i had a '67 chevy sportvan 108 w/a 283 when i was in high school. we pushed it .030 over, "square" rv cam, ported the ramhorns and exhaust ports on the heads, edelbrock performer rpm w/a holley 600. she came from the factory w/a 3 on the tree and a 4:11 posi rear. sucker would do over 80 in second. was a hell of a lot of fun.
Buddy and I built a .040 283, summit cam .500 246@.050, ported power packs with 1.94 valves, edelbrock performer rpm and a 600 edelbrock. That thing was incredible above 3500 rpm. Badass combination
Lol, I've got a '61 283 in my 2100lb Fender-less '30 Model A Coupe...Duntov 097 Cam, 58cc 305 heads, gear drive, Fenton Intake 3 Rochester 2g's, Scheiffer Aluminum Flywheel, Borg Warner Super T-10 4 Speed....& She's F*ckn FAST....EAT Big Blocks & Mustangs all day every day...No sh*t
The 283 rebuilt to a 301 could make you change your underwear. The thing I always liked the most about 283's is the way they could build rpm forever; I'm talking 5500/5600 ...from a 50's motor.
Find a late 50s/early 60s 283 block, get a pair of 48cc chamber Pro Action 220cc runner heads, pocket port them, get the compression up over 13-1 with custom .125 over pistons for 301ci, use BME aluminium rods, knife edge and lighten the stock forged crank, balance it all, install aftermarket 4-bolt main caps, killer oil pump and 7qt drag style pan, ARP studs everywhere, Rollmaster timing chain, use a solid roller with 650+lift, 280@.050 duration, 106 lobe separation, Jomar stud girdles, 7/16 studs, scorpion race rockers, K-motion springs with 250lbs closed@2.00 installed, 650lbs open@1.350, Manton pushrods, use a Holley Strip Dominator intake with a 2 inch spacer, a 830cfm Holley doublepumper, 1 7/8 primary headers, 3 1/2 collectors, 6500stall, 6-17 gear, I ran mid 10s in the 1/4 with that combo NA In a 2400lb Vega. Wouldn't want to drive it very far tho.
My brother had a 64 Impala with a 283....he had camel hump heads, a second design off road z28 cam with a quadrajet and he would leave Boss Mustangs and V8 Vegas in the dust on top end.
I've have 2 sets of these heads. The intake valves are 1.72 intake & 1.5 exhaust 64cc combustion chambers. Can't remember the runner cc's. Now 305 heads have a 1.84 intake & 1.5 exhaust valves. And usually around 58cc combustion chambers. Plus a bonus 305 heads have hardened valve seats for today's unleaded gasoline compared to the old school heads.
I dont remember looking at 305 heads that much but I thought they had much bigger chambers. but if they are smaller they would work well on the old 283 Just the dish top pistons are pretty low compression on those 305s. I thought the 305 because of the bore size would not allow a very big valve or cam. cant remember the details on that. They are like 307. Not really a good motor to build.
Chev 307 had large combustion chamber heads like 70cc 76cc same as 350's but with the smaller valves 1.72 & 1.5 the 307's only had a compression ratio of 7.9:1 or 8:1 plus 307's had a bad rap for being cam eaters because Chevrolet skimped out on a hardened lobe camshaft so they would fail and flatten the lobes out changing cams would correct the problem. But a 307 is basically a 283 stroker it's a 283 block with a large journal 327 crank. But 305 heads are a thing now with people putting them on old chev small blocks. Probably the most sought out are the 305 H.o. heads from like 80's Camaro's firebird's monte carlo ss.
@@derekdoble4438 307 was a grocery getter. Never seen a factory 4 barrel on them stock. But good engine builders these days can make any small block, even a 305 run good. Any idiot can make a 350 run.
I was referring to the video originally that rather than trying to track down a set of old chevy power pack heads that have small valves of 1.72 intake and 1.5 exhaust and 64cc combustion chambers and soft valve seats for leaded gas unless your trying to do a 100%original original classic build. I was just saying it would be beneficial and a whole lot easier to track down a set of 305 heads with 58cc combustion chambers which will put out more compression that 64cc and then the intake valves are 0.120 larger @ 1.84 intake and the seats are hardened for unleaded gasoline. Probably the best flowing 305 heads to look for are with 416 or 612 casting number for the last 3 numbers. And 307's are pretty cool they are a stroker motor from factory long before a 383 was even thought of. Yeah they were nothing to brag about but they were setup for failure right from the get go plus it doesn't take a whole lot to wake them up to 300+hp with 305 heads from a bone yard and a mild cam kit like a edelbrock 2102 for example.
I had a hot little 283 in an crusty ol 69 Elco. .60 over truck block. 1.94 Camel hump heads. Mild mystery cam with a very light chop to it. Holly 4 bbl duel plane. Carter afb. Lot of late timing. Long tubes. Simple great combo. M20 4speed. 3:36 Lincoln locker. If was hard to launch consistently. Fine line between bog, just right, wheel hop, or smoke the tires. But when you nailed it, she’d pull hard from 3000-7200 rpm. Was also great at a roll. It would pull on 4th gen ss Camaros, ws6 transams, lt1 c4s, c5s, cobra mustangs, second gen Ford lightning trucks, wrxs, etc. beat up on my buddy’s big block 71 chevelle few times too. Was a super fun street car. Would get 17- 19 hwy mpg too.
I ran a 1967 283 with 305 heads. And it was a beast! Used a Jegs manifold with a Demon 4 barrel. A .48 cam..... Everyone knew when I arrived. They could hear that beauty through the walls. Best motor I ever had. And I had a 1986 GN, but that is a whole different story.😎
@@eyeshocars9978 oh the GN! I ran 70/30 mix of racing fuel with a custom turbo and prom. I never lost in that machine. My Mom pissed her pants on a short ride and never went near it again.lol
I have a 66 Chevelle with a pretty much stock 283. I have the 220hp 4 barrel version of the 283 in this car and it has power pack heads on it. It also has a 2 speed power glide. I think that the powerglide and the rear end gearing is the main thing holding this car up. It’s really not that bad but I am looking to get more out of it. I just took off the original Rochester 4gc carburetor and put an adapter with a Holley 600 on it and man did that ever help. This car really pulls up top now to the point where you can float the valves if you are not careful when you manually shift it. I would really like to do a cam and valve springs to this car so it can actually rev high without floating the valves.
honestly the cam will only help a little. change the manifold and put a q jet 780 vacuum secondary with the narrow rods.. then that thing will come alive. The stock 4 barrel on the 283 was not the right combo for that engine. when that engine hits the higher rpm it wants more air and fuel the q jet will give it to it. even the holly is not quite enough for the top end power.
Mike F thanks for the advice. Next time I make it to a swap meet I will look for a decent quadrajet to rebuild and I will buy my buddies quadrajet intake.
cool make sure to jb weld the plugs on the bottom of the carb. there are 4 of them 2 large and 2 small. use the slow dry stuff. You will be blown away with the power especially if you have pretty low gears. I used to take people out for a ride just to whip their heads to the back glass when you opened it up.
My dad had a rock crusher in a z28 and did street racing, he didn't even use the clutch, he just banged it in gear. He raced for slips and got 4 cars. He could beat anyone.
My 283 has the power pack heads but I am going to use a Edelbrock C3BX intake and a Holley 3916 3 barrel carb going to make it work in my 64 Malibu SS.
