What distinguishes a Chrysler crate engine from other replacement engines is that it is a complete, pre-packaged, new-build solution, already packed in a shipping crate. Anyone can pick parts out of a catalog and assemble a motor, but proper engine design requires thought and research. I would think other modifications would need to be done to accommodate the additional power. Honestly, I'm looking for something that can run on the street occasionally, go to the burger joint, and have enough Wheaties to make me giggle. Re: balancing - I'm not too familiar with how its done.
I'm concidering having the engine blown or built to handle nitrous. Block is then de-burred, Modifying Oiling Galleys when needed, and then pressure washed. Did he stroke it to a 383ci? If you want to race it put some good parts in it ,if its a street driver or friday night cruiser just put the stock stuff back in it. They are expensive but they work like heck. I do have issues with 1. In both cases, the stock stroke 3.
These pistons are a cast piston, which is the type originally used in these engines from the factory. Mining online sources and local swap meets, Freiburger created a personal subculture dedicated to the accumulation of every low-deck Mopar intake past and present. We used a cordless drill with the clutch loosened to install the head studs. Edelbrocks would also work, but make less power overall. But hold on, what does your buddy have done to his 350 chevy that makes it so radical? What do you want this for? When we exhumed the 383 three years ago, we were set on a plan to build a budget high-compression, 7,500-rpm animal, using insanely ported stock iron heads and a good old-fashioned tunnel-ram. One thing I haven't mentioned.
For The Record I Would Never Run Closed Chamber Heads, Too High Compression, Especially If You Used Zero Deck Pistons And I Love The Grinds Competition Cams Has. Was it good for its advertised 335 horsepower? Happy to share with anyone what my future project currently looks like. I ran out of money and ended up with an over cammed motor that couldn't breath thru the small valve heads, backed up with gears that were meant for highway cruising. I want to avoid that this time around, so I'm asking for opinions from people who've done it more than I have. Call a cam grinder and tell him you want something snappy and smooth. I don't know if this is the case, but I've run into so many so called 500-600hp small block Chevys, then they get waxed by a low 13 second Mopar. Doing Holley fuel injection on it.
The 383s fought it out in the trenches, simply because they worked. Like was said before, If I was doing it again I would go with a hydraulic roller with more lift and duration. You can add headers later if you are on a budget. What sets Diamond Pistons apart from the other custom pistons shops is their Mopar knowledge. I'm thinking about the Hughes or cams, which work with a single spring. Where things get interesting is that you get to choose different specs like gas porting, oil rail supports, custom coatings, even ring height and width. Heck, you can even take advantage of some Super Stock Hemi tricks and use the Honda bearings in the connecting rods.
The stock Chrysler 360 crankshaft is cast iron and externally balanced. You really have to pick and choose your parts carefully. When the 340 was discontinued in 1973, the 4 barrel induction was transferred to the 360 but the cast crank and low compression ratio remained. Both Eagle and Scat make reasonably priced forged crankshafts for the 360 the Scat cranks are slightly more expensive but a better reputation for quality. Hola There I do not know where to start. But the real question is: How do I keep a flat-tappet cam alive besides not using dual springs? Keep the suggestions and thoughts coming. A 400 block would be a better starting point if one is available to you.
A little backstory: I put a used 383 into my '54 dodge pickup. Don't ask me how I know I started with a pretty stock 440 that ran 14. It doesnt sound like you have a lot of experience making this kind of power, or the other things that need to go with it. Most cam profiles are simply designed to be compatible with. These pistons can be used in high performance street cars, serious street and strip cars as well as dedicated racing engines. I have a set of decent 906 heads under the bench, will buy headers, and an rpm performer intake.
Due to the driving to be done, the article cam is is a great dyno dream. The reason being, there isn't a substitute intake manifold that is any good, that will fit the Air Grabber system, without modifying something. Are there any real issues with the 496 kit vs. The broken odometer shows 38k miles, so my guess is that the motor probably has close to 150K on it. Crane's ductile iron rockers are the cheapest option, and a full roller set up is the next. Mopar 383 Pistons and 383 Stroker Pistons The Chrysler 383 V8 engine was in production from 1959 through 1971.
Nobody needs 700 hp unless its a drag racing for money situation. The Mopar 360 is the easiest and cheapest way to build a fast small-block Mopar. Short stroke engines can make horsepower but you gotta crank em up some but low end torque isn't going to be there. What size cam is he running? With the two versions of the engine we could really sort the stack. Will the 727 in it be able to hadle the power? I had bought the 383 earlier with plans to put it in a ramcharger, put changed my mind at the last minute, so I pulled the heads to see what it would take to get it running. Their stroker kits are reasonably priced and an excellent way to get 450 inches from a B engine.