I have a medium built 383 and was wandering who else here is running one and how much power have you been able to squeeze out of it? Im not talking 383 based strokers cuz thats just not a 383 now is it. Running my numbers through desk top dyno and desk top drag the results are about 430 hp and 410 tp. The E.T.s are 11.74 @ 116 with a 1.72 60'ft time. Me in the car weighs 3380.
Also I heard there have been build ups in the magazine and was wondering where I can obtaine these issues. Or if there are web pages for them. Thanx cant waite for your results.
I like 383's, people don't realize it's easy to over cam since it is small in displacement. With stock size valves and 10.0 to 1 compression and a 240 @ .050 cam, it's easy to make 450hp. To take one step further at 12.5 to 1, and Aluminum heads with 2.14 intakes and 1.81 exhaust and a roller cam, 550hp is not unrealistic or running low 10's. Just remember, 383's can be high rapping screamers, just like tricked out 340's with W-2 heads. Since it cost the same building one as a 440, many people wonder why build such a small motor. My point, even though it is argueable, with a 440, you can make an easy 550hp without stressing the parts so much. And trust me, the 440 built, even with a cast crank can make 600hp and put you in the high 9's.
I like the 383 also but have been able to make as much if not more power from the 340 (in a street car). But I just dont see the point of building a 383 when you can build a 440 for the same cost and (in my opinion) have a better motor.
Some of us dont have the room to stuff a 440 in our early a bodys. And EVERYONE is running 340s, 360s and 440s. Have you ever seen the commercial where everyone is driving cardboard boxes? Thats what most people remind me of. Telling others just run this its bigger and better and will do more. DUH!
Any way, can anyone say whats the fastest 383 in factory form (Via stroke and head design) you have seen? You dont see many people running these motors for serious comp and was just poking for ideas for my car. Also did MOPAR MUSCLE ever do a serious build on a 383 with factory stroke? And if they did how can I get my hands on that issue?
The advantage of a 383 is lighter weight, smaller block (fits in A-body's easier, plus better header clearence in B, E body's). The 383 is easy to find in junk yards (over 3.5 million made, which makes them quite cheap to buy, the good 440 block is becoming quite expensive to find), all 383's come with forged cranks, have stronger rods, have a better rod ratio (1.88+) and rev like a 340. The 1970 383HP motor produced a true 335hp in stock form, while the 440HP only produced 350 in stock form. The main difference is the 440 has a little more torque. The 906/452 head has a more suitable port window for the 383 motor, while the 440 needs a larger port window to really sing.
It's all a mater of preference, but 383's do respond to mods quite easily (a 240 degree cam, performer RPM Intake, 850 Carb, 1 3/4" headers will produce about 455 hp and 480 ft/lbs of torque all with the stock compression ratio (9.5/1) You don't even have to change the stock valve train). 400 motors have the same advantage as a 383, with the exception of coming with a cast crank after 71, however a forged 383 crank/rods will work in a 400 with no mods needed.
I forgot to mention, I have a 383 with a Comp Cams 268XE series cam (224 degrees duration with .480" lift) that produces 420hp and 430 ft/lbs of torque at 5,400 rpm. It would be quite easy to modify it to produce much more HP
you are absolutely right. i like high rpm burnouts and high revs before shifting and could not do either with a stock 440
I have heard this quote many times."The 383 is the Chrysler Big Block that thinks it's a small block".Take care,Mike
The 400 is the best of both worlds BIG bore and short stroke. It also makes one bad stroker, if so inclined and in stock form has perfect rod ratio!
I know the 400 is great. Too bad they didn't have a 400 with high compression and a decent cam in factory form. I have one sitting in my garage. I plan to build either a 451 or 474 stroker. I am leaning towards the 474 because of the revability it has from lighter pistons, shorter rods. What do you think?Mike
The 400 came out to late to get good compression. The 474 sounds good! I have one also and have been kicking around the 500 inch idea. i would like to clone the M.P. 575 Hp. 500" motor using the low deck. I have an 87 Dakota just crying for a big block!
I like the idea of a low deck 500 also, but am a little affraid of using such a short piston for a street motor, that's why I will probably do the 474, with the 6.385 rod 474's have pretty decent piston lengths. Plus 474's can produce as much HP as a 500 because of the smaller rod journal. The only thing they lack is the torque numbers of a 500. Mike
You can check Mopar Muscle December 2001 issue for a 71 383 build up in a road runner the guys did at the Carlisle show back then. Its a lot like your setup.
You can also check in Mopar Muscle September/October 2002 issues for a nice 383 build up. I got the inspiration for my build up from these 2 articles.
I haven't gotten mine dyno'd yet but here is the setup in my 1969 Plymouth road runner 4 speed:
.030 over 383 with #L2293 11:1 forged pistons and balanced reciprocating assembly(done by a previous owner).
452 heads with 2.14/1.81 valves and porting resulting in 280 cfm intake/220 cfm exhaust flows. Effective c.r. is approx. 10.5:1.
Comp Cams XE275HL-10 camshaft (231/237/110 centerline w/.525" lift). Matching springs and lifters.
Cal Auto Transpeed (CAT) 1.6 ratio adjustable aluminum roller rockers. Net valve lift with these rockers is .560". Proform pushrods.
Edlebrock Performer RPM intake manifold and Holley 750 vacuum sec carb modified to 4 corner idle capability and quick change secondary spring module.
tti 1-7/8" chrome headers and full tti 3" mandrel bent exhaust system with Magnaflow 3" stainless steel mufflers and 3" GTX/Roadrunner style stainless steel exhaust tips for that factory look. PS - The Magnaflow mufflers outflow Flow Masters by almost twice as much. Plus they don't reverb as badly as the Flow Masters.
MP electronic ignition conversion kit and Accel 8 mm wires.
Centerforce billet steel flywheel, Hays Street/Strip clutch assembly and Lakewood explosion proof bellhousing all stirred by a Hurst Competition Plus shifter with the wood grain ball on top - once again for that factory look.
I also forgot to mention the car was originally optioned not only with the 4-speed but also with the Hemi suspension (leafs and torsion bars), Performance Axle Package (8-3/4" rear with 3.55 Sure Grip, heavy duty radiator, shroud and clutch fan), Bendix 4-piston power discs up front and 10.5" drums in back, power steering, a rear window defroster and factory air conditioning! I had Classic Auto Air in Tampa FL install their retrofit package to the car recently which consisted of all new Sanden compressor, drier, condenser, heater box rebuild and under dash duct work. The a/c system is entirely breand new. Unfortunatley the clutch fan assembly no longer fits so they installed a new non-clutched fan.
Needless to say the car runs great and I'm looking forward to driving it from Orlando to Columbus in August for the Mopar Nationals.
The Mopar Muscle 383 2 part buildup was in August/September 2002 not September/October 2002.
Sorry about that.
451 with a short rod and custom ross piston, i had one went 10.20s is 3353 lb duster shifting at 6600.