One for the 327 owners, lighten your rotating assembly with 350 pistons designed for 6" rods and use them with 6.125" rods, Scat and Eagle do small journal rods but Eagle (the lightest ones) are being discontinued.
Right, longer rods. My next junk301 will use 6.25" SJ rods along with 6.00" rod 350 pistons! Only problem is that I need 4.00" flat-top pistons so my 283 will only have to be bored to 4.00"s. I almost certain that my 283 block will bore to .155" but I really don't want to bore it that far. I have everything except the pistons and rods.. pdq67
I am currently building a 283 for my fleetline.... 62 block bored .60 with stock 3.00 crank Z28 601 large valve heads 327-300 cam flattop pistons elderblock polished intake Quadrajet build by me 700R trans 3.42 rear Built for gas mileage and a little performance 327 in my corvette...327-350HP Bored .60 over 11:15 to 1 comp 291 casting 2.02 double hump heads L-82 cam? Banjo balanced This one spins nicely and very quickly....
Yeah great history.......very cool, my Pops ran in AHRA Hot Rod, and was eyeing IHRA E/G. 355 cu in, Experimental Harland Sharp Shaft Rocker Assemblies (1975, 76), Mach 1 Flywheel, 10,500 launch, Rpm, Dana 60 Rear, 6.50 gear, Chrysler Hemi Trans, broke a few Summers Brothers Axles. Summers Brothers met us at Norwalk Raceway and watched the car leave. A week later we had axles that would not break. Best was 10.33 sec @ 133mph. Never saw the Crower injection run late 76. I look back, we were competitive in AHRA, IHRA, but never in NHRA. Dyno time would have been $$ well spent and made the car quicker.... hindsite 20 20.
I have owned and or raced the following 277 destroked 283 out of an F/MP car 283 292 .060 ove r283 301 283 crank in a 327 307 tow vehicle engine 327 331 .030 over 327 355 .030 over 350 377 350 crank in a 400 block 383 400 crank in a 350 block 400 tow vehicle engine 408 .030 over 400
Had a 258 inch blown Chevy in my roadster when I bought it. Went 219 on Alcohol. Later went 302 In Bob Dalton's 'liner. Destroke 283
I've had dozens of SBC vehicles but the only two that stand out in my mind are; '69 DZ 302, in it's correct and intended environment, '70 LT-1, in the original "plastic wrapper". The script for either is easily available on-line but one does not go into the kitchen after an exquisite meal and ask the chef for his recipe. But you always know where to return to be filled and thrilled once again.
I am currently running a 306 C.I. SBC (SEGA) manual 4 speed car I shift the car at 9400 RPM dyno 630 HP at 8800 RPM
A 267 was the smallest @ 3.50 bore in a production SBC and a 3" was the shortest stroke. a 262 had a 3.1 stroke
years ago as in many decades , i was toying using a 283 crank with bearing spacers in a 400 block and i think i came up with a large bore 320" wanted to do tuned port and spin it to oblivion in my datsun truck, man it long ago , correct me if im wrong fabricator john miss you dad
Hello, Our teenage group had many different Chevy motors, from a 4 cylinder 62 Chevy Nova to a 58 Impala 348. The 265 Chevy motors in the 55 Chevy and 56 two door sedans were very reliable and had little oomph, even with us adding a 4 barrel carb. The one car was the 57 Bel Air that had the most done to it and it ran like a top, started every time and we did not have to do anything, once the dual quads were added. It had a Duntov Cam, 283 motor with a stock 4 barrel, that we changed over to a dual quad system. We also took out the 3 speed column and put in a 4 speed floor transmission. He had a 3:57 rear end and I let him use the 4:11 Positraction rear for Friday and Saturday encounters. With that set up, it was a good idling motor for daily driving to high school, his afternoon job and just plain cruising around. It was one of the only 4 speed 57 Chevy Bel Air models around Long Beach at the time. 1960-64. The great thing was that we drove each other’s cars and felt the differences between all of them. Of course, the 57 just had the look, Hedman Headers, Traction Master Bars, a lowered Cal Rake and with the windows rolled down, it just looked the part of a teenager’s hot rod cars. There was no need to port and polish the heads, although Jocko’s was just down the street. The 283 motor ran fine. We thought of going bigger to a 301 bore, but the Chevy sedan was so reliable that it did not need anything else. Chrome reversed rims and the power to match most teenagers cars was the big thing and reliability was the key. The afternoon job was necessary and his Bel Air was an all around good, reliable, powerful, mild custom car for a teenager. Jnaki We traded cars for the weekend one time. It was different driving into our garage with a white 57 Chevy Bel Air and a 4 speed. The idling motor sounded healthy, was powerful enough to match or beat most cars in the area and again, so reliable that there was no question that we did a good job of keeping it running well. It was fun driving a 4 speed car that had power to boot. He enjoyed my 58 Impala to no end and it was a fun weekend. I told him if he got into a race, just click down to “D” and floor it in the 58 Impala, as it had the only C&O Stick Hydro Transmission in a "stock" appearing, 1958 Impala for the whole So Cal cruising area. As we look back to what we did to those small block Chevy motors, it was a fun and experimental time. But the knowledge came from the older guys that came before us in the local cruising grounds and the words of wisdom from places like Reath Automotive, Speed Engineering, and Joe Mailliard’s Speed Shop. But, there is/was no substitute for cubic inches if set up correctly… but that is for a different thread, not for a small block thread.
Thanks but I'll sell the entire 283 [0.040 over] with block, crank. oil pan, front cover, Oliver steel rods, TRW 11to 1 pistons and a set of buildable 186 heads for $550
Local speed shop owner, was a modified production record holder. He held records in AHRA, IHRA and NHRA...... a lot of wow there.
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