1. BigFury66

    BigFury66 Active Member

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    So I'm running a 66 383 0.040 over. So want to keep the RPM in the 5500 range and want to make so great TQ to get my heavy girl down the road. Running a 727 rear end and will be planning on a 3.23/3.55 gear. So with that said ive seen some good head and intake combos ( want dual plane) but not sure about camshaft. Want to run under 500 lift and probaby 114 LAS I'm thinking still want to cruise ;) Now m knew to Mopar came from the world of ABC motors but have heard a lot of the Mopar purple and blue cams.
     
  2. fratzog lover

    fratzog lover Well-Known Member

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    • BigFury66

      BigFury66 Active Member

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      Thanks man I'll have a look
       
    • mopar 3 B

      mopar 3 B Well-Known Member

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      Strange many heavy B&C bodies came with 383, 2 bl with 2.76 gears. Many I would not have considered slouthes. Maybe not drag cars but you did not want one coming after you on the hiway.
       
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      • fratzog lover

        fratzog lover Well-Known Member

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        And the 383 270 hp 2 barrel and 383 330hp commando shared the same camshaft.
         
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        • rumblefish360

          rumblefish360 Well-Known Member

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          Never heard of a “Blue” cam unless it is the Wolverine “Blue Racer” cam from another company.
          “Purple” cams are MoPar Performance.

          Why do you want a wide 114 LSA?
          IMO, copy the Road Runner engine and use that cam. It works well with 3.55’s.
          Cylinder head wise, the OE head is just fine with a good valve job. The RR cam doesn’t lift the valve very high and all the power Is in the valve job. Increasing the valve size helps but, IMO, a costly expense that is hard to justify.
          Moving away from the cast iron intake which is very good by the way, the Edelbrock Performer is an excellent fit. IMO, a 750 cfm carb would be excellent.
           
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          • BigFury66

            BigFury66 Active Member

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            Yeah I have no issues with running the stock 4 barrel dual plane that's on there now and she using a 1406 (600) carb with plans to go up for sure. I can buy a set of 69 906 heads and spend around 1100.00 to get a good head job (lol) "better be good for that price;) I just figured I could up my CR with a set of aftermarket heads that's all and be around the same price. I would like to produce some more horsepower and not sure if the RR cam would be enough. I could be 100% wrong but I really don't care to throw money away to only go back and redo everything you know.
             
          • rumblefish360

            rumblefish360 Well-Known Member

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            Well, decide on what aluminum heads you may want and then add an expense of a machinist to look at and Possibly correct the heads.

            If your going to add compression via the cylinder heads, you should know exactly where the piston sits in cylinder so the math can be done. IMO, is look for at least 1pt. Compression increase or not higher at all. More the merry IMO though it is not always needed.

            For strictly a street ride, & the 3.55’s, I would yield at 230*@.050 on a cam. That’s just me.
             
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            • BigFury66

              BigFury66 Active Member

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              Do you think even with a set of Edelbrock heads they would need to be redone also?
               
            • rumblefish360

              rumblefish360 Well-Known Member

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              Redone?

              Checked out and possibly corrected is what I said.

              But yes. ANY head you purchase.
               
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              • condor74

                condor74 Well-Known Member

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                For your goals I think the edelbrock heads may be a waste. You want low rpm torque and midrange power. A factory set of 906 heads are more than capable. 915 factory heads are closed chamber and could give you a bump in compression. I have run a 509 292 cam on 112 in a stock 2bb shortblock. It ran well but vacuum may be low for brake booster even with the 112 Lsa ,if you have one. What cylinder heads do you have now? If you happen to have 915 heads and put 906s you will lose compression. If you go with the edelbrocks, you may not gain what you hope. If it were me I would go with a mild cam slightly bigger than stock, install a performer or rpm intake. Headers would wake it up a bit but manifolds may be better for your application. Run 2.5 inch pipe with some good flowing mufflers and that car will be a blast to drive around. I would run a 600 Afb carb or edelbrock copy. 625 to 750 optional. I think the big car will probably respond just fine with a 600 or 625 though.
                 
