Tell you, these freakin' 383s are tough to keep down. Costs about the same to build as a 350. Bumps torque so you can really tell. Tune 'em with a screwdriver. yes, they're a popular choice all down the line. Shane moonlighted the machining and balancing at the company shop. He punched the 4.00-inch bore 0.030 inch over. He teamed a Scat 4340 steel crank with matching 6.00-inch I-beam rods. The blower forgings riding them are 9.1:1 Probes attached by full-floating wrist pins. Then he turned it over to Dan Luce of Luce Racing Empire. Dan inserted the Isky hydraulic roller cam (285 degrees duration at 0.050 inch, 0.578 inch lift, 113-degree lobe separation), socked it to the crank with a Cloyes double-roller timing gear, referred a Melling high-volume oil pump, and closed the cellar with a Milodon 6-quart sump. The valvetrain includes Isky springs, stain less 2.02/1.60 valves, Comp Cams 1.6:1 stainless roller rocker arms, Isky one-piece chrome-moly pushrods, and Isky retainers, guides, and locks. Trading ferrous metal for Edelbrock Performer RPM CNC-ported aluminum shaved pounds off the Camaro's snout, and the Victor Jr. intake manifold was port-matched to the heads to get that good combo rollin' deep. Since the seals and shafts and a lot of other things in a carburetor prepared for forced induction differ from one that services a normally aspirated engine, Shane stationed a Mighty Demon 750-cfm blow-through car buretor right in the middle of the V-2 SQ S-trim compressor, a custom dis charge tube with a Vortech Maxflow Racing bypass valves, and a pressure bonnet. The air cleaner is a custommade S&B unit. Ignition timing is critical to a successful supercharged street application, and conservative is always better. Here, positive manifold pressure does not exceed 6 psi, and total timing tops out at just 30 degrees (MSD Digital 6). Noxious gases are extracted by Hooker Super Comp headers with 17/8-inch primaries feeding a 21/2-inch system modulated by three-chamber Flowmasters. No feeble automatic for Shane, either. A Viper double-overdrive (1.80:1 final) makes cruising effortless and simultaneously saves on the engine. Shane fab'd a custom shifter from Hurst mechanicals and mounted a Centerforce clutch assembly, while grunt ropes down a custom-length prop shaft built by Drive Shaft Masters in Torrance, California. That original 12-bolt has been amended for its new mission by Tom's Axles, an Eaton differential, and a u.S. Gear 3.73:1 ringand-pinion set.
Certainly the iconic Sparco Milano seats and Billet Specialties steering wheel steal the show, but a closer look reveals the optional factory-installed power window lifts (RPO A31, 4,957 units) and fold-down rear seat (RPO A67, 17,993 units). Shane's only concession to comfort is all aural. A custom-installed Kenwood head and CD player root through Pioneer components and 6x9-inch speakers. To maintain as much of the '67 flavor as he could, Shane left the guts unmolested, inserting Auto Meter meters in the original nacelles. Shane: "I have the original gauges and seats, and I can put the car back to original if I wanted, but for some reason I don't see that happening." That's our boy.