Speed-Pro's forgings/maybe Venolia's
(bushed the pin end of the rods for free/full-floating)
IIRC like a 1.95" (ish ?) compression height, with castiron rings
good Clevite tri-metal bearings
ARP rod-bolts (resized rods) & main cap bolts
(ARP hardware everywhere)
OE windage tray, hi-volume Mellings oil pump
dual remote K&N filter
3/8" pickup 7qt/7" deep Milodon/shallow pan
Edelbrock RPM 84cc (maybe 80cc's) 320cfm @ 0.600"
mildly ported/mostly pocket & un-shrowding the valves
had to notch the cylinders for best flow
to not upset the intake valves flow (on a smaller bore)
with a 0.039" Felpro gaskets (Felpro gasket kit everywhere)
IIRC about appr. 10.2:1 final compression
OE 3.38" steel forged crank, balanced/polished 0.010" under
Pro-sport SFI 360* marked dampener/balancer
MoPar Performance electronic dist. bronze gear/for roller
w/adj. vac advance turned all the way in, so it comes in as early as possible
18* initial/38* total, about another 10* at light throttle with VA
old style DC Chrome control box, Blaster II coil
Taylor 8.8mm 40-ohm/per/ft wires, Acell shorty plugs, 2 colder
(it is mostly road driven in the mountains)
Crane Hyd. Roller .520" int/542 exh.
276/284 dur. w/matching springs
MP Double roller gearset/timing chain/with roller cam button
IIRC set 2* advance 110*
Smith Bros. cup/ball 3/8" hardened push-rod
(don't remember overall length)
& Crane Retrofit Hyd. Roller Lifters (great lifters)
Crane Super Gold 1.6:1 Roller rockers
it's good to about 6200rpm
rarely ever sees more than 5800
intake MP low-deck 383/400 6bbl manifold/gasket matched
& blended in about 3 inches
the center divider 'Arlen mod/notch' & 1" phenolic spacers
flowed Quickfuel 2300's 350/415cfm center carb
520cfm/vac.sec. with white springs & Pro-maxx secondary adj. jet plates
(factory spec.s were like 940cfm total)
69-70 OE style non-cold air air-cleaner/with a 3" K&N filter
Aeromotive S/S 175 pump, 7psi flowing
AN#6 feed & AN#4 return to the tank
with a bypass style Holley regulator
I org. had stepped 1-3/4 to 1-7/8 to 2" (32" mid-length) headers
with merge 4-2-1 Flowmaster-Scavenger collectors
(changed to org. ported cast iron 68 HP manifolds, that were
chocking the **** out of it, but cleared the rack & pinions/long story)
had a 166K MP modified converter about 3200 stall, A727tf
it had a power-steering pump & alt running off the crank
March alum. 10% reduction pulley/separate serpentine belts
& a Pro-form 35gph electric water-pump, in an Edlebrock alum. housing
electric fan & thicker bigger tube custom MRE Alum rad., w/18# cap

only gears I used when it was in the car
were the Org. 742/3.23:1 SG
car was never intended as a drag car,
it was more a driver/corner carver, in search of a straight away
it has big 1-3/8" front swaybar/1" rear swaybar
& good EIS gas shocks etc., rack & pinion steering etc.
BFG p295/50/15's Raidials walking it out of the hole foot-braking
stalling about 2200 (ish) & still had the front swaybar hooked up
so not very good weight transfer
like a 1.60-1.65 (IIRC guessing now) 60ft,
wasn't too bad for what it was, not really a drag car

we estimated it was in the neighborhood of easily
450-490hp at the crank
in good air & with the good headers, had even more in it over 500
never ran it that way
not in that configuration anyway, at the track

