I miss the days of of using your brain, combining the right parts you scrounged for or followed leads on. making a deal, then putting it all together, Did all that on my first engine, a 64 327, 461 heads with a 3 angle valve job plus back cutting the valves themselves, Crane blue[print series factory cam, flat top pistons of machined heads and decked block, Holley dual plane intake and carb. Did it all myself in Auto class in the mid 80's. Thought I was the man! That was my first SBC and it was a great engine down in my 66 ElCamino; been hooked ever since and still doing it to this day. Great video.
Had several mid year corvettes with the 327 350 engines,they were great running cars straight from the factory,on the other hand had several big blocks and had some problems often with them. They had more hp and torque but the small blocks always seemed to run sweeter day after day with more reliability.
I love the 327, I have a small bearing 327 in my 1979 firebird that I use for circle-track spectator racing. I routinely rev it out to 8,000rpm and it has never broken anything. It was built back in 2007 and still going strong. Forged crank and pistons, but still a 2 bolt main. It ended up making 434hp at the axle and dominated my circle-track class 😁
Yeah, 8Krpm no sweat for a well built 327, we take ours 8,8 at the 1/4 mile drags with 5:14 rear and 29 inch tall slicks. We had 6:14 rear but man, 9,200 in the traps ----Yeeeps that's a little much.
I completely agree. Right driver 327 in a quarter mile will eat up that 350. But what do I know 🤔? Only have 4 right now. I would buy more when they're available. Back in the day I did have the fastest thing around. Find out how I set it up that 327 was 160 miles an hour. I also would tear it up in the quarter mile. But that was back in the day. The 80s were great. How'd I know it did 160 miles an hour the one time I loaned it out to a friend of mine. The sheriff clocked it. I'll take a well-built 327 anytime. I've got a guy who has won at 600 hp it has different heads. But what this guy says here in the videos right about the double humps heads and the small journal. with not a whole lot of money 💰 we would pay them over 400 horses. Well I hope you don't mind me sharing this story after your comment I figured you may appreciate it. One of the best place to find a 327? The easiest way is pick up an old scrap 307 with a good crank and slapped that crank with a couple other modifications into a 350 block four-bolt main truck engine. Heather wise head out to farm country especially Kansas maybe Nebraska and The Dakotas and buy an old grain truck. They're cheap enough about a lot of them had inline 6. Go out there just RUclips search it. There are salvage yards out there. Have a great day is getting long.
In 1967 I built thousands of 327's. How ? It was my summer job after graduating high school in Flint, Michigan. I worked on the assembly line of the Van Slyke Engine Plant at Chevrolet Division. Primarily I installed engine heads 8 hours per day. I also raced a 1957 Chevy Coupe at West Branch, Michigan on the 1/4 mile stock car track. If you want a cast iron engine (which I no longer use) ... take a 327 block, install a 283 crank, install a 375 solid camshaft, install 12.5 -to-1 pistons, a dominator Holley, fuel injection heads, and a set of headers. This was before we had access to dyno's, but when Chevy copied our model, they advertised over 500hp and installed it in the Camaro with chambered exhaust (Z28). This motor spooled rpm's very fast and produced extravagant torque. Amazingly, it would hold together very well. I could go an entire season with no replacement parts required.
You are the man, back in the 80’s my foreman at Don Signer Buick was Gene West and he was a boat racer, factory GM drag racer. He helped develop fuel injection and other fuel related issues for GM . He was able to build a dream car as an experimental. It was a Nova , not exactly sure of the year, like a 68 or 69 and an all aluminum 427. Some of the top brass got wind of Genes mean machine and wanted to drive it. And in less than 5 seconds it was totaled into the wall. He was a real drag racer and his specialty was boats. He invented the dial-a-jet and sold this to Crower I believe. He raced his boat against Eddie hill in Texas before he went on to top fuel. Gene built an all aluminum, blown, fuel injected , alcohol burning beast for his drag boat. It had an air shifted two speed and had to leave the line in second because it was too much in first , go out 50 feet then back to first then shift again. He also had reverse wired an alternator and mounted it directly to the harmonic balancer to eliminate the belt drive. This guy was a cool dude and he was so fun to work beside especially when a Grand National came in. He water skied at over 100. Hey Gene West, Saturday night and World of Outlaws are in town Steve Kinser and Sammy Swindell !
My favorite motor was the 327/365 in a 1965 Corvette roadster. I owned the mighty 427 solid lifter cars too, and sure they were faster, but the little high winding 327 was a blast to drive--and you could actually drive past a gas station. Was thinking of making another high winding small block something, and this info is interesting.
Friend of mine back in the ‘70s took a 350 .30 over, put a 283 crank in it and of course much more. But that big bore short stroke engine revved like mad.
Great video and very good information. 327 is a great engine but if you're planning on building one and not using fifty-year-old rotating assembly you can plan on spending $1,000 Plus on Parts as they're no longer off the shelf. Also a set of even 180 AFR heads will produce about 75 more horsepower than the original camel camel hump heads without significant modification and a far better combustion chamber design. Please keep this great content coming
Listening to this brings back memories. A lot of small block Chevy 327 talk when I was a kid. I remember Chevy rebuild kits were inexpensive (Even for that time) and there were a lot of combinations. A lot of camshaft talk.
You can make a large journal 327 by finding a 68-73 307 crank and rods as the 307 crank is large jounal and same stroke as the 327 and will fit in a 69 to 85 350 blocks. The 265-327 small blocks allways seem to be one smooth and tight winding engine and seemed to be a little better on fuel. I have a 76 Impala engine that I installed in a 66 chevy pu in 84 that had 24,000 mile,still driving that truck with over 300,000 miles and besides good maintenance,I changed the timing gear set,and still runs and drives like a dream.
I had a 67 Chevelle with the 327-275 hp engine. It came with the 1.94/1.50 double hump heads and a forged crank. With the 350 hp Corvette cam, a Z28 intake, Holley 750 and headers, it was good for 13:30s at the dragstrip. GM built some great engines back then, but it's hard to compare to todays high tech stuff.
Let's see how many of todays high tech stuff are still around 50/60/70 years from now. Keep in mind there are still quite a few restored 55 Belirs with original 265s still getting used alot !
The thing about the power pack heads was it's closed in more. And that gives the motor more compression. It's kind of like having pop up pistons having a closed chamber head.
In 1967 bought a 327 350hp Corvett New in the crate engine with FI heads to put into my 1957 2 door Bel Air Chevy & a B&M hydro, Headers, Traction Bars to cruise Van Nuys Blvd in Southern California, Fun time to be a teenager.
Used to run a B&M supercharged 327 at new England Dragway. That car ran High tens, and the rpm's made goosebumps on your arms just before it shifted. Great motor back in the day. Aftermarket parts has made them obsolete in this day and age, but they did run very well!
@@timothythomas1737 for some reason, chevy believers believe in several myths. For example. All 202 heads are fuelie heads. One day I'm going to compile all of them.
I've heard from many racing engine builders that they prefer the small journal engines to get the oiling they need for the engine to survive high rpm operation. It makes sense to me because they tend to blueprint the lower end with greater bearing clearances so oil pressure becomes even more important. The larger journal gives the oil from the crankshaft a larger area to escape the bearing and the smaller one may hold it in better. I always thought that was an interesting concept.
Actually it’s the lower speed on the smaller diameter journal that makes them better for high rpm durability. Oil doesn’t “escape” easier from a larger journal area. It’s like being on a play-school merry go round. It’s a wild ride hanging on the outside but get near the middle and it’s a completely different story.
40 years ago I build a 327 in a 1968 Camaro. I took a 4 bolt main 1969 350 block out of a 1 ton Chevy truck and built it with a big journal 327 crank, pistons and rods. Worked fine. Great race car.
Another tip to finding a large journal 327 FORGED crank. They were put in a lot of Chris Craft boats. Back in the late 70's & early 80's I was able to find 5 in different boat yards that were parting out boats. Sold them for a lot of money to fund my habit!
The engine in my 55 chevy is a small journal 327.Its based on a factory 300 horse engine.The short block came out of a 1964 2 ton and I scrounged around and found all the right bolt ons. It has an Edelbrock performer cam which is slightly larger than the factory offering but still fairly mild.
Back in 1979 I built a .30 over 327 with TRW 12.5 compression pistons sealed with Total Seal gapless piston rings a General Kinetic flat tappet solid camshaft activating 202 camel back heads with screw in studs and guide plates cast four barrel intake manifold topped off with a Holley 750 double pumper and believe it or not it would out run many big block Fords Chevies and Mopars and the car it was in was a 4spd 1964 Chevy Impala SS with 4.88 posi rear end 💪.