From building many a 283 for old race cars, I have picked up a few things as well. The powerpacks have the best chamber design out of the fifties performance chevy's. All it takes to make them really work is a little port work on the floor of the exhaust runners, a little blending in the bowls of both runners, bigger exhaust valves, and a three angle valve job. Couple that with flat-tops, good rods, some chamfering of the oiling ports on the factory steel crank, a slightly hotter version of the Duntov 30/30 Z06 corvette cam and a good four barrel makes into the mid 300's for power. Add a .030 over-bore, or take it on up to 4" if the cylinders are thick enough, offset stroke the crank for a total of 331c.i, add hilborn injection and wham-o! You just hit the 400 horse mark. One of ours from back in the day has dual valve springs and is good through 7000 revs.
right on that is good stuff. I Know they have double humps for the 327 and they may work better or the aluminum heads maybe they make now but this old school stock stuff is good to know for the guys that never had them today. the new generations need to know this stuff thanks for sharing.
Thankyou Mike! I grew up immersed in this stuff. When your grandpa is a 1950's dragracer, your dad a '70s motocrosser, then the two of them get into vintage roadracing in the '80's, you pick up a few things. Porsche guys hate the Bocar, all thanks to our particular brand of "Old Ways".
Sounds like you know a lot about 283s. I have a 65 283, it was overbored .030. I have a summit k1102 in it. Hyd lifters, the heads were shaved .003 for true . Block was good no decking required. I have a gm 4 bbl Holley design cast iron intake and holley 600 going on. Whst would you estimate the hp and torque?
For everyone out there on the online forums looking to build a 283 and getting dogged on for it - don't listen to the haters. When I was building the 283 for my 65 Elco I got all of the typical "why waste your money on a 283 blah blah blah?" -" more cubic inches will always win" yada yada... The 283 is a great motor for both performance and some semblance of mpg. My combo started off with a .040 283 with flat tops. Get 1:94 valves installed in the power pack heads with some light bowl work. Mill the heads down to bump the compression to 10.2-1 with the factory flat tops using the thinnest head gaskets you can find...compression is key to salvaging low end torque on these small motors. I ran the 327/350 Hp GM 151 cam - 447/447 222/222 @.50 on a 114 lca installed 6 degrees advanced (more help in the bottom end torque department) , roller tip rockers and Z28 valve springs. You'll have to get your intake cut down as well to match the heads being cut. I ran the 65 327/350 aluminum intake and the the factory 585cfm Holley vac secondary. I had MSD guts installed in a factory distributor and ran the cheapo Summit ignition box with the rev limiter set to 7200 rpm. That motor was a blast to drive in my Elco with the wide ratio Muncie and 3:33's. I'm guessing it made something like 315-320hp...it wasn't super torque happy by any means but it would never put up a fuss taking off - once rpms hit 2500-3000k it was moving swiftly. It had a rumpity idle, smooth manners, and it still managed to knock down 19 mpg on the freeway. Definitely not a sluggish motor at all, it was surprisingly fast and never once had a problem choking on fuel or sputtering around town because "the cam was too big" - I heard that a lot too *rolls eyes* I wouldn't recommend the combo with an automatic though. Small motors = Stick shift.
they really like an even bigger vacuum secondary carb. because it feeds that top end power. most people dont rev them high enough. and that is the biggest issue. They dont know how to drive a 283. gotta open it up like a 4 cyl then shift. ha ha. super fun cars to drive.
Yeah I wish I had experimented with a bigger carb, I had the loosest spring on the rear and it seemed to run great but I'm sure a bigger carb would've helped it out when I was shifting at 6500. It ran so good. I'm thinking of applying the same principles to a newer 4.8 LS ...293 cubic inches and wayyy better flowing heads from the factory, could be interesting 🤔
OMG that must be a rocket ship do you have the q jet manifold or the holly equivalent. small primary and large secondary. They really make the biggest difference. Also adjust the valves at 1/4 turn instead of 3/4 to give you that top end. All the power is up there.
@@Mikefngarage Just a factory cast iron spread bore intake. Back in the early 80's when I built the car it was the only thing I had to let me fit it under the hood. My whole thing back then was to have it a sleeper. There were still quite a few Vegas and Astres on the road so it was quite a surprise for the guy next to you at the lights.
probably my favorite chevy motor when it is built right. Quadra jet is the best for that motor. bigger than a 650 double pumper and makes it scream. they also had a 780 holly if you cant find one that can be tuned similar.
good you have the right heads, but most have the 4 barrel manifold with equal holes in it. one of the key upgrades is to have the quadrajet manifold with primary and secondary openings that are way different sizes. this will enable you to put on a 780 carb. either holly vacuum operated secondary 780 or Quadrajet. the smaller manifold that came on most of them restricts the flow and restricts the engine from having its top end power. that is the best part of a 283 they come alive at high RPM.
To: Tony Vermeer 1969 Camaros did not come with 283 engines. There were four choices, a 302, 307, 327, and a 350. The 307 was a 283 with a 327 crankshaft. The 302 was for IROC racing which was a 327 with a 283 crankshaft. Not many 302s were made. You probably had a 307 which was a dog for real performance. The 3 7/8 bore had the small ports and valves of a 283, so the extra cubes from the 327 crank would overwhelm the breathing by demanding more air than could be delivered above 4400 RPM. I won't build hot rods for people as uniformed as you. Particularly if a client does not understand that more GO requires more WHOA. I will not be a part of putting a dangerous vehicle, and driver on the roads.
actually 283 -220 hp and 327 -250 Hp engines had power pack heads identified by a pyramid on the end, the low Hp heads had a rectangle without the pyramid.
Very cool! Strangely enough, been wanting to build a screamer high rev 282 or 305. I want the old school script valve covers and the entire engine painted Chevy orange. Been doing a lot of searching to get it right.
I had a 66 impala 283 double hump heads 2 barrel single throat carb 2speed power-glide. It would get with it!! Took it 30 over new stock cam complete rebuild ceramic coat heads and put it in a 78 nova. Put 3 miles on it and parked it in the shop. That was 1991. Need to get it out and take my kids for a ride. My oldest is about to turn 15.
Yea they liked those 500 cfm 2 barrels too but really much better with that qjet 780 the top end power is super amazing with more carb. I was holding a set of double humps for a long time but got rid of them a few years ago. Still thinking about a 283 in my 63 box nova vert. Or turbo straight 6 250 cant decide because 6 cyl was original for vert V8 wasnt.
@@rexhorning5994 that might work well just make sure it is a large opening manifold with lots of cfm because it likes lots of cfm at top end. that enables it to scream the way they do. and all the power is at the top. I like the vacuum secondaries because it allows the car to use what it needs. I am not sure if efi will do that. might over air it at low RPM.
Oh man is your video work horrible -but strangely mesmerizing. The unhappy face cylinder chamber is pure genius! I feel like you could be the next Bob Ross of engine building! Seriously, thanks for the knowledge.
I just took a set of #520 chevy heads to this guy at his shop. They dont have any thread holes but they do have the rectangle with the triangle on top. He said naw they not "power pack heads" that they came off a 283/327 and that the wont flow good or bump up compression. Then he tried to sell me a pair of heads. I bet he would have bought them if the were for sale.
