Dusterkrazy
Well-Known Member
Any strong street 383 builds here?
383 builds here??
- Thread starter Dusterkrazy
- Start date
YY1
Well-Known Member
Not a lot of info for you, but 20 years ago I built a basically stock 70 383 HP and put in an MP 284/484 cam. I was warned by numerous people that it was too big and would be difficult for street use with no vacuum and require octane boost.
I wish I hadn't listened as it, had plenty of vacuum, ran on a mix of 93/89 pump gas, and had no problems what so ever.
I had a 650 Holley, a 750 DP Holley, and an Edelbrock at various times.
In retrospect, I think I would have been fine to go with the 509 lift.
I'm going to be building either a 66 383 or a 400 or 400 stroker in the next year.
I'd still like to run pump gas, but would like to run a mid 13 in the quarter mile.
We'll see how that goes.
I wish I hadn't listened as it, had plenty of vacuum, ran on a mix of 93/89 pump gas, and had no problems what so ever.
I had a 650 Holley, a 750 DP Holley, and an Edelbrock at various times.
In retrospect, I think I would have been fine to go with the 509 lift.
I'm going to be building either a 66 383 or a 400 or 400 stroker in the next year.
I'd still like to run pump gas, but would like to run a mid 13 in the quarter mile.
We'll see how that goes.
Dusterkrazy
Well-Known Member
I wonder what the compression difference between a '64 383 2bbl and the '70 383 Hp is?
I would like to try the 484 cam in a 383. I think it would scream IMO...
It said 9.2 comp on my '64 383. Then so many are saying that it does not really have 9.2 comp??
I would like to try the 484 cam in a 383. I think it would scream IMO...
It said 9.2 comp on my '64 383. Then so many are saying that it does not really have 9.2 comp??
YY1
Well-Known Member
Are you sure a 383-2 was available in 64?
I thought all pre-67 383 motors were 4 barrels, excepting truck/bus motors.
Is it a Chrysler? Meaning not a Dodge or a Plymouth...or is it a bus motor maybe?
That'd be a lot harder to find specs for.
This is from the sticky in the general tech section- it only goes to 66 though.
http://www.mymopar.com/enginespecs.htm
I think I could still run pump gas with the 509 cam, especially at a lower comp ratio.
Interesting...this chart does list a 66 383-2.
It also shows the 66 383-4 as having higher comp than a 70 383 HP, but with 10 less horsepwr. Also shows same comp for HP and non HP in 70.
Wonder if just the cam grind acounted for all the differences, and why they would spend the engineering money for a seperate grind for 5 hp?
Edit- closed chambered heads in 66. Probably accounts for comp.
Cam tech advancement between 66 and 70 must have overcome loss of hp due to drop in comp and added some. Still puzzled by 5 hp difference in HP vs non HP, always have been.
I thought all pre-67 383 motors were 4 barrels, excepting truck/bus motors.
Is it a Chrysler? Meaning not a Dodge or a Plymouth...or is it a bus motor maybe?
That'd be a lot harder to find specs for.
This is from the sticky in the general tech section- it only goes to 66 though.
http://www.mymopar.com/enginespecs.htm
I think I could still run pump gas with the 509 cam, especially at a lower comp ratio.
Interesting...this chart does list a 66 383-2.
It also shows the 66 383-4 as having higher comp than a 70 383 HP, but with 10 less horsepwr. Also shows same comp for HP and non HP in 70.
Wonder if just the cam grind acounted for all the differences, and why they would spend the engineering money for a seperate grind for 5 hp?
Edit- closed chambered heads in 66. Probably accounts for comp.
Cam tech advancement between 66 and 70 must have overcome loss of hp due to drop in comp and added some. Still puzzled by 5 hp difference in HP vs non HP, always have been.
Dusterkrazy
Well-Known Member
The 383 block is dated 1964 and came from a 1965 Dodge Monaco Custom 880.
It's bone stock and all original components down to the large Stromberg 2bbl.
It's bone stock and all original components down to the large Stromberg 2bbl.
doug glenn
Well-Known Member
I purchased a complete 65 - 383 & trans. for my 65 satellite. It came out of a larger car & yes it was a 2 bbl. - p.s.(its a much different animal now)
Redpolara
Well-Known Member
YY1,IMO a 509 cam + low compression = Crap! There's simply too much bleed off due to valve overlap for that cam to work in a low comp 383...unless your contemplating putting a blower on it.
Big isn't always better.
Big isn't always better.
