What class would a 68 RoadRunner with a 383 fit into for Super Stock? What weight would it have to come in at, and can 452 heads be used instead of 906's?

Thanks.

Jeff

Jeff, using Chrysler's horsepower and shipping weight numbers,(335 hp/3405 shipping weight) that car should fit in SS/I. I don't know if the motor has been refactored. I would have thought a B-body would be heavier. I'd be interested to see how this plays out, as 383's seem to be showing up more and more in Stock and Super Stock. Also try the web site www.classracer.com with your questions.

If you go to the NHRAsite and look at the factor you'll see what class it fits in.The 452 heads are legal.I'm not sure if the combo is competitive as I think the 383 Darts and Cudas are alo in the same class.

Missed by a little: It looks like the engine is factored at 300 hp putting the car in SS/J. The A-bodys are in SS/I. Thanks Chris, I forgot NHRA's stuff was online.
You'd be smack dab in the middle of 327 Chevy country. If you bumped down to SS/K, then you'd be surrounded by 283 Chevy II's.
That said, two of the more butt kicking Mopars in those classes are a 360 Aspen in SS/JA (he ate a whole field of Chevys at Indy and got factored for his trouble) and a 273 Valiant in SS/K. I really dig the class cars Jeff, so good luck. You'll probably find a lot of the help you'll need right here on site.

That 383 can be a killer combo if you know what you're doing. Don Little and Mike Cotten have two with automatics that run VERY well.

Don does his own stuff and Cotten uses CFO/Erik Jones.

I think you can run the 915 closed chambered head, in super stock.

Well "IF" I did anything the car would be run with a 4 speed, and only around the Division 5 stuff. Not many cars running SS/J around here, so that is good. Just looking at my future options with the ne car. It's a long ways out, but has my interest.

Thanks.

Jeff

when looking at the NHRA class guide make sure and consider your body style, hardtop or coupe and which year, in 1969 the cold air option and everything else. Sometimes it makes since to change the year of the car with the same motor combination, IE 1968 versus 1969 coupe. Fill the side lights in(mild customization is allowed in the rule book ) change the grill and tailights and anything else needed to make it look like the year you want to run As far as superceded castings don't exept to be allowed to run a earleir year head than what came on the car That has not been allowed, as far as I know. Check before deciding, besides you can blueprint and port the stock 906 castings roller cams, custom sheet metal intake manifolds, ported heads aloowed, whats not to like Except the costs

Cab, I know I could change the car to 69, but are you talking about the lift off hood on the 69 Six Pack cars? Not sure they are legal to run on 383 combo's, and I wouldn't want to mess with a HEMI or Six Pack. The 383 combo would be different, and really not that expensive compared to the 440/426 combo's. lets face it, 383 blocks, cranks and 906/452 heads are cheap. I have a couple sets of 906 heads, and a set of 452's. Just want to make sure if the 906's are junk, I have a back up set to use. I also have a few stock AVS carbs to use.

I'm surprised the shipping weight is only 3400lbs.

What is the current index for SS/J, and what is the record?

edit found it. 10.80 index, and record of 9.91 If I could get the car to run 10.40's with that combo I would be happy.

Jeff

One other thing thta I forgot to mention in NHRA class racing(both Stock and Super Stock) is the ability to add or subtratc weight to move the car up or down a class from where it naturally falls into and the HP factor by NHRA

Now THAT sounds like a very cool project!
6-BBL hood is out on a '68, and unless you can prove it would be optional for a '69 383, it's out there as well. Weight of the Air Grabber should offset any fresh air gain. I think the ballast is still technically limited, but obviously there are ways to conceal it if you were to build the car for J but run K.

You could add the ballast to move down to K. 100lbs in the box including the box, extra battery, and anything else you want to add as long as it's securely fastened by that they mean if it's bolted the nut has to be welded.
You're right you'd be wise to run J in this part of the country. Tim Nicholson and Gene Bichelmeier are both pretty fast when they want to be. Dave Picht sometimes runs SS/J with his Mustang. But he usually uses his stocker engine with a different intake and roller rockers. So he is only usually in the 10.70's-.80's.
Rick Ryan

I'm building a 69 383 RR 4-speed for g/stock. I've done some research.

The 915 head is not legal. The stage V head is legal, but only with the 2.08/1.74 valves. There are two part #'s/same casting. The small valve part # is no longer available. The 2.14/1.81 head is available but needs smaller valves installed to be legal.

The 452 is a better head than the 906 in stock. The 906 is better than the 452 in SS. The 452 flows better off the seat while the 906 flows better at higher lift. To be truly competitive you will want the stage V's done by Steve Wann or Don Little. Either way expect to pay 2-4k for the heads.

