•  Over 9 years in the making and testing
•  Probably the fastest accelerating street machine in South East Asia
•  This car gets more looks than probably any car on the street because of its unusual looks 
•  Most people have seen this car in movies but never on the streets of Asia.
•  It out accelerates a Ferrari and a Lamborghini  Diablo
•  And if you understand how to do rear end steering then Ferraris, Porsches watch out
•  So if you want to be, THE SHOW , this is the car to drive Viewed many times by  Whos Who in the Auto World here in South East Asia
•  Ever peel rubber at speeds up to and over 200 kph  !!!!!

• Suicide front end (leaf springs in front of frame) chrome plated
• Disc Brakes on Front, Finned aluminum drums on rear
• Boinger shocks on front, Coil over adjustable and adjustable shocks on rear
• Boxed frame with drive shaft protector
• 57 Pontiac rear end and also Ford 8 inch included
• Center Force clutch and pressure plate and throw out bearing
• Ford T-10 Rock Crusher transmission
• Hearst shifter
• Stainless steel headers and mufflers
• Four core truck radiator

1. Splayed- pattern 4 bolt main bearings caps,  this is extra heavy duty and will hold the crank in place under extreme conditions

2. To accept the 4 bolt main bearing caps the block has been specially machined, drilled and tapped. Proper alignment of the main caps is critical to block strength and reliability done in state of the art  CNC machine.

3. After 4 bolt caps are fitted the CNC machine specially notches different areas of the cylinder block, later this will provide proper rod to cylinder block clearance once the stroked crankshaft and 5.7 inch-length rods are bolted in place.

4. Using state of the art Sunnen machinery the cylinder block was bored and final- honed with caps in place and with the torque plates torqued to the proper specs. Because core shift is not uncommon with many blocks, the boring and honing were specially done so that when finished the bores are equally spaced to exact blueprint specifications.

5. All of the parts-mating surfaces are custom-CNC-machined to ensure proper alignment and sealing once the engine was assembled. Some of the CNC-machining included the following: The deck surfaces are machined parallel and equidistant from the main- bearing bore centerline and exactly 90 degrees from each other; the deck height is machined to deliver an exact 9:00 inch height; and the back of the block is squared to the crankshaft centerline. In addition, the oil line press- in plugs above the camshaft is converted to accept screw in plugs.

6.  A 3.75-inch stroke crankshaft was used rather than a stock 3.48-inch stroke crank. Heavy-duty race proven Michigan 77 bearing are fitted to the main and rod journals.

7.  Summit Stage II 5.7 inch center- to- center length connecting rods. Were cleaned Magnaflux inspected for flaws. The rod ends were resized to deliver proper fit and bearing clearance. The rod beams are smoothed and polished to eliminate stress risers as well to reduce reciprocating weight. Afterward, new ARP bolts are installed and the rods are balanced to be weight matched within two-tenths of a gram of each other.

8. Rods were fully smoothed and polished to remove any casting flash and stress risers about 5 grams of casting flash was removed.

9. Keith Black hyper eutectic pistons were installed which give a pump friendly 9.8:1 compression ratio. Sealed Power molly piston rings were used to seal cylinder pressures.

10. A high volume oil pump with pick up is secured with a special stud kit and is actuated by a special hardened pump drives shaft. Then a modified timing cover was installed.

1. Clevite 77 cam bearings are installed in the cylinder block. The Crane hydraulic roller camshaft is Carefully positioned, followed by the installation of a Summit True Roller double-roller timing chain set. The camshaft is then degreed to ensure proper phasing with the camshaft.

2. The 383 comes with a timing chain cover that has been specially modified to include a heavy duty thrust surface that works with a rollerized cam button, which prevents the camshaft from traveling forward during operation.

3. A special-grind Crane hydraulic roller camshaft is fitted to the 383. The gross valve lift of the cam is 00.488 inch (intake) and 0.509 inch (exhaust). Duration specs out at 276 degrees intake / 284 degrees exhaust. The cams lobe- separation angle is 112 degrees. Crane hydraulic roller lifters move heavy duty pushrods, which in turn actuate Crane aluminum roller rocker arms. The roller valve train helps deliver reduced wear, quicker revs, and improved horsepower.

4. Crane vertical locating bar-design lifters used are special units for use with older style, non-roller-cam type cylinder blocks. The lifters incorporate a diagonal plate that allows the lifters to move up and down but prevents them from rotating within the lifter bores.
 

1. For improved performance the 383 uses a pair of Trick Flow Specialties Twisted Wedge aluminum Cylinder heads. The TFS heads have specially contoured combustion chambers that work with uniquely shaped intake runners and special 13-degree intake valve angles (as opposed to traditional 23-degree-angle valves ) that together deliver great flow characteristics.

2. To work properly with the Crane hydraulic roller camshaft, the TFS heads are upgraded with special heavy duty valve springs and retainers. Custom valve locks are used to retain the 2.02-inch (intake) / 1.60-inch (exhaust ) stainless steel valves. The TFS heads aluminum construction dissipates heat quicker ( thus deterring detonation ) and the heads also weigh about 35 pounds less than traditional cast iron heads.

3. Crane 1.5:1-ratio roller rocker arms are used for optimum performance. The rockers aluminum 
construction  help deliver  quicker revs, and the rockers roller-tip and needle-bearing rollerized 
center fulcrum helps reduce friction. Poly locks are used to retain proper valve train adjustment settings.

1. To deliver optimum airflow the 383 if fitted with Edelbrock Victor Jr. aluminum intake manifold. The intakes specially contoured intake runners  and single plenum design deliver outstanding power between the 3,500 and 8,000 rpm. To further improve airflow, the manifold has been ported and the intake runners have been smoothed out and the runners dividers also found in the center of the plenum.

2. Intake runners were also marked with the proper intake gaskets dimensions and ported to match.

3. The 383 also uses special Fel- Pro intake manifold gaskets and heavy duty ARP bolts.

4. A Pro-Series Holley 4150-750cfm is added to give you an extra edge at the strip or street. It has screw in air-bleeds for added tuning capabilities, reusable Viton gaskets and notched float and jet extensions to prevent fuel starvation. Plus milled air horn ,choke tower, and choke control, high flow throttle body with 1.75 bores. Duel inlet fuel bowls with brass floats, four corner idle systems for improved idle control.

1. Ignition of the engine is handled by an MSD Billet aluminum distributor the is set up to 10 degrees initial advance with 32 to 34 total advance. The distributors springs were set to give full advance at 3,000 rpm.

2. MSD-6AL gives hotter sparks on the power stroke. As fuel mixtures change from plug to plug you, need a spark amplifiers added voltage to be sure the denser mixtures fire. The multiple sparks guarantee that combustion takes place just as the piston passes top dead center to give you maximum power. The MSD is also equipped with a rev limiter that protects the engine from over revving by randomly dropping spark pulses to keep the revs down. Then on the next cycle those cylinders are fired to keep them from loading up.

1. An additional Fluid damper  harmonic damper  8 inch is used to smooth out vibrations in the engine.