Mopar 383 cam

Mopar 383 cam DEFAULT

C-Body's 383 - Bolt On and Go

| How-To - Engine and Drivetrain

Of all the big-blocks built by the Chrysler Corporation, the 383 is the most widely produced, and likely the most underrated of them all. As a big-block, the 383's displacement isn't nearly as small as the 350 or 361 cubic-inch B-series engines produced by Chrysler in the early days of the big-block, but it's also not nearly as large as the popular 440 engine either. When the Chrysler Corporation decided to add the 906 cylinder heads and high-performance 440 camshaft to the 383 for the 1968 model year, the engine immediately became a hit among enthusiasts of the era. Installed in the Plymouth Road Runner and Dodge Superbee, this engine easily propelled these B-Bodies to low 14 second quarter-mile times at trap speeds of more than 100 mph. And with a little work, the 383 could go deep into the 13s and still be much more drivable than the optional Hemi.

With a 4.250-inch bore size, a size coincidentally shared with the famous 426 Hemi, and a 3.380-inch stroke, the 383 is somewhat of a small- to mid-size big-block, and takes advantage of the best attributes of both big- and small-block V-8s. With a short stroke, the 383 revs quickly and is capable of high rpm, just like a 340 small-block. But with a large bore and cubic inches on its side, the 383 also provides the abundant torque big-blocks are known for. For these reasons, and because 383s are available and inexpensive to build, this engine is one of our favorites here at Mopar Muscle.

We've run 383 big-blocks in both race cars and street cars, and have had success with the engine in each application. It is on the street, however, that we feel the 383 really shines. Big enough to provide ample torque and horsepower to make even a large car fun to drive, the 383 is also small enough that it gets decent mileage as well. In fact, the 383 burns far less fuel than a 440, and even outperforms many 360 small-blocks in terms of fuel economy. Add these attributes to the fact that so many 383s were built, and we feel this engine is a great choice for many street or street/strip machines. Our Chrysler Newport project vehicle came equipped with a 383 two-barrel from the factory, but when we got the car we replaced that engine with a fresher 383 that we had built some years back.

Price Tag
Comp Cams hydraulic flat-tappet cam and lifters$225.95
Comp double-roller timing set$47.95
Edelbrock Performer RPM intake manifold$245.95
Edelbrock Performer 750 carb213.97

The 383 in our Newport features a '67 block, and a pair of stock, unported 906 cylinder heads. This engine was built some 20 years ago (when this author was still in college), and was built with the intention of making the '68 Road Runner four-speed car I was driving both fun and economical. Gasoline was poor quality back then, and unleaded fuel was the only type available. Even worse, the fuel suppliers hadn't figured out the additive packages yet to make old engines run well on unleaded gasoline, so that was a consideration when building this engine. Equipped with a stock crankshaft and connecting rods, cast dish pistons, and open chamber heads, this engine has just 8.5:1 compression. The flat-tappet camshaft this 383 is equipped with is a very old and mild Direct Connection Purple Shaft, with specs very similar to the stock 440 Six-Pack camshaft.

Topped with an old-school Weiand dual-plane intake and 650-cfm Carter AVS carburetor, this engine ran well enough to get our Newport around without feeling underpowered, but we certainly felt we could improve power and torque with a couple of simple bolt-on upgrades to our 383. In an earlier article, we added tti headers and 212-inch dual exhaust. These modifications improved power and torque, but our 383 was still only making some 223 horsepower and 298 lb-ft of torque to the rear wheels. Wanting to step up the power a bit without sacrificing any drivability, we decided that a cam swap to a more modern Comp cam with similar specs would help. While we were at it, we chose an Edelbrock Performer RPM dual-plane aluminum intake and Edelbrock 750-cfm Performer series carburetor for our 383.