68383GTS
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383 .040 over
forged 10-1 pistons
280/519 Comp Cam
452 Heads
7 qt milodon pan
single plain Eddy intake
850 Holley Dp
MSD Dist,coil,6AL
391 Sure Grip
4 speed tranny
TTI's 1 3/4 headers
Desk top Dyno at 425 HP
forged 10-1 pistons
280/519 Comp Cam
452 Heads
7 qt milodon pan
single plain Eddy intake
850 Holley Dp
MSD Dist,coil,6AL
391 Sure Grip
4 speed tranny
TTI's 1 3/4 headers
Desk top Dyno at 425 HP
Last edited:
Meep-Meep
дворянин
Absolutely! Not a darn thing wrong with a 383. I went through a few iterations back in the 80's, ending up having it push a 3700 lb (as raced) 68 B body solidly into the 12's at 107 MPH. Some people thought I was running a 440.
.528" 284 MoPar cam
~10:1 CR (More CR would have been better).
Torker with 750 vac secondary
pocket ported 915 heads with zero deck pistons and comp head gasket (.035" compressed).
Hooker 1-7/8" comp headers - open
pump 92 gas
8.5" x 26" slicks
4.88 gears
Auto with a factory 318 converter stalling around 1800. Needed more for track use but worked well as a street driver.
Same engine with factory AVS from a 440 and a DP4B ran 12.98 @ 104.
Same engine with 3.55 gears ran 13.30's with the 8.5" slicks. Just swapping to the 4.88 and nothing else it went 12.65.
Previous build was slightly lower compression cast piston (maybe 9.5:1) with an Isky .465" 280 deg cam on a 108 LC. Torker and 700 DP Holley and running a 4 spd at the time. Solid 13 sec street tired car @ 104 MPH with 3.55 gears. A little more compression would have been a good thing.
.528" 284 MoPar cam
~10:1 CR (More CR would have been better).
Torker with 750 vac secondary
pocket ported 915 heads with zero deck pistons and comp head gasket (.035" compressed).
Hooker 1-7/8" comp headers - open
pump 92 gas
8.5" x 26" slicks
4.88 gears
Auto with a factory 318 converter stalling around 1800. Needed more for track use but worked well as a street driver.
Same engine with factory AVS from a 440 and a DP4B ran 12.98 @ 104.
Same engine with 3.55 gears ran 13.30's with the 8.5" slicks. Just swapping to the 4.88 and nothing else it went 12.65.
Previous build was slightly lower compression cast piston (maybe 9.5:1) with an Isky .465" 280 deg cam on a 108 LC. Torker and 700 DP Holley and running a 4 spd at the time. Solid 13 sec street tired car @ 104 MPH with 3.55 gears. A little more compression would have been a good thing.
YY1
Well-Known Member
Previous build was slightly lower compression cast piston (maybe 9.5:1) with an Isky .465" 280 deg cam on a 108 LC. Torker and 700 DP Holley and running a 4 spd at the time. Solid 13 sec street tired car @ 104 MPH with 3.55 gears. A little more compression would have been a good thing.
That sounds very simmilar to what I'm looking for.
I was running a Torker intake as well. I thought that car would have been capable of 13's if I had been able to tune it properly.
70 Bee- stock build 383 various carbs, 284/484 cam, stock trans but with "green waffle" clutches and reverse parts in the low area, 3:55 rear.
Best time was 14:10 on 50 series bias plys.
Guess I'll just build something simmilar for my 66.
That sounds very simmilar to what I'm looking for.
I was running a Torker intake as well. I thought that car would have been capable of 13's if I had been able to tune it properly.
70 Bee- stock build 383 various carbs, 284/484 cam, stock trans but with "green waffle" clutches and reverse parts in the low area, 3:55 rear.
Best time was 14:10 on 50 series bias plys.
Guess I'll just build something simmilar for my 66.
Meep-Meep
дворянин
The 284/484 MoPar cam needs compression to work. I have seen several examples of this cam not working well in otherwise stock engines - almost to the point that it was the kiss of death to your engine. I'd suggest using the .474 cam or try to advance the .484" 4 degrees. Since you have it already maybe that will be a good cheap test to see if you can change the performance of your engine for the better.
I have the .455" lift cam in my 440 and it pulls like a freight train on the freeway. You might consider that one as well.
I have the .455" lift cam in my 440 and it pulls like a freight train on the freeway. You might consider that one as well.
YY1
Well-Known Member
As I said, virtually everyone I knew at the time told me the 284/484 was way too much cam for my stock rebuild motor, but the proof in the pudding so to speak, suggested otherwise. It had a very tame idle, drew plenty of vacuum, and ran on pump gas (not even full 93), while turning low 14's with a minimal ammount of tuning. I can't remember the exact advance, but it was out of the Larry Shepard book, and I had to get the degree eccentric kit and drill the timing gear for it.
