Improving a 283

[Backpayne]

I recently purchased a '64 c10 with a 283. I'd like to keep the engine but would like to do some improvements. I do not want to spend a lot of money, however. I will be taking the heads off later today to see how the cylinders look. No point on spending money if it needs block work.

What would you recommend?

Here are some parts I'm thinking of:

305 HO heads (used)
Camshaft
Intake


Would these be the best parts to start with?

[RustyPile]

Bore it to 4 inches, making it 301.. Then big valve heads can be used.

[Willshook]

I wouldn't bother pulling the heads - just do a compression test. If the compression is mostly OK, drive it and get through a few oil changes to make sure it's healthy before doing any upgrades.

305 heads will give you higher CR by a point or so...but that's not going to make a huge difference at these power levels and they're otherwise crappy heads. Avoid.

Small-tube headers, low-rise intake with a small (450 CFM) 4-barrel (or Holley 2 barrel) and a mild cam upgrade would be as far as I'd go on that platform. Might as well do a stock HEI "while you're in there". With some luck, that puts you around 220+ HP at the flywheel, but with good throttle response and power. That's as far as you go without getting into the internals.

[Dead Parrot]

2nd the HEI idea.
Are those rams horn manifolds? If so, I doubt any gain from headers would be worth the cost and hassle.
Get some valve covers that accommodate a PCV system. PCV does a lot to keep the oil clean. Plus most modern carbs are calibrated with the assumption of a PCV system. If you swap manifolds, you will likely need an oil fill port on one of the valve covers anyway.
A new cam implies new lifters and cam break in oil.
For a manifold, some variation of an Eddy Performer/Performer RPM + a small modern 2 or 4 barrel carb.

Suggest HEI + manifold/carb + PCV and run it for a while. If it runs good and doesn't leave a smoke trail worthy of a WWII destroyer, then consider doing more.

[AcampoDave]

I run a 283 bored 60 over which makes it a 292. I use an HEI, Edelbrock performer manifold, RV cam with a 500 cfm performer carb jetted 2 stages leaner on primaries and secondaries. I run 305 heads (416's) which are ported and polished with roller rockers. These heads keep the compresion a tad higher than stock but provide slightly larger valves and hardened seats for unleaded. I also stuck with ram horns combined with dual pipes. Keeping valve size and exhaust pipe diameter conservative keeps air velocity high for smooth spirited throttle response. I can drive all day long on a tank of gas and the motor sounds delightful when I bang thru the gears. The small motor is a bit lopey with the rv cam and the sound turns heads in town. It is powerful for its size, but better described as spirited and fun to beat on. It winds up fast but at a guestimated 250 hp it's not a serious burn out maker with 308 rear gears. It will burn out with some clutch, but that's not really what it's built for. The RV cam is a 281int/296 ex with an SAE duration of 278/288. I stuck with the rv profile because a small motor will "feel" it more than a bigger one. The 283 has a short stroke which lends to its durability and longevity. The smaller crank circle exerts less side to side thrust on cylinder walls. Think about a ratchet. A tight bolt requires a long ratchet (the long stroke motor) but, once you break it loose a shorter ratchet (the 283) can do the work fast and easy because the end of the handle travels in a smaller circle. You can spin it very quickly. Each rpm on a short stroke motor is basically less rotational distance traveled. That's the upside, the downside is sometimes you just need a big freakin' ratchet.

That's what did to one. I spent more than I would of for a stock 350 and got less power for it, but I don't care. It's just fun to hammer a 283 for all its got and I do it a lot.