Technical Chevy 283 crankshafts

I've recently obtained a 1958 283 for the fun of it. Early versions had forged cranks. Eventually there were cast iron cranks, distinguished from the forgings externally by the flywheel flanges. I believe all forged cranks had perfectly round flanges, at least in my experience. Cast cranks had notches, so it was a relatively easy way to make sure that getting one out of the automotive salvage yards was forged, important for building a 301 back in the day.

The 58 has a forged crank, and I had one from a 62 that was forged (recently traded to friends with a small journal 327 block for a Hilborn mag/fuel pump drive). I carted it around the country with me from western Massachusetts thru Ohio and Michigan, before getting to upstate New York 20 odd years ago.

So getting to a question that I have tried to get the answer to on the internet, does anyone know what year Chevy first put a cast iron crankshaft in the 283s? I figure if it's known, the information will be here amongst the wizened denizens of the hamb.

 

According to Google and the Corvette Forum...

Jun 14, 2009 — Chevrolet started using cast cranks in late 1964 for some selected 1965 models initially. Later, I think they expanded this across the board.

 

Thanks. This gives me a starting point for further searching. That also explains 327s having cast cranks by 68 and the large journal beginnings. Bean counters...

 

There are 327 large journal forged cranks out there from the 68 vette and chevy/GMC pickups...

 

I know... back in the modifieds days I used 307 blocks and the forged cranks, bought new for under $100, and 60 over, to get 317 cubic inch engines. The sportsman class had a 320 cid limit. These engines revved decently but more importantly, they had more torque off the corner.

And regarding cast 327 cranks, if you're up on the Whatever project, when I got old mangy, a 68 327-250 hp truck engine, apart, unfortunately I found out that it had a cast crank. I'm probably going to use it, as it will be a mild build. But I'd prefer to get a forged crank in it. Maybe a stroker is in its future. At least the block is a 327...

For now, the 283, which will still run as is, is going in the Whatever project. When the 327 goes in the 283 will be the basis for the next project's engine.

Meanwhile back to the cast iron or forged cranks, I'm still looking for information regarding 283s. The ones I used years ago were just junkyard refugees, filling in until a better engine was ready. However the one used in my 62 CJ5 lasted for 13 months and was in the thing when I traded it for a 67 ot Chevelle.

 

FWIW, unless one is building a 283" for a B Dragster or other max effort, the cast crank is plenty strong.

jack vines

 

Old biases die hard! The only cast crank I ever used was a 400. It did hold up to the punishment it sustained, but I was always concerned about it failing. Probably should have been worried about the pistons as they were cast, but it was a cheap build. Mostly for torque, not high rpm.

But it's good to get other's opinions and experiences. Jack Boyd has even told me, if the 327 cast crank is crack free, use it and don't worry about it on the street. Oh well, at least the 283 has a steel crank...

 

The 1966 283 I had in the Vicky came with a forged crank. It came out of a Nova. I'm guessing Chevy was probably just using up older inventory because I have another 1966 283 with a cast crank in the garage right now.

 

Did that 283 also have the raised oil filter mount? We used one for a small journal 307 60 over, 327 small journal crank. At least my feeble mind seems to remember that was the block that would accept the 327 crank without any interference inside.

That was the junkyard way to get 317 cubes. Then of course if you weren't worried about the tech inspector finding a too large engine, some guys just ran 400s, with small chamber heads and a good cam. They weren't too popular where I was at the time, so a decent lowish mileage 400 could be had for $100-$150. Rings, bearings and a brush hone. Heads with the steam holes drilled, a 40 (last 4 digits) Chevy off road cam, and the intake of your choice, and it was a good low bucks runner. Torque off the corner but no rpm. So gearing was important. One of those in a 3100 pound street stock with a 500 cfm 2 barrel was a good setup. Geaing in the 3s, and run in 2nd.

Those days are gone now. That's my story and I'm sticking to it.

 

Forgive me, but I'm not sure what you mean by "raised oil filter mount". They both had a canister filter and I swapped on a screw on filter adapter.

 

I think he's referring to the recessed oil filter mount...could be mistaken.

 

Like I said my mind wandered back to the 70s feebly! There was a block used in the 1st generation Novas that due to clearance issues ad the oil filter effectively raised relative to the pan rail. I.e. it was closer to the top of the block so that there was clearance for something below the oil filter.

Now we're both going to have to wait for someone like squirrel to chime in and set the record straight. I've probably only muddied the water in my attempts to recall that stuff after all these years...

 

Yes that's the answer. Got a picture?

 

The block did not have that raised filter mount, so I guess the original application is incorrect.

 

I don't know??? Brett found the block I was thinking of. But late 60s makes me wonder if it was a 307 block large journal. After all, the 283 was history after 67. And the 307 had the smaller boresize with a large journal cast 3.25 inch stroke crank.

I'm old and confused! I do remember using one of those blocks. And getting the wrong crank from the local Chevy dealer twice before I got steel 327 large journal crank. The parts guy didn't understand why I kept bringing the crank back. And it was easier getting a 302 crank, so after a couple of 307s we went back to the 302s.

 

And now I remember why I stopped racing... no more garage built engines came along, it was the start of buy everything mentality. And it was getting expensive

 

And more valuable

 

Next question for the wizened: just came in from the garage. The 283 I have just acquired has all the correct numbers for a 1958 Chevrolet. But here's the quandary. The only number stamped on the front passenger side deck surface is T6IOD. The original straight line machining marks are still on the pad, so not ground off or block decked, unless someone went to great lengths and expense to find a machine shop that had an awfully big planer. Besides that, the engine appears to have never been apart.

So was this a replacement engine early in the car's life? Did they just forget to stamp any other numbers on it? I'll get a picture of the pad later, assuming that I can get a clear view of the pad with my camera.

 

Here's a picture of the number on the deck surface:

You can see the machine marks front to back. The up-down marks I made with a wire brush trying to get a better look. So any ideas what T6IOD refers to?

 

Built in Tonawanda on June 10th. "D" suffix is for 185 hp Powerglide. The "I" is subsituted for the number "1"

 

Cast into the back of the block passenger side bellhousing flange between the top bellhousing bolt boss and the 2nd one down is F4 58. Hopefully someone can decipher all this. I've just gone down quite a few rabbit holes trying to figure out just what all this means

Why, you ask? Because I'm anal that way. Yeah I know it's just a 58 283 2 barrel engine. But I gotta know...

 

F=June 4=4th, 58=1958 F 4 58

 

Thanks guys. 1 more part of the equation for me. It's probably the most I've known about any engine, well except for a certain research engine at a lab I worked at in the 90s.

That information matches exactly the car it came out of. And it was low miles to boot. Sort of a shame that it's getting a different drivetrain.

 

I don't know a dam thing about a 283 except a 56 version is what's supposedly in the deuce pickup I just traded for and so far it runs great. Smooth and fairly quick. Motor has no side mounts and has a saddle front motor mount modified so it can run a stock fuel pump.

 

I lucked into this 283. It's just new enough to have the side motor mount bosses. I have to get it into the whatever project before I can start it. And before the startup, make some kind of headers...

 

Waiting patiently to hear it run Dave

 

Not me! I'm chomping at the bit! But I have to make an exhaust system 1st!
I feel like a kid on the 23rd of December...

 

Soon! Got the 2nd header kit today. Just trying to decide on the final configuration I want to go for. I'll let you know when it's made noise again. Maybe you'll want to make another road trip...