The reason I wasn't able to continue was that the guy who did my heads didn't put in new freeze plugs (who does that??!?), and they started popping. After fixing three of them, I ran into financial (and code enforcement) difficulties and had to sell the car. I did find a cheap 400 and swapped out my fresh build (the 400 ran pretty good too), but the 383 ended up getting traded to some friends later.
I have since seen a couple of simmilar builds with the 509 cam, that seemed to work well, and had a noticeably lopey idle.
383 HP compression in 70- 9.5:1 383-4 comp in 66- 10:1.
So according to Meep, the cam should work better, but then there's the pump gas issue on 10:1. I do have 906 heads I could use, which would probably put it back to 9.5...
It sure was nice to put in 89 oct if I didn't have but a couple bucks for gas.
My favorite street race around that time was after I had picked up an overweight couple who had just broken down in their 70 Bee. A guy pulls up next to us in a shiny 71ish Camaro with 396 badges and starts revving. I though "great, I fianlly get a good match, and I got 400+ lbs of extra dead weight". I got a better reaction on the light but he managed to get to my door. To my surprise I started pulling slightly ahead, and he never caught me.
I had never met these people before and we were all laughing like we had been friends forever.
On another note- There is no Dodge/Plymouth VIN letter in 66 for a 383-2.
F is 361-2, G is 383-4. In 67- G is 383-2 and H is 383-4. 361 dropped.
I guess I just assumed pre-66 was the same. I don't know 65 VIN, except for "V8" or not.
The reason I wasn't able to continue was that the guy who did my heads didn't put in new freeze plugs (who does that??!?), and they started popping. After fixing three of them, I ran into financial (and code enforcement) difficulties and had to sell the car. I did find a cheap 400 and swapped out my fresh build (the 400 ran pretty good too), but the 383 ended up getting traded to some friends later.
I have since seen a couple of simmilar builds with the 509 cam, that seemed to work well, and had a noticeably lopey idle.
383 HP compression in 70- 9.5:1 383-4 comp in 66- 10:1.
So according to Meep, the cam should work better, but then there's the pump gas issue on 10:1. I do have 906 heads I could use, which would probably put it back to 9.5...
It sure was nice to put in 89 oct if I didn't have but a couple bucks for gas.
My favorite street race around that time was after I had picked up an overweight couple who had just broken down in their 70 Bee. A guy pulls up next to us in a shiny 71ish Camaro with 396 badges and starts revving. I though "great, I fianlly get a good match, and I got 400+ lbs of extra dead weight". I got a better reaction on the light but he managed to get to my door. To my surprise I started pulling slightly ahead, and he never caught me.
I had never met these people before and we were all laughing like we had been friends forever.
On another note- There is no Dodge/Plymouth VIN letter in 66 for a 383-2.
F is 361-2, G is 383-4. In 67- G is 383-2 and H is 383-4. 361 dropped.
I guess I just assumed pre-66 was the same. I don't know 65 VIN, except for "V8" or not.
tggodfrey
Member
71 383 30 over KB hyper pistons factory rods/crank
452 MW ported heads
indy MW single plane intake
545 extreme energy hi lift comp cam (XE285HL)
aggressive springs to handle hi lift
flat tappet cam
950 HP DP
Hooker 1-7/8 comp plus headers
Motor made 438hp on an engine dyno with the 950 and 450 with a 1150 dominator.
452 MW ported heads
indy MW single plane intake
545 extreme energy hi lift comp cam (XE285HL)
aggressive springs to handle hi lift
flat tappet cam
950 HP DP
Hooker 1-7/8 comp plus headers
Motor made 438hp on an engine dyno with the 950 and 450 with a 1150 dominator.
CFster
Active Member
'64 383
9.35:1 compression
Edelbrock RPM Heads 84cc
Edelbrock RPM Intake
TRW "heavy" pistons
Comp Cams XE275HL
Demon 750
TTI Headers 1-3/4”
TTI X-pipe Exhaust 2-1/2”
449hp@5800rpm and 473lb/ft@4500 (without the exhaust on the dyno)
My engine --> http://www.larrysautomachine.com/dyno/mopar383.html
I know it says 10:1, but it's more like 9.3:1.
9.35:1 compression
Edelbrock RPM Heads 84cc
Edelbrock RPM Intake
TRW "heavy" pistons
Comp Cams XE275HL
Demon 750
TTI Headers 1-3/4”
TTI X-pipe Exhaust 2-1/2”
449hp@5800rpm and 473lb/ft@4500 (without the exhaust on the dyno)
My engine --> http://www.larrysautomachine.com/dyno/mopar383.html
I know it says 10:1, but it's more like 9.3:1.
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