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  #16 (permalink)  
Old 05-10-2018, 11:34 AM
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lol the grind number is 274 ho6 haha didnt see that

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  #17 (permalink)  
Old 05-10-2018, 11:46 AM
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would the summit 1785 cam be a good choice looks like the same cam
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  #18 (permalink)  
Old 05-10-2018, 11:46 AM
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Its okay buddy! Yes thats the same cam. One of the other guys can help you select a valvespring, locks, shims etc from Competition Products. You don't need a high pressure oilpump. Standard pressure, +10% volume.
What transmission do you have?
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Old 05-10-2018, 11:49 AM
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not to lose more friends but I would not use any of the parts mentioned above.

If you build a 283 you need more money that buying a 350 core and building that.

If you build a 283 I would like to help? How much power are you looking for?
one horse per cubic inch is a fun build
1.25 hp/cube is a hot street engine
1.5hp/cube is a nasty little beast that can take a big bite out of a lot of bigger engines.

cost for the 283 will be 30% plus or minus higher than a 350

GM does not have a decent head for a hot 283
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Old 05-10-2018, 12:41 PM
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you could use a cam like this with 283 heads
or 1 size smaller (Z-20) with good after market heads

ask Autogear? If a 700R-4 has an optional second gear ratio around 1.75:1?
With your 4.56:1 gears you have the base for a mid 12 second car (light car like a Chevy II). The overdrive makes it ok to travel at 60 mph with a low 26" tall tire. (2800 rpm)

this is for a hot 283 making 250 hp and up
you will need 340 plus hp to run 12s in a 3100 pound car
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Old 05-10-2018, 12:44 PM
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.030 overbore 283, theoretical 9.25:1, full exhaust with rams-horn manifolds, 600cfm on a dualplane, Crane 274h06 cam, and I used the World 305 torquer head numbers. These programs are optimistic, and I have no way of knowing what your a) compression, b) overbore, c) carb tuning ability or d) timing are.
So deduct 10-12% from this number. If you can use the iron head, and a flat top piston and still get 9.25 compression with good quench; it'll run awesome. Smaller cams will make better street power, but if you want 'rowdy street', this will do.
edit:
I goofed on my compression calc, but not by much, it technically comes up 9.18, doesn't change the resultant hardly at all. Using the DCR calc, with a 0.015 gasket thickness, 4" GASKET bore, .025 below deck, 6cc piston top volume, .030 overbore, 5.7 rod, and the keithblack "intake closing + 15"...your DCR comes out at 8.2x. Should run nice on good gasoline.
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Old 05-10-2018, 12:47 PM
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Quote:
Originally Posted by vinniekq2 View Post
you could use a cam like this with 283 heads
or 1 size smaller (Z-20) with good after market heads

ask Autogear? If a 700R-4 has an optional second gear ratio around 1.75:1
Not to my knowledge, maybe the 200-4r is a better (albeit more $$$) choice?
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Old 05-10-2018, 12:52 PM
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Autogear: The trouble with 64cc heads is that you net around 8 1/2:1 CR with flat tops, not counting how far down the hole are the pistons.
That's why I'm against GM's head selection for a 283.

another budget consideration would be cast iron Vortec heads angle milled .125? I bet that would bring cr closer to 9:1
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Old 05-10-2018, 01:07 PM
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Quote:
Originally Posted by vinniekq2 View Post
Autogear: The trouble with 64cc heads is that you net around 8 1/2:1 CR with flat tops, not counting how far down the hole are the pistons.
That's why I'm against GM's head selection for a 283.

another budget consideration would be cast iron Vortec heads angle milled .125? I bet that would bring cr closer to 9:1
Vinnie,
I used the old 305 S/R torquer (world p/n 042650 single bare head). which were 58cc and come with 1.84 or 1.94 intake valves (I don't have an airflow file for a -416 305 head. I do have an L98 head and a 186 head)

He could use the -520 casting 96-2001 305 vortec L30 heads, they're already 58cc and flow as good as the old 461x heads. This would avoid the milling, but they're 2x the price of a pair of 416s (assuming refurbished from someone like Odessa) He'd need to scrounge up a vortec-specific intake for either the L31 64cc 5.7L vortec OR the L30 58cc 5.0 vortec regardless.

Last edited by AutoGear; 05-10-2018 at 01:21 PM.
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Old 05-10-2018, 04:47 PM
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Guys,REMEMBER his original post and that he used the word "BUDGET" ? Try to keep that in mind but it would be interesting if we knew how much that budget is so we can give him the most bang for his buck.
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Old 05-10-2018, 09:39 PM
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well my budget hopfully with a little machine work is $1000 and l30s are hard to find now i did find some in my area for $350 but i already have a performer intake and the motor needs some clean up wich should be around 500 at a local shop ($8 per cylinder) but its going in a s10 and its a summer project so im just trying to make maybe 300 on it atm and then later i want to punch it .40 and put some keith black domes in it but the 416 heads seems like my best option atm
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Old 05-10-2018, 09:40 PM
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i work at a zaxbys btw and my dd get 13 mpg so keep that in mind lol thats what im working with
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Old 05-10-2018, 11:06 PM
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Quote:
Originally Posted by vinniekq2 View Post
Autogear: The trouble with 64cc heads is that you net around 8 1/2:1 CR with flat tops, not counting how far down the hole are the pistons.
That's why I'm against GM's head selection for a 283.

another budget consideration would be cast iron Vortec heads angle milled .125? I bet that would bring cr closer to 9:1
64cc head flat milled .040" gets you 6cc reduced volume, no need to do anything drastic like an angle mill. With a stoke bore and stroke 283, flat top 5cc piston relief, .015" shim gasket and the stock figure of .025" down the bore at TDC gets you 9.15:1.
Mill them .060" flat mill and gets you 9.5:1.

283 on a budget is a tough deal to do, head choices are either poor or very bad unless you modify something.

In my mind, the L30 head is about the only budget head way of doing anything meaningful. Sell the standard Performer and buy a Vortec pattern intake.
Rebuild/valvejob on the 416's is just throwing money away IMO. Use that money to buy the L30/059 heads, they are likely to not even need a rebuild.

The 274HO6 grind can also be found at Competition Products a bit cheaper yet, and all the valvetrain stuff will be a bit cheaper as well, save close to $50 on all of it through them- cam, lifters, springs, retainers, locks.
Cam is Elgin #E1785P, there is also a very similar #E1065P that is 110 lobe separation that would have better low rpm manners.
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  #29 (permalink)  
Old 05-11-2018, 10:24 AM
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so should i mill the l30s?
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Old 05-11-2018, 10:33 AM
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No sir.

If you get actual 5.0L L30s (check the casting numbers - trust but verify; GM used the 'Vortec' name on lots of stuff) those are 58cc's and don't need to be milled, unless theres a casting defect.

If you get the L31 (the REAL 5.7L vortec head); those are 64cc and would need to be milled to reduce the chamber volume from 64ccs to 58-ish.

The L30 head flows a ridiculous amount even with the swirl vane in the chamber. They're more efficient than the 416s, and their numbers stack up with your grandads 461 and 462 "camel hump" or "double hump" fuelie heads from the 60s. I had a set for a long long time I got from a marina I worked at. They're worth the money, being iron and 58ccs, I doubt you can run a dome without a lot of work and race gas. At that point, just build a 350 motor. But, your 283 with the vortec L30s, a vortec dualplane, and the 274-ish cam...will make VERY good power for what it is; probably close to 300hp on paper with midgrade gas and reasonable manners.

Last edited by AutoGear; 05-11-2018 at 10:39 AM.
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