HEADS ;--DO THIS PEOPLE--059 305 VORTEC 58 cc 1.84 valve high swirl chamber will smoke all 283 heads--the flow is incredible 3500-6000+---try it I bet 40hp over any 283 head NO BS
Awesome video! I love the 283's, mine has the power pack heads, stock valves, .030 flat tops and a cam with a Speedpro. 468/.480 cam, edlebrock performer rpm intake and only a 500 cfm edlebrock performer 4 barrel. It is making 215 hp and 266 torque to the wheels, and it good really good on the street. I have been thinking of trying a quadrajet and see how it does! It is in a 66 Studebaker with the stock 3 speed Borg Warner automatic and stock Dana 44 with 3.31 gears, been thinking of trying 3.73 gears since I do drive it a lot.
yea the lower gears will make it run so much better Plus adjust the valves at 1/4 turn instead of 3/4 turn for more top end. The vacuum secondary 780 q jet will give it the top end that motor needs. I used to shift about when the valves float somewhere in the 7k range stock bottom end. with the 500 carb it starves it out when it really wants to scream. those motors like rpm dont be afraid to shift at high rpm. just dont keep it there shift. seems like your cam specs are about perfect not too big.
@@Mikefngarage no such thing as a 780 Q-jet. 500 cfm is about correct amount so it wont starve the engine, but, a larger carb would have less hp loss. You really should stop with the advice
@@vinniesteele2889 all I know is it works. q jet is the best for 283. IMO. been there and done that. The smaller manifold that comes on it starves it at top end. I have run this setup so I know what I know. Who FN cares how much CHM it actually has. Not advice experience
Yes I agree a 283 can be fun. I've had a few back in the day bone stock and souped up. But if your going after hp/tq for a faster ride and your a hot rod person. To machine a block, balance, buying pistons, rings, gaskets etc....why would you build a 283? When you could spend same money on a 350 or 400 and have more hp/tq? If your restoring a vehicle with a 283 or your just hooked on a 283 for nostalgia reason. I don't see why you would waste your time with a 283.
I have 2 283 blocks and I'm planning on putting one in a 88 s15. Been my dream since high school when I rode in a biscayne with a hopped up 283 but I was always into the s10s. So a s10 with a 283 is a perfect match imo. Any how I've read to go with 305 heads but I've come across these heads you're describing. Would you go with your head choice over the 305 heads? I'm going to see if they match your description but highly doubt it. I'm very new to all this engine building but I'm slowly collecting peice by peice through craigslist and old time rodders. Thanks for posting the video.
late model 305 heads have very low compression. heads with 202 valves might work I never ran them though. the double hump heads with 194 valves might work as well even better than the power pack pointed head. Gives you high compression at about 10.5 to 1. which you might like running premium fuel with as well but we ran regular with low static advance.
a 327 dont have the same bore and stroke. A 327 has a 4 inch bore and 3&1/4 inch stroke. a 283 has a 3&7/8 bore and a 3 inch stroke. A 300 hp cast intake and carter AFB carb is much better than a quadra junk.
there is so much wrong information in this video, please take it down before someone parrots this to someone that does not know. Starting with 1.92 valves? lmao. 1.72 valves in a 283. 1.94 valves can be put in power pack heads and yes they fit fine. Everything elso following is not accurate
if it is original the heads should have that mark on the front. if not I would update them to the ones that have it. OR you might have double hump if it has those leave them alone. they are closed chamber 194 heads better but harder to find.
I have a 283 from a '66 2 door impala 283 w/th400. was pulled to make a 427SS clone. It should have the power pack heads if it was a factory 4 bbl like the engine I acquired
The ones with the smaller valves work well but the ones with 202 valves are too much for the little motor. 7041 heads also work great if you can find them.
yea for sure there is definatley more you can do but I was just thinking about some basic options. bigger cam and valves aluminum heads but they key is a really big carb. so the high RPM can really be your friend.
@@gabrielbryant4631 if it's a newer 283 block. The original 50s ones were overbored 265s and you can't bore them 120. As Always though have your machine shop check the cylinders to see if it can take it
@@gabrielbryant4631 not usually , the core shift is the issue a speed shop needs to look at before going that deep. water jacket isnt too much farther ...so, in a sense. yeah its possible .but not for very long.
The 283 Engine will accept double hump heads in 194 valves and 58cc combustion chamber , also use an aluminum intake , it weighs 30 to 40 pounds lighter than cast iron , get the highest lift and widest duration cam shaft as possible , use a single steel shim head gasket , just like from the factory , I have the part number for the Fel-Pro head gaskets , NO -NO - NO It is not the Blue Fel-Pro head gasket , it's silver steel head gasket , add Headers and you better have a standard trans , because it will chew automatics like a piece of candy , I have 283 , 307, and 327 engines They are all the same The 302 and 307 are 283 blocks and 327 Crank Shafts and switch around 327 blocks and 283 Crank Shafts , These little engines can Rev to the moon , Mine can Crank to 11,000rpm before the valves start to float I also have a Large journal 327 Crank that fits in a 4 bolt main 350 block , It screams to the moon , Pulls both front tires off the ground in first and second gear in a 66 Chevelle SS that weights 3200 pounds , It's making 450hp
I was abducted and sexually molested by aliens while voices in my head were saying if you build you 283 they will come but they brought me back after they had their way with me.
Power pack heads? I heard of power pack engines but it don,t have anything to do with the same heads that many 2 bhl single exhaust and 4 bhl dual exhaust shared . It was the dual exhaust 4 bhl 265 and 283 engines that gave name to the term "Power Pack"
My father proved that a 283 can beat a 350 and he was in a 1966 Chevy Impala and beat a Holden statesman in the 1970s when they first came out he said the speedo got up to 120 miles an hour after pulling up beside him and waved him to goodbye lol they are an underrated motor
@@Mikefngarage I'm planing on restoring it and do some mods to the engine I've saved you're video and have a couple ideas myself as well that might help
CFM Needed... Cubic Inches x RPM divided by 3456 .. tell you exact cfm needed. And the safe maximum RPM is .. stroke x rpm divided by 6 =cubic feet per minute .. Calculating the 2 is the max cfm and cubic inches needed.. cubic ft per min stays under 4,500 safe (I have to show proof to all my buddies who go ahead and do what I do, Then wonder how the hell I knew that. Shop teacher back in the 80s told me math would make me better than guessing. Like you say, I proved a lot of people wrong. LOL More calculations, and all of them summed up, you can mail order everything you need, and build and tune yourself.
When I was a kid, I had built (on a teenager budget) a 327 (331) with those same cast iron Chevy heads & intake, a Holley 650, and from my knowledge a "Corvette" cam. What a mean motor that was in my 66 Chevelle. In my 30's, when I had more money, I bought a driver 69' Camaro w/283. I dropped in a 327 and bought all kinds of goodies from Summit catalog to go with it. Fail. It never compared to the simplicity, reliability, and HP of the Chevelle motor. I wish I still had that Camaro w/283 and the wisdom I have now. Would have saved a lot of $$.
Therefore 327 and 350 s combustion Chambers are too wide for a 283 and the and they usually 64cc snitch means quite a bit of Milling he just better off gone with power pack heads and have them know you know 10 20000 she'll be fine with a 283 flat top piston motor
When in high school my brother had a 283/2bbl w 3sp 4dr Impala, he'd mash it to the floor until the valves floated all the time, not necessarily the safest idea but it lived. My grandpa was disappointed in his Olds Delta 88 with 455 as the 283 could run circles around it. I had a '67 Impala SS 327 w/Muncie close-ration 4sp that I ran the piss out of but was a heavy car. I met my match with my friend's warmed over '68 Plymouth 440 hipo GTX, he killed me, lol. I am currently sourcing a good 283 to build to put in my square body '91 S10. I'm going with a low first gear powerglide with a 2200 rpm stall. I am going with the solid lifter cam, ARP bolts/studs, roller valve train. I have a good set of closed chamber 462's with the 1.94's - what's your take on those opposed to running power pack's or 305 heads? Nothing major, just want to build one that I can drive often. I have about 4 quadrajets and was thinking of using one, with your comments I am more inclined to do so. I also have access to a factory alumimum Q-jet intake!
