Used 283 chevy

[sheik480]

This is for you older guys who were around during the 60's muscle wars: where could I find a 283 small-block v8 chevy in good condition for very little money? Why I'm asking this is that I'm planning to start a very long term hot rod project using an older engine, homemade frame, etc. I might end up using a hydrostatic transmission if the technology advances enough to fit a unit able to handle my projected power (~400-450hp) in a car without doubling it's weight. The design I'm envisioning is gonna use a 3d tube frame with an aerodynamic shell, a 'transaxle' (the transmission is bolted to or is one unit with the diff, and the whole thing is put in the back end of the frame to offset the weight of the engine in front), reliable small-block with moderate boost, and a simple interior. So, as illogical as it sounds, I'm starting with getting an engine. BTW, I'm probably moving (read: my parents have decided to) move to just north of the bay in California, so keep that in mind.

[diecycle]

283's are fairly common. "Good condition" and "little money" don't go together often and if they do it is the exception (the barn find or the lucky junk yard find) not a certain place or store. Think more money=better condition. Craigslist, classifieds, local thrifty papers, junk yards, around Bend will be better then in CA.

On the good side, the 283 is a fine motor, one of my favorites. I have never pushed one up in the 400hp range but you can easily get around 300hp and 15+ mpg around town, for a gas motor, that is sweet.

As far as building your own frame, hydrostatic transmission etc. etc. and "parents decided to move" I would strongly suggest just getting a pre-64 impala or belair and putting your money and time into tuning it, painting, polishing, rims, stereo, interior.

Driving a cherry old chevy (that could get a little over 20mpg if not rodded up) with the low deep sound of cherry bombs, a little neck snap whenever you hit the go peddle, and an arm around your lady, beats hours sitting in rusted up parts, grease and dirt.

You will have plenty of time to build a custom frame super car, when you have a nice relaible car in the driveway and your own garage.

[sheik480]

How's $1250 for a rebuilt unit?

[diecycle]

Depends on the candy that comes with it. Has it been bored over? New rings? New pistons? What kind of manifold? What kind of carb? Has it had a valve job(ground fit, polished)? High flow valves? Double hump heads? Cylinder compression? If it is high compression, does it have a high power starter? Super coil or magna coil ingnition? Points or electronic ignition? Has there been any work on the distributor?

And that is just off the top of my head. Bottom line, you can get a 283 core that needs rebuilt for a couple hundred, and you can spend 10,000 thousand on one.

[sheik480]

It's $1250 for a professionally (correctly) built stock unit. I plan to replace the connecting rods and pistons with forged units, and put in a somewhat hotter camshaft (just a little more top-end flow) along with significantly stiffer intake valve springs. Turbo boost will be around 13-14 psi and fed through an inter-cooler. I don't intend to run the engine over 5,500 rpm so as to maximize potential engine life. Two of my uncles have significant experience hot-rodding engines, so I can probably get reliable guidance from them.

[diecycle]

Sounds good, have one of your uncles check it before spending any hard earned.
Careful with the turbo. What you listed here is a good way to throw a rod (or worse) and 5500 might be better than higher but, turbo and "long engine life" on a high compression chevy motor do not go hand in hand.

[diecycle]

Something to keep in mind, is each level of complexity opens up more opportunity for failure. And failure means working on a non running rig.

Hydostatic systems are an additional layer of complexity that are usually not needed, unless you have a specific purpose in mind. It will come down whether the benefit to your project outweights the time, effort and money you will put into that extra complexity. (not to mention the cost to maintain more complex systems)

This same analysis should be done with the turbo. There has been some good developments in turbo technology in the last couple of decades, but to take advantage of the improvements usually requires an on board computer. (computers are another level of complexity)

For older engines, I would research the advantages of a turbo over a supercharger or based on your application just a high flow manifold.

Double check the gasoline engine compression tables and acceptable turbo

[sheik480]

Originally Posted by diecycle

Something to keep in mind, is each level of complexity opens up more opportunity for failure. And failure means working on a non running rig.

Hydostatic systems are an additional layer of complexity that are usually not needed, unless you have a specific purpose in mind. It will come down whether the benefit to your project outweights the time, effort and money you will put into that extra complexity. (not to mention the cost to maintain more complex systems)

This same analysis should be done with the turbo. There has been some good developments in turbo technology in the last couple of decades, but to take advantage of the improvements usually requires an on board computer. (computers are another level of complexity)

For older engines, I would research the advantages of a turbo over a supercharger or based on your application just a high flow manifold.

Double check the gasoline engine compression tables and acceptable turbo

I'm well aware of this, but thanks for taking the time and consideration to make sure I do! I probably won't be running super high compression, probably 10:1 at the most; since I'll probably be installing my own rods and pistons, this shouldn't be hard to control. Aside from that, the turbo system I'm laying out will be pretty simplistic with just a waste gate and BOV, which, as I understand it, is all you need for any boost under about 30psi. I re-ran my calculation and was surprised to find I left out a large component, with the new calcs coming up with about 25 psi boost; closer to the danger zone, but that still leaves me with breathing room. Yes, a complicated dynamic boost and fuel injection controller can make the system more efficient, but such measures won't really be required if safety measures such as an over-sized transmission are implemented. My plan for the fuel injection system will be a baseline map tied to rpm (which I will determine after dyno'ing the engine N/A), with injection amounts modified to fit manifold pressure and temperature, throttle position, and probably an oxygen sensor in the exhaust. It seems complicated, but should be more than doable. BTW, I meant to say I might consider a hydrostatic transmission if they have gotten cheap and durable enough to reliably handle the engines power without ripping my wallet apart.