What horsepower would a 327 Chevy engine border 60 over Flat top Pistons very.agressive can high performance aluminum heads small journal crank 600 holly carb
That carburetor seems way too big. A 670 doesn't sound as manly but, it's more properly sized for efficiency. That = more power everywhere. Sounds good though
@@heffedirte6243 actually it was awful on the street getting no better than 5 mpg at best (with carb, camshaft and rear end gearing) but on the drag strip it was perfect !
To sound like a kid again. 327 rules. But what you said was a great tutorial. I just like to 327 for the reasons you mentioned. About 425 horsepower with a double hump heads. Well I know has one cranking out 650 horsepower but he has aftermarket heads intakes etc. Not to mention the internals of the engine. I've got 350 on the stand but I'm always looking for a good 327. Nowadays the 5.3 is so tempting.
First car was a new '65'' malibu. 327 cu.in. 300 hp . 4 spd. Second day I bought solid lifters and 365 fuely camshaft . $16 and $32. $48 for my cam and solids . Had Nickey put in a 4:11. Added laker pipes. Could not afford headers. 7'' slicks at the track.Best time was 13:98 , 102mph.
I always try & use 327s to the point I was down to my very last standard bore 1967 block, crank & rods I had. I re machined it, did everything because I had no history on it and the old bearings all looked like crap. It was line bored the mains, decked .010 to clean up and bored to 331 flat tops, magnflexed the crank & rods and ground the crank .010/.010 opened up the side clearance of rods to .014 , recon the rods with ARP hardware everywhere. Balanced & blueprinted it to Smokeys power secrets book, used a Comp Cams Hydr flat tappet cam and a high pressure standard volume oil pump. Used a pair of iron Corvette 1.94 intake 881 casting heads and factory aluminum intake & Q jet. Dropped it in my 1970 Chevelle 4 door with a 700-R4 trans & 355 rear as a daily driver for my wife. I ( correction , WE ! ) now have right at 3,000 miles on the 327 rebuild, it has 65 pounds of oil pressure hot and the motor is totally silent. We got stuck in traffic in the heat of the day over 90 today for over a hour with the water temp of the 327 no higher then 170 degrees with the A/C on ! I used molly rings that most times suck a little oil till they take a good seat, however this 327 I have never had to add a drop in the first 3,000 miles! I expect it to run a good 250K miles with no issues except now my wife will not let me use it as she never shuts the damn thing off ! That's ok I use my 68 RS/SS Camaro with home grown old school 1970 LT -1. With Gas at 5 bucks a gallon and expected to be over 9 bucks soon ( Thanks Joe Biden ) I am so glade I didn't build any big blocks !!!!. I wish I had another standard bore 327 block because I still have a brand NEW in the box forged 283 crank! and we know what we get with a 283 crank in a 327 block righrt ???? Yeah ----- I want to do one with a looooong deration solid lifter cam & Victor intake. Wish I could get the cam specks for that 302 Smokey built & put in that Grand Prix Camaro with the hemi heads ??? That puppy sounds sooooooo sweet. See link ruclips.net/video/jHQAQ6Ds34A/видео.html
A buddy of mine had a 69 Camero z28 that had a dz302 in it with a solid roller and aftermarket heads and I think 4.11 gears with a rock crusher 4 speed and that damn thing would pull hard. It was very impressive. I would build one in a heartbeat if I had the parts. 8k rpm was normal for that little motor.
I have a 67 sj complete 327 and a 302 (283) crank that I'm gonna also together. I have a complete 68 real 302. It's a snappy lil engine. I love the 327 engines
I had a friend that had a built 327, back in the day. It rev'd so high that it would throw off the fan belt. Fan belt sollution was deep V pulley. He had it built to a "recepe" from Popular Hodrodding. I remember going with him to the junkyards looking for certain desireable block numbers. Also looked for the"2.02" valved heads.
@@1q2w3e922 The most common double humps didn't have 2.02" valves. Most were just the garden verity 1.94 " They all were pre smog small chamber 64-68 cc I have a set of performance large 76cc smog heads that came with 2.02" valves.
We had our 327300hp heads built in the mid eighties. Race engine builder rated it at over 400hp. The power glide got a heavy duty clutch installed. I had to brace my head if I stood on it when it shifted., because it would snap your neck. The set up went back in the family 1965 Impala SS. What a work horse. Daily driver, drag strip, hauling the boat, 12 MPG, ect. Fun Times.
In highschool I build a poor boy 327 for my Chevelle. I used a 307 crank in a 4 bolt 350 block with camel heads 327/350 cam... the 307 and large journal 327 crank are the same. Never let me down through my senior year 1978.
Super informative. Good coverage of the small journal advantage. Similar to a Mopar 400 with it's teensy stroke that can really rev out. I'd love a 327 in a light car.
The Wizard of Melvern Pa one Bill Grumpy Jenkins identified this way back in the late 60. If you know anything about him he smoked a lot of Mopars running a 327 in a Chevy Nova. I'm talking Hemi cars back in the day. Great video young man keep up the great work your doing...
In 1968 my Dad bought me a 55 tbird for $800! Then he went to a friends junkyard and bought a 327 350 hp 4 speed Muncie out of a wrecked corvette. There was not a piece of the car left bigger than a hat , that should have told us something! With the original tbird rear end it would run 70 in first gear and 110 in 2nd, 142 in fourth was easy! I never got a 4.11 rear end but wanted one! My brother still has the car!
The 67 350 in the 67 Camaro was a large journal small block. The 67 Camaro was the first year GM introduced the 350 in a passenger car. That is what makes the 67 Camaro 350 very special.
68 Corvette Convertible with a 327-300, you could spin through all 4 gears in a burnout, 4th gear screaming it was doing about about 60 by then. Once you busted them loose in 1st, you could bang through all 4 and keep the smoke rolling. Lol good times.
I built a 400 block with a 307 crank and Vortec heads and a small CompCams cam. 420 rwhp, nice idle, never overheats, no smoke, no detonation. Very cost effective.
My dad had the smal journal in a 71 el camino ss non numbers matching of course and he use to tell me about the 327s all the time he didn't know about the whole small vs large journal I found that out myself years later. But he was like one way u can tell the difference between a 327 & a 350 is where u dump oil in at it had the long oil tube in thr front that would be sticking out. But most of all he talk about the revs. They giy he got it from had it rebuilt and was hard on it most of the time and wore out the rings. So when my dad got it he had to choose to put new rings in the 327 or go with a brand new 350 or go with a corvette 350. He was 16 or 17 at the time and he went with the regular 350 and he always regret it. Then when I got my s10 he wqs like ik the perfect v8 for it & that's how I got introduced to the 327(Small Journal)
327 with Dart or AFR cylinder heads make for a great combo. Over 500 hp at 7000 rpm. And a 327 loves to rev. One more, get a 62-67 small journal 327 and a 283 crank and build yourself a screaming 301/302.
Excellent video. Sensible, no exaggerating, everything that needed to be said & 100% spot on…so yup, I hit subscribe. You got the video creation thing dialled in 😎😎😎
I grabbed a '66 327 from an Impala, with the camelback heads. Had it rebuilt, .030 over on the piston bores, ported the heads, 10.5:1 compression pistons, Edelbrock Torker intake, Holley 600, headers, "hot" cam. I beat the hell out of it for 8 years before I broke a main bearing cap bolt. I could rev it to 7,000 rpm without floating any valves. I figured that it put out 350-375 hp, it was a blast to drive in a '72 Camaro with a Muncie 4-speed. Yes, the "weak" point of the 327 are the 2-bolt mains. I'd rather have an "old" 327 than a 350 any day of the week.
@Nick Snarski Not true. 1967 was the first year the 327 engine came with a two barrel carb and I don't think any 327 engine came stock with 10.1 compression either. 1962 - 1965 with 4 Barrel Carb (Low End Horsepower Model- Compression: 10.5), 1962 - 1968 with 4 Barrel Carb (Mid Range Horsepower Model- Compression: 10.5), 1962 - 1963 with 4 Barrel Carb (High End Horsepower Model- Compression: 11.25), 1962 - 1963 with Fuel Injection-(Compression: 11.25), 1964 - 1965 with 4 Barrel Carb (L76) (High End Horsepower Model- Compression: 11.0), 1964 - 1965 with Fuel Injection (L84) (Compression: 11.0), 1965 - 1968 with 4 Barrel Carb (L79) (Compression: 11.0), 1966 - 1968 with 4 Barrel Carb (Compression: 10.5), 1967 - 1969 with 2 Barrel Carb (Compression: 8.75 (9.0 for 1969), 1967 - 1968 with 4 Barrel Carb ( Compression: 11.00), 1969 with 2 Barrel Carb (Compression: 9.00)
1967 had low compression 9.0-1 was still a 4 bbl 210 hp.all small journal was at least 10.0-1 compression. The large journal was not in my comment 1968 327 was available 2 bbl 8.75-1 compression 210 hp.
