Category: Mopar 383 redline

Mopar 383 redline

Stock Magnum cam, is it duration or duration? Jan 4, 1. Messages: 2 Likes Received:. Hi, I am new here and searching for engine data.

Most places I see give the duration at. If so, who is right? Where was this smaller cam actually used? I'm guessing maybe on the up hp for smog? Anywhere else? Thanks very much, I tend to shy away from "advertised" durations as they are often arbitrary. Jan 4, 2. Messages: 3, Likes Received:. For '69 any way.

mopar 383 redline

Not sure about other years. Last edited: Jan 4, Jan 4, 3. Messages: Likes Received:. Jan 5, 4. If the six pack was a different cam maybe it was the bigger one, the ?

It's been so long I don't remember how the originals idled. Sometimes I try to guess at cams by how the road test cars ran back then, and get my "Gonkulator" to match them. Trouble is, the smaller loses about 10hp up high but gains about 10ftlb down low compared to the bigger duration. So that doesn't help sort things out. Any other help appreciated, seems for such a common engine mag, mag, sixpack, these numbers would not be so hard to sort out for me at least. Jan 5, 5.

Messages: 5, Likes Received:. The difference was the cam was ground with a slight less taper so the lifters didn't wear as fast with the higher spring rates. None of the current aftermarket supplier specs are going to be a good base for figuring out what cam specs were 50 years ago. They want to stock as few grinds as needed to cover as many engines as they may sell cams for.

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Droptop's specs are the factory deal. Jan 8, 6. Feb 9, 7. Feb 10, 8. Last edited: Feb 10, Feb 10, 9. Messages: 20, Likes Received:. Its to bad they didn't use a 69 hemi, they pulled more rpm utilizing the heads with the solid lifter cam.The seller reports it spent its life in Northern California and Oregon. A host of under car pictures depict little more than surface rust, and a strong contender for the ugliest dual exhaust system ever crafted. This car runs and drives! Most of what you see here could have come from the factory including the chrome valve covers.

The four-barrel made HP stock, and much more if your budget allows. The four-speed transmission and rear-end are not original, though what might be the original rear axle is available with the sale. According to the body tag decoders at tpocr. Highlights include the four-speed manual transmission, 3.

Looks a little rough inside, at least around the shifter, like the 8 track under the dash. Seriously can be a great car again. Should not be too difficult to return this a street beast. Yes, easy to understand considering how well they handled, plus the personality of the average person who owned one. My dad hit a tree dead center so hard with one that the engine ended up in the back seat.

He was lucky to have survived. Great car my best friend in high school had one with a three on the tree and the slant six!! I remember riding in it and it hitting the ridge in the road and following it right down the road!! I bet it would be much different with that kind of horse power!!! I had a 67 GT, these early A body cars are great candidates for making a nice street car.

Easy to work on, plentiful parts availability, light, and pretty decent styling. A buddy had one of these back in the day, but with ait moved quite well. For the love of Pete, this is one cool car!

Chrysler 383 Engine Buildup From The Bottom Up - 383 Magnum: Resto To Rad

Five Powerball tickets came back with two matching numbers total, none of them paying out anything. I may have to try another method to get enough cash to buy this thing. That alternator looks brand new. We learned how to rebuild the heck out of starters and alternators but nothing else. Nice work, Todd! Seems to me there were some special order factory s, and for sure Mr Norm must have made some. Still, really only good for a dragstrip, too much of a headache for general use on the street. It was the left exhaust manifold that had to be re-engineered because of the steering linkage.

He soon realized, if a would fit, a would fit as well. I had a 68 GTS with the Too fast for the I smoked a lot of Mustangs and Chevelles with a small block Dodge.What's not to like about the ? It seems these engines have recently fallen out of favor as attention has turned to big-blocks of ever-increasing cubic inches. Big inches are good, but it takes equally big heads to get your money's worth out of them. Smaller engines need to make up for their size with speed, and speed here means rpm.

In this regard, the truly fits the bill. A good "rev motor" has a big bore to make room for large valves, and a short stroke to keep piston speeds down and rod ratios up.

Take a head from aand that at 15 percent smaller will give you roughly 15 percent more useable rpms. So, a 5,rpm combo in the bigger engine will turn into a 6,rpm combo in the Though it won't make the same lower rpm torque, the outright peak power number will be surprisingly close.

Study the 's numbers compared to the popular engines of the competition. The carries a bore and stroke of 4. At the Ford camp, the was even worse, with a bore only slightly bigger than a at 4. The was a thoroughbred by comparison to the competition's similarly sized big-blocks. In fact, the FE Ford fan's coveted block had less bore diameter than the dirt-common Mopar Even the Chevy guys' big guns, the rat and thehad bores no bigger than Chrysler's You won't see Ford or Chevy fans passing up FEs or and Rats, but we tend to walk by those Furys with nary a second look.