The six pack hood is not legal without the 440....and the six pack.

Ferrera, Manley, and Milodon all make a good middle-of-the-road valve in 2.08/1.74

Only Manley makes a superior valve without going custom. Victory 1 Performance is a good place for custom valves and retainers. I had them make me some retainers for my conical springs in my 383. I'm VERY pleased.

Use only the best in the valve train. T&D or Jesel or maybe even RAS. Forget about everything else. Look at PAC for springs.

The 383 is a great engine for SS, but the choice for connecting rods is limited. The Eagles are too heavy and thin on the big end. The stock rods spell disaster. The C&A rods are no longer available (unless someone has a set on the shelf), and the only other option is the Hale rod. Jim Hale had Manley make some rods for him. Jim got them approved. Last I heard he was sold out. I purchased a set a few years ago for $1500. They're in the engine. They have no markings on them and appear to be China castings. I'll have Cunningham make my next set. Big end width was unfinished for custom side clearancing. They like to run them tight for oil splash control, or so I was told. Some of the 440/383 class guys don't like the Eagle rods for this reason. I'm in that camp.

No one makes a suitable (off the shelf) connecting rod for the 383!

NHRA list the rod length at 6.360. You can add .025 to that for a total length of 6.385. Eagle makes a rod in that length. I haven't looked into it much, but it'll make for a lighter piston.

The 440 gets to use a rod with a .990 pin. You can always have a custom rod built and sent to NHRA for approval. Go with a .990 pin. Expect to pay $$$ for 9 rods.

You can always have Manley make you a set or you can narrow the small end of the Eagle rod for weight savings, but thats's not legal. Or you can run someone elses custom rod and get it approved, or not, but don't get torn down with a non approved rod or modified rod..

There's a minimum weight requirement for the reciprical/rotating parts (not including crank). You want to get as close as possible without going under. A heavy rod (too heavy) makes it difficult to get a piston down to weight. It's a relatively tall piston. You can always go with a shelf piston (diamond) and have it lightened for the Eagle rod assembly.
Total seal will make a custom set of rings to match your pistons. You may want to talk to the piston manufacturer first concerning ring land depth.

You'll find HP with more rod weight at the big end (rotating mass) and less at the small end (reciprical mass).

There are two sizes of AVS. 440 have larger secondaries. You'll need the one for the 383's. Casting number isn't important, throttle plate size is important.

Got Jerico? You'll need it. Contact Rob Youngblood at Advanced Clutches, or Boninfante for the clutch set-up.

You can move up or down one class by adding or removing weight.

Don Little won Indy with a 383 a few years back in his 70' Challenger. He did it on 9x30" slicks and caltracs. Think long and hard before you tub, for it isn't necessary. A smaller (width)tire is faster.

The Edelbrock Victor is the intake of choice.

There's really only two major advantages with the 383 is SS over stock. (as far as I'm concerned)

The first is the head option. The stage V simply out flows the stock castings.

The second is the option for valve notches. It's a tight fit without them and limits cam selection for us stock guys.

http://perfweldheaders.com/index.html can set you up with a proven set of stainless headers. They're popular with the class guys. $$$

Bob Mazzolini may also have the parts, and advice you will need.

Jim Dowell at Racer Brown is a super helpful Mopar guy for your cam choice. Bullit cams are popular with the calss guys as is Comp.

Gary, thanks for the info! Yes I do have a Jerico 4 speed, and a McLeod Soft Lok set up by Tim Hyatt. I take it you have to use a flat top piston just like in Stock?

Jeff

6.385 is a pretty common rod size. Run of the mill BB Chevy size. Although you would have an issue with side clearance, if you are trying to control oil with it.

Jeff,

I would contact Steve Wann if you are serious about going this route. Steve and his dad have been running the b bodies in stock and super stock and have a wealth of information. I contacted him when I was thinking about running my 1969 road runner in stock. I found out real quick that the investment/return ratio with with three little ones was not worth it to be away from my family. I went ahead and bought a used motorhome and raced mopar events where the whole family could enjoy theirselves at the track when I was having fun.


If you are an engine builder or head porter you can save a lot of money. I thought running stock would be less expensive but after doing the research I found out you would have just
as much or more in a stock motor as a super stocker. You
can drop 30 grand real easy on a stock motor that would be
under the index enough to make a national event.

I have his email and cell phone somewhere in my office if
you would like to contact him.

Charger must be an old picture. Looks like it's running on a 7" tire.