The 327 is easily the best old school small block ever built. I will ALWAYS build a 327 before I'll build a 350. They rev SO much better than the 350 that the slight loss in torque is WELL worth it.
Thank you for the education on the 327 engine. I once had the opportunity to purchase a 327 for a 1978 build in the 80s. I passed because I had just purchased a 350. I wish I had purchased it. They were not asking very much. I verified with the numbers, it was a true early model 327. I wish I had that engine today.
Always very interesting!! I want to point one thing today that you probably haven't hear very often and it is the quality of your language. You have a very good English whit a perfect pronunciation. It adds to the value of your explainations. Thank you!!
The journal size was increased in conjunction with nodular cast iron crankshafts. The small journal cranks are all forged and are stronger than the large journal cast cranks.
The 327 has always been near & dear to my heart . 307s are plentyfull & people dont want them so use the crank from a 307 put it in a 350 block & you have a 327 & you can use the 350 rod but you will still need the 327 piston. THX.
Still running my small journal 327 crank in a brand new 4 bolt GM block with spacer bearings on the mains. The other thing that most don't know is every small journal 327 crank was forged from the factory.
Max Brouggy I know I really miss my 62 had 365 free flow heads 11 and a 1/2 to 1 pop ups port matched everything crane 228 232 at 0 50 cam badass ignition system in a 2400 lb truck. Nothing like it. Until you build a Stout 383 pisses you off makes you wonder why you wasted all that time on that little 327
I'd wondered how the spacer bearings held up, sounds like they do, thought about doing that myself since I have a 4 bolt block I could put my extra 327 sj crank in.
I heard some say only the 350 and 365 horse small journals were forged cranks. I have a 65 300hp 327. It's already 30 over but worn. If it really has a forged crank I would like to bore it 40 over if possible and keep the engine . I already have brodix ik180s , performer and a holly 600 do on it. Only need better rods I'm guessing to push a 7k redline with a bigger cam. Have to old 30 30 gm cam in it now
Good info. The 67 302 was produced with a small journal crank with a 2.300/2.000 main/rod journal diameter with a 3.000 stroke and a 4.000 bore. The 67 302 cranks were basically 283 units and the blocks were small journal 327 units. That changed in 68 and 69 which were large journal cranks and blocks. Also some performance bearing manufacturers produce special bearings/spacers that allow a small journal crank to be used in a large journal block. The smaller diameter journals lower the bearing surface speed, reduce frictional loss and lower oil temps in high RPM operation.
Great Videos, I really like the in depth explanations, which explain the physics, cause, and effect of all the different variables that go into tuning an engine
Glad you mentioned the SB 400. They were notorious for running hot in the summertime with the air conditoning on. They were not very economical either. They did not like hard running at all. I had one. It sucked. And not just gas. An old fashioned mechanic told me 'Never before has so much hot iron tried to cool itself with so little water'.
Love the content craig. Im not banging on people, im just amazed at how much information has been lost that used to be common knowledge about small block chevs! Glad you're clearing some things up.rod & main journal sizes changed but ROD LENGTH STAYED CONSISTENT at 5.700.All GM did was moved the wristpin location on the piston! Exception: 400 sb wich is 5.565 for cam clearance. 327 were a fave for pro stock racers for many years the rod angle is the best of any sbc.Also if a guy is hellbent on a large journal 327 build and needs a crankshaft dont overlook the 307 as they have the same 3.25 stroke. 69-74. I used to get them given to me for free all the time! I started out collecting/ building/ selling 348- 409s as a teen in the 80s when nobody wanted them. Been in the game a long time craig with restoration work for both Henry Ford & Sloan museum so im not just another yahoo out there, when I give info it is sound proven and trusted! Keep up the great work.
Awesome videos man I like the way you keep it clean! One thing I would like to point out is the 302 sbc shared the same crankshaft as the 283 sbc I used to de stroke 305 Chevy engines that would rev quick and high using the large journal 68-69 283/302 cranks, noted they were smaller bore than the 283's which gave less cubic inches so it made for a lighter top end weight, I had to use a different connecting rod length though because the pistons set low in the bore, I used 305 truck pistons and 62-64 cc heads because the 58cc heads didn't flow enough air when you revved it up high, I did it on a whim just playing with parts to see how it would run, I have to say I was impressed with them! I've since moved on to Pontiac engines and I am very satisfied now, but those were some low budget days filled with good memories and friends that I'll never forget! keep the videos coming and I'll keep watching!
you all prolly dont give a shit but does someone know a way to log back into an instagram account?? I stupidly forgot my account password. I love any tricks you can offer me.
@Lane Zaiden Thanks for your reply. I found the site through google and Im in the hacking process now. Looks like it's gonna take quite some time so I will get back to you later when my account password hopefully is recovered.
@Lane Zaiden WTF IT ACTUALLY WORKED :O I just got access to my ig password after about 30 minutes by using the site. Just had to pay 15 bucks but for sure worth it :O Thank you so much you saved my account :D
I'd definitely appreciate an in depth video on the 400, I had one in my pickup and it was a beast. still have the engine and plan on rebuilding it soon. I've heard about overheating issues though I never had that problem. I've heard the cylinder walls are thin due to the large bore and I've heard they have extra water ports but it would sure be nice to clear up the patch work of Info
The cylinder walls arent thin, its just that they are siamesed, so they dont provide as much surface area to the cooling water. Smokey yunick did a good job explaining the differences and what they mean regarding cooling and bore concentricity as the engine heats up.
Nice explanation on the 327 - I have a 68 Camaro with the original 2 bolt Large journal 327. Interesting about the 327's in '69 where block casting #3932386 was used for the 302 (DZ motor) - there were 2 versions , supposedly - 2 or 4 bolt. The DZ of course used the 4-bolt one.