I've ran 327, 350 and 400 engines and now I have a 383 on my stand, but so far I like the 327 the best. Hopefully the 383 changes my mind. I always used 307 cranks in a 350 blocks to make a 327.i have out ran many of big blocks and some nasty small blocks just because the lower end torque was a little less (hooked better), but made it up on the top end.
I'd be surprised if it will change your mind . Especially at the gas pump . 327 s are the most efficient builds Ive done and run . And they've been many . Also punched 307 to 327 , been eager to try the 400 sb version.
@@shawntailor5485 I had a nice 406, 5.7 rods, solid lift flat tappet cam, dart 215 heads, Victor Jr, 3000 stall with 3.89 gears. It was a stump puller, but if I had ever ran that car against the one I had the 327 in at a 35mph roll, the 327 would have blistered it's ass. Dead stop with slicks, the 406 would have torn it up. The 327 was still more fun to drive. They both got about 7mpg. If this 383 doesn't get me stiff, I'll be taking the crank rods and Pistons out and making it a 327 or 350. What they lack in low end, they more than make it up with midrange and top end.
Back in my teenage years i bought a 66 Impala super sport with the 327 double hump heads. I put a Holley carb and a set of headers. Boy did I have fun. Wished i still had that old car.
I have a 68 327 with a casting number that wasn’t shown on that list mine being 3970010 there’s been a ton of debate over the motor I have but the looking up the ID code it’s a 68 chevelle L79 motor🤠
I found a '64 L79 for my 74 Nova Hatchback some years back when I was a teenager. Never really understood much about it as it was more something I did with stepdad to spend time with him. I know the engine had a slight build to it, something about an RV cam, 10:1 compression after a .5 bore and domed piston heads. Had it mated to a 350 Turbo Hydromatic, but that had its own set of issues (mainly vacuum advance for shifting). Still have the car now, but need to get it back to running order with a new gas tank, transmission looked at, and set of tires. Was a project car I never got finished due to working more than I liked ending up tired too often. When I did drive it though, was a great engine and sounded nice...even if my neighbors at the time would disagree. Thanks for the information as it helped me do some quick identification to know the type of heads and such I have on them.
I've got a matching number 327 with the 2.02 heads in my '65 Impala SS. I've had the car since 1986 and had the engine rebuilt twice. It's now.40 over. With the factory 4 speed I regularly rev it to 6500 rpm and the engine loves it! I run it with an Edelbrock Performer intake, Holley 650 double pumper and a Comp Cams Mutha Thumpr camshaft. Its got a mean sounding idle. My neighbors can always tell when I take it out for a spin! I was in the right place at the right time and bought a 1965 396 Mark IV from a friend who couldn't get it to oil right. He had just rebuilt it. He was super frustrated one day and asked me if I wanted the engine. I said yes and he said $300! I took it to my engine rebuilder, and he found out the oil pump shaft wasn't connected. I had him do some more work on it, replace the bearings and rings, etc. All total I have $1500 into it and it's sitting on a stand waiting for the 327 to develop some problems. I guess I'll have to settle for torque over RPM's!
My 68 Shovel came with a small journal 327 and 2.02 fulie heads. The heads are date stamped November 1967. It had a square bore cast iron intake. There was no carb on it when I bought it and the cam was replaced by an engine builder. I have no idea what cam was in it but it was a hydraulic cam. I think knowing what cam was factory installed could have told the story. It was a stripped down car. Manual steering and drum brakes. It did have a console-less Muncie four speed in it from the factory. Unfortunately, the car is long gone. It had severe rust on the top and around the rear window. I kept the 327. It’s eventually going to get installed in my 63 Short Fleet.
One thing about small journal vs big journal you didn't mention is crankshaft strength. Crank strength comes from journal overlap. Increasing journal diameter increases journal overlap. So the bigger you go in stroke, the bigger you need to go in journal diameter.
@@darrellsomers5427I’ve read that . But … my first car a 66 Chevy 2 SS had a 283 and 2speed powerglide , as God as my witness it had a cast crank in it. It was just an old worn out car in 76’ when I got it for Christmas. By 83’ I had 13 different engines in the car . From experience in Sbc there is no substitution for cubic inches . My current 66Chevy2SS sports a DartLittleM smallblock with a 4.0 inch billet crank (427ci) the numbers matching 327/350hp L79 sits on an engine stand .No comparison in power. .
The 327 I built last winter for my daily driver now has 5,000+ miles on it, the molly rings and everything is now fully seated and that 327 with the 700R-4 can pull my big trailer like nothing. So never forget, that 327 is also a power house in a daily driver with the right cam choose. 70psi oil pressure cold, & 55 psi, hot with 30W oil & runs 165 degrees pulling the trailer at 70mph on hot Florida days. So there not just a drag race motor. Plus the 327 with a Q jet gets better mileage then my 350/700R-4 in my 71 P/U
Bill "Grumpy" Jenkins did very well in pro stock for a while with the small journal, which his was said to withstand 10,000 RPM. He also gas ported the pistons by drilling holes through the crowns.
I was a teenager in the 60's, the hay day for the 327. I can honestly say I never saw a 327 that didn't run great abnd did good at the back road drags. Having said that I've seen plenty of doggie 350's.
I still have my 327 (331) 67 issue. Have had it in my 67 chevelle running high 11s. My 67 Chevelle is being turned into a Pro Street car and is going to get a 427 LS motor. That was a hard decision, but I told myself that if I ever swapped, it would be for a 427.
The 67 Chevy C10 with a 327/3 speed transmission. The one I had was a 4 bolt main small journal steel crank with wide journals. And the heads were the hump heads and 1.94/1.5 valves with a Quadrajet.
Rod stroke ratio has been proven to be inapplicable at the rpms and power levels of street engines. Hence the fact that Jon Kasse won Engine Masters with a very short rod, tall piston, Ford 400 with a CHI heads+ intake and an extremely tight LSA, low ICL cam.
I love the exhaust sound of the 327/350 H.P 327. It's my favorite......I had a friend put a 350 H.P. 327 cam in my 67 Nova 283 because I wanted the exhaust sound. I didn't care if it made it perform better or not. I bought the cam at a Chevy dealership for 17 dollars and my friend installed the cam and a 4 barrel carb for me for a few bucks........
My hubby and friend are ccurrently building a tunnel ram 327 old style gasser motor, with tracker 1 heads, steel crank, H beams forged 12.7 pistons, big solid roller cam, hoping for 550 hp. At 8000 rpm !
Wish I had found this vid earlier I have a 1965 327 sbc came with a powerglide transmission on it and all the stuff except the a/c pump.was told it was 275 hp with the 2 barrel intake which has been replaced with a 4 barrel intake and holley 650 q jet carb.planning on putting it into a 1985 el camino.
Im running a 30 over 68 327 with vortec heads a mild cam and a highrise in my third gen and ive had it to about 6500 rpms I know it had more but I let out of it.Theese engines will indeed scream for sure and I honestly beleive they can get up to the 7000s safely with a good set up..my grandfather and an ole buddy of his told me when I was putting my car together they had one in an old nova and that they put a centerblock on the throttle and it set there for over 45 mins or longer just screaming floating the valves.lol now I dont how true that is it may of just been one of those ole timer tales but it was a pretty cool story nonetheless.lol.nice vid brother very informative
I've seen people actually do that brick on the throttle thing with several different engines, but never a 327 lol. For the record I don't recommend it. I drove quite a few original 327 novas, and camaros back in the 80's (I worked in a shop that specialized in restoring classic Chevys) and they always felt pretty fast to me. Way better than the average low compression 350 chevy in the 80's
Mangamaro92 , My 327 has a Forge Steel Vette crank , 12:1 Forge Pistons , Makes 450hp and went to 11,000rpm , I did this twice in 2009 for a few seconds and haven't done it since
@@jimthomas7251 I beleive mine are 12.1 as well I dont know for certain tho as I bought it as a short block I do know their the dish pistons.and 11000 rpms thats insane Ive always heard a 327 will rev like crazy Ive just not took to many chances with mine yet.lol
You may have forgotten to mention that pickup or truck even combine's had 327's in them. I have a 1964 (I think ) 327 all stock with 4-barrel junk heads call hi-torq on the valve cover . It had small journal forged steel crank. Low-compression pistons. All I'm using is the block/crank. For a blow-thru single turbo , aluminum head street build.
