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1973Duster383

1973Duster383

Well-Known Member
Joined
Oct 25, 2017
Messages
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Location
Texas
It has been a long time since I have had the time to log in and chat about the progress of my build. So long that I lost my login information for my old account, so I started a new one. I am using a new email now and no longer have a way to recover my old login.

My car is a 1973 Plymouth Duster that currently has a 318 2bbl/auto. It is very boring to say the least. Car has a Reilly Motorsports 4 link in the rear, with a Reilly Motorsports front end currently on order. The car is going to be a street machine/drag car on very limited occasions. Just looking to beat on my buddies with fox bodies and camaros.

My 383 is .060 Over, has a steel 3.75" crank from 440 Source, eagle H Beam rods, Flat top diamond pistons with a 1.340 compression height vs the standard 1.320. Diamond only charged $56 to move the pin height, which saved us from having to deck the block further than a clean up pass.

Heads are currently on order as well from Modern Cylinder head. They are going to CNC port a set of 440 Source heads to Max Wedge port, and install the correct springs to my camshaft, and also install a set of tool-steel spring retainers/locks. Intake manifold is going to be a Victor 383 port matched to the max wedge dimension on the head.

Camshaft is going to be a Comp Cams Hydraulic roller, 23-713-9
.549/.544, 242*/248*, 110*

I am not sure which rocker arms I will be going with as of yet. Nor the carburetor size, or headers.

I would have loved to run trick flow heads, or Edelbrock heads, but the a/c bracket that I am going to run from Bouchillon that locates the compressor where the power steering pump normally resides, will not clear those heads. It gets very hot here in South Texas!

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Color combination we don't see often up north and and an engine choice that I don't see often either. This will be a very fun driver with plenty of power. I definitely like this one. Keep the updates and photos coming.
 
Thank you, the car currently has less than 25,000mi. I am the 2nd owner and looking forward to tearing into it. I have all of the paperwork from the dealership, and two owners books, and two pamphlets that display the options available for 1973
 
Sounds good except for the Max Wedge port size in the 440 Source heads. That modification will give you nothing but trouble. There isn't a valley pan gasket that fits the larger port size and you can't really port a Victor intake to Max Wedge size so that plan isn't going to work. Stick with the standard port size and you'll have plenty of power.
 
I built that same engine pretty well. 383 with steel 440 crank, Eagle rod 10.0-1 compression with Diamond flat top pistons, Eddy rpm performer heads and matching intake. All Out of the box. Lunati solid lifter cam .544/.566 .243/.251 @.050 AED 750 HOM carb will flow to 830 cfm, motor only used 638 CFM on the dyno. 1-3/4 TTI header as they dont make a 1-7/8 for a big block A body. 32 total timing, pump gas made 525 hp and 552 tq, has good manors runs nice on the street with 3.73 gears and a 3500 stall.
 
Wow. I am intrigued. All you ever hear about is stroked 340s, 360s, 440s, and 426 hemis. I don't believe I have ever heard of a stroked 383. When do you think it will be running? I can't wait for more detail. Does it require any special parts to put a roller cam in a 383?
 
harrisonm said:
Wow. I am intrigued. All you ever hear about is stroked 340s, 360s, 440s, and 426 hemis. I don't believe I have ever heard of a stroked 383. When do you think it will be running? I can't wait for more detail. Does it require any special parts to put a roller cam in a 383?
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I am pretty sure that younggun2.0 did a stroked 383.
 
AndyF said:
Sounds good except for the Max Wedge port size in the 440 Source heads. That modification will give you nothing but trouble. There isn't a valley pan gasket that fits the larger port size and you can't really port a Victor intake to Max Wedge size so that plan isn't going to work. Stick with the standard port size and you'll have plenty of power.
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-----------THIS !!!!!
 
AndyF said:
Sounds good except for the Max Wedge port size in the 440 Source heads. That modification will give you nothing but trouble. There isn't a valley pan gasket that fits the larger port size and you can't really port a Victor intake to Max Wedge size so that plan isn't going to work. Stick with the standard port size and you'll have plenty of power.
Click to expand...
Fisher said:
I built that same engine pretty well. 383 with steel 440 crank, Eagle rod 10.0-1 compression with Diamond flat top pistons, Eddy rpm performer heads and matching intake. All Out of the box. Lunati solid lifter cam .544/.566 .243/.251 @.050 AED 750 HOM carb will flow to 830 cfm, motor only used 638 CFM on the dyno. 1-3/4 TTI header as they dont make a 1-7/8 for a big block A body. 32 total timing, pump gas made 525 hp and 552 tq, has good manors runs nice on the street with 3.73 gears and a 3500 stall.
Click to expand...

Sheldon! It's me, your buddy David down in TX!
 
AndyF said:
Sounds good except for the Max Wedge port size in the 440 Source heads. That modification will give you nothing but trouble. There isn't a valley pan gasket that fits the larger port size and you can't really port a Victor intake to Max Wedge size so that plan isn't going to work. Stick with the standard port size and you'll have plenty of power.
Click to expand...
Yep, they may be able to take the Super Stealth out to max wedge but it isn't going to run any better than a well done standard Stealth head. I've done a lot of testing on both those heads.
 
We built the 431 for my dart in 2000. I went 11s with a Torker, 1 3/4 Headers, and Unported 906 Heads. I Thought It Worked Pretty Good.
 
Slight change of course. My heads had not been cut on yet, so I will be getting the standard port CNC heads, and a Torker intake port matched and such. All other parts to remain the same. Considering the Holley Terminator EFI system now. Thanks for the input on the MAX Wedge ports not being ideal for my application. I am ignorant and just wanted BIG EVERYTHING
 
Bigger is not always better contrary to popular belief. Even applies to breasts. HAHAHA. Big flow numbers look nice, but are not generally the answer for a street driven car. If your leaving the line on the trans brake at 5500 rpm then yeah, but for the street, smaller ports higher velocity and more air speed make more bottom end and midrange torque.
 
Fisher said:
Bigger is not always better contrary to popular belief. Even applies to breasts. HAHAHA. Big flow numbers look nice, but are not generally the answer for a street driven car. If your leaving the line on the trans brake at 5500 rpm then yeah, but for the street, smaller ports higher velocity and more air speed make more bottom end and midrange torque.
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This is kind of BS.. Yeah, max wedge ports etc, yeah, some truth to that, but look at the modern small block street stuff that flows 300-400cfm from .450 lift and up. Flow numbers equal power, plain and simple. Velocity is important too but let not pretend low flow numbers are the hot ticket in a street car.

This is why a modern small block makes 425hp stock.
 
1973Duster383 said:
Slight change of course. My heads had not been cut on yet, so I will be getting the standard port CNC heads, and a Torker intake port matched and such. All other parts to remain the same. Considering the Holley Terminator EFI system now. Thanks for the input on the MAX Wedge ports not being ideal for my application. I am ignorant and just wanted BIG EVERYTHING
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Just copy my stuff. I used a Trick Flow intake (much better design than the old Torker) and then added bungs for EFI. This setup will bolt right on your stroked 383.

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going to order pushrods soon, any reason why 3/8 are a must? seen several high powered ford and Chevy combos that are using 5/16. Just curious why 3/8 seem to be the only way for Mopar Big Blocks??
 
Depends on spring pressure and length. 5/16" is fine for most flat tappet stuff, particularly with a shorter low deck block. S/F....Ken M
 
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