I think the 194 double hump heads will work ok on the 283 also. They are just harder to find. When you put the q jet on that motor it really comes alive. needs that CFM to make the top end more usable. Aluminum is good for intake too but not really necessary to make it run just lighter and a little better flow which doesnt hurt it. Adjust the valves to 1/4 instead of 3/4 turn this will give you a few more rpm.
283 + 0.30 over flat tops , chevy turbo 2.02 heads, straight plug. holley street dominator intake and 780 cfm double pumper carb and duntov 30 / 30 hydraulic cam. this engine in a 62 chevy 2 300 2 door with muncie rock crusher 4 speed, and camero 12 bolt rear end with 4.88 gears. this car would yank those lil 13's a couple of feet in the air with firestone super stock street tires. any short stroke small cube v 8 engine has to be geared for the response you want. i know of 289 pintos that will scare the living shit out of you. be again, manual 4 speed , close ratio trans, and tall rear gears make any small block turn on. ever seen the movie bullet? that mustang fast back with the 289 run that hemi's ass into the ground. you made a lot of good points. enjoyed the video. but i have seen some awesome small block american v 8's that you think are turds end up being really neat setups.
CFM Needed... Cubic Inches x RPM divided by 3456 .. tell you exact cfm needed. And the safe maximum RPM is .. stroke x rpm divided by 6 =cubic feet per minute .. Calculating the 2 is the max cfm and cubic inches needed.. cubic ft per min stays under 4,500 safe (I have to show proof to all my buddies who go ahead and do what I do, Then wonder how the hell I knew that. Shop teacher back in the 80s told me math would make me better than guessing. Like you say, I proved a lot of people wrong. LOL More calculations, and all of them summed up, you can mail order everything you need, and build and tune yourself.
that head is also referred to as a camel back I think. There were 2 versions the 2.2 and 1.75 and it represents the valve size. 2.2 is what you want. they were found on the 327 corvettes.
camel back heads had 2 round humps on them and 194 valves. they are even better came on 327 stock but really hard to find. also they had some with 202 valves and the camel back I think can be changed to the 202 valves as well. Also camel back had closed chamber like the power pack.
Those heads heads had the smallest valves of any head chevy made. Throw them in trash. People are fooled by that power pack head name. They might have been ok in 50's, but later heads are much better.
There was actually a 305 HO made in the late 80's that had smaller valves than the 283. I'm sure there were probably a few more somewhere else along the lines. But considering the engines size. It does well for itself. If the engine was so bad like most people claim, then why did GM use the 283 crank, and rods in their 327 blocks to build the ever so badass Chevy 302?? Because they knew it would be a pissed off screamer of an engine capable of 8000 rpms that's why 😃
Really you need to get an education before posting this shit. A 307 has the same bore as a 283 but uses a crank with the same stroke as a 327. Get over it. And why mention Holley when talking about spread bore Rochester? Holley has nothing to do with Rochester. Other incorrect statements there too I wont get into.
I love the guys that put 750CFM or bigger carbs on a small block chevy.... A small block Chevy can't swallow more than 500CFM... MAYBE 600... but go ahead, choke and waste your gasoline. or big cam shafts. If you're running stock or near stock compression ratio, you're wasting your money. And headers.... if you're running stock compression, RV cam and 500 com carb, headers might get you 4-6 HP gains... another WASTE OF MONEY. Reduced back pressure on a small block chevy is robbing you of what little torque you have. Just buy some cheat JC Whitney exhaust cutout, install in front of your mufflers, then install a manual choke cable, pull into cruz night with the choke half in, exhaust opened, everyone will thin you got something hot going on. total cost... 50-$100. Install time less than an hour.
well that is what I like about the Q jet it has vacuum secondary carb so it will only open up for what you need. I just know after running holly 500 or 650 then putting on a Q jet 780 the engine would get a lot more pull at top end. No headers either. stock manifolds. Remember the 283 screams a very high rpm and when at that RPM it likes lots of carb.
i had a '67 chevy sportvan 108 w/a 283 when i was in high school. we pushed it .030 over, "square" rv cam, ported the ramhorns and exhaust ports on the heads, edelbrock performer rpm w/a holley 600. she came from the factory w/a 3 on the tree and a 4:11 posi rear. sucker would do over 80 in second. was a hell of a lot of fun.
Buddy and I built a .040 283, summit cam .500 246@.050, ported power packs with 1.94 valves, edelbrock performer rpm and a 600 edelbrock. That thing was incredible above 3500 rpm. Badass combination
Lol, I've got a '61 283 in my 2100lb Fender-less '30 Model A Coupe...Duntov 097 Cam, 58cc 305 heads, gear drive, Fenton Intake 3 Rochester 2g's, Scheiffer Aluminum Flywheel, Borg Warner Super T-10 4 Speed....& She's F*ckn FAST....EAT Big Blocks & Mustangs all day every day...No sh*t
The 283 rebuilt to a 301 could make you change your underwear. The thing I always liked the most about 283's is the way they could build rpm forever; I'm talking 5500/5600 ...from a 50's motor.
put a 350 hp cam in it from a 327 set hyd lifters 1/8 turn it will rev to 7k all day
A 301 is no longer a 283. You have a different animal now.
@@mokelv who wants hydraulic lifers in a high rev engine ? Maybe Roads ? Or Crane anti pump ups. But solid for sure.
Find a late 50s/early 60s 283 block, get a pair of 48cc chamber Pro Action 220cc runner heads, pocket port them, get the compression up over 13-1 with custom .125 over pistons for 301ci, use BME aluminium rods, knife edge and lighten the stock forged crank, balance it all, install aftermarket 4-bolt main caps, killer oil pump and 7qt drag style pan, ARP studs everywhere, Rollmaster timing chain, use a solid roller with 650+lift, 280@.050 duration, 106 lobe separation, Jomar stud girdles, 7/16 studs, scorpion race rockers, K-motion springs with 250lbs closed@2.00 installed, 650lbs open@1.350, Manton pushrods, use a Holley Strip Dominator intake with a 2 inch spacer, a 830cfm Holley doublepumper, 1 7/8 primary headers, 3 1/2 collectors, 6500stall, 6-17 gear, I ran mid 10s in the 1/4 with that combo NA In a 2400lb Vega. Wouldn't want to drive it very far tho.
Frankenstein Monster
Just getting the table settings ready for dinner or maybe supper, whilst you ramble on about engines! Love you!
305 heads #416 ,58cc or #601, 53 cc im doing 416 port an polish 194 valves ,.050 218/218 and 106 lsa for torq cam.
My brother had a 64 Impala with a 283....he had camel hump heads, a second design off road z28 cam with a quadrajet and he would leave Boss Mustangs and V8 Vegas in the dust on top end.
Your statement was made after smoking funny stuff.
I've have 2 sets of these heads. The intake valves are 1.72 intake & 1.5 exhaust 64cc combustion chambers.
Can't remember the runner cc's.
Now 305 heads have a 1.84 intake & 1.5 exhaust valves. And usually around 58cc combustion chambers. Plus a bonus 305 heads have hardened valve seats for today's unleaded gasoline compared to the old school heads.