Nice work bud . Enjoyed the video , just got a 327 for free with double humpheads from a guy sai it’s been in his garage for 25 years . Has double chain timing set ( is that normal ) he said it was hi output . Got screen shot of those block numbers . Thanks again for info. About to tear it apart . And ring and baring it. New cam . Have the heads get a once over lol any advice here would be appreciated thanks William
Just watched a good Dyno comparison on old SBCs. The 327 is pretty easy to make produce the same power as a 350. The difference is a shorter stroke makes its peak at higher RPMs. They will never be a big puller down low. Displacement is still king for that. Loved my old 300 hp 327 in a Chevy 2. It was wicked and bone stock.
Yes sir buddy, a healthy 327 in a 1st gen Nova was a real runner. Back in the late 60's I bought a '63 Nova SS 6cyl rolling chassis with no drivetrain as my 1st car. Installed a 250hp 327 out of a fullsize Chevy from the junkyard and made a sweet little hotrod. As funds allowed, I replaced the Carter 4bbl with a Holley and put a 30/30 "Duntov" cam in it. Good stuff...
My Grandma had a 1966 Chevrolet Impala with a 327 ci engine. She was not afraid of going fast. She was given the title of Little Old Lady from Pasadena😊
I appreciate this information. I just purchased a 1969 GMC Hand-bus G20 passenger van. It has a 1967 327 camel-hump heads, two-barrel, TH350 12-bolt posi. I've always liked 327's and worked with a few of them but didn't know some of info you're presenting. Thanks.
One can de-code the particulars of the engine by looking on the even number side of the engine where one can see the engine code numbers on the deck surface front pad.
What Ratmaro did not say If you are building a small journal 283 or 327 " bolt on the balancer " This has been brought to you by the save a radiator foundation .
Can someone tell me where you can look up info like the HP a certain 327 puts out. Here in Australia back in the 1960s we had a 2 door called a Holden Monaro 327 Bathurst edition. Bathurst is a famous race here in Australia. my mate had a Bathurst Monaro but totaled it but the engine is still around. So i'm wondering if there's a place to go to find out about this engine.
I just built my '66 small journal w/ 10.25 to 1 pop ups forged Badgers. it's got a C2 (1964) corvette high rise and a '63 327ci 365hp Corvette Holley 600cfm single pump/ feed list number. 2.02 - 1.60 camel humps #462's and a balance job new bearings, cam lifters and stock forged steel crank and rods. it's all original numbers matching '66 Impala SS engine rated at 275hp. Looking for 325-350hp and putting it in '64 ElCo w/ T-5 , 3.55 posi and disc brks. just a cruiser for the back roads. I also have a late '67 large journal 327ci in the Chevelle El Camino now that will be coming out soon to put in the '66 mtr.. '67 engine is my spare. the 350ci first came out in late '66 Camaro's and by late '68 the 327 was discontinued. Early '69's had some but by then GM had the 350 taking it's place. I'm looking for a stk GM 327 Corvette lightened flywheel in 10.5in clutch for the '66 also so it will rev just a little bit quicker. Great Video and details on my favorite engine GM ever built.
We used to make a girdle to tie the center main caps together on a 327. There was also a truck head with the big intake valves, it had a larger combustion chamber. (65cc - 70cc ?) Not the camel hump it had a marking something like this ( /I ) not this ( /\ ). I love the sound of a 327 at 9000 RPM. On the street, in1st gear and moving, ease the throttle to 6000 rpm then punch it and smoke the tires.
Bought a scrappy Camaro that had one, for years I have been called a liar. Since I read ur post and I still have it stuck back in corner of shop I'm going to research it
Memories! Remember brother bought a 72 Nova off neighbor for $600 in '86. Went to junkyard and bought a low mile '66 327 out of a Vette that had a solid lifter in it. Paid $375 back then. Open diff burnouts for a quarter mile! Lol. One winter he was running only water in the block for some reason, don't recall. But surprise freeze overnight cracked the block. Country boy buddy had a numbers matching rust bucket '67 C10 in high school. 327 2bbl he swapped to a cast intake 4bbl Carter. He FLOGGED the ever loving hell out of that engine on a daily basis. It never quit and never burned oil. That engine was indestructible! He would wind up that small journal until the valves floated and still keep his foot in it. I never understood how that engine never let go or used oil??? I'm a Ford guy now. Love the old 351W and 289/302 stuff. But I'll always have fond memories of the good ole Chev 327's.... Fantastic short stroke small block. If I was to build a SBC today I would definitely build a 383 over anything else.... Unless I had a 2500# car to drop it in. Torque is king on the street. Cheers ~
When the 350 first came out, there were a number of articles trying to prove that the 350 was a better engine. The 327 was better. They consistently out performed it’s big brother. The 350 replaced the 327 because the EPA was about to regulate auto engines to run cleaner on unleaded fuel and loaded them down with emissions widgets. by the time Unleaded fuel was mandated, Chevy needed something to make as much power as the 327 did on leaded fuel. Chevrolet managed to sell people on the 350 by a huge effort to market it.
Thanks for the video about a sexy engine. My tip to economically inclined beginners: unless you are dead set on a 327, wih all the unexpected traps you are going to encounter (particularly if you like me are outside the US or Canada), I'd realistically get a 1st gen 350 and dress it up as a 327. For a large journal 350, everything can be bought over the counter. Love the 327, but it's getting obsolete. Definitelly the 62-67 is getting obsolete. The camel heads are nice for their time; look for the late 60s, early 70s hiperf heads like the 291 and similar (I forget the numbers now), since they have modern thread provisions for tall water pump etc, which is easier to come by to get a an engine ready. The old camel heads lacks these, so you are stuck with time consuming perusing of ads for bits and pieces to get all engine accessories in place. Revving the 60-yearold pressed-on damper, is a bad longterm plan. Too many hands they've gone through, and been mistreated - now ready to fall apart. At least make a professional damper bolt thread, if you are going to race it, or do burn outs.
Those part numbers on the block can be a little confusing sometimes, because the lower h.p. 327's and 283's used the same block number in certain years
What’s not to love about an over square motor that loves to rap, small blocks stay in one piece longer usually regardless. Thanks for the info bro ✌️🇺🇸
You can build a 327 by combining a 350 block with a 307 crank. If the crank is small journal, they make bearing spacers to allow you to run them in a large journal block.
The 327 is the sweet spot for a bunch of perameters on a pump gas engine, the bore allows good size valves that flow, has the right compression with a flat top with the right chamber volume for good quench, good flame travel, makes good emissions and decent fuel economy, in conjunction with the 3.25" stroke that produces enough compression and torque without excessive piston speed or pumping losses. That's why 358 Nascar engines use that stroke. Unfortunately we never got any performance street engines with a 4.185" bore because it's not the best at the necessary compression for pump gas, makes more emissions, isn't as fuel efficient and they used the 4.185" bore because they were allowed to go all the way up to 358 even if it wasn't the most efficient. It's also why the 331ci Windsor is so popular with the 3.25" stroke. Those are very efficient packages and benefit from much shorter lighter rods with their 8.2" deck, often making well over 500hp with basic aluminum heads and pulling high rpms.
@@wymple09 Not sure what you mean cause his was a 383 in a big dodge charger I had a small 68 Camaro. I laughed so hard till he took our money. Only thing that beat me
@@wildestcowboy2668 Then you must not have had a lot of fast cars around in high school. 383 was a very good mill but nowhere near the king of anything. And I've owned a couple. They were comparable to the 396, 390, 389, etc. Gear ratios, tires, & drivers add a lot of variables as well.
You said in the beginning it’s not commonly used. The 327 is the main gas engine used by Cheverolet. It’s by far the best motor of all motors due to age which is 60 years or more. The reason that makes it the best is because they continued to use it because it worked and over time made fine adjustments and bolt ons to make it even better. No engine that I know of has been used this long. I still think the 350 should have been the motor they used but the 327 can do the same thing the 350 can do so I guess that’s my answer
Great info. Way back in the day I was given a 327 engine by my former boss. It was out of a 1968 1/2 ton pickup. Come to find out it had the very desirable large journal forged crankshaft. These were known to be very strong and very lightweight. Grumpy Jenkins was fond of these cranks when he was racing SBC cars. I had a 4-bolt 350 block that I was going to use it in to make a 4-bolt 327 for my 1967 Nova SS 4-speed. Unfortunately I had to sell that project before I finished it :(
In 1975 I bought a 67 Nova SS 327/300hp 4spd. I look back now and it was the best all around muscle car I ever bought. It had a beautiful stance, red with white guts, and really nicely optioned. And it had surprisingly great torque and could handle blistering RPM’s. I wish I had it today. 😂
Surprised you did not mention Bill “Grumpy” Jenkins. He was a big fan of the 327. His 331 inch small block would rev to 13k rpm (I asked Joe Lapone) his book “The Chevrolet Racing Engine” is a small block bible.