Despite the shadow of thethe is a great engine. We decided to explore the B-Magnum's hidden potential.

mopar 383 redline

Anyone who remembers the equipped musclecars knows that these engines can run. Garden variety Road Runners, Super Bees, Challengers, 'Cudas and A-Bodies vastly outnumbered the more exotic Hemi and Six Pack cars back in that era, and these cars contributed far more to the musclecar mystique and legend than they are given credit for today.

We decided to put a together to blueprint-stock specs to see just how much power a stock put out. In the day, the was one of the most modified engines ever installed in performance cars, responding eagerly to basic bolt-on speed equipment.

To tap into that potential, next month we'll baseline the stock engine on the dyno, and then use some of today's best performance hardware, taking our from resto-stock to racy-rad. The Build Our goal this month is to bolt together a stock-specbuilt to match the Magnum engines of yesterday. Thirty years after the last ones came out of Chrysler's engine plants, cores are still amazingly common and cheap.

The crank was already ground down to the minimum, and the block was already. Taking the block out to. We tapped into PAW's extensive catalog for their Super Stock master kit, which includes a crankshaft, rods, pistons, rings, bearings, gaskets, oil pump, timing set, cam, and lifters-basically everything we would need to make our as good as new. We made a few upgrades to the base kit, including custom balancing, moly rings, chrome moly rod bolts, and a high-volume oil pump.

These low-cost options on the PAW kit were well worth the price for the sake of performance and reliability. These pistons are designed to give approximately the stock compression ratio, but have generous valve notches allowing us to move to a fairly aggressive camshaft later on. For the baseline, a resto-spec Mopar Performance "Road Runner" cam and lifter package were specified as an extra cost option, since we were looking to duplicate a factory Magnum for our initial configuration.

We were also short an oil pan, so a PAW unpainted steel replacement sump was ordered, along with a dipstick and tube kit.The short block assembly had been recently bored. Those heavy pistons, however, had more than a few detonation scars detonation at This heavy piston design is not even available anymore for a reason; slugs like this eat up more power during the rotation than a lighter piston and take longer to spin up decreasing weight at the long end of the reciprocating assembly is usually a good thing.

Starting with the healthy block and crank, we shucked the stock rods and old-school pistons for a set of off-the shelf Eagle H-beams and forged pistons from Diamond, which should withstand the forces of our basic hp package and the NOS Crosshair nitrous system. We would need to keep the compression under for pump gas as well, so we discussed our combination with several leading engine builders, including Dave Hughes of Hughes Engines and Ron Beaubien of Diamond Pistons.

About the best we can get in our area is 93 octane, but even that is hard to find, the most common range is ; For cylinder heads, we looked at several options and finally decided on the Edelbrock Victor series To give them the best possible flow in our combination, we shipped them over to Hughes Engines, where Dave Hughes and his crew put them on their CNC machine for some serious port work.

Hughes Engines also installed the valve springs Lunati and we picked up a set of their specially-designed adjustable offset rocker arms for the Edelbrock Victor series heads. Mid-range gains actually mean more than high flow at max lift.

A Lunati Voodoo solid roller cam went into the block featuring. The rest of the valvetrain consists of Lunati solid roller lifters, pushrods, and timing chain.

The adjustable roller rockers from Hughes Engines allowed us to set the rocker directly over the valve by shimming each one side-to-side; with the solid roller, adjustability is a must.

The Mopar factory oiling system is capable of handling a mildly-built motor, even a fairly stout one, but Evil Betty needs lots of lube, and we needed a good oil pan to fit the A-body Scamp. A Milodon external oiling system and accompanying center-sump pan will provide plenty of flow to maintain pressure while under heavy acceleration.

A Professional Products SFI-certified damper pn on the crank should keep the harmonics away and everything was bolted down with ARP fasteners, including head and main studs. While we would love to put the motor on a dyno, the closest engine dyno is a couple hours away and magazine deadlines are rarely forgiving.

Evil Betty should peak out with hp at RPM, while pulling a freight-train-esque ft lbs from Add on the shot of happy gas, the Royal Scamp, and his hot babe, should leave all opposition in tatters. It may not be for everyone, but with modern CNC technology, custom pistons are no longer strictly for the big-budget racer. Mass-produced pistons are not always what you need, especially if you are building an odd-ball engine; conversely, custom pistons are built to your specs.