Thanks for Sharing the Video... I had one of those two year only 327 that was my first engine builds at 14yrs old... That was over 40yrs ago... It landed in a '66 Chevy II post car my first Hot Rod. I beat all kinds of cars only Central Ave. here in Phoenix. Good Times
You can also use a 307 crank with a 350 block to build a 327 large journal. But I 'm sure you know this but for some reason nobody talks about it. Keep up the great info.
In highschool I built a 327 from a 4 bolt 350 block and a 307 crank witch is the same as a large journal 327. 327/350 cam, 327/300 intake with a 2in spacer. Went in my 70 malibu. Those were the days.
Thank you for clearing up the air on the 327s. We got last year a 327 that my husbands step dad gave to him. He thought it came out of a 69 chevelle wagon, but after he ran the true numbers it was out of a 1968 camaro. So he is looking to build that engine eventually.
My brother bought a 350 from a engine shop I have a 1984 El Camino with a 283 L79 cam and he backs in next to me and pops the hood look my 350 I look at it and it has the vent in the back. I said no you have a 283/327. He traded for a 350 for his 71 RS and I get a 1967 Corvette 327 with a L79 in my El Camino now. 700r4 3:73 posi carbon fiber = fun ride
Love your channel. You have great insight especially for the amature like myself. currently building my first motor from the ground up 400sbc. done the top end several times but this will be my first bottom end. I've watched your videos and tought myself some very basic for you but nessecarry steps. just want too thank you for your channel and dedication too education people on the inns and outs of engine building. do you have a contact for details questions?
I have a '67 2nd design crate engine, bought new in '73 NOS, that I have had in several vehicles. It may find its way into the '55 Sedan Delivery now that I have retired and have more time.. Good Vid, Good Channel. I'm subscribed. 67YO retired male in rural Colorado.
by the way AMC/rambler made a 327 first and was kind of as hot rod motor for it day.. 327s installed in the 1957 Nash Ambassador and Hudson Hornet models in that it uses mechanical valve lifters and a higher compression ratio. Since both engines were rated at 255 hp (190 kW; 259 PS), it is probable that the Rebel's was underrated
Hi... i have watched alot of your vid.s.... i really liked this 327.. one.....i.ve seen many times... it answers the hard to see questions.. the only question i can come...up with... is.. the journal size.. for camero...ss ...350 of the year... 1967.. is that..one still small jrnl...i also really... liked the 396...vid... and the monster.. v...6... 305 c..i..d.. have a great week...end...
small journal 327 cranks were forged steel ;) and this 1965 Chevy II I bought has a factory 300 hp 327 in it. The blocks casting number is 3790721 and its a 2 bolt block. Im building it for NHRA Super Stock SS/I class with a 4 speed. NASCAR engines use the 400 bore (4.125 inches) and the 302 crank (3 inch stroke) because they rev out to 9,000 - 10,000 rpm and stay together. Im not a fan of 400s and these long stroke small blocks. Ive burned more 383s and 400s with a 283 or 327 than I can remember. A 350 and 383 are good street engines but the shorter stroke engines rev faster and higher and are much better for racing purposes. I love your videos BTW!!!
I have a 1970 Chevelle 4dr. daily driver with a 307 , I am building a 66, 327 Small journal .030 over flat top pistons molly rings Comp hi energy cam with pretty much stock specks on 110 degree center lime for a wide power ban for a 700R4 auto trans. Will be using 882 casting heads and a factory aluminum intake and Q jet carb. I will be adding block huger tube headers and I am hoping this combo will give me good mileage & pull a good sized trailer with out issues in the Chevelle. And yes
I have a 1967 C50 Chevrolet with a Chevrolet 4 speed, reverse to the left and to the seat. The engine is a '68 (I believe) 327 with the "two tall towers" heads and a Two-Jet Rochester carb and points distributor. Always wanted to bring this old truck back to life.
Have to say I'm loving your channel. They way you speak and describe things is perfect. Don't know why but I've always loved the idea of a 327. Here in Australia the common V8 growing up (25 yrs ago) was the holden 308. 4 inch bore, but a small stroke. The chev guys nearly always went 350. There were a few 307's kicking around but the unique bore size meant that there weren't too many compatible parts kicking about. I'm starting to source parts for my build, and I think I might go 327. 350 block (maybe a later model roller), with a 327 LJ crank. I also believe I can use 5.85" rods with stock 350 pistons with this combo. Should be a nice bottom end which will handle some revs.
That sounds good but they went larger diameter for the crankshaft overlap. The 302 could be made by putting a 283 crank in an early 327 block but the cranks would crack under extended 8000 rpm road racing stress. If you go 2.100 on the rods and 2.450 on the mains the overlap is substantially better same as the 400 versus the 350
hi - love the vids buddy.i have about 50 steel cranks for sj 327 as well as lj 327s. i hear the large journal ones are getting very hard to find. in addition i have many steel cranks for 283s and 302s. i also have a few bb chevy steel cranks for the 396/427 engines with cross drilling. if you ever need any of these i will sell them on the cheap. i have what i need and theres plenty extra. keep up the good work and i will keep enjoying the vids. take care Don
Finally it’s clear on 327’s! Hope you can do a thing on 400’s destroked to 377 or a 350 stroked to 383! The advantages or disadvantages of these two combos! Thanks great viewing! New follower after the 305 one! Awesome 😎
If you have a 400 use it along with some good heads, they make a lot of torque and don't need to be turned up any more than 6000 rpm, they make great street or baraket engines, by the way, use 6 inch rods in it.
We run 350's every Friday during race night at 8,000rpm, using standard mains and journal sizes, the valve train is more important at those speeds than the bottom end is. We had a small 400 in our 72 Caprice, it was a good little engine, in my opinion though it can't hold a candle to a 383, and they are so easy to make now and are cheap to build.