Also a two bolt block can have a stud girdle added which ties all the mains to each other and is stronger than four bolt block cause the four bolt block is weaker where the outer holes are drilled out. That why the splayed is better, girdle is not alot of money.
You for got to mention the 327 11/32 rod bolts, the weak link in the 327. They do not like 6000 + rpm. If you build one use arp rod bolts or aftermarket rods. I broke 7 327 engines in my vega in the late 70s shifting it at 6500 7000 rpm. Luckily I had a friend that worked in a wrecking yard that fed me an endless supply of 327s.
I just blew the head gasket on my 66 Chevelle 327! Ugh, now I’m trying to decide if I want to just put a new head gasket in or pull the engine for a big block. Decisions decisions!
I miss the days of of using your brain, combining the right parts you scrounged for or followed leads on. making a deal, then putting it all together, Did all that on my first engine, a 64 327, 461 heads with a 3 angle valve job plus back cutting the valves themselves, Crane blue[print series factory cam, flat top pistons of machined heads and decked block, Holley dual plane intake and carb. Did it all myself in Auto class in the mid 80's. Thought I was the man! That was my first SBC and it was a great engine down in my 66 ElCamino; been hooked ever since and still doing it to this day. Great video.
you are the man! I still do it mostly that way because I'm cheap. more satisfying than buying all the parts new.
327 is one of the top Chevrolet engines ever built!
Had several mid year corvettes with the 327 350 engines,they were great running cars straight from the factory,on the other hand had several big blocks and had some problems often with them. They had more hp and torque but the small blocks always seemed to run sweeter day after day with more reliability.
I love the 327, I have a small bearing 327 in my 1979 firebird that I use for circle-track spectator racing. I routinely rev it out to 8,000rpm and it has never broken anything. It was built back in 2007 and still going strong. Forged crank and pistons, but still a 2 bolt main.
It ended up making 434hp at the axle and dominated my circle-track class 😁
WALKED ALL OVER THOSE 350s DIDNT IT
Yeah, 8Krpm no sweat for a well built 327, we take ours 8,8 at the 1/4 mile drags with 5:14 rear and 29 inch tall slicks. We had 6:14 rear but man, 9,200 in the traps ----Yeeeps that's a little much.
What rotating assembly parts are you running?
That awesome
IMO 327 was the best engine ever produced by G.M.
totally Agree 100%.
I completely agree. Right driver 327 in a quarter mile will eat up that 350. But what do I know 🤔? Only have 4 right now. I would buy more when they're available. Back in the day I did have the fastest thing around. Find out how I set it up that 327 was 160 miles an hour. I also would tear it up in the quarter mile. But that was back in the day. The 80s were great. How'd I know it did 160 miles an hour the one time I loaned it out to a friend of mine. The sheriff clocked it. I'll take a well-built 327 anytime. I've got a guy who has won at 600 hp it has different heads. But what this guy says here in the videos right about the double humps heads and the small journal. with not a whole lot of money 💰 we would pay them over 400 horses. Well I hope you don't mind me sharing this story after your comment I figured you may appreciate it. One of the best place to find a 327? The easiest way is pick up an old scrap 307 with a good crank and slapped that crank with a couple other modifications into a 350 block four-bolt main truck engine. Heather wise head out to farm country especially Kansas maybe Nebraska and The Dakotas and buy an old grain truck. They're cheap enough about a lot of them had inline 6. Go out there just RUclips search it. There are salvage yards out there. Have a great day is getting long.
I also agree. I still have a pair of 462 casting camel humps on my 350 in my s10!
Consistently consistent. They were tough
Screamers,out ran ton of mustangs in my day with a 2bbl 327 lol
In 1967 I built thousands of 327's. How ? It was my summer job after graduating high school in Flint, Michigan. I worked on the assembly line of the Van Slyke Engine Plant at Chevrolet Division. Primarily I installed engine heads 8 hours per day. I also raced a 1957 Chevy Coupe at West Branch, Michigan on the 1/4 mile stock car track. If you want a cast iron engine (which I no longer use) ... take a 327 block, install a 283 crank, install a 375 solid camshaft, install 12.5 -to-1 pistons, a dominator Holley, fuel injection heads, and a set of headers. This was before we had access to dyno's, but when Chevy copied our model, they advertised over 500hp and installed it in the Camaro with chambered exhaust (Z28). This motor spooled rpm's very fast and produced extravagant torque. Amazingly, it would hold together very well. I could go an entire season with no replacement parts required.
You are the man, back in the 80’s my foreman at Don Signer Buick was Gene West and he was a boat racer, factory GM drag racer. He helped develop fuel injection and other fuel related issues for GM . He was able to build a dream car as an experimental. It was a Nova , not exactly sure of the year, like a 68 or 69 and an all aluminum 427. Some of the top brass got wind of Genes mean machine and wanted to drive it. And in less than 5 seconds it was totaled into the wall. He was a real drag racer and his specialty was boats. He invented the dial-a-jet and sold this to Crower I believe. He raced his boat against Eddie hill in Texas before he went on to top fuel. Gene built an all aluminum, blown, fuel injected , alcohol burning beast for his drag boat. It had an air shifted two speed and had to leave the line in second because it was too much in first , go out 50 feet then back to first then shift again. He also had reverse wired an alternator and mounted it directly to the harmonic balancer to eliminate the belt drive. This guy was a cool dude and he was so fun to work beside especially when a Grand National came in. He water skied at over 100. Hey Gene West, Saturday night and World of Outlaws are in town Steve Kinser and Sammy Swindell !
My favorite motor was the 327/365 in a 1965 Corvette roadster. I owned the mighty 427 solid lifter cars too, and sure they were faster, but the little high winding 327 was a blast to drive--and you could actually drive past a gas station. Was thinking of making another high winding small block something, and this info is interesting.
Friend of mine back in the ‘70s took a 350 .30 over, put a 283 crank in it and of course much more. But that big bore short stroke engine revved like mad.
Great video and very good information. 327 is a great engine but if you're planning on building one and not using fifty-year-old rotating assembly you can plan on spending $1,000 Plus on Parts as they're no longer off the shelf. Also a set of even 180 AFR heads will produce about 75 more horsepower than the original camel camel hump heads without significant modification and a far better combustion chamber design. Please keep this great content coming
Listening to this brings back memories. A lot of small block Chevy 327 talk when I was a kid. I remember Chevy rebuild kits were inexpensive (Even for that time) and there were a lot of combinations. A lot of camshaft talk.
You can make a large journal 327 by finding a 68-73 307 crank and rods as the 307 crank is large jounal and same stroke as the 327 and will fit in a 69 to 85 350 blocks.
The 265-327 small blocks allways seem to be one smooth and tight winding engine and seemed to be a little better on fuel.
I have a 76 Impala engine that I installed in a 66 chevy pu in 84 that had 24,000 mile,still driving that truck with over 300,000 miles and besides good maintenance,I changed the timing gear set,and still runs and drives like a dream.
I had a 67 Chevelle with the 327-275 hp engine. It came with the 1.94/1.50 double hump heads and a forged crank. With the 350 hp Corvette cam, a Z28 intake, Holley 750 and headers, it was good for 13:30s at the dragstrip. GM built some great engines back then, but it's hard to compare to todays high tech stuff.
Let's see how many of todays high tech stuff are still around 50/60/70 years from now. Keep in mind there are still quite a few restored 55 Belirs with original 265s still getting used alot !
I had that same car and setup, I had 456 posi 12 bolt. Turbo 400 transmission, street racing was very competitive.
it all means not much ! THE CAR WEIGHT IS WHERE IT IS AT !
The thing about the power pack heads was it's closed in more. And that gives the motor more compression. It's kind of like having pop up pistons having a closed chamber head.
@@hydroy1LMAO...ur thinking about a 318: Dodge dude. Best small block ever made.
In 1967 bought a 327 350hp Corvett New in the crate engine with FI heads to put into my 1957 2 door Bel Air Chevy & a B&M hydro, Headers, Traction Bars to cruise Van Nuys Blvd in Southern California, Fun time to be a teenager.
Used to run a B&M supercharged 327 at new England Dragway. That car ran High tens, and the rpm's made goosebumps on your arms just before it shifted. Great motor back in the day. Aftermarket parts has made them obsolete in this day and age, but they did run very well!
Was the crankshaft for that engine a 2" rod journal crankshaft?
Yes, I had a similar set up & it was very quick only problem was after a few races would blow the rear end when shifting 2nd to 3rd.
Lot of farm machines had 327 in them, combines, grain trucks, sometimes those woodlots have hidden treasures...