Camshaft technology has come a long way, especially when it comes to Mopar camshafts. Early aftermarket cams for Mopars were designed generically to fit any application, not taking advantage of the Mopar's larger .904 diameter lifter size. Luckily, Comp Cams recognized that with the larger diameter lifter that a more aggressive ramp rate could be used, getting the valve open quicker and allowing more air and fuel into the cylinder. Utilizing this concept, a camshaft with very mild specifications can make significantly more power than a stock or early aftermarket cam with similar specs. For our 383, we chose a Comp Extreme Energy hydraulic flat-tappet camshaft with .477 intake and .480 exhaust lift, and 268 and 280 degrees of advertised duration respectively. This cam has nearly the same specs as the cam we're replacing, with only slightly more lift and duration, but takes advantage of Comp's modern lobe design and has a wider 110 degrees of lobe separation.

Important Numbers
RPM x1000hpft-lbs
2.80154.01288.88
3.00173.99304.60
3.20188.71309.72
3.40203.60314.51
3.60213.97312.17
3.80223.83309.36
4.00231.73304.27
4.20240.43300.67
4.40244.93292.37
4.60244.00278.59
4.80240.62263.30
4.60-INF-INF
4.40-156.38-186.66

Changing the camshaft in a big-block Mopar is fairly straightforward, and can be accomplished without much trouble with the engine still in the car. We recommend replacing the timing chain any time you're in this part of the engine, and we chose to replace our entire stock-style timing set with a Comp double roller unit. The lifters must also be changed any time the camshaft is replaced, since lifters establish wear patterns to the individual cam lobes. Failure to replace lifters or swapping lifters from lobe to lobe will certainly cause premature wear, and can round off a cam lobe quickly. We picked a set of Comp's Pro Magnum hydraulic lifters to match our Comp cam.

It's also a good idea to check piston-to-valve clearance any time you install a cam with more lift and duration, unless you're quite sure you have enough room Valve retainer to valve guide clearance is also important to check, and make sure the valvesprings are compatible with the new camshaft. Having previously checked the vital clearances in our engine, we knew this camshaft would work just fine. Additionally, the open and seat pressures of our valvesprings were right in line with the specs called for by Comp, so we didn't deem it necessary to change valvesprings. If you're not sure about your engine, however, it is always a good idea to double check all of the critical dimensions and match the valvesprings to the camshaft being used.

Replacing the cam while the engine was in our C-Body required removing the radiator and air-conditioning condenser, but otherwise no special tools or techniques were required other than a puller for the harmonic balancer. All told we had our cam swap completed in a day's work, and ready for dyno testing on our Dynojet chassis dyno. We decided to test our car after the cam swap, and then install an Edelbrock intake and carburetor to see how those parts would also help our combination. Remember that simply swapping a camshaft might not benefit the engine as much as you'd expect if the engine isn't getting the air and fuel required to make it perform properly.

On the chassis dyno, we made a first pull and picked up some 18 horsepower with the cam swap alone. Torque was up as well, but not as much as we predicted. So we bolted on our Edelbrock Performer RPM dual-plane intake manifold and 750-cfm Edelbrock Performer Carb. The addition of these parts really enhanced our camshaft swap, and power was up by 22 horsepower at peak, to 245.44 from 223.91, with great gains across the board. Torque was up as well by more than 17 lb-ft at peak with across the board gains throughout the rpm range.

Results
Baselinecam onlycam/intake/carb
Horsepower223.91241.41245.44
Torque298.55307.64315.73

Remember that these numbers are at the rear wheels, and some 30 to 35 percent lower than what would show on an engine dyno. Also remember that this is a stock, low compression engine so we don't expect it to be a true powerhouse. Even so, more than a 10 percent gain in horsepower for a day's work is not too shabby. Better yet, our Newport is now even more fun to drive. Be sure to check out Mopar Muscle for all of the details of our testing, and to see video of the big Chrysler on the chassis dyno. mm

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Sours: https://www.motortrend.com/how-to/mopp-1303-c-body-383-bolt-on-and-go/

