On another note… transmissions…..
Do the all shift at the exact same point?
Just a 904 vs 727, year vs year bracket of discussion please.
I wanna employ the K.I.S.S method here thanks.
Are these spherical 904s and 727s or are they flat?
On another note… transmissions…..
Do the all shift at the exact same point?
Just a 904 vs 727, year vs year bracket of discussion please.
I wanna employ the K.I.S.S method here thanks.
Are these spherical 904s and 727s or are they flat?
I love '64 Fairlanes, and I love 289's !!!!!!!! Although '66 Fairlanes are my favorite, the '64's have a special place with me, and my child hood !!I'm not unfamiliar with small displacement engines, I built the 30 over 289 for my 64 Fairlane, it made 455hp and 445 ftlbs of torque NA. Now I could have bought a 362 from Ford that makes 500hp for less money than I have in the 289 but in would not have been a 289. So I understand a loyalty to one particular engine, the car was a 289 so I built the same, but if I was just building a mild to stock daily driver I'd build a 360.
383 small bore ? 4.25 bore same size as a 427 Chevy oh and a 426 Hemi.
It would be best not to compare a 383 Magnum to a 318. lol
5.8Does the 5.0 have a big brother they can build, like the 360 is to the 318?
Or are they forced to "make due" ?
I said all weight and gearing be equal... in other words, a 5.2 in a Duster could and should be just as exciting as a 5.0 in a fox body.I dont mean to be argumentative, but please tell me about the under 3200 lb mopar you could get a 318 in, in 1992?
I always said a 383 is a grown up 340... Big bore, short stroke383 small bore ? 4.25 bore same size as a 427 Chevy oh and a 426 Hemi.
It would be best not to compare a 383 Magnum to a 318. lol
I always said a 383 is a grown up 340... Big bore, short stroke
Ok, back to engine talk. If you go with the conventional wisdom that a 4" bore is the nominal size for a "small block" performance platform (I do) then the 318 falls short.
For comparison, whether 2bbl or 4bbl, both the 302 and 327 were designed around a 4" bore. Besides the increase in up swept volume, one would realize the other key benefit of the larger bore is reduced valve shrouding. With either of those ancient Brand-X choices you wouldn't have to deal with that negative aspect of the architecture before you even start like you would with a 318. Heck even the 289 had a 4" bore too. '65-66 K code would wipe up the floor with any 318.
Not sure why some of you guys get stuck in this mindset that 318s are worth pursuing, especially over a 360. They were never designed as or meant to be performance engines, just basic motivation across multiple platforms. In reality they were under powered, gas guzzling boat anchors for their entire 30 some-odd year run. When you look at the design of the LA 318 from a purely factual/logical/scientific viewpoint, you'd be hard pressed to justify building one up because the basic architecture isn't there to support it. How many 318 combos running in NHRA Stock or Super Stock? Not too many. If it was favorable you'd better believe there would be lots of them out there. Both were and are still readily available cheap so if you have to chose between one or the other, the 360 is the logical choice. Last 360 short block I bought was maybe $100. If you want to build one for your own amusement and have the means to do it, knock yourself out and prove me wrong.
The 360 wasn't a world beater either in stock form because it was never produced with any real compression. But, as a build platform, it's got the magical 4" bore and can swallow a 4.25" stroke even though it's basically the same externally as the 318.
Same story with the 383 vs. 400. 383 was a pedestrian big block with a relatively small bore that found it's way into millions of cars. It was replaced by the 400 which over the course of it's run was mostly a lo-po torquer/dog in factory stock form. it is generally thought of as the go-to for big power low-deck strokers. Why? because of the 400's 4.342" bore which is the largest bore of any muscle-era Chrysler production engine. Don't see many guys building 383s because for the same money you can build a 400 based combo that nets more cubes and the potential to make way more power. Same block externally.
Not according to someone here……you need to first address parasitic loss between the 904 and the 727
Good question!Are these spherical 904s and 727s or are they flat?
.Ok, back to engine talk. If you go with the conventional wisdom that a 4" bore is the nominal size for a "small block" performance platform (I do) then the 318 falls short.
For comparison, whether 2bbl or 4bbl, both the 302 and 327 were designed around a 4" bore. Besides the increase in up swept volume, one would realize the other key benefit of the larger bore is reduced valve shrouding. With either of those ancient Brand-X choices you wouldn't have to deal with that negative aspect of the architecture before you even start like you would with a 318. Heck even the 289 had a 4" bore too. '65-66 K code would wipe up the floor with any 318.
