New Rochester 600 CFM Ramjet Fuel Injection
New for 1957, a total of four different fuel injection models evolved that year. Why? Well, the early #70174520 assembly had a "sand cast" aluminum fuel meter assembly with a problematic spill valve assembly. Its eight "Q"-coded nozzles were short and caused idling problems during extended idling. The nozzles sprayed fuel into the upper portion of the intake manifold way above the intake valve. Later fuel injections featured a "die cast" fuel meter assembly with a new cranking signal valve for better start-up. These systems also had new "R"-coded nozzles, which had a one half-inch longer neck which got the atomized fuel past each intake valve and into the combustion chamber much faster as well as cooler. The shorter nozzles were said to cause rough idling when idled for extended periods due to heat soak.
Most stock Rochester fuel injections were adjusted lean and did not perform up to their top potential. A Kent Moore-brand manometer was needed to properly adjust the rich and lean stop settings on back of the fuel meter. After adjusting the enrichment screw a few turns for more fuel delivery, a fuel-injected '57 Chevy or Corvette gained much throttle-response and was a real powerhouse. True story: Imagine driving in first-gear at 15 mph with a 3.70:1 gear ratio. You floor the gas pedal and in an instant, the vehicle suddenly loses traction and spins sideways before you can think. That's what the awesome throttle response of Rochester fuel injection delivered on an already very responsive engine.
Fancy Up Your Bel Air
Fuel injection is thought of today for its performance, fuel economy and low emissions capability, but in 1957, most Rochester fuel injection systems were on 250 horsepower, smooth-idle 283s, which powered four-door Bel Airs loaded with optional luxury equipment. Examples: external spare tire carrier otherwise known as a Continental kit, rear wheel skirts, bumper guards, spot lights, electric windows and seats, power steering and brakes, signal-seeking radio, tissue dispenser, tinted glass-even air conditioning. You could buy a 1957 Bel Air and equip it with options the more expensive U.S. cars had. What a great concept for America's low price leader. In all, about 702,651 Bel Air two-doors, four-doors, convertibles and station wagons were sold. By comparison, the Two-ten (210) model accounted for about 653,358 and the One-fifty (150) tallied approximately 146,080.
Sales Numbers and Pricing
The rarest Bel Air sold was the Nomad station wagon at 6,534, followed by the convertible at 47,562 and the series 2402 two-door sedan at 62,751. The rarest 210 was the model 2113 sport sedan at 16,178 followed by the model 2129 Handyman station wagon at 17,528 and the model 2119 Beauville nine-passenger station wagon at 21,083. The 150 model 1502 two-door sedan out-sold the Bel Air model 2402 two-door sedan, 70,774 to 62,751. The model 1512 utility (no back seat) sold 8,300 and the Handyman station wagon tallied 14,740 sales.
The cheapest retail base-price 1957 Chevy was the Series 150 Utility two-door at $1,985.00 with monthly payments of about $50. With a 265 V-8 and three-speed manual transmission, its curb weight was 3,159 pounds. That was about 350 pounds heavier than a Corvette. A Bel Air sport coupe had a retail base-price of $2,399.
The highest retail base price was the Nomad at $2,857. For just under $183 you could order the twin four-barrel, 270 horsepower 283 V-8 engine. Either fuel injection system cost over $480.00 extra and as a result, sales were expectedly low. Estimates say a mere few thousand '57s were fuel-injected. Actual production research by the National Corvette Restorers Society (NCRS) indicates 16 percent or 1,040 1957 Corvettes were fuel-injected. By comparison, 1,621 Corvettes had the 270 horsepower 283 out of 6,339 produced. That's 25-percent.