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                • BigFury66

                  BigFury66 Active Member

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                  The heads are 516 heads of now
                   
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                  • Bighead440

                    Bighead440 Well-Known Member

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                    https://www.summitracing.com/ga/parts/crn-683941/overview/make/chrysler

                    People will say: "That's an old, slow-acting cam.." blah, blah, blah, but it is user friendly, sounds authoritative and works great in a mostly stock 383. I'd recommend Comp 911 valve springs (cheap/drop-in) or at least MoPar HP (red) springs. Stock rockers, plenty of VP clearance. Enjoy!
                     
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                    • Garys1969RR

                      Garys1969RR Well-Known Member

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                      That looks a good cam for your application, similar to the 383/440 Magnum factory cam specs. I would check out the Edelbrock E Street alum heads. You can get them in a 75 cc version, which would help your C Ratio with flat top pistons. I live in the Denver Colo area, and have found that you can run a full point of C Ratio over what our sea level friends run. This is due to our thinner air up here. I would shoot for at least 11 to 1. I have run as much as 13.5 to 1 up here, in a 451 with 915 heads, and that thing ran great! Had to run a 50/50 mix of 100 race gas, and 91 octane Premium to keep it from pinging. Are you in Denver? PM me, and I would be glad to help you with your engine build.
                       
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                      • Bighead440

                        Bighead440 Well-Known Member

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                        I concur @75cc E-Streets!
                         
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                        • sputnik 440

                          sputnik 440 Capt Jim FBBO Gold Member

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                          I have 383 w/.030 over, Performer RPM Al heads, DP4B intake .484/.484 cam, FAST efi, headers (replaced a 440 magnum manifold), 727 with shift kit, 3.91 gear, MSD ignition. I runs fine in my Duster. If I were to do it all over again, I'd go with the equipment on a 383 Magnum. (383 Magnum (starting in 1968) used the 440 Magnum heads, camshaft, and exhaust manifolds. This engine was advertised at 335 hp) (250 kW; 340 PS). You could then move up a few increments with a few additions, i.e. MSD ign., Holley DP, and not drain your bank account.
                           
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                          • wyrmrider

                            wyrmrider Well-Known Member

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                            516 heads will work fine if you pocket port them
                            915 better
                            aluminum better yet-- watch your chamber size for compression changes
                            what gear do you have now?, which car? converter?
                            Dual plane good choice
                            which pistons, what's your compression?



                            fratzog suggested lunati good choice as are Howards and Hughes - no comment on specific cam until we know your compression and exhaust

                            Best might be Mike Jones Motorhome grind

                            Comp has nothing in the degree range you are looking for

                            Mopar 3 b nails it
                            where do you plan on driving, city, highway, mountains, towing etc

                            post 5
                            And the 383 270 hp 2 barrel and 383 330hp commando shared the same camshaft.
                            difference was the 4 bbl carb I do not remember if compression was changed

                            rumble writes
                            Why do you want a wide 114 LSA?
                            LSA is a result not an input (or it should be)

                            IMO, copy the Road Runner engine and use that cam. It works well with 3.55’s.
                            RR may be too much compression

                            answer RR cam in heavy C body would need early RR compression and 3.55
                            regular or premium fuel OP?
                            600 – 750 carb AVS or Thermoquad

                            Rumble- he is not going to be adding much compression over his closed chamber 516s
                            OP are you up to self pocket porting your heads?
                            Installing 440 size exhaust is SOP see from Stan Weiss site below

                            #7 you do NOT want to go to 906 heads- you drop compression and still do not have unleaded seats
                            are you pinging now? On what gas? No benefit with open chamber heads- a step backwards
                            $1100 no way

                            RR cam- what's your compression
                            no matter what it will loose low end – not for a heavy vehicle- requires looser converter than what you have- way obsolete design

                            \What IS you compression ratio?