Edelbrock Performer-Plus camshaft for Big-Block Chrysler 383-400-440 V-8

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Details

Edelbrock part #2192 Performer-Plus camshaft is designed for 1968 and later big-block Chrysler 383-400-440 V-8 applications. This Edelbrock cam kit produced 427 ft-lbs. of torque when used with #2191 intake and stock iron cylinder heads on a 440 engine. The camshaft will produce optimum torque from the low-end to the mid-range, Performer-Plus camshafts match with Performer manifolds for vehicles operating from off-idle to 5500 rpm. This Performer-Plus is a smooth idling cam for daily drivers, trucks, vans, RVs and 4x4s. You can expect a major improvement in throttle response and torque. All camshafts include flat tappet lifters, assembly lube and instructions. Camshaft Specifications: - Duration @ .050 Intake: 204 degrees - Duration @ .050 Exhaust: 214 degrees - Lift @ Valve Intake: .420" - Lift @ Valve Exhaust: .442" - Lobe Separation: 112 Degrees - Intake Centerline: 107 Degrees - Idle Vacuum @ 1000 RPM's: 14"

Specs

Availability Available
Application Application Specific
UPC 00085347021925
Grade Type PERFORMANCE
Lifter Materials Hardened Steel
Computer Controlled Compatible No
Intake Duration .050 Inch Lift 204 deg
Availability Note Available to Order
Warranty 12 Months
Emissions Code
Hazardous Materials WarningWARNING: This product can expose you to Chromium, which is known to the State of California to cause cancer or birth defects or other reproductive harm. For more information, visit www.P65warnings.ca.gov.
Installation Notes
  • Recommended Valve Springs for OEM heads: Edelbrock part #5892 non-rotator/# 5992 Rotator; For 1968 and later.; Camshaft utilizes one bolt configuration.; In order for this Performer-Plus cam and lifter kit to be covered under ANY WARRANTY you must use either the correct Edelbrock Sure Seat valve springs or the stock original equipment valve springs.; Oil/additive must contain Zinc designed for use with flat tappet camshafts.; Coat cam lobes and bottoms of each lifter with MoS2 lube (supplied) to prevent cam lobe and lifter wear from occurring during initial start-up.; Do not allow the engine to run under 2000 rpm for the first 1/2 hour. Slow idle speeds may result in severe cam and lifter wear. Start the engine and bring to break-in rpm.
Advertised Exhaust Duration 280 deg
Advertised Intake Duration 270 deg
Cam Type Cast
Exhaust Duration at .050 inch Lift 214 deg
Exhaust Valve Lift 0.442 in
Intake Valve Lift 0.420 in
Lifter Type Hydraulic
Lobe Separation 112 deg
Sours: https://www.edelbrock.com/performer-plus-camshaft-kit-for-big-block-chrysler-383-400-440-v8-2192.html
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Mopar Performance ''Purple Shaft'' Camshaft Kit

PRODUCT DESCRIPTION

Fits: Big Block, Advertised Duration 268/284, Lift .450/.458

Camshaft, Hydraulic Flat Tappet, Advertised Duration 268/284, Lift .450/.458, Chrysler, 383, 400, 426, 440

Cam Style: Hydraulic flat tappet

Basic Operating RPM Range: Idle-5,800

Intake Duration at 050 inch Lift: 228

Exhaust Duration at 050 inch Lift: 241

Duration at 050 inch Lift: 228 int./241 exh.

Advertised Intake Duration: 268

Advertised Exhaust Duration: 284

Advertised Duration: 268 int./284 exh.

Intake Valve Lift with Factory Rocker Arm Ratio: 0.450 in.

Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.458 in.

Valve Lift with Factory Rocker Arm Ratio: 0.450 int./0.458 exh.

Lobe Separation (degrees): 115

Camshaft Gear Attachment: 3-bolt

Computer-Controlled Compatible: No

Lifters Included: Yes

Lifter Style: Hydraulic flat tappet

Valve Springs Included: No

Retainers Included: No

Locks Included: No

Valve Stem Seals Included: No

Timing Chain and Gears Included: No

Assembly Lubricant Included: Yes

Pushrods Included: No

Rocker Arms Included: No

Gaskets Included: No

Valve Springs Required: Yes

Quantity: Sold as a kit.