I dont remember looking at 305 heads that much but I thought they had much bigger chambers. but if they are smaller they would work well on the old 283 Just the dish top pistons are pretty low compression on those 305s. I thought the 305 because of the bore size would not allow a very big valve or cam. cant remember the details on that. They are like 307. Not really a good motor to build.
Chev 307 had large combustion chamber heads like 70cc 76cc same as 350's but with the smaller valves 1.72 & 1.5 the 307's only had a compression ratio of 7.9:1 or 8:1 plus 307's had a bad rap for being cam eaters because Chevrolet skimped out on a hardened lobe camshaft so they would fail and flatten the lobes out changing cams would correct the problem. But a 307 is basically a 283 stroker it's a 283 block with a large journal 327 crank.
But 305 heads are a thing now with people putting them on old chev small blocks. Probably the most sought out are the 305 H.o. heads from like 80's Camaro's firebird's monte carlo ss.
What you said is common knowledge.
@@derekdoble4438 307 was a grocery getter. Never seen a factory 4 barrel on them stock.
But good engine builders these days can make any small block, even a 305 run good.
Any idiot can make a 350 run.
I was referring to the video originally that rather than trying to track down a set of old chevy power pack heads that have small valves of 1.72 intake and 1.5 exhaust and 64cc combustion chambers and soft valve seats for leaded gas unless your trying to do a 100%original original classic build.
I was just saying it would be beneficial and a whole lot easier to track down a set of 305 heads with 58cc combustion chambers which will put out more compression that 64cc and then the intake valves are 0.120 larger @ 1.84 intake and the seats are hardened for unleaded gasoline.
Probably the best flowing 305 heads to look for are with 416 or 612 casting number for the last 3 numbers.
And 307's are pretty cool they are a stroker motor from factory long before a 383 was even thought of. Yeah they were nothing to brag about but they were setup for failure right from the get go plus it doesn't take a whole lot to wake them up to 300+hp with 305 heads from a bone yard and a mild cam kit like a edelbrock 2102 for example.
I had a hot little 283 in an crusty ol 69 Elco.
.60 over truck block.
1.94 Camel hump heads.
Mild mystery cam with a very light chop to it.
Holly 4 bbl duel plane.
Carter afb.
Lot of late timing.
Long tubes.
Simple great combo.
M20 4speed.
3:36 Lincoln locker.
If was hard to launch consistently.
Fine line between bog, just right, wheel hop, or smoke the tires.
But when you nailed it, she’d pull hard from 3000-7200 rpm.
Was also great at a roll.
It would pull on 4th gen ss Camaros, ws6 transams, lt1 c4s, c5s, cobra mustangs, second gen Ford lightning trucks, wrxs, etc. beat up on my buddy’s big block 71 chevelle few times too.
Was a super fun street car.
Would get 17- 19 hwy mpg too.
I'd experiment. Advance the cam 2 degrees. See if it picks up at the bottom end.
I ran a 1967 283 with 305 heads. And it was a beast! Used a Jegs manifold with a Demon 4 barrel. A .48 cam.....
Everyone knew when I arrived. They could hear that beauty through the walls. Best motor I ever had. And I had a 1986 GN, but that is a whole different story.😎
Which was faster?
@@eyeshocars9978 oh the GN!
I ran 70/30 mix of racing fuel with a custom turbo and prom.
I never lost in that machine. My Mom pissed her pants on a short ride and never went near it again.lol
There's a video I have of the 283.
You can hear it. Just look under my videos...
Jegs Chinese manifold ?
@@cammontreuil7509 Everything is Chinese now. I believe Napa was the longest to hold out on US parts but even they folded.
I have a 66 Chevelle with a pretty much stock 283. I have the 220hp 4 barrel version of the 283 in this car and it has power pack heads on it. It also has a 2 speed power glide. I think that the powerglide and the rear end gearing is the main thing holding this car up. It’s really not that bad but I am looking to get more out of it. I just took off the original Rochester 4gc carburetor and put an adapter with a Holley 600 on it and man did that ever help. This car really pulls up top now to the point where you can float the valves if you are not careful when you manually shift it. I would really like to do a cam and valve springs to this car so it can actually rev high without floating the valves.
honestly the cam will only help a little. change the manifold and put a q jet 780 vacuum secondary with the narrow rods.. then that thing will come alive. The stock 4 barrel on the 283 was not the right combo for that engine. when that engine hits the higher rpm it wants more air and fuel the q jet will give it to it. even the holly is not quite enough for the top end power.
Mike F thanks for the advice. Next time I make it to a swap meet I will look for a decent quadrajet to rebuild and I will buy my buddies quadrajet intake.
cool make sure to jb weld the plugs on the bottom of the carb. there are 4 of them 2 large and 2 small. use the slow dry stuff. You will be blown away with the power especially if you have pretty low gears. I used to take people out for a ride just to whip their heads to the back glass when you opened it up.
@@Mikefngarage are the q-jets hard to rebuild, tune???
Those that head your talking about (Rectangle with a triangle on top) is 520’s or 896’s.
520s here
My dad had a rock crusher in a z28 and did street racing, he didn't even use the clutch, he just banged it in gear. He raced for slips and got 4 cars. He could beat anyone.
Yeah got a 69 z28 myself with a 302 it leaves mustang in the dust at 2nd gear. Awesome car. It hits 7,000 rpm in about 1 second it's nuts.
@@toklee8281 4 speed?
194 valves will fit into a power pack head I've done it it worked great
They make power pack heads in aluminium now.
Old iron is cool.
Any idiot can bolt on aluminum.
Did they ever put them heads on the 327 ? I ask because I have a 327 in my 66 c10 and it has them same heads
My 283 has the power pack heads but I am going to use a Edelbrock C3BX intake and a Holley 3916 3 barrel carb going to make it work in my 64 Malibu SS.
From building many a 283 for old race cars, I have picked up a few things as well. The powerpacks have the best chamber design out of the fifties performance chevy's. All it takes to make them really work is a little port work on the floor of the exhaust runners, a little blending in the bowls of both runners, bigger exhaust valves, and a three angle valve job. Couple that with flat-tops, good rods, some chamfering of the oiling ports on the factory steel crank, a slightly hotter version of the Duntov 30/30 Z06 corvette cam and a good four barrel makes into the mid 300's for power. Add a .030 over-bore, or take it on up to 4" if the cylinders are thick enough, offset stroke the crank for a total of 331c.i, add hilborn injection and wham-o! You just hit the 400 horse mark. One of ours from back in the day has dual valve springs and is good through 7000 revs.
right on that is good stuff. I Know they have double humps for the 327 and they may work better or the aluminum heads maybe they make now but this old school stock stuff is good to know for the guys that never had them today. the new generations need to know this stuff thanks for sharing.
Thankyou Mike! I grew up immersed in this stuff. When your grandpa is a 1950's dragracer, your dad a '70s motocrosser, then the two of them get into vintage roadracing in the '80's, you pick up a few things. Porsche guys hate the Bocar, all thanks to our particular brand of "Old Ways".
Sounds like you know a lot about 283s. I have a 65 283, it was overbored .030. I have a summit k1102 in it. Hyd lifters, the heads were shaved .003 for true . Block was good no decking required. I have a gm 4 bbl Holley design cast iron intake and holley 600 going on. Whst would you estimate the hp and torque?
That would depend on heads. Rough estimate is between 290 and 315, pushing 320 torque. Cam specs?
@@LordMekanicus its a summit k1102 cam .ill let you look up the numbers , its basically an edelbrock performer clone.