First off great informational videos and I'm happy to support! I had purchased a 73 k20 years back and was told it had a 67' 327 with 350 heads I still have not ran any numbers to check if it's a 327. As for what I got in your video only 68-69 327's were inter-changeable with 350ci and not pre 68 or is it just the internal block components for 68-69 327ci that are same as 350?
L79 was the king 327 but in mid 60s the heads with double hump on front usually meant factory 300 HP. And they rev nice and quick. If i remember correct factory numbers were 365 on L79.
I want to build a 327 SBC for my dirt modified. With our open engine rules the maximum displacement is 362 for a SBC, and you can’t stroke or de-stroke your engine, but you can run 327, 305, or 283, as long as the parts match. I know there’s guys who run those shorter strokes engines, and turn 10,000RPM.
The 350 was introduced in 67. According to Motors Manual, and other sources, the 67 350 also had SMALL JOURNALS . Will that same size journal crank fit the same size 327? Making the older 327's a 350.
Do you think a 327 should be used in a 66 c10 longbed with 373 gears if I just plan to use to tow a boat every now and then? I already have a rebuildable small journal 327 and thinking about rebuilding it? The machine shop said I should go the crate 350 route since it has more torque for towing, but I thought some c10 came with 327's.
There is 2 327 blocks in 1968 , 512 casting 350 hp small crank . The other 678 casting 275 hp same block for a1968 Z28 302 290hp . Big crank . I them all in my shop im
I understand that there is a bearing kit available to run small journal crank in a large journal block. I have a Std forged 327- 365HP crank and rods that I am considering to build using a 350 block.
I have a 66ss Chevelle and I'm just about to drop a L79 sb 327 all the way down to the steel crank and I've added a set of Dart Motown heads CNC Ported victor jr intake ported a 750 turned into a 850 isck solid lift cam and Muncie 4sd with a 12 bolt posi with a Zoom clutch set up!!! The block had 21000 original miles so I didn't bore it and went with the stock 11to1 pistons and rods but I did change the rod bolts to ARP and the mains now have ARP studs with a windage tray!!!! I'm hoping for low 11s in the Quarter mile what do you think?
Thanks for your reply on the Topic I’ve always heard this as well and seen it with a 400 personally does drilling the steam holes into the cylinder heads help relieve this issue at all I don’t know of any aftermarket heads that came with them ? Or is it more to do with the Siamese bores ? Love the videos it nice to see someone who actually knows what they are talking about to share knowledge and experience.
Unfortunately, the Federal Exhaust Gas Fun Ban Ordinance (BABVVO) and Transport Tourism Emission Restriction Federal Ordinance (TEBBVO) will soon ban driving combustion engines in public outside of proven commuter trips and transport trips, because then exhaust gas fun WILL be a traffic offense!!!!!! Furthermore, a vehicle tax of 30,000 euros for exhaust gas-emitting combustion engines was threatened!!!
I have a question I have a 69 327 in a 84 Pontiac trans-am that me and my father were doing for a project, he passed away 2 years ago so I'm finishing the car. My question is were these engines internally balanced or externally balanced? My engine has a vibration during acceleration and I was wondering if its possible to get rid of the vibration, maybe a fluid dampener or possibly another way. Thanks in advance
I have a 327 block casting 3914678 and I don't know what to do with it (guy I got it from thought it was a 350) so looked the number up and I see they used these blocks for 302, 327 & 350 so I check the stamped code on the front and it comes back to 1968 327 from a Camaro, the cast date on the block is 11th month of 67 so would this be a 68 with the bigger journals? I would rather just use the parts I already have for a 350 if I can do that. Thanks
What is it about that shorter stroke that makes the 327 scream so well?? Everybody wants a “ stroker” these days while I’m wanting a old short stroke. Neighbor has a 302 Camaro and 302 Ford that both sound awesome. Stomp the gas and they scream! 4 inch bores with a tiny stroke just seem to have a very unique sound and character
A big factor in RPM capability is piston speed, the shorter the stroke the slower the average piston speed is at a given RPM the piston speed can be calculated by selecting an RPM for example 7000 and multiply it by the stroke length in this case 7000 times 3.25 and you get 22750 divide that by 6 and you get 3791 this number is the average piston speed in Feet Per Minute on a mild engine we don't want to see over 4000 FPM the 327 is well below it at 7K a 350 on the other hand is 4060 7000 on a mild engine that is twisting the rotating assembly to a more distressing level now keep in mind you can build an engine to go well beyond 4000 FPM but you really need to upgrade your build with much better internal parts and more time consuming building procedures. If we run the numbers for a 383 stroker it's at 4375 FPM at 7K RPM you can do it but it really needs much better parts the 327 on the other hand will scream to 7000+ all day long with no real concerns about internal parts coming apart
When Chevy brought out the 350, 4" bore by 3.48" stroke compared to the 327's 3.25" stroke, there was a lot of discussion over which was the better engine. In several build offs done by Hot Rod, Car Craft and Hot Rodding magazines showed that the 327's actually made more horsepower than the 350 did. There are a couple reasons for this. First is Rod length to Stroke ratio, in which the 327 has the advantage. Second is that at the time rpm in a small block was everything, and the 327 would spin higher than a 350. Also the 350 was kept over the 327 was because of Chevy wanting to keep as much power as possible and with the EPA cracking down on them more cubic inches was deemed the way to keep as much horsepower as possible.