Not sure why some of you guys get stuck in this mindset that 318s are worth pursuing, especially over a 360. They were never designed as or meant to be performance engines, just basic motivation across multiple platforms. In reality they were under powered, gas guzzling boat anchors for their entire 30 some-odd year run. When you look at the design of the LA 318 from a purely factual/logical/scientific viewpoint, you'd be hard pressed to justify building one up because the basic architecture isn't there to support it. How many 318 combos running in NHRA Stock or Super Stock? Not too many. If it was favorable you'd better believe there would be lots of them out there. Both were and are still readily available cheap so if you have to chose between one or the other, the 360 is the logical choice. Last 360 short block I bought was maybe $100. If you want to build one for your own amusement and have the means to do it, knock yourself out and prove me wrong.
The 360 wasn't a world beater either in stock form because it was never produced with any real compression. But, as a build platform, it's got the magical 4" bore and can swallow a 4.25" stroke even though it's basically the same externally as the 318.
Same story with the 383 vs. 400. 383 was a pedestrian big block with a relatively small bore that found it's way into millions of cars. It was replaced by the 400 which over the course of it's run was mostly a lo-po torquer/dog in factory stock form. it is generally thought of as the go-to for big power low-deck strokers. Why? because of the 400's 4.342" bore which is the largest bore of any muscle-era Chrysler production engine. Don't see many guys building 383s because for the same money you can build a 400 based combo that nets more cubes and the potential to make way more power. Same block externally.
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Just the point I'd like to make about the bore of the 383 being so small. It's 4 and 1/4 in as in 4.250 which is the same as a 396 Chevy and a 426 wedge or 426 Hemi. I don't see where 4 and 1/4 in is a small-bore
396 chevy bore is 4.094. 427 chevy is 4.25 . Supposedly there are a few 396 blocks that can go .130 over. I havent found one..
Just the point I'd like to make about the bore of the 383 being so small. It's 4 and 1/4 in as in 4.250 which is the same as a 396 Chevy and a 426 wedge or 426 Hemi. I don't see where 4 and 1/4 in is a small-bore
396 chevy bore is 4.094. 427 chevy is 4.25 . Supposedly there are a few 396 blocks that can go .130 over. I havent found one.
And, a 383 mopar, with a .060 overbore and a 4.25 crank, is the exact same bore and stroke as the highly regarded 496" bbc.
Everything is relative. 383 4.25 bore is bigger than the Pontiac and Olds 455s, smaller than the buick. 429/460 bore is 4.360, and can go quite a bit bigger. Aftermarket blocks for chevy,ford, and mopar can easily go 4.5, and quite a bit more. I just dont think bore size is the be-all/end-all of whether an engine works, or doesnt.OK, well that didn't really come out right, 4.25" is not a small bore. Mopar did have some comparatively large bores - 400 is 4.342" which is big, maybe that was my logic for saying the 383 bore was small? I dunno. Funny too because I'm actually building the 438" stroker below with my friend based on a .060" over 383 block. Bore is 4.310" so getting into 400 territory.
View attachment 1715749751
My point is the 383 is sorta equivalent to the 318 in status. There are millions of them out there but no one really wants 'em because the 400 makes a better combo, all things being equal. It's the same logic as the 318 vs. 360 argument - the blocks have the same external dimensions but the one with the bigger bore will generally make more power in an average build.
I'm not buying that the 383 is to the Big Blocks what the 318 is to the small blocks.
Back in the fifties or sixties you could get a 383 with two four barrels on it. And I have yet to see a roadrunner with a two barrel from the factory. I know you could get a 383 2 Barrel in the charger but I believe you can get a 318 in a charger also. I'm talking early 70s late sixties.
383 is no dog or boat anchor.
I would say the 350 big block or the 361 would be comprable to the 318 in status.
OK, well that didn't really come out right, 4.25" is not a small bore. Mopar did have some comparatively large bores - 400 is 4.342" which is big, maybe that was my logic for saying the 383 bore was small? I dunno. Funny too because I'm actually building the 438" stroker below with my friend based on a .060" over 383 block. Bore is 4.310" so getting into 400 territory.
View attachment 1715749751
My point is the 383 is sorta equivalent to the 318 in status. There are millions of them out there but no one really wants 'em because the 400 makes a better combo, all things being equal. It's the same logic as the 318 vs. 360 argument - the blocks have the same external dimensions but the one with the bigger bore will generally make more power in an average build.
Because the performance wedge engines of the mid 60's hadn't been developed yet.Those 383 dual quad motors you speak of in the early 60s were Stock Eliminator champions.