We ordered custom pistons for Evil Betty and all it took was a phone call to the techs at Diamond Pistons in Michigan who crunched the numbers and figured our just what we needed. With a custom piston, everything is ala cart; pins and rings are not included like they are on off-theshelf pistons, but Diamond does provide locks with all of their pistons.

There are extras that can add up quickly to pump up the price, like gas porting and coatings. Before you call, you need to know what you want, what you have and what you are planning on doing with the motor.

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A little extra dish, a little extra dome, 9 times out of 10 off the shelf pistons are too cookie cutter. For guys that know what they want and have specific goals, custom pistons are the way to go.

Stock Magnum cam, is it 228-241 duration or 213-225 duration?

Getting a little deeper into the design you need some info on the rest of the engine as well like the camshaft profile. The engineers at Diamond can take it from here, but the more information you can provide them with, the better. 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.

The key to ordering custom pistons is to know what you want to achieve with the motor. Consulting the experts at Diamond Racing was probably the best decision we made during this build. We had already picked the heads and the cam, so those variables were set, but we likely would have made a mistake in piston selection had it not been for Ron Beaubien at Diamond we know, a What sets Diamond Pistons apart from the other custom pistons shops is their Mopar knowledge.

After picking it up on eBay as an assembled short block, the first thing we did after disassembly was to check the clearances. Since we are using the stock crank, everything should be OK. Our motor had. The cam bearings were a little worn, and since we had it all apart, we used this universal cam bearing installation tool from Powerhouse Tools pn POW to do it ourselves. The tool pays for itself after just a few sets of bearings, and is a good tool to split the cost with your buddies.

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We used Sealed Power cam bearings, pn Zm.Cars by name Trucks and Jeeps. The first B engine was launched in the model year, in and cubic inch versions. Similar in some ways to the existing Hemi V8 engines, the B series used wedge-shaped heads to slash costs, weight, and engine size. Though conventional in design, the pushrod V8s were capable of high performance, and garnered a reputation for durability.

The numerous engine sizes raised costs a bit, so Chrysler started working to standardize all the big block engines on a 4. This was the largest B engine ever made; the stroke was the same as the other B engines, andbut the bore was larger than any B or RB engine.

Compression was 8. For the cars, they used the Holley two-barrel.

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The huge displacement, topped by a two-barrel, gave the somewhat less of a reputation than it may have deserved, but it was generally just about 25 horsepower less than a similarly equipped In its first year, the idle speed was set to a fairly low rpm; the fast idle speed, at 1, rpm. The automatic choke was controlled by a thermostatic coil spring, and defaulted to two notches rich. Ignition was via distributor and points at first the points replaced by electronic ignition within two years ; plugs were Champion JY, gapped to the usual 0.

mopar 383 redline

As with all Chrysler engines of the time, it used a timing chain; and to ease maintenance, tappets were hydraulic and self-adjusting. Valves were 2.

The crankshaft was fully counter-balanced. The engine had a traditional rotary full pressure oil pump, driven by the camshaft; it had a two-plane intake manifold. They were still used by many law enforcement agencies, which needed high speed durability and reliability. Electronic ignition was optional at first, but many dealers ordered it; then it was standard in the cars. The cars were also the first to get induction-hardened exhaust valve seats, so they could use unleaded gasoline when the supply of leaded fuel ended, around ten years later.

Note: forthe only California-legal was a four-barrel with hp and lb-ft. Police and high performance versions used higher rate valve springs and surge dampers to prevent valve float. Truck versions used shot-peened nodular iron crankshafts for durability the had forged cranks for trucks and police cars.

Inthe used a Holley RA two-barrel carburetor, with a 1. This was not the same carburetor as thebut it was similar in dimensions and identical in barrel sizes.

All the and cubic inch engines used premium fuel at this point, and had 8. New oval intake snorkels increased engine output slightly on the s by reducing air turbulence. From toemissions equipment continued to become more complex, as engineers tried to get carburetors to work more efficiently. Tuning chief Pete Hagenbuch asked for fuel injection, but it was rejected due to cost most likely far less than the cost of extra warranty work and lost customers.

To save money, cast crankshafts started to replace the forged crankshafts of prior years. The cars with cubic inch V-8 engines gained dual concentric throttle return springs in addition to a torsion throttle spring. The was standard on the popular Chrysler Cordobas in most, but not all years.

The heat valve in the right exhaust manifold diverted hot gases to the floor of the intake manifold which helps to vaporize the fuel mixture when the engine is cold, speeding warm-up; a thermostatic spring reduced gas flow through the intake manifold crossover passage.