yes that is true it uses the same connecting rod as a 350 5.700 with a 3.250 stroke in order to get the piston close to the deck surface it has more piston pin compression height in other words the pin bore is lower on the piston that the 350 piston this is also how most 383 pistons are as well excetp in the case of the 383 the piston pin compression height is higher the pin is raised very close to the oil ring groove and the piston is shorter you just gave me a great idea for a video Thanks
I have a block and heads cast in mexico and accorging to what i found it was cast in 1988 and yet its a 2piece rear main and has the same lifter valley as 305 roller engine has the bosses for the roller setup its different than any ive seen but i think its very well cast and is potentially better thanthe post or pre 86 american cast blocks
HI. I'm the owner of a 1967 chevy chevelle 4 door hardtop with a 327 275HP motor in it and I have a question about gas. Here in France it is not possible to find leaded gas any more like in the USA I guess. So the question is : Do I have to put an aditive in the 98 gas I use in my chevelle to replace the unexisted lead or can I run the motor using the gas straight from the service station? Considering that I don't have the money to modifie the engine valve seats what would be the best solution of course. There're 2 schools here, some guy says "Oh, you can use the gas straight from the pump, you don't use your motor intensivly enough to do any damage to it". Some other guy says that you have to mix an aditive with the gas unless you are going to damage the valve seats. Anyway I use the aditive because I don't want to take the risk to damage my motor (they way more difficult to find here) but I'd like to have an objective awnser to that question. Thanks for your awnser. Thomas.
I'm building a L79 short block. It has low mileage so I'm using the original 11to1 pistons but I have changed the rod bolts to ARP bolts and main cap bolts to ARP bolts also! I'm putting my Dart Motown heads on with a Isky solid lift cam and a Victor jr intake and a 750 turned into a 825 cfm Holley which I followed the instructions from the Holley carb book! It going into my 66ss Chevelle and it has a muncie 4 sd with a 12 bolt and a brut strength carrier and 4:88 Chevrolet gears and a Zoom clutch! I have a 11to 1 350 sb in the car and it ran mid 11s! How much slower do you think that the car will go with the smaller motor? I also had a 69 DZ 302 short block I could have used but that was a Big drop in cubes! Btw the 302 is for sale if you know someone???
During the 60's the muscle car wars hit its zenith and 327's were done right. Even the stock, low power motors had heads with good compression. The Camel hump heads were excellent performance heads. But shortly after the introduction of the 350 GM started de-rating motors because of pressure from legislators and insurance company's. They were coming out with stuff like the notoriously bad "smog heads" with low compression. Some people even figured out that they could improve their Camaro with stock 327 heads. That is the biggest reason why the 327 got a reputation for being superior to the 350. Given similar components they are actually very comparable. They just shine at different power bands.
Thanks for all the good information and videos. Is there any way to visually confirm (without looking at casting numbers) whether you are looking at a 350 compared to a 327 installed in a vehicle?
Good info. I recently purchased a YW 327 that the seller claimed came out of a vette. WRONG! It was more than likely pulled from a school bus. Small journal mains with 1.72 intake valve's. And my machinist is trying to sell me a 350 stating the parts are cheaper. I think now ill keep the 327. Thanks.👍
L79! The merry-go-round analogy reminds ! that there is a Grateful Dead song 'The Faster We Go, the Rounder We Get'!
The 327 is easily the best old school small block ever built. I will ALWAYS build a 327 before I'll build a 350. They rev SO much better than the 350 that the slight loss in torque is WELL worth it.
Thank you for the education on the 327 engine. I once had the opportunity to purchase a 327 for a 1978 build in the 80s. I passed because I had just purchased a 350. I wish I had purchased it. They were not asking very much. I verified with the numbers, it was a true early model 327. I wish I had that engine today.
My 68 Vette had a 327 and it was amazing. What made it excellent was the Camel Hump heads . It did rev very nicely.
A 327 has a better bore stroke ratio,they like to rev , not as good as a 302 ,but better than 350
Years ago I had a '66 El Camino with a 327. Quietest smoothest motor I ever had and when you put your foot in it it was like a rocket ship.
About to put one in my 64 elco
I got me a 327 block but has 350 heads u think it will be ok?
@@funes3699 yeah should work just fine just make sure u put good valve springs in there
Your clarity is and command of this subject is always welcome. Thanks for posting!
Always very interesting!!
I want to point one thing today that you probably haven't hear very often and it is the quality of your language. You have a very good English whit a perfect pronunciation. It adds to the value of your explainations.
Thank you!!
Thank You
Mr. Torres your videos have helped me so much with my chevy
The journal size was increased in conjunction with nodular cast iron crankshafts. The small journal cranks are all forged and are stronger than the large journal cast cranks.
Oh that makes sense!! Bigger to compensate for a weaker material and also cheaper to produce.
So I just look for small journal crankshaft for my lt1
Correct. When you look at the crank the casting flash is about 1/2" wide
Were the old 327s the same bore as a 350, but shorter stroke?
John Tate, Yes, all 327’s have a 4.00” bore and 3.25” stroke, only difference is journal size.
I love my small journal👍🇺🇸🤙
The 327 has always been near & dear to my heart . 307s are plentyfull & people dont want them so use the crank from a 307 put it in a 350 block & you have a 327 & you can use the 350 rod but you will still need the 327 piston. THX.
Best analogy I’ve heard on explaining surface speed. Have wondered about the larger crank in 68-69 327. Thanks for info.
Still running my small journal 327 crank in a brand new 4 bolt GM block with spacer bearings on the mains. The other thing that most don't know is every small journal 327 crank was forged from the factory.
Max Brouggy I know I really miss my 62 had 365 free flow heads 11 and a 1/2 to 1 pop ups port matched everything crane 228 232 at 0 50 cam badass ignition system in a 2400 lb truck. Nothing like it. Until you build a Stout 383 pisses you off makes you wonder why you wasted all that time on that little 327
I'd wondered how the spacer bearings held up, sounds like they do, thought about doing that myself since I have a 4 bolt block I could put my extra 327 sj crank in.
@@peterdragon9630 2 years on and still no problems, I turn this 7,000 on the strip.
