Grand-Spaulding Dodge - Mr Norm's

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However, the 383-4 was a 10:1 motor in 66/67, while the 383-2 was 9.2:1.

Are you positive the cam and ex valve was the same a 2 barrel motors?
 
YY1 said:
However, the 383-4 was a 10:1 motor in 66/67, while the 383-2 was 9.2:1.

Are you positive the cam and ex valve was the same a 2 barrel motors?
Click to expand...


1966/1967 '383' 2-Barrel and 4-Barrel {Same Components}
* Camshaft..............{.425" Intake ~ .437" Exhaust}
* Cylinder Heads.......#2406516 Castings
* Valve Size.............{2.08" Intake ~ 1.60" Exhaust}
* Valve Springs
* Exhaust Manifolds
* Distributor

Different Components
* Pistons
* 4-Barrel Intake and Carter AFB {575 CFM}
* Dual Exhaust

There was a 'big' disparity in Horsepower between the 383/325 HP 4-Barrel and
383/270 HP 2-Barrel.

The increase in Piston Compression (10.0-1}, Carter AFB {575 CFM}, 4-Barrel Intake
and Dual Exhaust for the 383 4-Barrel was in 'no' way {+55 Horsepower} over the
383 2-Barrel.

Nobody raced the 383/325 HP at the Drag Strip with any success in Stock Class.

More guys had success with the 383/270 HP 2-Barrel in Stock Class Racing, as it
had a better weight-to-horsepower factor.
 
69 Cuda 440 said:
Mr. Norm's 1967 Dart GTS 383 'GTN'

There was a Stage 1, Stage 2 and Stage 3.

Anybody know what was in Stage 2 or Stage 3.
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Having owned 4-67 Dart GTS's and several 68 and 69 383 Darts I can say that the 67 was underpowered and adding headers, dual plane intake, cam, and larger carb sure woke it up! The one thing I really liked about the 67 was the manual front disc brakes, probably the best brakes on any 67-72 Dart until they went to single pistons in the 73's.

I still work with Mr. Norm and have never asked him about the Stage 2 or Stage 3 67's. I will have to ask him the next time I see him.
 
Excellent Hemi SS Dart,

I think this was something like the offered GTN Package.

I remember the GTN-1 was offered by Mr..Norm's, but not sure how many
people opted for that Dealer Option.

'Stage 2',
May have included an Edelbrock {#D-4B} Aluminum Dual-Plane Intake, Holley 600 CFM
and a 'Free-Flowing Air Cleaner'.

'Stage 3'
Added the Racer Brown SSH-25 Camshaft and '440 Super Commando' Valve Springs.

The 1967 GTS 383 came through with D-70 x 14" Tires, but I think the 'Stage 3'
may have had E-70 x 14" Tires and 'Astro' 14" x 6" Wheels.

Optional Gears.....3.91 or 4.10
 
According to 1967 Performance Magazine test results

1967 '383' Engine with 4-Speed in the following Dodge cars,
with 3.23 Gears and Sure-Grip

* Dart GTS 383..............15.40 @ 92 MPH

* Coronet 383...............15.80 @ 90 MPH

* Charger 383...............16.30 @ 87 MPH
 
I'm gonna have to disagree about the HP on the 4 barrel mill.

Just the duals should be worth about 20, and the compression and extra CFM could well be the rest.

I'd bet it's ballpark, anyway.

As stated in the Ronnie Sox thread, I question a lot of published 1/4 times, since I've seen first hand, MUCH better performances in the real world.

Magazine testing is one car on one day.

If they happen to get a "Monday car", or bad track conditions, the results still seem to become the accepted norm. Sometimes, even if a later test has better results.

Also interesting is the Coronet time at almost a full second faster than the Charger...weight? Bet so.
 
I'm not so sure on that thought 'Double Y',

The 1966 and 1967 383's all shared the same 'Log-Type' Exhaust Manifolds,
and the 383 Exhaust piping was not any bigger on the 4-Barrel Engines, just
one additional pipe.

For an Engine that struggled to get to 4500 RPM's, that really made no difference.

And the 10.0-1 versus the 9.2-1 Compression-Ratio only made about a 5% HP Gain {+12 HP}.

The Carburetor (Carter AFB 575 CFM} for the 383 4-Barrel was no 'destroyer', as the
Carter BBD {365 CFM} on the 383 2-Barrel was an efficient fuel unit with 1 9/16" throttle plates.
 
There's a thread on here, can't find it at the moment where the guys were measuring horsepower differences as they changed 1 part at a time on a dyno...Started with a completed stock BB. One of the first swaps they ran was both the standard log manifolds and the "HP" manifolds and to everybody's surprise, the "HPs" literally made no difference until past like 5500 and then it was a very small difference.
 
So you've literally doubled the efficiency of the exhaust system, and added at least 12 HP from compression, plus the flow from the carb...

I think I'm gonna' rest my case.

...and my 1970 9.5:1 383 sure got past 4500 RPM easy enough.
 
YY1 said:
So you've literally doubled the efficiency of the exhaust system, and added at least 12 HP from compression, plus the flow from the carb...

I think I'm gonna' rest my case.


...and my 1970 9.5:1 383 sure got past 4500 RPM easy enough.
Click to expand...

See Below,,,,,,,,,,

The 1970 '383', had a better Camshaft and higher 'Load-Rate' Valve Springs than than the 1966 and 1967 '383'.

The 1966-1967 {383/325 HP} was a poor runner, so much so, that the NHRA 're-factored' them down to 280 Horsepower, just so they could be somewhat competitive in later years.

Plus, the 1968 and later 383's had better Exhaust Manifolds.

The Intake Manifold also had greater runner sizes, and bigger ports, as well as the Carter AVS {625 CFM}, which was
a much better Carburetor than the Carter AFB {575 CFM}.

YY-Man,

I saw those 1966 and 1967 383/325 HP cars run back in the day, and they were 'painful to watch' going down the Track.
 
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