These purple camshaft kits show Mopar Performance's strong commitment to racing. They're factory-engineered hydraulic and mechanical cams and lifters for Modified-Competition class racing applications. They're developed for power and rpm potential, while maintaining reliability and the best low-speed characteristics, including torque. They are also proof that the people who built your Mopar can make it perform even better. All Mopar Performance cams are designed, developed, and dyno and track-tested by Chrysler engineers. These kits include the cam and lifters.

Sours: https://www.manciniracing.com/cahy26addu1.html
1970 Dodge Super Bee 383ci Purple Cam

COMP Cams, 383 Chrysler Big Block V8 Parts

COMP Cams 821-16 Lifters, Solid flat tappet, Mopar, Set

273, 318, 340, 360, 383, 400, 426 Wedge, 440

Lifter Type: Mechanical/Solid Flat Tappet

Link Bar: None

Lifter Link Bars Included: No

Lifter Body Diameter: 0.904"

Quick View

Sours: https://www.speedwaymotors.com/shop/comp-cams-383-chrysler-big-block-v8~131585-10016-52-7

Cam mopar 383

Best cam for street 383 in heavy car?#332659
05/29/0906:29 PM05/29/0906:29 PM
Joined: Jun 2006
Posts: 254
Vista, CA

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71ChipOfflineOP
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What do you guys use in 383s?

Trying to get my friend's back together.

Going in 66 4-door Monaco.

Motor is rebuilt

9:1 compression
Old torker intake
750 cfm demon carb
Close-chambered heads (516s?) with some port work and clean-up
Stock manifolds
Dual exhaust

Car has a hughes 2,500 rpm converter
8 3/4 with stock gear - don't know what it is, something highway friendly

He drives the car to cruise nights and steps on it.

I am thinking the Comp XE275HL or the XE268H

I know the intake could probably go in the trash in favor of a performer rpm in the heavy car, but he isn't made of money unfortunately


Thanks



71 Challenger

Re: Best cam for street 383 in heavy car? [Re: 71Chip] #332660
05/29/0906:43 PM05/29/0906:43 PM

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The smaller Summit deal for $100 cam and lifter would be OK 383's are easy to over cam so keep it small and you will be happy---the Mopar 440 HP - six pack- cam also works good in that kind of an application --both work with stock converter

Re: Best cam for street 383 in heavy car? [Re: 71Chip] #332661
05/29/0906:45 PM05/29/0906:45 PM
Joined: Aug 2005
Posts: 4,861
Riverside, Ca
R70RUNNEROffline
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I assume(dangerous) that the rear is 2.9X or 2.7x? 383's don't have much mustard till 3,000rpm anyway... A 262 or 268 type cam with a wide LSA would be my pick, and I'd say put some gear in it too


Current cars: 2000 Dak Quad Cab, 2012 Challenger,1970 Road Runner, 1994 Firehawk


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R70RUNNER<---VP Inland Empire Chapter of the MPM

Re: Best cam for street 383 in heavy car? [Re: R70RUNNER] #332663
05/29/0906:51 PM05/29/0906:51 PM
Joined: Oct 2003
Posts: 21,345
Marysville, O-H-I-O
70Cuda383Offline
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I've got the 275HL in my 383 stroker and I really like it. lopey at idle, pulls hard till 6K. made 505 hp 535 tq.

but again, it's a 438, 10.5:1 compression, stock eddy RPM heads, RPM intake, holley 750, headers...

a lot of stuff the stock 383 won't have.

with 3.21s and 28" tire, it did ok, would roast 1 tire from a 20mph roll.