All had steel cranks too.
@@timothythomas1737 you believe in myths. They all came out of a corvette too.
@@cammontreuil7509 what myth?
@@timothythomas1737 for some reason, chevy believers believe in several myths.
For example. All 202 heads are fuelie heads.
One day I'm going to compile all of them.
@@cammontreuil7509 so you think grain trucks and combines didn't have steel cranks?
I've heard from many racing engine builders that they prefer the small journal engines to get the oiling they need for the engine to survive high rpm operation. It makes sense to me because they tend to blueprint the lower end with greater bearing clearances so oil pressure becomes even more important. The larger journal gives the oil from the crankshaft a larger area to escape the bearing and the smaller one may hold it in better. I always thought that was an interesting concept.
Actually it’s the lower speed on the smaller diameter journal that makes them better for high rpm durability. Oil doesn’t “escape” easier from a larger journal area. It’s like being on a play-school merry go round. It’s a wild ride hanging on the outside but get near the middle and it’s a completely different story.
Larger journal spins slightly slower against the bearing hence longer life. How much? idk.
40 years ago I build a 327 in a 1968 Camaro. I took a 4 bolt main 1969 350 block out of a 1 ton Chevy truck and built it with a big journal 327 crank, pistons and rods. Worked fine. Great race car.
Another tip to finding a large journal 327 FORGED crank. They were put in a lot of Chris Craft boats. Back in the late 70's & early 80's I was able to find 5 in different boat yards that were parting out boats. Sold them for a lot of money to fund my habit!
Also. 510 massey ferguson combines. They had 327s and 350 industrial engines with steel cranks.
The engine in my 55 chevy is a small journal 327.Its based on a factory 300 horse engine.The short block came out of a 1964 2 ton and I scrounged around and found all the right bolt ons. It has an Edelbrock performer cam which is slightly larger than the factory offering but still fairly mild.
Back in 1979 I built a .30 over 327 with TRW 12.5 compression pistons sealed with Total Seal gapless piston rings a General Kinetic flat tappet solid camshaft activating 202 camel back heads with screw in studs and guide plates cast four barrel intake manifold topped off with a Holley 750 double pumper and believe it or not it would out run many big block Fords Chevies and Mopars and the car it was in was a 4spd 1964 Chevy Impala SS with 4.88 posi rear end 💪.
What horsepower would a 327 Chevy engine border 60 over
Flat top Pistons very.agressive can high performance aluminum heads small journal crank 600 holly carb
@@nancysanders5785 you're looking at somewhere close to 350 hp 👍 !
That carburetor seems way too big. A 670 doesn't sound as manly but, it's more properly sized for efficiency. That = more power everywhere. Sounds good though
@@heffedirte6243 actually it was awful on the street getting no better than 5 mpg at best (with carb, camshaft and rear end gearing) but on the drag strip it was perfect !
Dream car!
To sound like a kid again. 327 rules. But what you said was a great tutorial. I just like to 327 for the reasons you mentioned. About 425 horsepower with a double hump heads. Well I know has one cranking out 650 horsepower but he has aftermarket heads intakes etc. Not to mention the internals of the engine. I've got 350 on the stand but I'm always looking for a good 327. Nowadays the 5.3 is so tempting.
Use to have a 1962 bubble top with a 327 with solid lifters posi trac 4 spead wish I had it today won a lot of races with it back in my younger days.
When i had my 69 Camaro it had a 327. Great revving motor. Thanks neighbor...from WA state.
That's a lie, bet you it was a 350. Not being a smart azz but I know.
@@wildestcowboy2668 WTF
@@aaronhuskey8581 With all due respect you do know the easiest, quickest way to tell the difference between a 327 and a 350?
Yeah. It has an optispark.
In the summer of 1971 I bought a 69 Camaro 327 four on the floor from a Chevrolet dealership. Fun great running car.
First car was a new '65'' malibu. 327 cu.in. 300 hp . 4 spd. Second day I bought solid lifters and 365 fuely camshaft . $16 and $32. $48 for my cam and solids . Had Nickey put in a 4:11. Added laker pipes. Could not afford headers. 7'' slicks at the track.Best time was 13:98 , 102mph.
I always try & use 327s to the point I was down to my very last standard bore 1967 block, crank & rods I had. I re machined it, did everything because I had no history on it and the old bearings all looked like crap. It was line bored the mains, decked .010 to clean up and bored to 331 flat tops, magnflexed the crank & rods and ground the crank .010/.010 opened up the side clearance of rods to .014 , recon the rods with ARP hardware everywhere. Balanced & blueprinted it to Smokeys power secrets book, used a Comp Cams Hydr flat tappet cam and a high pressure standard volume oil pump. Used a pair of iron Corvette 1.94 intake 881 casting heads and factory aluminum intake & Q jet. Dropped it in my 1970 Chevelle 4 door with a 700-R4 trans & 355 rear as a daily driver for my wife. I ( correction , WE ! ) now have right at 3,000 miles on the 327 rebuild, it has 65 pounds of oil pressure hot and the motor is totally silent. We got stuck in traffic in the heat of the day over 90 today for over a hour with the water temp of the 327 no higher then 170 degrees with the A/C on ! I used molly rings that most times suck a little oil till they take a good seat, however this 327 I have never had to add a drop in the first 3,000 miles! I expect it to run a good 250K miles with no issues except now my wife will not let me use it as she never shuts the damn thing off ! That's ok I use my 68 RS/SS Camaro with home grown old school 1970 LT -1. With Gas at 5 bucks a gallon and expected to be over 9 bucks soon ( Thanks Joe Biden ) I am so glade I didn't build any big blocks !!!!.
I wish I had another standard bore 327 block because I still have a brand NEW in the box forged 283 crank! and we know what we get with a 283 crank in a 327 block righrt ???? Yeah ----- I want to do one with a looooong deration solid lifter cam & Victor intake. Wish I could get the cam specks for that 302 Smokey built & put in that Grand Prix Camaro with the hemi heads ??? That puppy sounds sooooooo sweet. See link ruclips.net/video/jHQAQ6Ds34A/видео.html
A buddy of mine had a 69 Camero z28 that had a dz302 in it with a solid roller and aftermarket heads and I think 4.11 gears with a rock crusher 4 speed and that damn thing would pull hard. It was very impressive. I would build one in a heartbeat if I had the parts. 8k rpm was normal for that little motor.
I have a 67 sj complete 327 and a 302 (283) crank that I'm gonna also together. I have a complete 68 real 302. It's a snappy lil engine. I love the 327 engines
I had a friend that had a built 327, back in the day. It rev'd so high that it would throw off the fan belt. Fan belt sollution was deep V pulley. He had it built to a "recepe" from Popular Hodrodding. I remember going with him to the junkyards looking for certain desireable block numbers. Also looked for the"2.02" valved heads.
same happened to me about the fan belt, also 202 heads have the double hump in the casting(front)
Most chevy guys can't properly aline the pulleys.
@@1q2w3e922 The most common double humps didn't have 2.02" valves. Most were just the garden verity 1.94 " They all were pre smog small chamber 64-68 cc I have a set of performance large 76cc smog heads that came with 2.02" valves.
We had our 327300hp heads built in the mid eighties. Race engine builder rated it at over 400hp. The power glide got a heavy duty clutch installed. I had to brace my head if I stood on it when it shifted., because it would snap your neck. The set up went back in the family 1965 Impala SS. What a work horse. Daily driver, drag strip, hauling the boat, 12 MPG, ect. Fun Times.
love those old,small journal,327s. i still have a 1967, last year of the rope rear main seal motors.
In highschool I build a poor boy 327 for my Chevelle. I used a 307 crank in a 4 bolt 350 block with camel heads 327/350 cam... the 307 and large journal 327 crank are the same. Never let me down through my senior year 1978.
Super informative. Good coverage of the small journal advantage. Similar to a Mopar 400 with it's teensy stroke that can really rev out. I'd love a 327 in a light car.
I had one put in my Chevy thengine builder in Surry bc canada put defiant seat of heads on it I was not empress ed
The Wizard of Melvern Pa one Bill Grumpy Jenkins identified this way back in the late 60. If you know anything about him he smoked a lot of Mopars running a 327 in a Chevy Nova. I'm talking Hemi cars back in the day. Great video young man keep up the great work your doing...
In 1968 my Dad bought me a 55 tbird for $800! Then he went to a friends junkyard and bought a 327 350 hp 4 speed Muncie out of a wrecked corvette. There was not a piece of the car left bigger than a hat , that should have told us something! With the original tbird rear end it would run 70 in first gear and 110 in 2nd, 142 in fourth was easy! I never got a 4.11 rear end but wanted one! My brother still has the car!