Thank you for sharing your knowledge and expertise. I will use this on my Chevy Malibu.
just dont be afraid to rev that 283 they like rpms. They scream like no other small block
Any benefit on this setup with locked out timing and a msd box?
The world's fastest 283 is in a 1965 Biscayne wagon set up for NHRA stock eliminator. U/SA if I remember right.
Old Griz Modified Production class drag cars had way rowdier 283s in them back in the 70s.
For everyone out there on the online forums looking to build a 283 and getting dogged on for it - don't listen to the haters. When I was building the 283 for my 65 Elco I got all of the typical "why waste your money on a 283 blah blah blah?" -" more cubic inches will always win" yada yada... The 283 is a great motor for both performance and some semblance of mpg. My combo started off with a .040 283 with flat tops. Get 1:94 valves installed in the power pack heads with some light bowl work. Mill the heads down to bump the compression to 10.2-1 with the factory flat tops using the thinnest head gaskets you can find...compression is key to salvaging low end torque on these small motors. I ran the 327/350 Hp GM 151 cam - 447/447 222/222 @.50 on a 114 lca installed 6 degrees advanced (more help in the bottom end torque department) , roller tip rockers and Z28 valve springs. You'll have to get your intake cut down as well to match the heads being cut. I ran the 65 327/350 aluminum intake and the the factory 585cfm Holley vac secondary. I had MSD guts installed in a factory distributor and ran the cheapo Summit ignition box with the rev limiter set to 7200 rpm. That motor was a blast to drive in my Elco with the wide ratio Muncie and 3:33's. I'm guessing it made something like 315-320hp...it wasn't super torque happy by any means but it would never put up a fuss taking off - once rpms hit 2500-3000k it was moving swiftly. It had a rumpity idle, smooth manners, and it still managed to knock down 19 mpg on the freeway. Definitely not a sluggish motor at all, it was surprisingly fast and never once had a problem choking on fuel or sputtering around town because "the cam was too big" - I heard that a lot too *rolls eyes* I wouldn't recommend the combo with an automatic though. Small motors = Stick shift.
they really like an even bigger vacuum secondary carb. because it feeds that top end power. most people dont rev them high enough. and that is the biggest issue. They dont know how to drive a 283. gotta open it up like a 4 cyl then shift. ha ha. super fun cars to drive.
Yeah I wish I had experimented with a bigger carb, I had the loosest spring on the rear and it seemed to run great but I'm sure a bigger carb would've helped it out when I was shifting at 6500. It ran so good. I'm thinking of applying the same principles to a newer 4.8 LS ...293 cubic inches and wayyy better flowing heads from the factory, could be interesting 🤔
@@jaredheald3955 I saw a pickup truck vid 4.8 ls burn them for a full block up a driveway, with just a 5.3 cam. They make power.
Those power pack heads also came out on 327s
Nice i have 283 stroked to 311 . 327 crank power pack heads ,
sounds like a good one
Pretty much the exact engine I have in my V8 Vega. Works very well!
OMG that must be a rocket ship do you have the q jet manifold or the holly equivalent. small primary and large secondary. They really make the biggest difference. Also adjust the valves at 1/4 turn instead of 3/4 to give you that top end. All the power is up there.
@@Mikefngarage Just a factory cast iron spread bore intake. Back in the early 80's when I built the car it was the only thing I had to let me fit it under the hood. My whole thing back then was to have it a sleeper. There were still quite a few Vegas and Astres on the road so it was quite a surprise for the guy next to you at the lights.
I too love the little small blocks, however these heads have 1.72 intake valves, not 1.92 as stated in the video.
How about an .060 283 with 10.5 pistons and shaved block and heads? Its going in my 4 door 67 nova. Also a super t10 trans.
I just dropped a 283 into a 64 Chevelle that I’m putting together. Great information! Thanks!
probably my favorite chevy motor when it is built right. Quadra jet is the best for that motor. bigger than a 650 double pumper and makes it scream. they also had a 780 holly if you cant find one that can be tuned similar.
Mike F I have those marks on my heads, too. I looked after I saw your video.
good you have the right heads, but most have the 4 barrel manifold with equal holes in it. one of the key upgrades is to have the quadrajet manifold with primary and secondary openings that are way different sizes. this will enable you to put on a 780 carb. either holly vacuum operated secondary 780 or Quadrajet. the smaller manifold that came on most of them restricts the flow and restricts the engine from having its top end power. that is the best part of a 283 they come alive at high RPM.
To: Tony Vermeer
1969 Camaros did not come with 283 engines. There were four choices, a 302, 307, 327, and a 350. The 307 was a 283 with a 327 crankshaft. The 302 was for IROC racing which was a 327 with a 283 crankshaft. Not many 302s were made. You probably had a 307 which was a dog for real performance. The 3 7/8 bore had the small ports and valves of a 283, so the extra cubes from the 327 crank would overwhelm the breathing by demanding more air than could be delivered above 4400 RPM. I won't build hot rods for people as uniformed as you. Particularly if a client does not understand that more GO requires more WHOA. I will not be a part of putting a dangerous vehicle, and driver on the roads.
If you can find a set of 7041 heads slap them on your 283 . the best head apart from aftermarket aluminum
those look pretty sick super closed chamber. Are the valves too big for the bore though 215 wow.
The heads had nothing to do with the term "power pack" 4bhl carb and dual exhaust meant power pack
All your power is in your heads. Not saying your wrong or anything I'm just saying
actually 283 -220 hp and 327 -250 Hp engines had power pack heads identified by a pyramid on the end, the low Hp heads had a rectangle without the pyramid.
There are difference in compression / chamber size.
Very cool! Strangely enough, been wanting to build a screamer high rev 282 or 305. I want the old school script valve covers and the entire engine painted Chevy orange. Been doing a lot of searching to get it right.
Thats exactly what I have
I wouldn't scream a 305.
I had a 66 impala 283 double hump heads 2 barrel single throat carb 2speed power-glide. It would get with it!!
Took it 30 over new stock cam complete rebuild ceramic coat heads and put it in a 78 nova. Put 3 miles on it and parked it in the shop. That was 1991. Need to get it out and take my kids for a ride. My oldest is about to turn 15.
Yea they liked those 500 cfm 2 barrels too but really much better with that qjet 780 the top end power is super amazing with more carb. I was holding a set of double humps for a long time but got rid of them a few years ago. Still thinking about a 283 in my 63 box nova vert. Or turbo straight 6 250 cant decide because 6 cyl was original for vert V8 wasnt.
I had a 69 z manifold for it but was stollen. If I find the right manifold I’m going to change it. Thinking about EFI.
@@rexhorning5994 that might work well just make sure it is a large opening manifold with lots of cfm because it likes lots of cfm at top end. that enables it to scream the way they do. and all the power is at the top. I like the vacuum secondaries because it allows the car to use what it needs. I am not sure if efi will do that. might over air it at low RPM.
Oh man is your video work horrible -but strangely mesmerizing. The unhappy face cylinder chamber is pure genius!
I feel like you could be the next Bob Ross of engine building!
Seriously, thanks for the knowledge.
I just took a set of #520 chevy heads to this guy at his shop. They dont have any thread holes but they do have the rectangle with the triangle on top.
He said naw they not
"power pack heads" that they came off a 283/327 and that the wont flow good or bump up compression. Then he tried to sell me a pair of heads. I bet he would have bought them if the were for sale.
What about the crank?
HEADS ;--DO THIS PEOPLE--059 305 VORTEC 58 cc 1.84 valve high swirl chamber will smoke all 283 heads--the flow is incredible 3500-6000+---try it I bet 40hp over any 283 head NO BS
I agree, yes, 30-40 FREE horsepower AND better fuel mileage all at the same time.