I heard some say only the 350 and 365 horse small journals were forged cranks. I have a 65 300hp 327. It's already 30 over but worn. If it really has a forged crank I would like to bore it 40 over if possible and keep the engine . I already have brodix ik180s , performer and a holly 600 do on it. Only need better rods I'm guessing to push a 7k redline with a bigger cam. Have to old 30 30 gm cam in it now
Good info.
The 67 302 was produced with a small journal crank with a 2.300/2.000 main/rod journal diameter with a 3.000 stroke and a 4.000 bore.
The 67 302 cranks were basically 283 units and the blocks were small journal 327 units.
That changed in 68 and 69 which were large journal cranks and blocks.
Also some performance bearing manufacturers produce special bearings/spacers that allow a small journal crank to be used in a large journal block.
The smaller diameter journals lower the bearing surface speed, reduce frictional loss and lower oil temps in high RPM operation.
Yep you are correct on all points
So what makes more power? the 350 or the 327 small journal/large journal ?
w41duvernay depends on heads ... compression etc.. all else equal, the 350.. more displacement..
So basically then you could create a hybrid SJ 327 with a standard 350 block and get all the benefits of an SJ with high RPM ranges. Interesting.
Great Videos, I really like the in depth explanations, which explain the physics, cause, and effect of all the different variables that go into tuning an engine
Glad you mentioned the SB 400. They were notorious for running hot in the summertime with the air conditoning on. They were not very economical either. They did not like hard running at all. I had one. It sucked. And not just gas. An old fashioned mechanic told me 'Never before has so much hot iron tried to cool itself with so little water'.
Love the content craig. Im not banging on people, im just amazed at how much information has been lost that used to be common knowledge about small block chevs! Glad you're clearing some things up.rod & main journal sizes changed but ROD LENGTH STAYED CONSISTENT at 5.700.All GM did was moved the wristpin location on the piston! Exception: 400 sb wich is 5.565 for cam clearance. 327 were a fave for pro stock racers for many years the rod angle is the best of any sbc.Also if a guy is hellbent on a large journal 327 build and needs a crankshaft dont overlook the 307 as they have the same 3.25 stroke. 69-74. I used to get them given to me for free all the time! I started out collecting/ building/ selling 348- 409s as a teen in the 80s when nobody wanted them. Been in the game a long time craig with restoration work for both Henry Ford & Sloan museum so im not just another yahoo out there, when I give info it is sound proven and trusted! Keep up the great work.
Awesome videos man I like the way you keep it clean! One thing I would like to point out is the 302 sbc shared the same crankshaft as the 283 sbc I used to de stroke 305 Chevy engines that would rev quick and high using the large journal 68-69 283/302 cranks, noted they were smaller bore than the 283's which gave less cubic inches so it made for a lighter top end weight, I had to use a different connecting rod length though because the pistons set low in the bore, I used 305 truck pistons and 62-64 cc heads because the 58cc heads didn't flow enough air when you revved it up high, I did it on a whim just playing with parts to see how it would run, I have to say I was impressed with them! I've since moved on to Pontiac engines and I am very satisfied now, but those were some low budget days filled with good memories and friends that I'll never forget! keep the videos coming and I'll keep watching!
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@Aden Kaiser instablaster :)
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I'd definitely appreciate an in depth video on the 400, I had one in my pickup and it was a beast. still have the engine and plan on rebuilding it soon. I've heard about overheating issues though I never had that problem. I've heard the cylinder walls are thin due to the large bore and I've heard they have extra water ports but it would sure be nice to clear up the patch work of Info
400s have siamesed bores and steam holes in the heads,anything else?
The cylinder walls arent thin, its just that they are siamesed, so they dont provide as much surface area to the cooling water. Smokey yunick did a good job explaining the differences and what they mean regarding cooling and bore concentricity as the engine heats up.
Nice explanation on the 327 - I have a 68 Camaro with the original 2 bolt Large journal 327. Interesting about the 327's in '69 where block casting #3932386 was used for the 302 (DZ motor) - there were 2 versions , supposedly - 2 or 4 bolt. The DZ of course used the 4-bolt one.
Cool chat about the small block.
Thanks for Sharing the Video... I had one of those two year only 327 that was my first engine builds at 14yrs old... That was over 40yrs ago... It landed in a '66 Chevy II post car my first Hot Rod. I beat all kinds of cars only Central Ave. here in Phoenix. Good Times
I put a 265 crank and rods in a 327 .. it melted somewhere around 10 grand, got a custom hood for my next nova though ..
So you had 301.88 cubic inches AKA as a 302, like the real Z/28.
You can also use a 307 crank with a 350 block to build a 327 large journal. But I 'm sure you know this but for some reason nobody talks about it. Keep up the great info.
I bought a 1963 327 to rebuild and put into my 62 short bed fleetside C10. Gonna be one helluva truck...
Hey really enjoying all the new videos lately! Been watching your videos for years now, so thanks for taking the time to share your insights!
your welcome
Great videos....Lets see a 283 build.
267 build lol
Good information thanks I’ve got a 68 chevelle Malibu with a 327
Outstanding, I have a 62 327 cid with 80,000 original miles and I want to build a 302... Thank You for enlightening me...
In highschool I built a 327 from a 4 bolt 350 block and a 307 crank witch is the same as a large journal 327. 327/350 cam, 327/300 intake with a 2in spacer. Went in my 70 malibu. Those were the days.
had to reminded me of the 327 365HP (matching numbers) '65 Corvette roadster that I passed on in the '80s... damn it!
great video, awesome camera clarity.
