You can win this engine, no purchase necessary. All you have to do is attend the Chrysler’s at Carsile event this July 09. The engine will be given away on Sunday afternoon and you must be present to win. For exact details check out the web site http://www.carlisleevents.com/ce/events/chrysler-nationals/ .

Last year we built a 505” 440 that made just over 600 HP and 660 ft/lbs of torque. For this years project we decide to do a low deck engine and tone down the power output a little do make a more docile yet still VERY strong combination. The exact output of the engine is being withheld as there maybe some sort of giveaway to who can guess how much power it made. Don’t quote me on that because details have not been finalized.

The engine: We based this year’s giveaway on a 383. We chose our Muscle Motors brand stroker kit featuring a 4.25 stroke. H-beam rods, Diamond pistons and Clevite bearings and Federal Mogul rings complete this balanced rotating assembly. Milodon supplied the ultra low profile oil pan, windage tray, HV oil pump, bronze distributor drive, and Stainless Steel valves for the heads. Comp Cams supplied the timing chain, hydraulic roller cam & lifters, valve springs, locks, retainers, seals, pushrods and 8620 Chromemoly steel rocker arms. The heads we decided to keep the “sleeper look” by using a set of Muscle Motors CNC ported 906 cylinder heads. The idea behind CNC porting a set of 906’s is maximum flow yet maintaining a OEM appearance. There are more cost effective ways to get a set of good flowing heads. The Edelbrock Performer RPM would be more cost effective but again our goal was to maintain a “sleeper” appearance. The heads are topped off with a Edelbrock Performer RPM intake and a Quick Fuel 830 cfm Super Street carb.

This 489 cubic inch 383 with 906 heads and a hydraulic roller cammed engine has a 1960’s appearance with 2000’s technology. No one will know your “383” has a Stroker rotating assembly, hydraulic roller cam, and CNC ported, unleaded compatible heads. This engine will be right at home in any Mopar engine bay. Make sure you attend the 2009 Chrysler’s at Carsile for your chance to win this engine FOR FREE!!!!!

2009 Engine giveaway Presented by:

Muscle Motors
Mopar Muscle Magazine
Carsile Events
Comp Cams
Diamond Racing Products
Edelbrock
Federal Mogul
Mahle/Clevite
Milodon
Quick Fuel Technology

For years, the 383 has been the red headed step child of Big Block Mopar’s. I’m not really sure how that came to be. Everyone I know has a story or a fond memory about a 383 “back in the day”. Some tale of a high winding, indescribable, take all comers, that always came back for more. An engine that would not die no matter how hard you abused it. Now like all stories, the reality of what is remembered and what really happened are usually two different things. That being said, 383’s were very resistant to abuse from the factory. The short stroke (3.375) is less than a 1/16” of and inch longer than a 340 so 383’s loved RPM. That coupled with fact that the connecting rods were just under a ½’ shorter than 440 rods made them very compact and strong (read: durable). The short stroke, short (strong rod) made 383’s high winding animals that would take a lot of abuse.

Fast forward 20 years. When everyone started rebuilding big blocks, the natural choice was a 440. Parts cost the same and why not take the extra 57 cubic inches. Then the 400 block was the hot ticket. The short deck height meant shorter/lighter pistons and it had the biggest bore of any Mopar big block. The 400 and 383 are the same except for the 400’s bore is .090 BIGGER so it was always chosen first.

Fast forward another 20 years, the new millennium. After market parts are very plentiful. There is a whole host of choices for heads, cranks, rods, intakes, etc. This means that making power is easier today than it has ever been before. A stroker kit and a set of aftermarket aluminum heads and you can make 550-600 Hp all day long!

Now that it is 2009 that means that there hasn’t been a big block produced by Mopar in 31 years. Junk yards are practically a thing of the past. Core 440 & 400 engines are very difficult to find and usually expensive to buy. Now most Mopar guys I know usually have 1 (or more) 383 blocks laying around under a bench or out in a shed. Given the amount of aftermarket components available, now even the lowly, long forgotten, redheaded step child 383 can be a tire frying, fire breathing Monster Mopar!

Part or the reason 383’s we not the first choice for performance rebuilds is the bore size. At 4.250 it is significantly smaller than either the 440 or the 400. The smaller the bore the more the valves are shrouded. The more the valves are shrouded the less air the heads will flow. Now if we are talking an all out, race only application, FIND a 440 or 400 block. If you are building a high horsepower street car(something to take the family to car shows, down to the local drive in, or a little stop light to stop light action) the 383 will easily fit the bill. A balanced stroker kit, new cam and intake with bowl ported stock heads 475HP-525HP is easily attainable. With an aftermarket head, let’s say a Edelbrock Performer RPM 550-600HP is not a problem. Can you make more with a bigger bore 400, sure. The point is you can make a TON of power, more than you will ever need on the street, with a core block that is probably out in your garage.

Because of the availability of the 383 block we now feature 2 stroker kits exclusively for the 383. A 450” kit: Brand new 4340, heat treated cranks w/3.90 stroke, 4340 H-bean connecting rods, Forged aluminum pump gas Ross pistons, rings, bearing, balanced and ready to go. We also have a similar kit with a 4.25 stroke crank that makes between 489-496” depending on bore size.

Either way you choose, (450” or the 496”) a 383 based stroker engine can be a real sleeper that makes tons of power and can be done cost effectively.

Tony Raffin’s 70 Cuda. Right now the finishing detail touches are being completed. Nitrous supply lines, updated Racepak sensors and a few plumbing details. After that a little bit of lettering and then a day or two of track rental to get everything dialed in and then into competition. When that will be depends on weather. Tony needs some seat time and a ½  dozen shake down runs before we put him and the new car into Top Sportsman & Q 16 racing