with shitty iron manifolds/hand homeported
thru full mandrel 3" Flowmaster Delta Flow-50 H-pipe/Muscle car exhaust,
all the way out the rear
I ran it in appr. 100* @ appr. 50% hum. RAD at like 1200-1500ft+,
Sacramento raceway T&T mid-summer
68 RR HT 3500#+ & + me 240+ = 3740+ -ish
all steel except, fiberglass lift-off 6bbl hood
est. like 400-410 to wheels HP by ET/Cars ability,
lacking some weight transfer & traction
est. like 415-425 to the wheel by HP/MPH
3 runs
#1 12.0's the 1st pass, spinning leaving at like 3000
#2 11.90's the 2nd pass, leaving at like 2700, still spinning bad
#3 it would run 11.70's @ 118 best, leaving at 2200-ish, lil' spinning
& just walking it out a lil' before mashing it to the floor
easily shifting at 5800rpm 1st -2nd & 2nd -3rd about 800ft out
I have no idea what it was in the traps, maybe 5400 max
tight converter/no slicks
I was watching the fuel instead, making sure it wasn't dropping off
it did OK, for a lowly 392cid/383 stock 3.38" stroke low-deck w/6bbl
with a bunch of bolt-ons stuff

put the damn restrictive castiron manifolds
to fit the damn rack & pinion
it really killed the top end/breathing

it was like 15 years ago now, mostly going off memory

 

[Ron Kirkpatrick]

383. Max wedge heads and cam.

 

[IQ52]

I have an old build with near (?) zero-deck 4.290" 0.040" over flattops
2 small valve reliefs (6 cc's ?) don't remember the #'s
I think they were like Speed-Pro's forgings/maybe Venolia's
(bushed the pin end of the rods for free/full-floating)
IIRC like a 1.95" (ish ?) compression height, with castiron rings
good Clevite tri-metal bearings
ARP rod-bolts (resized rods) & main cap bolts
(ARP hardware everywhere)
OE windage tray, hi-volume Mellings oil pump
dual remote K&N filter
3/8" pickup 7qt/7" deep Milodon/shallow pan
Edelbrock RPM 84cc (maybe 80cc's) 320cfm @ 0.600"
mildly ported/mostly pocket & un-shrowding the valves
had to notch the cylinders for best flow
to not upset the intake valves flow (on a smaller bore)
with a 0.039" Felpro gaskets (Felpro gasket kit everywhere)
IIRC about appr. 10.2:1 final compression
OE 3.38" steel forged crank, balanced/polished 0.010" under
Pro-sport SFI 360* marked dampener/balancer
MoPar Performance electronic dist. bronze gear/for roller
w/adj. vac advance turned all the way in, so it comes in as early as possible
18* initial/38* total, about another 10* at light throttle with VA
old style DC Chrome control box, Blaster II coil
Taylor 8.8mm 40-ohm/per/ft wires, Acell shorty plugs, 2 colder
(it is mostly road driven in the mountains)
Crane Hyd. Roller .520" int/542 exh.
276/284 dur. w/matching springs
MP Double roller gearset/timing chain/with roller cam button
IIRC set 2* advance 110*
Smith Bros. cup/ball 3/8" hardened push-rod
(don't remember overall length)
& Crane Retrofit Hyd. Roller Lifters (great lifters)
Crane Super Gold 1.6:1 Roller rockers
it's good to about 6200rpm
rarely ever sees more than 5800
intake MP low-deck 383/400 6bbl manifold/gasket matched
& blended in about 3 inches
the center divider 'Arlen mod/notch' & 1" phenolic spacers
flowed Quickfuel 2300's 350/415cfm center carb
520cfm/vac.sec. with white springs & Pro-maxx secondary adj. jet plates
(factory spec.s were like 940cfm total)
69-70 OE style non-cold air air-cleaner/with a 3" K&N filter
Aeromotive S/S 175 pump, 7psi flowing
AN#6 feed & AN#4 return to the tank
with a bypass style Holley regulator
I org. had stepped 1-3/4 to 1-7/8 to 2" (32" mid-length) headers
with merge 4-2-1 Flowmaster-Scavenger collectors
(changed to org. ported cast iron 68 HP manifolds, that were
chocking the **** out of it, but cleared the rack & pinions/long story)
had a 166K MP modified converter about 3200 stall, A727tf
it had a power-steering pump & alt running off the crank
March alum. 10% reduction pulley/separate serpentine belts
& a Pro-form 35gph electric water-pump, in an Edlebrock alum. housing
electric fan & thicker bigger tube custom MRE Alum rad., w/18# cap