Thank you for clearing up the air on the 327s. We got last year a 327 that my husbands step dad gave to him. He thought it came out of a 69 chevelle wagon, but after he ran the true numbers it was out of a 1968 camaro. So he is looking to build that engine eventually.
got 67 el camino with 327 small jurnal getting ready to rebuild can't wait
My brother bought a 350 from a engine shop I have a 1984 El Camino with a 283 L79 cam and he backs in next to me and pops the hood look my 350 I look at it and it has the vent in the back. I said no you have a 283/327. He traded for a 350 for his 71 RS and I get a 1967 Corvette 327 with a L79 in my El Camino now. 700r4 3:73 posi carbon fiber = fun ride
I loved the 400 I had. Vortec heads with steam holes drilled and an air gap intake. Never had problems overheating. I still regret selling it.
Great info. Grew up on small block Chevys
Love your channel. You have great insight especially for the amature like myself. currently building my first motor from the ground up 400sbc. done the top end several times but this will be my first bottom end. I've watched your videos and tought myself some very basic for you but nessecarry steps. just want too thank you for your channel and dedication too education people on the inns and outs of engine building. do you have a contact for details questions?
I have a '67 2nd design crate engine, bought new in '73 NOS, that I have had in several vehicles. It may find its way into the '55 Sedan Delivery now that I have retired and have more time.. Good Vid, Good Channel. I'm subscribed. 67YO retired male in rural Colorado.
Thank you for this video. I have a numbers matching 67 327 impala convertible. This really helped put
I remember my first oldsmobile that had a 455 cu in it. Gas prices back then was .87 cents a gallon.
by the way AMC/rambler made a 327 first and was kind of as hot rod motor for it day.. 327s installed in the 1957 Nash Ambassador and Hudson Hornet models in that it uses mechanical valve lifters and a higher compression ratio. Since both engines were rated at 255 hp (190 kW; 259 PS), it is probable that the Rebel's was underrated
Great video! I have a 67 impala with the original 327 in it.
Speed Racer Same here, is yours a project car too?
Should have mentioned all the early small journal 327's had factory forged cranks. Later large journals were cast.
I had a 67’ firebird with the 326 and the Power Glide. Loved that car....... That 2 speed was awesome and great for light to light racing.
326?
Hi... i have watched alot of your vid.s.... i really liked this 327.. one.....i.ve seen many times... it answers the hard to see questions.. the only question i can come...up with... is.. the journal size.. for camero...ss ...350 of the year... 1967.. is that..one still small jrnl...i also really... liked the 396...vid... and the monster.. v...6... 305 c..i..d.. have a great week...end...
small journal 327 cranks were forged steel ;) and this 1965 Chevy II I bought has a factory 300 hp 327 in it. The blocks casting number is 3790721 and its a 2 bolt block. Im building it for NHRA Super Stock SS/I class with a 4 speed. NASCAR engines use the 400 bore (4.125 inches) and the 302 crank (3 inch stroke) because they rev out to 9,000 - 10,000 rpm and stay together. Im not a fan of 400s and these long stroke small blocks. Ive burned more 383s and 400s with a 283 or 327 than I can remember. A 350 and 383 are good street engines but the shorter stroke engines rev faster and higher and are much better for racing purposes. I love your videos BTW!!!
I have a 1970 Chevelle 4dr. daily driver with a 307 , I am building a 66, 327 Small journal .030 over flat top pistons molly rings Comp hi energy cam with pretty much stock specks on 110 degree center lime for a wide power ban for a 700R4 auto trans. Will be using 882 casting heads and a factory aluminum intake and Q jet carb. I will be adding block huger tube headers and I am hoping this combo will give me good mileage & pull a good sized trailer with out issues in the Chevelle. And yes
I have a 1967 C50 Chevrolet with a Chevrolet 4 speed, reverse to the left and to the seat. The engine is a '68 (I believe) 327 with the "two tall towers" heads and a Two-Jet Rochester carb and points distributor. Always wanted to bring this old truck back to life.
Have to say I'm loving your channel. They way you speak and describe things is perfect. Don't know why but I've always loved the idea of a 327. Here in Australia the common V8 growing up (25 yrs ago) was the holden 308. 4 inch bore, but a small stroke. The chev guys nearly always went 350. There were a few 307's kicking around but the unique bore size meant that there weren't too many compatible parts kicking about. I'm starting to source parts for my build, and I think I might go 327. 350 block (maybe a later model roller), with a 327 LJ crank. I also believe I can use 5.85" rods with stock 350 pistons with this combo. Should be a nice bottom end which will handle some revs.
That sounds good but they went larger diameter for the crankshaft overlap.
The 302 could be made by putting a 283 crank in an early 327 block but the cranks would crack under extended 8000 rpm road racing stress.
If you go 2.100 on the rods and 2.450 on the mains the overlap is substantially better same as the 400 versus the 350
hi - love the vids buddy.i have about 50 steel cranks for sj 327 as well as lj 327s. i hear the large journal ones are getting very hard to find. in addition i have many steel cranks for 283s and 302s. i also have a few bb chevy steel cranks for the 396/427 engines with cross drilling. if you ever need any of these i will sell them on the cheap. i have what i need and theres plenty extra. keep up the good work and i will keep enjoying the vids. take care Don
Finally it’s clear on 327’s! Hope you can do a thing on 400’s destroked to 377 or a 350 stroked to 383! The advantages or disadvantages of these two combos! Thanks great viewing! New follower after the 305 one! Awesome 😎
If you have a 400 use it along with some good heads, they make a lot of torque and don't need to be turned up any more than 6000 rpm, they make great street or baraket engines, by the way, use 6 inch rods in it.
I had a 65 vette with a 327/350hp engine and it was awesome!
We run 350's every Friday during race night at 8,000rpm, using standard mains and journal sizes, the valve train is more important at those speeds than the bottom end is. We had a small 400 in our 72 Caprice, it was a good little engine, in my opinion though it can't hold a candle to a 383, and they are so easy to make now and are cheap to build.
There was a main journal shim kit that would fill the space between the small journal bearing and the large journal main saddle.
Great information. Man, I love this channel.