The 67 350 in the 67 Camaro was a large journal small block. The 67 Camaro was the first year GM introduced the 350 in a passenger car. That is what makes the 67 Camaro 350 very special.
68 Corvette Convertible with a 327-300, you could spin through all 4 gears in a burnout, 4th gear screaming it was doing about about 60 by then. Once you busted them loose in 1st, you could bang through all 4 and keep the smoke rolling. Lol good times.
Small journal revs very fast, and that's what makes them super badass 🚩🏁
supper fun
I built a 400 block with a 307 crank and Vortec heads and a small CompCams cam. 420 rwhp, nice idle, never overheats, no smoke, no detonation.
Very cost effective.
My dad had the smal journal in a 71 el camino ss non numbers matching of course and he use to tell me about the 327s all the time he didn't know about the whole small vs large journal I found that out myself years later. But he was like one way u can tell the difference between a 327 & a 350 is where u dump oil in at it had the long oil tube in thr front that would be sticking out. But most of all he talk about the revs. They giy he got it from had it rebuilt and was hard on it most of the time and wore out the rings. So when my dad got it he had to choose to put new rings in the 327 or go with a brand new 350 or go with a corvette 350. He was 16 or 17 at the time and he went with the regular 350 and he always regret it. Then when I got my s10 he wqs like ik the perfect v8 for it & that's how I got introduced to the 327(Small Journal)
327 with Dart or AFR cylinder heads make for a great combo. Over 500 hp at 7000 rpm. And a 327 loves to rev. One more, get a 62-67 small journal 327 and a 283 crank and build yourself a screaming 301/302.
That's what I am doing.
The small block 307 is a 283 block with a 327 crank
The DZ 302 is a 327 block with a 283 crank
I have 2 327 motors I pulled from 67 impalas, put one in my 1978 Pontiac Phoenix ,rather ugly car but it's light and quick
Yes sir had that combo with dart 215s. It was a screamer.
You can also use a 4 bolt main large journal 350 block and use a 307 crank to make a 4 bolt main large journal 327.
Excellent video. Sensible, no exaggerating, everything that needed to be said & 100% spot on…so yup, I hit subscribe. You got the video creation thing dialled in 😎😎😎
I grabbed a '66 327 from an Impala, with the camelback heads. Had it rebuilt, .030 over
on the piston bores, ported the heads, 10.5:1 compression pistons, Edelbrock Torker
intake, Holley 600, headers, "hot" cam. I beat the hell out of it for 8 years before I broke
a main bearing cap bolt. I could rev it to 7,000 rpm without floating any valves. I figured
that it put out 350-375 hp, it was a blast to drive in a '72 Camaro with a Muncie 4-speed.
Yes, the "weak" point of the 327 are the 2-bolt mains. I'd rather have an "old" 327 than
a 350 any day of the week.
Great engine,one thing I would add is the small journal engine was 10 to 1 compression and 4 barrel on all.
@Nick Snarski Not true. 1967 was the first year the 327 engine came with a two barrel carb and I don't think any 327 engine came stock with 10.1 compression either. 1962 - 1965 with 4 Barrel Carb (Low End Horsepower Model- Compression: 10.5), 1962 - 1968 with 4 Barrel Carb (Mid Range Horsepower Model- Compression: 10.5), 1962 - 1963 with 4 Barrel Carb (High End Horsepower Model- Compression: 11.25), 1962 - 1963 with Fuel Injection-(Compression: 11.25), 1964 - 1965 with 4 Barrel Carb (L76) (High End Horsepower Model- Compression: 11.0), 1964 - 1965 with Fuel Injection (L84) (Compression: 11.0), 1965 - 1968 with 4 Barrel Carb (L79) (Compression: 11.0), 1966 - 1968 with 4 Barrel Carb (Compression: 10.5), 1967 - 1969 with 2 Barrel Carb (Compression: 8.75 (9.0 for 1969), 1967 - 1968 with 4 Barrel Carb ( Compression: 11.00), 1969 with 2 Barrel Carb (Compression: 9.00)
1967 had low compression 9.0-1 was still a 4 bbl 210 hp.all small journal was at least 10.0-1 compression. The large journal was not in my comment 1968 327 was available 2 bbl 8.75-1 compression 210 hp.
@@nightdan7096 You are correct. 1967 offered 327 2bbl engine. All the information you list is correct
I've ran 327, 350 and 400 engines and now I have a 383 on my stand, but so far I like the 327 the best. Hopefully the 383 changes my mind. I always used 307 cranks in a 350 blocks to make a 327.i have out ran many of big blocks and some nasty small blocks just because the lower end torque was a little less (hooked better), but made it up on the top end.
I'd be surprised if it will change your mind . Especially at the gas pump . 327 s are the most efficient builds Ive done and run . And they've been many . Also punched 307 to 327 , been eager to try the 400 sb version.
@@shawntailor5485 I had a nice 406, 5.7 rods, solid lift flat tappet cam, dart 215 heads, Victor Jr, 3000 stall with 3.89 gears. It was a stump puller, but if I had ever ran that car against the one I had the 327 in at a 35mph roll, the 327 would have blistered it's ass. Dead stop with slicks, the 406 would have torn it up. The 327 was still more fun to drive. They both got about 7mpg. If this 383 doesn't get me stiff, I'll be taking the crank rods and Pistons out and making it a 327 or 350. What they lack in low end, they more than make it up with midrange and top end.
@@inscoredbz try gapless rings bro. I put them on my 327 last spring. I beat hellcats all the time.
@@dannymccarty344 my next one will have them. I'm a certified cheap bastard is the only reason I don't use them this time. Lol
Back in my teenage years i bought a 66 Impala super sport with the 327 double hump heads. I put a Holley carb and a set of headers. Boy did I have fun. Wished i still had that old car.
I have a 68 327 with a casting number that wasn’t shown on that list mine being 3970010 there’s been a ton of debate over the motor I have but the looking up the ID code it’s a 68 chevelle L79 motor🤠
I found a '64 L79 for my 74 Nova Hatchback some years back when I was a teenager. Never really understood much about it as it was more something I did with stepdad to spend time with him. I know the engine had a slight build to it, something about an RV cam, 10:1 compression after a .5 bore and domed piston heads. Had it mated to a 350 Turbo Hydromatic, but that had its own set of issues (mainly vacuum advance for shifting). Still have the car now, but need to get it back to running order with a new gas tank, transmission looked at, and set of tires. Was a project car I never got finished due to working more than I liked ending up tired too often. When I did drive it though, was a great engine and sounded nice...even if my neighbors at the time would disagree.
Thanks for the information as it helped me do some quick identification to know the type of heads and such I have on them.
Learned to drive in our '68 Caprice wagon w/327 and 3sp auto. Foot on the floor it released from 2nd @ 85. A screamer and bulletproof 'train.
I've got a matching number 327 with the 2.02 heads in my '65 Impala SS. I've had the car since 1986 and had the engine rebuilt twice. It's now.40 over. With the factory 4 speed I regularly rev it to 6500 rpm and the engine loves it! I run it with an Edelbrock Performer intake, Holley 650 double pumper and a Comp Cams Mutha Thumpr camshaft. Its got a mean sounding idle. My neighbors can always tell when I take it out for a spin! I was in the right place at the right time and bought a 1965 396 Mark IV from a friend who couldn't get it to oil right. He had just rebuilt it. He was super frustrated one day and asked me if I wanted the engine. I said yes and he said $300! I took it to my engine rebuilder, and he found out the oil pump shaft wasn't connected. I had him do some more work on it, replace the bearings and rings, etc. All total I have $1500 into it and it's sitting on a stand waiting for the 327 to develop some problems. I guess I'll have to settle for torque over RPM's!
My 68 Shovel came with a small journal 327 and 2.02 fulie heads. The heads are date stamped November 1967. It had a square bore cast iron intake. There was no carb on it when I bought it and the cam was replaced by an engine builder. I have no idea what cam was in it but it was a hydraulic cam. I think knowing what cam was factory installed could have told the story. It was a stripped down car. Manual steering and drum brakes. It did have a console-less Muncie four speed in it from the factory. Unfortunately, the car is long gone. It had severe rust on the top and around the rear window. I kept the 327. It’s eventually going to get installed in my 63 Short Fleet.
My boy uploaded again!
One thing about small journal vs big journal you didn't mention is crankshaft strength. Crank strength comes from journal overlap. Increasing journal diameter increases journal overlap. So the bigger you go in stroke, the bigger you need to go in journal diameter.