                            Do you have a stock 4 bbl dual plane- that manifold was designed for exactly what you are trying to do and other early aluminum copies save weight-- there are several tests online you can review

                            that carb could be close to perfect but a vacuum gauge on the motor and see what your vacuum is at higher rpm may need a 750

                            #8 you should know exactly where the piston sits in cylinder so the math can be done. IMO, is look for at least 1pt. Compression increase or not higher at all. (AL will need about half or 1 point increase just to make up for the heat loss of the al head

                            More the merry IMO though it is not always needed. Exactly you need to know where you are

                            #9 YES you see the answers- believe

                            I OD hone the valve stems and re-doo the guides and then touch up the valve job (and blend the bowls)

                            Agree with Condor
                            effect of larger ex valve on 516 heads
                            ------------port size valves--------100-----200----300-----400------500
                            516 Iron 182/6 2.08/1.60 N/A--62/46 126/97-199/133-210/138-219/139
                            516 Iron same 2.08/1.74--------------122/102 172/135-201-151-216/151

                            Condor may not know you already have closed chamber 516 heads in your 66
                            you can compare head flows on the stan weiss website scroll down to Chrysler
                            but his advise is spot on
                            http://users.erols.com/srweiss/tablehdc.htm#Chrysler_Big_Block

                            13&14 are getting ahead of the game with cam selection
                            Crane or comp not in the running for MOPAR cams
                             
                            Last edited: Jun 11, 2018
                          • fratzog lover

                            fratzog lover Well-Known Member

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                            '383 Standard'

                            Lift............ .425"/.437"
                            Duration..... 256*/260*
                            Overlap...... 32*

                            Found in the;
                            * 383/325 HP ................{1966/1967}
                            * 383/270 HP '2-Barrel' .. {1967}
                            * 383/280 HP A-Body ..... {1967}
                            * 383/290 HP '2-Barrel' .. {1968 thru 1970}
                            * 383/300 HP A-Body .... {1968}
                            * 383/330 HP ................ {1968 thru 1970 'B-Body}
                            * 440/350 HP ............... {1966 thru 1970}
                            Camshaft names;
                            * Plymouth 383 Super Commando ~ {1967}
                            * Plymouth 383 Commando {A-Body} ~ {1967}
                            * Dodge 383 4-Barrel ~ {1967}
                            * Dodge 383 4-Barrel {A-Body} ~ {1967}
                             
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                            • condor74

                              condor74 Well-Known Member

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                              So being as you already have closed chamber heads, you will not gain much compression from the Edelbrocks. You will gain flow but with your mild engine and low rpm , I don’t know if you will see huge performance gains. If it were me with a big heavy cruiser like that, I would have a cam that Emphasizes low end torque, a compression ratio that doesn’t require premium or race gas, a good flowing and sounding exhaust, and a carburetor and tune that makes it reliable and fun to drive. Enjoy the drive. I am a little envious with you as with a car like that I would concentrate on cool factor and not spending my money on go fast parts.
                               
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                              • wyrmrider

                                wyrmrider Well-Known Member

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                                66 383

                                1. 9.980 deck dedk crank center line
                                  6.358 rods

                                  3.375 stroke
                                2bbl 66 9.2:1 270HP@4400 390 ft lbs @24,00 no 2bl in 67 returned in 68 when 361 dropped

                                What cam did the 66 2BBl have or is this an origional 4 bbl engine?

                                4bbl 66-67 383 ADVERTISED 10:1 325Hp @4,800 and 425 ft Lb @2800 had the cam above



                                68 is different lots of ways cam (depending on compression and carb) heads etc Magnum version etc

                                Was this a factory 2 or 4 bbl motor

                                has it been rebuilt? Any idea what pistons are in it?

                                What is the cranking compression?

                                KB pistons 6 cc valve reliefs

                                estimate 9.7:1 with 515 head or 9.2 with 84 cc (modified 88 cc) open chamber head

                                what does the Vin say it had?



                                PN666 iron intake in 68 Magnum and Carter AVS or what manifold

                                stock magnum 600 cfm carb gave 1.8 hg of vacuum at WOT

                                335hp@5000 392 ft lbs at 3600



                                with 1 7/8 headers 358 hp @5400 414 ft lbs at 3,500 headers wirth 15-25 ft lbs

                                with too b ig 850 carb

                                367 @5,100 and 434 ft lb at 3,600 surprise to me that torque down low helped



                                single plane cost torque

                                Mopar .904 lifter 285 cam .545 lift dual springs

                                455 hp @6,000 and 457 ft lb at 4,800

                                no test with Dual plane and 285 cam



                                Schumacher tri-Ys for torque
                                 
                                Last edited: Jun 11, 2018