Thanks
1967 Camaros had a 350 available in the SS model. It was rated at 290 HP.
First off great informational videos and I'm happy to support! I had purchased a 73 k20 years back and was told it had a 67' 327 with 350 heads I still have not ran any numbers to check if it's a 327. As for what I got in your video only 68-69 327's were inter-changeable with 350ci and not pre 68 or is it just the internal block components for 68-69 327ci that are same as 350?
The 68/69 blocks are the same as the 350 blocks pre 68 block is different smaller main bores
bought new 62chev 327 cu. conv. 300hp. never got beat except by j2 olds 57 .
L79 was the king 327 but in mid 60s the heads with double hump on front usually meant factory 300 HP. And they rev nice and quick. If i remember correct factory numbers were 365 on L79.
The L79 in stock form was the 327 350 horse motor the 365 horse motors used the Duntov camshaft if I recall
@@danielmccoy8875
Correct
L76 is 327-365 in Corvettes
I have a 65 Vette
L79
327-350
L84 was the Fuelie 327
L75 was 327-300
Base model was 327-250
I want to build a 327 SBC for my dirt modified. With our open engine rules the maximum displacement is 362 for a SBC, and you can’t stroke or de-stroke your engine, but you can run 327, 305, or 283, as long as the parts match. I know there’s guys who run those shorter strokes engines, and turn 10,000RPM.
Thanks for the info...always great !!
The 350 was introduced in 67. According to Motors Manual, and other sources, the 67 350 also had SMALL JOURNALS . Will that same size journal crank fit the same size 327? Making the older 327's a 350.
Great explanation of journal,, with marry go round,,,I have s 327 in my stash,,, going to check date
Love them early model 327,s man! 4-speed with right gears,Tough engines.
Will you do a video build on that 327 and tell the specs and hp i have the same one you are doing for your friend.
Can You do a Video on the L79 327/350 Hp,,, I had one back in the day and thought it was a Great engine...!!!!!
Jack Assman , that's the engine I had in a 73 Vega.......fun shit.
@@oldgriz816 I bet it was fast as hell.
Do you think a 327 should be used in a 66 c10 longbed with 373 gears if I just plan to use to tow a boat every now and then? I already have a rebuildable small journal 327 and thinking about rebuilding it? The machine shop said I should go the crate 350 route since it has more torque for towing, but I thought some c10 came with 327's.
There is 2 327 blocks in 1968 , 512 casting 350 hp small crank . The other 678 casting 275 hp same block for a1968 Z28 302 290hp . Big crank . I them all in my shop im
I understand that there is a bearing kit available to run small journal crank in a large journal block. I have a Std forged 327- 365HP crank and rods that I am considering to build using a 350 block.
I ran a large journal 327 for years in dirt track racing. Fast rpm out of the turns. Out ran many Pontiacs, Fords and Chevy 350s.
I have a 66ss Chevelle and I'm just about to drop a L79 sb 327 all the way down to the steel crank and I've added a set of Dart Motown heads CNC Ported victor jr intake ported a 750 turned into a 850 isck solid lift cam and Muncie 4sd with a 12 bolt posi with a Zoom clutch set up!!! The block had 21000 original miles so I didn't bore it and went with the stock 11to1 pistons and rods but I did change the rod bolts to ARP and the mains now have ARP studs with a windage tray!!!! I'm hoping for low 11s in the Quarter mile what do you think?
Got a large journal 327 block out in my shed, I hope to build it some day.
Good vid. Did you consider the 307 for the purpose of comparison to the 283, 302, 305, 350, 400?
Ran across an old 327 in a junked Chevy school bus 65 back in the 70's
Thanks for your reply on the Topic I’ve always heard this as well and seen it with a 400 personally does drilling the steam holes into the cylinder heads help relieve this issue at all I don’t know of any aftermarket heads that came with them ? Or is it more to do with the Siamese bores ? Love the videos it nice to see someone who actually knows what they are talking about to share knowledge and experience.
Thanks, Yeah you halfto drill the steam holes
we never have drilled them n have yet to have problems
thanks you have answered a lot of questions
Unfortunately, the Federal Exhaust Gas Fun Ban Ordinance (BABVVO) and Transport Tourism Emission Restriction Federal Ordinance (TEBBVO) will soon ban driving combustion engines in public outside of proven commuter trips and transport trips, because then exhaust gas fun WILL be a traffic offense!!!!!! Furthermore, a vehicle tax of 30,000 euros for exhaust gas-emitting combustion engines was threatened!!!
I have a question I have a 69 327 in a 84 Pontiac trans-am that me and my father were doing for a project, he passed away 2 years ago so I'm finishing the car. My question is were these engines internally balanced or externally balanced? My engine has a vibration during acceleration and I was wondering if its possible to get rid of the vibration, maybe a fluid dampener or possibly another way. Thanks in advance
I have a 327 block casting 3914678 and I don't know what to do with it (guy I got it from thought it was a 350) so looked the number up and I see they used these blocks for 302, 327 & 350 so I check the stamped code on the front and it comes back to 1968 327 from a Camaro, the cast date on the block is 11th month of 67 so would this be a 68 with the bigger journals? I would rather just use the parts I already have for a 350 if I can do that. Thanks
Ive got a vette 327 sitting under the hood of a 1968 c20. Im currently building a 350 for my 1969 c20
Chevrolet produced some pretty respectable 327s in the early/mid 60's.
Yes they did. in '65 Chev. used a 375 hp /FI 327 in Vett's. And in '65 was the first 283 w/ 283 hp.
