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  #31 (permalink)  
Old 11-30-2017, 10:00 PM
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Originally Posted by BuzzLOL View Post
Can tell the ratio by jacking up the rear wheels and counting the driveshaft turns to rotate both tires once... a 4.88:1 works well at the dragstrip, but not much fun on the street...
Wow! I did not know that. I shall do this!

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  #32 (permalink)  
Old 12-01-2017, 06:39 AM
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Originally Posted by ericnova72 View Post
As far as intake manifold and carburetor are concerned, the Torker II is the absolute worst manifold you could have on there. It was designed in the mid 1970's, with the SOLE criteria for design being it had to fit under the stock hood of a 70's Corvette or Camaro with their low hood lines.....didn't matter if it made more power or not, the bean counters at Edelbrock just wanted an single plane aluminum intake that LOOKED racy to sell to owners of cars with low hoods. An engineer who worked with Edelbrock back then admitted this fact a few years back on another forum.
Weiand's Accelerator and Holley's Street Dominator are also in this category.
I heard similar comments from a Holley R&D guy several years ago. He also said something very interesting: His dyno tests showed that high rise dual planes, like their Weiand Speed Warrior and Edelbrock Performer RPM, give up virtually nothing on the low end compared to a low rise manifold (like Street Warrior and Performer) when used on a 350 or larger. But they start making more hp at mid range all the way up to 6000 RPM -- the best of both worlds.

I like the Weiand 8120 Street Warrior for a street 283. It's a much newer design that the Edelbrock Performer and its cousin the Performer EPS, which is based on the Performer.
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  #33 (permalink)  
Old 12-02-2017, 11:01 AM
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Originally Posted by BuzzLOL View Post
Can tell the ratio by jacking up the rear wheels and counting the driveshaft turns to rotate both tires once... a 4.88:1 works well at the dragstrip, but not much fun on the street...
Okay. From the research I've done on the internet here's what I've come up with. I jacked up my 55 and checked that it has a posi rear end which it does. Both tires spin the same way. I turned my tire one full rotation and my driveshaft turned about 4.1 or 4.2 rotations per one tire rotation. So would I be correct in saying I probably have 4.10 or 4.11 gears in here?
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  #34 (permalink)  
Old 12-02-2017, 02:24 PM
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Yep, you are correct ^^^^.
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  #35 (permalink)  
Old 12-03-2017, 06:08 PM
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Originally Posted by 55_327 View Post
high rise dual planes, like their Weiand Speed Warrior and Edelbrock Performer RPM, give up virtually nothing on the low end compared to a low rise manifold
Pontiac apparently noticed this as '64 GTO tripower had low rise flat dual plane intake (348 HP) and '65 GTO tripower had high rise dual plane air gap intake (360+HP)...
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  #36 (permalink)  
Old 12-03-2017, 10:26 PM
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love to see a moderate build 360 horse power 283! Think of the bragging rights?
I rarely disagree with Eric because he is very accurate in his posts,,,, But,,, I would modify the carb (4777) the other way. I would use the stock body with an 850 base plate. The signal generated in this combo works excellent on small engines and a 360 plus hp 283 would be a tonne of fun to drive.
Dart makes a good small chamber head that would be great with a 283 with flat tops.

also a 6500 rpm 283 has a sweet sound. Not a torque master so the 4.10s are a good choice.
Note: toss the 670 over a fence unless you are patient and don't mind spending time tuning the carb.
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