Awesome video! I love the 283's, mine has the power pack heads, stock valves, .030 flat tops and a cam with a Speedpro. 468/.480 cam, edlebrock performer rpm intake and only a 500 cfm edlebrock performer 4 barrel. It is making 215 hp and 266 torque to the wheels, and it good really good on the street. I have been thinking of trying a quadrajet and see how it does! It is in a 66 Studebaker with the stock 3 speed Borg Warner automatic and stock Dana 44 with 3.31 gears, been thinking of trying 3.73 gears since I do drive it a lot.
yea the lower gears will make it run so much better Plus adjust the valves at 1/4 turn instead of 3/4 turn for more top end. The vacuum secondary 780 q jet will give it the top end that motor needs. I used to shift about when the valves float somewhere in the 7k range stock bottom end. with the 500 carb it starves it out when it really wants to scream. those motors like rpm dont be afraid to shift at high rpm. just dont keep it there shift. seems like your cam specs are about perfect not too big.
@@Mikefngarage right on
@@Mikefngarage no such thing as a 780 Q-jet. 500 cfm is about correct amount so it wont starve the engine, but, a larger carb would have less hp loss. You really should stop with the advice
@@vinniesteele2889 all I know is it works. q jet is the best for 283. IMO. been there and done that. The smaller manifold that comes on it starves it at top end. I have run this setup so I know what I know. Who FN cares how much CHM it actually has. Not advice experience
@@vinniesteele2889 experimenting is part of the fun. Try it some time instead of being a keyboard no it all.
What about triple duece setup?
tri power yea that is good. It would like that
3 7/8 bore × 3" stroke .. 283 and 302 chevy shared same crank
Yea for sure and the 302 was a pure screamer. I think they call that over square. larger bore than stroke.
Good to know because I have a 283 with power pack heads
put the intake on there and you have a winner.
Yes I agree a 283 can be fun. I've had a few back in the day bone stock and souped up. But if your going after hp/tq for a faster ride and your a hot rod person. To machine a block, balance, buying pistons, rings, gaskets etc....why would you build a 283? When you could spend same money on a 350 or 400 and have more hp/tq? If your restoring a vehicle with a 283 or your just hooked on a 283 for nostalgia reason. I don't see why you would waste your time with a 283.
I love watching Mike Boyles Good Ol Charlie Brown 1957 Chevy Wagon 283 stick shift NHRA Class Racer.
The way the little 283 revs is fun. The 350 is great , but differant. In a light car with low gears 283 is lots of fun.
I have 2 283 blocks and I'm planning on putting one in a 88 s15. Been my dream since high school when I rode in a biscayne with a hopped up 283 but I was always into the s10s. So a s10 with a 283 is a perfect match imo. Any how I've read to go with 305 heads but I've come across these heads you're describing. Would you go with your head choice over the 305 heads? I'm going to see if they match your description but highly doubt it. I'm very new to all this engine building but I'm slowly collecting peice by peice through craigslist and old time rodders. Thanks for posting the video.
late model 305 heads have very low compression. heads with 202 valves might work I never ran them though. the double hump heads with 194 valves might work as well even better than the power pack pointed head. Gives you high compression at about 10.5 to 1. which you might like running premium fuel with as well but we ran regular with low static advance.
Went out to the shop and checked my heads today and they have the markings you drew. So you're recommending a factory quad carb?
@@CORYSart yea factory quadtrajet carb and manifold. or you could use and edlebrock quadrajet manifold.
a 327 dont have the same bore and stroke. A 327 has a 4 inch bore and 3&1/4 inch stroke. a 283 has a 3&7/8 bore and a 3 inch stroke. A 300 hp cast intake and carter AFB carb is much better than a quadra junk.
there is so much wrong information in this video, please take it down before someone parrots this to someone that does not know. Starting with 1.92 valves? lmao. 1.72 valves in a 283. 1.94 valves can be put in power pack heads and yes they fit fine.
Everything elso following is not accurate
i was thinking the power pack heads had 1.88 and 1.50 valves i may be wrong though
and that was with a two-stage powerglide
I have a 66 impala with a 283 i need to check for that mark, but what if I don't have that mark?
if it is original the heads should have that mark on the front. if not I would update them to the ones that have it. OR you might have double hump if it has those leave them alone. they are closed chamber 194 heads better but harder to find.
I have a 283 from a '66 2 door impala 283 w/th400. was pulled to make a 427SS clone. It should have the power pack heads if it was a factory 4 bbl like the engine I acquired
what if you put the double hump on a 283 block
The ones with the smaller valves work well but the ones with 202 valves are too much for the little motor. 7041 heads also work great if you can find them.
Need to mill them to keep the compression up.
58cc on #520 283 heads, 64cc on the 461/462s.
62-64 283, .120 over bore, camel hump heads,2.02 x 1.60 valves. 500 lift cam, 12.5 to 1 pistons. balance it. you got a screamin 301 cu.in. eng
yea for sure there is definatley more you can do but I was just thinking about some basic options. bigger cam and valves aluminum heads but they key is a really big carb. so the high RPM can really be your friend.
Can u really bore a 283 .120 overbore?
@@gabrielbryant4631 if it's a newer 283 block. The original 50s ones were overbored 265s and you can't bore them 120. As Always though have your machine shop check the cylinders to see if it can take it
@@gabrielbryant4631 not usually , the core shift is the issue a speed shop needs to look at before going that deep. water jacket isnt too much farther ...so, in a sense. yeah its possible .but not for very long.
I swooped up a 66 c10 with a 283 / power glide
The 283 Engine will accept double hump heads in 194 valves and 58cc combustion chamber , also use an aluminum intake , it weighs 30 to 40 pounds lighter than cast iron , get the highest lift and widest duration cam shaft as possible , use a single steel shim head gasket , just like from the factory , I have the part number for the Fel-Pro head gaskets , NO -NO - NO
It is not the Blue Fel-Pro head gasket , it's silver steel head gasket , add Headers and you better have a standard trans , because it will chew automatics like a piece of candy ,
I have 283 , 307, and 327 engines
They are all the same
The 302 and 307 are 283 blocks and 327 Crank Shafts and switch around 327 blocks and 283 Crank Shafts ,
These little engines can Rev to the moon ,
Mine can Crank to 11,000rpm before the valves start to float
I also have a Large journal 327 Crank that fits in a 4 bolt main 350 block ,
It screams to the moon ,
Pulls both front tires off the ground in first and second gear in a 66 Chevelle SS that weights 3200 pounds ,
It's making 450hp
The absolute best way to get more power from a 283 is to throw it out back and get yourself a 350.
I was actually in a mental hospital for a bit
Smug Smugly I was schizophrenic, now we’re not
I was abducted and sexually molested by aliens while voices in my head were saying if you build you 283 they will come but they brought me back after they had their way with me.
That's what They told you happened...
Power pack heads? I heard of power pack engines but it don,t have anything to do with the same heads that many 2 bhl single exhaust and 4 bhl dual exhaust shared . It was the dual exhaust 4 bhl 265 and 283 engines that gave name to the term "Power Pack"
tube dude they had good heads
My father proved that a 283 can beat a 350 and he was in a 1966 Chevy Impala and beat a Holden statesman in the 1970s when they first came out he said the speedo got up to 120 miles an hour after pulling up beside him and waved him to goodbye lol they are an underrated motor
283 was my favorite to drive when it was built they would outright scream
@@Mikefngarage I'm planing on restoring it and do some mods to the engine I've saved you're video and have a couple ideas myself as well that might help
There is a video here on the you tube of a guy who pulled an 11+ second quarter mile with a 283.