Thank you so much for your information I have a 68 Camaro with a 327
What is it about that shorter stroke that makes the 327 scream so well?? Everybody wants a “ stroker” these days while I’m wanting a old short stroke. Neighbor has a 302 Camaro and 302 Ford that both sound awesome. Stomp the gas and they scream! 4 inch bores with a tiny stroke just seem to have a very unique sound and character
A big factor in RPM capability is piston speed, the shorter the stroke the slower the average piston speed is at a given RPM the piston speed can be calculated by selecting an RPM for example 7000 and multiply it by the stroke length in this case 7000 times 3.25 and you get 22750 divide that by 6 and you get 3791 this number is the average piston speed in Feet Per Minute on a mild engine we don't want to see over 4000 FPM the 327 is well below it at 7K a 350 on the other hand is 4060 7000 on a mild engine that is twisting the rotating assembly to a more distressing level now keep in mind you can build an engine to go well beyond 4000 FPM but you really need to upgrade your build with much better internal parts and more time consuming building procedures.
If we run the numbers for a 383 stroker it's at 4375 FPM at 7K RPM you can do it but it really needs much better parts the 327 on the other hand will scream to 7000+ all day long with no real concerns about internal parts coming apart
When Chevy brought out the 350, 4" bore by 3.48" stroke compared to the 327's 3.25" stroke, there was a lot of discussion over which was the better engine. In several build offs done by Hot Rod, Car Craft and Hot Rodding magazines showed that the 327's actually made more horsepower than the 350 did. There are a couple reasons for this. First is Rod length to Stroke ratio, in which the 327 has the advantage. Second is that at the time rpm in a small block was everything, and the 327 would spin higher than a 350.
Also the 350 was kept over the 327 was because of Chevy wanting to keep as much power as possible and with the EPA cracking down on them more cubic inches was deemed the way to keep as much horsepower as possible.
Yea it's a shame the 327 went away after such a short time it really was a great engine
You forgot to mention the stock 327 piston has a different pin height. Good video
yes that is true it uses the same connecting rod as a 350 5.700 with a 3.250 stroke in order to get the piston close to the deck surface it has more piston pin compression height in other words the pin bore is lower on the piston that the 350 piston this is also how most 383 pistons are as well excetp in the case of the 383 the piston pin compression height is higher the pin is raised very close to the oil ring groove and the piston is shorter you just gave me a great idea for a video Thanks
I love your videos! I appreciate your knowledge! Keep it up
I have a block and heads cast in mexico and accorging to what i found it was cast in 1988 and yet its a 2piece rear main and has the same lifter valley as 305 roller engine has the bosses for the roller setup its different than any ive seen but i think its very well cast and is potentially better thanthe post or pre 86 american cast blocks
Had a small journal steel crank 327, tough high RPM motor.
What do you think a safe rpm limit would be for a large journal cast crank 327 with cast pistons and a balanced rotating assembly, with x rods
HI.
I'm the owner of a 1967 chevy chevelle 4 door hardtop with a 327 275HP motor in it and I have a question about gas.
Here in France it is not possible to find leaded gas any more like in the USA I guess. So the question is : Do I have to put an aditive in the 98 gas I use in my chevelle to replace the unexisted lead or can I run the motor using the gas straight from the service station?
Considering that I don't have the money to modifie the engine valve seats what would be the best solution of course.
There're 2 schools here, some guy says "Oh, you can use the gas straight from the pump, you don't use your motor intensivly enough to do any damage to it".
Some other guy says that you have to mix an aditive with the gas unless you are going to damage the valve seats.
Anyway I use the aditive because I don't want to take the risk to damage my motor (they way more difficult to find here) but I'd like to have an objective awnser to that question.
Thanks for your awnser. Thomas.
Use the lead additive for sure! If you are driving easy it will help but either way with no lead eventually the seats will get damaged
what worries me about my 1966 small journal 327 is,the rod bearings have no oil holes or grooves
I'm building a L79 short block. It has low mileage so I'm using the original 11to1 pistons but I have changed the rod bolts to ARP bolts and main cap bolts to ARP bolts also! I'm putting my Dart Motown heads on with a Isky solid lift cam and a Victor jr intake and a 750 turned into a 825 cfm Holley which I followed the instructions from the Holley carb book! It going into my 66ss Chevelle and it has a muncie 4 sd with a 12 bolt and a brut strength carrier and 4:88 Chevrolet gears and a Zoom clutch! I have a 11to 1 350 sb in the car and it ran mid 11s! How much slower do you think that the car will go with the smaller motor? I also had a 69 DZ 302 short block I could have used but that was a Big drop in cubes! Btw the 302 is for sale if you know someone???
During the 60's the muscle car wars hit its zenith and 327's were done right. Even the stock, low power motors had heads with good compression. The Camel hump heads were excellent performance heads. But shortly after the introduction of the 350 GM started de-rating motors because of pressure from legislators and insurance company's. They were coming out with stuff like the notoriously bad "smog heads" with low compression. Some people even figured out that they could improve their Camaro with stock 327 heads. That is the biggest reason why the 327 got a reputation for being superior to the 350. Given similar components they are actually very comparable. They just shine at different power bands.
Is the small journal the one with the oil stick sticking out of the middle of the motor?
Thanks for all the good information and videos. Is there any way to visually confirm (without looking at casting numbers) whether you are looking at a 350 compared to a 327 installed in a vehicle?
You can measure the diameter of the harmonic balancer. Bigger the stroke, wider the counterweight
very interesting, so much to know....I wonder how many builders have been fooled by the journal differences...
I have a 65 impala with a 327, im thinking about moving to a 350. I also would like an ls3. What donyou think. If you could choose
Good info. I recently purchased a YW 327 that the seller claimed came out of a vette. WRONG! It was more than likely pulled from a school bus. Small journal mains with 1.72 intake valve's. And my machinist is trying to sell me a 350 stating the parts are cheaper. I think now ill keep the 327. Thanks.👍
I feel good owning 3 400 blocks with heads (steam hole) and 2 283 blocks and 2 327 blocks and a bunch of various 350's :)