The s also had an adaptor for timing the ignition magnetically; it could still be set by timing lights. The last big block Chrysler engine was produced in August ; they were still standard in the Chrysler Newport and New Yorker the was optional.Inside, our benefited from Jim Grubbs' blueprint-quality machining, moly rings for increased bore life and seal, and modern KB hypereutectic pistons.

The block was milled for "zero deck," which will eventually give us an ideal quench clearance if aftermarket closed-chamber heads are employed.

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The stock heads were milled. The deep valve notches in the KB pistons 6 cc required to run long-duration high-lift cams, coupled with the 84cc open-chamber heads and the 's short stroke, gave us a compression ratio of 9.

This compares to 9. Such minor modifications aside, this was a just like Chrysler used to build. We gathered up an original Magnum AVS carb, the correct PN iron intake manifold, a real set of factory high-performance exhaust manifolds, and slid in a reproduction "Road Runner" cam. A PAW SuperStock crank kit supplied the usual rebuild parts, as well as a crank and rods ordered as a balanced assembly to replace our too-far-gone originals.

Overlooking the Mopar electronic ignition distributor--installed more for reliability than performance--the on the engine stand was like an artifact from the past. We had only one question: How much power would it make? Fromthe Magnum was rated at hp, although Mopar fans who remember these free-revving engines would compare seat-of-the-pants pull to the Sporting the same heads and cam as thebut with a smaller displacement, the certainly could be wound tighter.

Was it good for its advertised horsepower? A visit to the friendly dyno operators at Westech would give us the answer. It was no secret that a was responsive to traditional hot rod mods. Some may even argue that modified cars played the key role in establishing Mopars' legendary reputation for performance.

The B-Bodies in particular were everywhere, while the Hemis were feared but seldom seen. The cars were performance machines for the regular guy, and were used, abused, modified, torn-up, and sadly, often thrown away.

The s fought it out in the trenches, simply because they worked. People weren't afraid to modify their s, and we weren't going to be shy about souping-up ours. We had a program of bolt-on parts waiting to prove their worth, with the dyno being the final yardstick. Truth or LiesMuch has been said of the horsepower numbers game in the musclecar era.

Sometimes the claim is made that the gross ratings were wildly optimistic. In some cases the assertion is that certain engines were "seriously underrated. We dutifully loaded our stock onto the SuperFlow dyno at Westech to see how many of the horses were real, and how many imagined.Cars by name Trucks and Jeeps.

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Chrysler standardized the stroke of each series: the B-engines had a 3. The first RB engine was the 6. Just inthe big block V8s had around sixty variations.

There were s with two-barrel carburetors, for school buses and dump trucks. There were six blocks, five cylinder-head variations, four camshafts, three timing chains, four flywheels, four torque converters, five different oil pans, and many different linkage brackets. Thea high-torque, medium-horsepower powerplant, went into the cars, and trucks.

The engine was also sold to high-end European automakers, such as Facel Vega. See dyno tests conducted at Chrysler in The was quickly adapted to high performance use by racers, including the Pettys, and by Chrysler itself. In its launch year, the Chrysler E used twin four-barrel carburetors to produce brake horsepower at rpm and lb-ft at rpm. That meant a large, heavy intake with two carburetors on opposite sides of the engine from the cylinders they were feeding, and also reduced power at the highest engine speeds.

Thus, the Chrysler F and G had a long-tube ram induction system, boosting power to pound-feet; it remained on the option sheets for Chrysler s through the cars. Dodge Ramcharger and Plymouth Super Stock cars could run the Max Wedgedisplacing cubic inches; sold for drag racing, it boasted an official bhp at 5, rpm. Street legal but not street practical, cars with the same engine booked four class records in NHRA racing, and made mid-twelve-second quarter-mile runs commonplace.

On NASCAR tracks the long-ram setup was less than ideal, since it traded off power at one engine speed band for power in another, and was difficult to tune, due to the huge manifold. The next step was expanding the bore to 4. Buyers could get high-performing J heads or normal-performance heads. The street-tuned Wedge was a conventional four-barrel setup, with performance not far above the similarly outfitted The Max Wedge package was replaced by a Max Wedge, sold in Stage II and Stage III versions; these engines, intended for racing, had special blocks, rods, crankshafts, pistons, heads, valves, valve gear, intake manifolds, carburetors and exhaust manifolds.

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The was rated by Dodge at gross horsepower and lb-ft of torque; theat hp and lb-ft. The Ramcharger V8s and had numerous performance and reliability features, according to Dodge:.

How do you identify these engines? Just to the right of the distributor is a bit of smooth steel which has a number code stamped in it. New short-ram intake manifold 15 inches rather than 30 to increase power output over at speeds over 4, rpm; tappets could be adjusted with the manifold in place Extra large valves 2.


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