Power pack heads 174,150 and your saying Spreadbore intake and square bore
Use Vortec 305 heads, a dual plane edelbrock and a 600 CFM holley.
CFM Needed... Cubic Inches x RPM divided by 3456 .. tell you exact cfm needed. And the safe maximum RPM is .. stroke x rpm divided by 6 =cubic feet per minute .. Calculating the 2 is the max cfm and cubic inches needed.. cubic ft per min stays under 4,500 safe (I have to show proof to all my buddies who go ahead and do what I do, Then wonder how the hell I knew that. Shop teacher back in the 80s told me math would make me better than guessing. Like you say, I proved a lot of people wrong. LOL More calculations, and all of them summed up, you can mail order everything you need, and build and tune yourself.
many 327s had the so called power pack also
When I was a kid, I had built (on a teenager budget) a 327 (331) with those same cast iron Chevy heads & intake, a Holley 650, and from my knowledge a "Corvette" cam. What a mean motor that was in my 66 Chevelle. In my 30's, when I had more money, I bought a driver 69' Camaro w/283. I dropped in a 327 and bought all kinds of goodies from Summit catalog to go with it. Fail. It never compared to the simplicity, reliability, and HP of the Chevelle motor. I wish I still had that Camaro w/283 and the wisdom I have now. Would have saved a lot of $$.
What about with camel heads
Therefore 327 and 350 s combustion Chambers are too wide for a 283 and the and they usually 64cc snitch means quite a bit of Milling he just better off gone with power pack heads and have them know you know 10 20000 she'll be fine with a 283 flat top piston motor
I feel like this 1969 highschool autoshop 101.....
Your Wright what guy's don't know it small journal fast, high, reving of 283 pours on woopass, rev. Speed🚩👍🏁🏁
Nope, cleaning up after dinner or maybe supper.
When in high school my brother had a 283/2bbl w 3sp 4dr Impala, he'd mash it to the floor until the valves floated all the time, not necessarily the safest idea but it lived. My grandpa was disappointed in his Olds Delta 88 with 455 as the 283 could run circles around it. I had a '67 Impala SS 327 w/Muncie close-ration 4sp that I ran the piss out of but was a heavy car. I met my match with my friend's warmed over '68 Plymouth 440 hipo GTX, he killed me, lol. I am currently sourcing a good 283 to build to put in my square body '91 S10. I'm going with a low first gear powerglide with a 2200 rpm stall. I am going with the solid lifter cam, ARP bolts/studs, roller valve train. I have a good set of closed chamber 462's with the 1.94's - what's your take on those opposed to running power pack's or 305 heads? Nothing major, just want to build one that I can drive often. I have about 4 quadrajets and was thinking of using one, with your comments I am more inclined to do so. I also have access to a factory alumimum Q-jet intake!
I think the 194 double hump heads will work ok on the 283 also. They are just harder to find. When you put the q jet on that motor it really comes alive. needs that CFM to make the top end more usable. Aluminum is good for intake too but not really necessary to make it run just lighter and a little better flow which doesnt hurt it. Adjust the valves to 1/4 instead of 3/4 turn this will give you a few more rpm.
283 + 0.30 over flat tops , chevy turbo 2.02 heads, straight plug. holley street dominator intake and 780 cfm double pumper carb and duntov 30 / 30 hydraulic cam. this engine in a 62 chevy 2 300 2 door with muncie rock crusher 4 speed, and camero 12 bolt rear end with 4.88 gears. this car would yank those lil 13's a couple of feet in the air with firestone super stock street tires. any short stroke small cube v 8 engine has to be geared for the response you want. i know of 289 pintos that will scare the living shit out of you. be again, manual 4 speed , close ratio trans, and tall rear gears make any small block turn on. ever seen the movie bullet? that mustang fast back with the 289 run that hemi's ass into the ground. you made a lot of good points. enjoyed the video. but i have seen some awesome small block american v 8's that you think are turds end up being really neat setups.
Jeff Diamond you mean .030 over. The 30/30 cam was solid lifter cam.
CFM Needed... Cubic Inches x RPM divided by 3456 .. tell you exact cfm needed. And the safe maximum RPM is .. stroke x rpm divided by 6 =cubic feet per minute .. Calculating the 2 is the max cfm and cubic inches needed.. cubic ft per min stays under 4,500 safe (I have to show proof to all my buddies who go ahead and do what I do, Then wonder how the hell I knew that. Shop teacher back in the 80s told me math would make me better than guessing. Like you say, I proved a lot of people wrong. LOL More calculations, and all of them summed up, you can mail order everything you need, and build and tune yourself.
that head is also referred to as a camel back I think. There were 2 versions the 2.2 and 1.75 and it represents the valve size. 2.2 is what you want. they were found on the 327 corvettes.
camel back heads had 2 round humps on them and 194 valves. they are even better came on 327 stock but really hard to find. also they had some with 202 valves and the camel back I think can be changed to the 202 valves as well. Also camel back had closed chamber like the power pack.
Those heads heads had the smallest valves of any head chevy made. Throw them in trash. People are fooled by that power pack head name. They might have been ok in 50's, but later heads are much better.
There was actually a 305 HO made in the late 80's that had smaller valves than the 283. I'm sure there were probably a few more somewhere else along the lines. But considering the engines size. It does well for itself. If the engine was so bad like most people claim, then why did GM use the 283 crank, and rods in their 327 blocks to build the ever so badass Chevy 302?? Because they knew it would be a pissed off screamer of an engine capable of 8000 rpms that's why 😃
Can’t fit bigger than a 1.94 valve in stock bore 283. Power pack heads take 1.94 valves and have a small chamber. Can be an awesome head.
Chevy vortec truck heads, great for a 283 bore.
283 is a high compression engine I ran a 1964 Chevy impala with 283 and 2 speed powergļiďe never lost lol
You just gotta not be afraid of revving it up then you feel that power.
Bullshit
Really you need to get an education before posting this shit. A 307 has the same bore as a 283 but uses a crank with the same stroke as a 327. Get over it. And why mention Holley when talking about spread bore Rochester? Holley has nothing to do with Rochester. Other incorrect statements there too I wont get into.
I love the guys that put 750CFM or bigger carbs on a small block chevy.... A small block Chevy can't swallow more than 500CFM... MAYBE 600... but go ahead, choke and waste your gasoline. or big cam shafts. If you're running stock or near stock compression ratio, you're wasting your money. And headers.... if you're running stock compression, RV cam and 500 com carb, headers might get you 4-6 HP gains... another WASTE OF MONEY. Reduced back pressure on a small block chevy is robbing you of what little torque you have.
Just buy some cheat JC Whitney exhaust cutout, install in front of your mufflers, then install a manual choke cable, pull into cruz night with the choke half in, exhaust opened, everyone will thin you got something hot going on. total cost... 50-$100. Install time less than an hour.
well that is what I like about the Q jet it has vacuum secondary carb so it will only open up for what you need. I just know after running holly 500 or 650 then putting on a Q jet 780 the engine would get a lot more pull at top end. No headers either. stock manifolds. Remember the 283 screams a very high rpm and when at that RPM it likes lots of carb.
also are you aware of the corvette engine 283 that had dual quads. So your telling me the engineers at GM were wrong in putting those on that engine.
how to get more power out of a 283,............................................................fit a ford or dodge engine.!!