so we finally fired up the 283 about 30mins ago and it ran great, still need to set the valves but the 650holley on it is just too much so we need to get something smaller, I was wondering what everybody would recommend and it needs vacuum secondary. also isn't there an equation to determine the cfm for cubic inch. A friend of mine from a casino in Canada - ask me this question too - I remember playing with him using free bonuses - then we lost all our money that he was setting up for the carbб - here is a quick link - https://casinobonus-ca.com/
In the early 70's I put a Holley 1850 (600 cfm) on the 283 in my 57 Chevy, it was originally a two barrel engine out of a 64 Impala that had a four barrel intake on it when I bought it. I put a carb adapter on it along with the Holley and it ran great.
Have had a 1850 on the 283 in our 49 PU for over ten years, has a Th350 and 3:40 runs great it's my daily driver.
I have two cars with '57 283 engines, one has a WCFB and the other a 500 cfm AFB. Both run great. I wouldn't run a carb larger than a 600 cfm on a 283.
Carb size has less to do with cubic inches than the horsepower the engine makes, it actually goes by pounds of air to pounds of fuel and the carb CFM (a cubic foot of air weighs about .00625?ish lbs) is the flow to determine pounds of air, a 283 making 300hp will take the same carb as a 454 making 300hp.
Alidonix - First, what exactly makes you think that the 650 is too large ? A stock 283 "will" run fine with a 650 on it, IF...all of the adjustments, including the ignition timing is adjusted properly. BUT, a 500cfm or at most a 600cfm carburetor will work better, driveability wise. A smaller carburetor will get slightly better mileage wise also...again, depending on all of the adjustments being correct. I've got a fair amount of experience with smaller engines. A new Edelbrock, 500 cfm, AVS2 carburetor is what I would use if it were my car. Mike
Here's what we know about your combo , so far. ... "283" Once again, not enough info to make an informed suggestion. That's why your answers are all over the place. Oh yes . We know you fired it up, without setting the valves first.
I ran an edelbrock 500 on a 283 on the street & it performed well. Sent from my iPhone using H.A.M.B.
I run the original WCFB on a 327 300 HP and it runs fine . I did have a AFB on it and it ran even better. I think 450 to 500 CFM is adequate. I was told by Bobby Baldwin a stock car racer ( diciest ) that what he ran on his Chevy race cars. JMHO
Many people still foster the idea that the cfm rating of a carburetor is a fuel factor when in fact it is an air factor, sure rejetting can have an effect but in general matching cfm to a particular engines' air handling capabilities is the starting point.
I have a 600 cfm Edelbrock on my 283 that has bigger cam, some head work, and larger exhaust. I've run this set up for decades with no problems.
What’s the car weight? What heads? Port work? Cam specs? Compression? Ignition type? Advance setting? Vacuum advance ? Manual transmission or automatic? These are some of the questions that you need to answer in order to get a more accurate ***essment of your situation and requirements. That being said, you could easily run a 600 Holley with vacuum secondaries and tunes when the secondaries open. r Sent from my iPhone using H.A.M.B.
We removed the old Holley on my 283.. Replaced with a Edelbrock 1406 electric choke.. ( Carter AFB copy)..600 CFM Ran great right out the box, some small adjustments other than that.. been great.. 283 is happy..
As others have mentioned in this thread, insufficient data posted to really answer the question. The biggest unknown criteria are: State of tune/modification of your engine Application - street, street/some strip, trailered race car M*** (weight) of the vehicle, transmission type, and final drive ratio/tire diameter would be helpful. MUCH easier to make a carburetor work well for racing, than for the street. But in general, for normal street use with a basically stock or mildly modified engine, one should be concerned about air velocity in the primary venturii. Too large a carburetor will have lower than desired primary air velocity, and will effect low-RPM driveability. Too large a carburetor will probably run lean on the primary side, and need to be rejetted richer, effecting fuel economy (if fuel economy is important). For genuine Carter aftermarket AFB's: 400 - 200 primary/200 secondary 500 - 225 primary/275 secondary 625 (and the F/M renumbered 600 AFB, Carter didn't make a 600) - 250 primary/375 secondary 750 - 375 primary/375 secondary 950 - 375 primary/575 secondary Since the AFB is an air valve carb, one can get good WOT performance from carbs that are really too large, but driveability may suffer in city driving. The level of driveability degradation acceptable depends on the individual driver. One can always lie to one's friends, but if one lies to one's engine, the engine won't be happy. Jon.
Something to think about. GM used the Q-jet on the 252 V6, and the 230, 250 OHC Pontiac. The 750 Q-jet primary venturi is 1.09" , the same as the 283 2bbl. The secondary is almost infinitely adjustable , so you can dial in exactly what you need. Plus you can buy cores for about 5 bucks on Sunday afternoon. I'd use that 650 DP for a wheel chock.
Just me, but I would also go with a Quadrajet, on an iron manifold if that was all I had. I also would not use an adapter, I think an adapter would take away any performance increase that an aftermarket manifold would provide.
Like carbking stated: insufficient data. For what it's worth...57-61 Corvette 283 had dual 4 barrel Carters.
Take a look at the Summit 500 or 600 cfm you might be supprised. Take the time to read the reviews... There’s a lot on the HAMB about them too.
I'm running a 500 cfm (manual choke) Edelbrock on my stock 283 & it's more than acceptable. The throttle response is amazing, it's smooth & never gives me any grief.
when I was a young man aka stupid teenager a buddy had a 64 impala with a 283 and 2-4s . I cant remember for sure but I think carters on a stock manifold .don't remember how it ran , but it ran and was sooooo cool !! 4s
No, I think it’s however many carbs you can cram together on the top of the engine... r Sent from my iPhone using H.A.M.B.
I read yrs ago that for max hi rpm hp you should connect a vac gauge to measure manifold vacuum under load at full throttle. If I remember correctly your carb was the correct size if your gauge showed approximately 1'. Has anyone tried this method? Greg
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