Going to put a 360 in instead?
Hardly. lol
Going to put a 360 in instead?
I’m going to peer at the edge of this whole new rabbit hole for a moment... I remember you freshened up the bottom end and set it at 7.8:1. Is it a stock bore block? I guess I’ll have to watch your videos again. There’s already a 440 I could get for the crank and make 440 plus incher out of it...
The Vortec head had 20 more years of development than the 906. I liked that episode. The should do a 340 Buick to a 340 Mopar.
Oh Boy! I keep getting closer to the edge here... How far below TDC are the pistons?Yup. Totally stock bore and stroke. Really nice pair of 906s, mild cam. I'd bet my hind end it's every bit of one LB FT per cube.
Oh Boy! I keep getting closer to the edge here... How far below TDC are the pistons?
Oh Boy! I keep getting closer to the edge here... How far below TDC are the pistons?
It should run good on Georgia jungle juice.Using 88 cc chamber I get 7.7xx:1. That's probably real close. No spark knock worries there. lol
That's another project laying a head of me... my 383It should run good on Georgia jungle juice.
Man I wished you had that 383 you were building a few years back. It was a sweet build you were planning.
Damn I had a mildly modified slant that would outrun those tanksJust a quick research on a car that BOTH 383 and 360 came in. 1971 Chrysler Newport 4 door.
Both times seem a little slow to me, but that is the article I found.
- 383 2bbl auto - weight 4259 - 1/4 mile time 18.1
- 360 2bbl auto - weight 4233 - 1/4 mile time 18.4
It should run good on Georgia jungle juice.
Man I wished you had that 383 you were building a few years back. It was a sweet build you were planning.
Oh Boy! I keep getting closer to the edge here... How far below TDC are the pistons?
Going to put a 360 in instead?
that swap is chock full of sacrifices, I believe you give up power steering, A/C possibly and any cornering for the nose heaviness it brings with it. I was in on a 383 swap in a 69 dart, fender well headers etc. with a friend of mine. it was his car. i don't recall it ending up being any faster than a well oiled and tuned small block. i suppose if you are drag racing in a straight line its worth it, on the street not so comfortable ( the nose heaviness)Seems like people are missing the question.
Why is it worth swapping a 383 into an A-Body today rather than a 360?
Ok so school me;( the nose heaviness)
Having had a ‘71 Duster & a ‘79 Magnum with a 5.9 - 360 & a ‘78 - 400, both stock and both with aluminum intakes and headers only, nether being equipped with A/C or P/S ether, there is a noticeable difference.I just want to understand the nose-heavyness assertion.
that swap is chock full of sacrifices, I believe you give up power steering, A/C possibly and any cornering for the nose heaviness it brings with it. I was in on a 383 swap in a 69 dart, fender well headers etc. with a friend of mine. it was his car. i don't recall it ending up being any faster than a well oiled and tuned small block. i suppose if you are drag racing in a straight line its worth it, on the street not so comfortable ( the nose heaviness)
OP say's max builds need not apply. The 360 is a turd compared to a stock or mildly built 383 and beyond.
Ask my little brother he was into early Darts and mid 70's Dusters all equipped with 360's he built.
Now he's into the new generation Hemi in a 71 Duster, but then there's the 451. lol
little brother will lose until the end. lol
You're dollars ahead by getting the newer aluminum heads.So these days with relatively affordable alum heads for the big block, should these be considered "max build" parts or not? I haven't looked in awhile but I know a pair was around $1100 for a long time.
So should we consider new alloy heads "max build" ?