only gears I used when it was in the car
were the Org. 742/3.23:1 SG
car was never intended as a drag car,
it was more a driver/corner carver, in search of a straight away
it has big 1-3/8" front swaybar/1" rear swaybar
& good EIS gas shocks etc., rack & pinion steering etc.
BFG p295/50/15's Raidials walking it out of the hole foot-braking
stalling about 2200 (ish) & still had the front swaybar hooked up
so not very good weight transfer
like a 1.60-1.65 (IIRC guessing now) 60ft,
wasn't too bad for what it was, not really a drag car

we estimated it was in the neighborhood of easily
450-490hp at the crank
in good air & with the good headers, had even more in it over 500
never ran it that way
not in that configuration anyway, at the track

with shitty iron manifolds/hand homeported
thru full mandrel 3" Flowmaster Delta Flow-50 H-pipe/Muscle car exhaust,
all the way out the rear
I ran it in appr. 100* @ appr. 50% hum. RAD at like 1200-1500ft+,
Sacramento raceway T&T mid-summer
68 RR HT 3500#+ & + me 240+ = 3740+ -ish
all steel except, fiberglass lift-off 6bbl hood
est. like 400-410 to wheels HP by ET/Cars ability,
lacking some weight transfer & traction
est. like 415-425 to the wheel by HP/MPH
3 runs
#1 12.0's the 1st pass, spinning leaving at like 3000
#2 11.90's the 2nd pass, leaving at like 2700, still spinning bad
#3 it would run 11.70's @ 118 best, leaving at 2200-ish, lil' spinning
& just walking it out a lil' before mashing it to the floor
easily shifting at 5800rpm 1st -2nd & 2nd -3rd about 800ft out
I have no idea what it was in the traps, maybe 5400 max
tight converter/no slicks
I was watching the fuel instead, making sure it wasn't dropping off
it did OK, for a lowly 392cid/383 stock 3.38" stroke low-deck w/6bbl
with a bunch of bolt-ons stuff

put the damn restrictive castiron manifolds
to fit the damn rack & pinion
it really killed the top end/breathing

it was like 15 years ago now, mostly going off memory

What the heck Budnicks! Did you empty your entire memory bank?

 

[RemCharger]

Big Dog, what kind of compression is that running? What kind of intake/ valley pan combination? I ended up using an Indy plate and worked quite well. Had to make tin plate wings for the corners.

383. Max wedge heads and cam. View attachment 1077782View attachment 1077783

 

[Budnicks]

What the heck Budnicks! Did you empty your entire memory bank?

sort of
I'm surprised I remembered half of that ****

when 1/2 the time
I can't remember what I ate for dinner yesterday

 

[theman440]

Here's mine -

Completely stock, '66 383 4bbl / automatic, '68 HP exhaust manifolds, 3 inch TTI exhaust system. 3.23:1 sure grip, with me and my daughter in it, leaving it in drive - 15.88@88MPH

 

[Ron Kirkpatrick]

Big Dog, what kind of compression is that running? What kind of intake/ valley pan combination? I ended up using an Indy plate and worked quite well. Had to make tin plate wings for the corners.

It’s 12.5-1. Has the max wedge style domed pistons. The intake is hand made tunnel ram. I do have a cast kit type tunnel ram for those size ports. The block is notched like the MW were

 

[Ron Kirkpatrick]

Big Dog, what kind of compression is that running? What kind of intake/ valley pan combination? I ended up using an Indy plate and worked quite well. Had to make tin plate wings for the corners.

Big Dog, what kind of compression is that running? What kind of intake/ valley pan combination? I ended up using an Indy plate and worked quite well. Had to make tin plate wings for the corners.

sox and Martin put hemi heads on a 383 for pro stock.

 

[RemCharger]

I ran the 2293's. Pretty sure it was around 13:1, the heads are milled to the max. Low deck Indy. I would have liked to try a tunnel ram, it had quite the short but high peaked power band. Basically a 2 stroke lol.

 

[Budnicks]

sox and Martin put hemi heads on a 383 for pro stock.

I highly doubt it,
or more so not that I've ever seen or heard of
who did you hear or get that from ?

much much later you could do Stage V Hemi/conversion heads on
low-deck B series & RB wedge blocks, way later,
so yes there were some 383 & 440 Hemis built
none in P/S

---------------------------------------------------

many MoPar Race teams did a de-stroked 426 Hemi
when the cid limit was reduced to 396 or less
like this below
Mopar Missile 393cid, dual sparkplug a de-stroked 426 Hemi
in 1973 IIRC