I'd be careful with it in a stock stroke 383. on iron heads, it might do ok with 9.5:1 but I don't know how the stock heads, and stock manifolds are going to affect it's performance.

with the 3.21s and my 5th gear OD of .64:1 I couldn't even use 5th gear till I was doing 80, and that was at just over 2200 rpm. 4th gear of 1:1 seemed to do alright up till just over 65, then you really wanted to shift it into 5th, but then the RPM would drop too much and it would lug/surge.

I just swapped in 4.56 gears and it is MUCH happier now, pulls hard in all gears and can sail down the interstate at 65 while turning 2200 rpm. 75 is 2600 rpm



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Re: Best cam for street 383 in heavy car? [Re: gch] #332667
05/29/0910:15 PM05/29/0910:15 PM
Joined: Jan 2003
Posts: 16,940
So Near, Yet So Far
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Short duration, say mid 210 area, and as much lift as you can find (probably .470 - .500) will give it good vacuum, torque & street manners. If you can find some 1.6 rockers, consider them. With stock manifolds I've used more lift & duration on the exhaust side. With iron heads & 91 octane, 9.5 is pushing it unless you reduce or eliminate the vacuum advance. More overlap (longer duration) will bleed off excess CR, but at the cost of low vacuum and losing throttle response under 3000 RPM.
Engle Cams has a great site to use for this, and I've been very happy with their cams in my 406" & 446" motors.
I would only use a dual-plane intake in that application.


Re: Best cam for street 383 in heavy car? [Re: BSB67] #332668
05/30/0911:21 PM05/30/0911:21 PM
Joined: Jan 2003
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Not2farfromNashville, TN

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, and factory hp intake and 600-ish cfm carb




Never knew there was a factory HP intake. Just a regular 383 4bbl.


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Re: Best cam for street 383 in heavy car? [Re: Rug_Trucker] #332669
05/31/0910:54 AM05/31/0910:54 AM
Joined: Jan 2003
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Niles , Ohio

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We stuck the big Summit cam from my 440 in a 62 383 in a Chrysler that goes 4200 pounds.With 355s its very streetable the PBs work fine and it pulls super strong.Its been en for 25 years and still works great.Rocky



Chrysler Firepower

Re: Best cam for street 383 in heavy car? [Re: 71Chip] #332672
05/31/0908:36 PM05/31/0908:36 PM
Joined: Jan 2003
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SoCal
ou812Offline
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Quote:

What do you guys use in 383s?

Trying to get my friend's back together.

Going in 66 4-door Monaco.

Motor is rebuilt

9:1 compression
Old torker intake
750 cfm demon carb
Close-chambered heads (516s?) with some port work and clean-up
Stock manifolds
Dual exhaust

Car has a hughes 2,500 rpm converter
8 3/4 with stock gear - don't know what it is, something highway friendly

He drives the car to cruise nights and steps on it.

I am thinking the Comp XE275HL or the XE268H

I know the intake could probably go in the trash in favor of a performer rpm in the heavy car, but he isn't made of money unfortunately


Thanks




I've had good success using Comps 265DEH cam, part #21-404-4. I think it works better than the stock HP cam in a 383 and heavy car.
Brian
IMM Engine & Dyno



Brian Hafliger

Re: Best cam for street 383 in heavy car? [Re: topside] #332675
06/01/0905:45 PM06/01/0905:45 PM
Joined: Jun 2006
Posts: 254
Vista, CA

7

71ChipOfflineOP
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Anyone in San Diego have a used dual plane?

I don't know what he did with the factory intake - the torker didn't seem TERRIBLE before.



71 Challenger

Re: Best cam for street 383 in heavy car? [Re: 71Chip] #332676
06/02/0908:19 AM06/02/0908:19 AM
Joined: Jan 2003
Posts: 16,102
Grand Haven, MI
patrickOffline
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is it verified/measured 9:1? or assumed to be based on what the pistons were advertised at? I'd look at a comp XE262 or lunati voodoo 60301, personally.



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Lunati Voodoo cam 60304-10230704 Mopar 440

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