All small journal Chevy cranks are steel not cast its a good crank
@@darrellsomers5427I’ve read that . But … my first car a 66 Chevy 2 SS had a 283 and 2speed powerglide , as God as my witness it had a cast crank in it. It was just an old worn out car in 76’ when I got it for Christmas. By 83’ I had 13 different engines in the car . From experience in Sbc there is no substitution for cubic inches . My current 66Chevy2SS sports a DartLittleM smallblock with a 4.0 inch billet crank (427ci) the numbers matching 327/350hp L79 sits on an engine stand .No comparison in power. .
The 327 I built last winter for my daily driver now has 5,000+ miles on it, the molly rings and everything is now fully seated and that 327 with the 700R-4 can pull my big trailer like nothing. So never forget, that 327 is also a power house in a daily driver with the right cam choose. 70psi oil pressure cold, & 55 psi, hot with 30W oil & runs 165 degrees pulling the trailer at 70mph on hot Florida days. So there not just a drag race motor. Plus the 327 with a Q jet gets better mileage then my 350/700R-4 in my 71 P/U
Good content on the 327 I purchased a 350 block 4 bolt main turned it into a 327 basically built the 63 vett 300 horse but with better parts
Bill "Grumpy" Jenkins did very well in pro stock for a while with the small journal, which his was said to withstand 10,000 RPM. He also gas ported the pistons by drilling holes through the crowns.
Bill Jenkins Small block book is a must read for SBC.
@@mikef-gi2dg Smokey Yunick would be another good reference.
@@vincel6340 I got his books too and you are 100% correct.
Legendary. Even when I was a kid in the 1960's. Dad had several 327's in various Chevies.
I was a teenager in the 60's, the hay day for the 327. I can honestly say I never saw a 327 that didn't run great abnd did good at the back road drags. Having said that I've seen plenty of doggie 350's.
& 383
I still have my 327 (331) 67 issue. Have had it in my 67 chevelle running high 11s. My 67 Chevelle is being turned into a Pro Street car and is going to get a 427 LS motor. That was a hard decision, but I told myself that if I ever swapped, it would be for a 427.
The 67 Chevy C10 with a 327/3 speed transmission. The one I had was a 4 bolt main small journal steel crank with wide journals. And the heads were the hump heads and 1.94/1.5 valves with a Quadrajet.
Phew! I just KNEW absolutely everyone ever wer lying about the 327sbc. Im glad it was all down to YOU to releae the truth about it
The 327 also has a better rod to stroke ratio, 1.75:1 vs 1.63:1 for the 350. That means less side load on the piston and less friction.
Rod stroke ratio has been proven to be inapplicable at the rpms and power levels of street engines. Hence the fact that Jon Kasse won Engine Masters with a very short rod, tall piston, Ford 400 with a CHI heads+ intake and an extremely tight LSA, low ICL cam.
@@hendo337 That's right, street engines low reving engines therefore not affected.
I love the exhaust sound of the 327/350 H.P 327. It's my favorite......I had a friend put a 350 H.P. 327 cam in my 67 Nova 283 because I wanted the exhaust sound. I didn't care if it made it perform better or not. I bought the cam at a Chevy dealership for 17 dollars and my friend installed the cam and a 4 barrel carb for me for a few bucks........
Thank goodness. After all these years the truth comes out.
My hubby and friend are ccurrently building a tunnel ram 327 old style gasser motor, with tracker 1 heads, steel crank, H beams forged 12.7 pistons, big solid roller cam, hoping for 550 hp. At 8000 rpm !
Wish I had found this vid earlier I have a 1965 327 sbc came with a powerglide transmission on it and all the stuff except the a/c pump.was told it was 275 hp with the 2 barrel intake which has been replaced with a 4 barrel intake and holley 650 q jet carb.planning on putting it into a 1985 el camino.
Excellent explanation, thank you! My Grandfather told me the 327 was the best motor chevy ever made I never doubting the old man.
Im running a 30 over 68 327 with vortec heads a mild cam and a highrise in my third gen and ive had it to about 6500 rpms I know it had more but I let out of it.Theese engines will indeed scream for sure and I honestly beleive they can get up to the 7000s safely with a good set up..my grandfather and an ole buddy of his told me when I was putting my car together they had one in an old nova and that they put a centerblock on the throttle and it set there for over 45 mins or longer just screaming floating the valves.lol now I dont how true that is it may of just been one of those ole timer tales but it was a pretty cool story nonetheless.lol.nice vid brother very informative
I've seen people actually do that brick on the throttle thing with several different engines, but never a 327 lol. For the record I don't recommend it. I drove quite a few original 327 novas, and camaros back in the 80's (I worked in a shop that specialized in restoring classic Chevys) and they always felt pretty fast to me. Way better than the average low compression 350 chevy in the 80's
Mangamaro92 ,
My 327 has a Forge Steel Vette crank , 12:1 Forge Pistons ,
Makes 450hp and went to
11,000rpm ,
I did this twice in 2009 for a few seconds and haven't done it since
@@jimthomas7251 I beleive mine are 12.1 as well I dont know for certain tho as I bought it as a short block I do know their the dish pistons.and 11000 rpms thats insane Ive always heard a 327 will rev like crazy Ive just not took to many chances with mine yet.lol
You may have forgotten to mention that pickup or truck even combine's had 327's in them. I have a 1964 (I think ) 327 all stock with 4-barrel junk heads call hi-torq on the valve cover . It had small journal forged steel crank. Low-compression pistons. All I'm using is the block/crank. For a blow-thru single turbo , aluminum head street build.
I had a 65 Bette back in the day with a 327/350hp engine. It was the finest engine I ever owned and it was 14 years old when I bought it
Nice work bud . Enjoyed the video , just got a 327 for free with double humpheads from a guy sai it’s been in his garage for 25 years . Has double chain timing set ( is that normal ) he said it was hi output . Got screen shot of those block numbers . Thanks again for info. About to tear it apart . And ring and baring it. New cam . Have the heads get a once over lol any advice here would be appreciated thanks William
Just watched a good Dyno comparison on old SBCs. The 327 is pretty easy to make produce the same power as a 350. The difference is a shorter stroke makes its peak at higher RPMs. They will never be a big puller down low. Displacement is still king for that. Loved my old 300 hp 327 in a Chevy 2. It was wicked and bone stock.
Yes sir buddy, a healthy 327 in a 1st gen Nova was a real runner. Back in the late 60's I bought a '63 Nova SS 6cyl rolling chassis with no drivetrain as my 1st car. Installed a 250hp 327 out of a fullsize Chevy from the junkyard and made a sweet little hotrod. As funds allowed, I replaced the Carter 4bbl with a Holley and put a 30/30 "Duntov" cam in it. Good stuff...
My Grandma had a 1966 Chevrolet Impala with a 327 ci engine. She was not afraid of going fast. She was given the title of Little Old Lady from Pasadena😊
All small journal 327 cranks are forged steel (1962-1967 models). 68 and 69 327 could have the later camel hump heads. Great video.
194s/202 fi heads dominated the street before hi end heads came along ,hi compression was 11:5-1 factory was killer
I appreciate this information. I just purchased a 1969 GMC Hand-bus G20 passenger van. It has a 1967 327 camel-hump heads, two-barrel, TH350 12-bolt posi. I've always liked 327's and worked with a few of them but didn't know some of info you're presenting. Thanks.
One can de-code the particulars of the engine by looking on the even number side of the engine where one can see the engine code numbers on the deck surface front pad.
Built and owned many of them. Love them also. Have one in my 52 chevy belair right now.
We raced these engines in the 60's, I remember when they replaced the 283. In 1972 if you ordered a 4 barrel carb on a 350 you got a 4 bolt main...
What Ratmaro did not say If you are building a small journal 283 or 327 " bolt on the balancer " This has been brought to you by the save a radiator foundation .
An inlaw of mine ruined the crank, balancer and fan on his 67 Camaro to this very thing. Radiator luckily survived.
Can someone tell me where you can look up info like the HP a certain 327 puts out. Here in Australia back in the 1960s we had a 2 door called a Holden Monaro 327 Bathurst edition. Bathurst is a famous race here in Australia. my mate had a Bathurst Monaro but totaled it but the engine is still around. So i'm wondering if there's a place to go to find out about this engine.
I just built my '66 small journal w/ 10.25 to 1 pop ups forged Badgers. it's got a C2 (1964) corvette high rise and a '63 327ci 365hp Corvette Holley 600cfm single pump/ feed list number. 2.02 - 1.60 camel humps #462's and a balance job new bearings, cam lifters and stock forged steel crank and rods. it's all original numbers matching '66 Impala SS engine rated at 275hp. Looking for 325-350hp and putting it in '64 ElCo w/ T-5 , 3.55 posi and disc brks. just a cruiser for the back roads. I also have a late '67 large journal 327ci in the Chevelle El Camino now that will be coming out soon to put in the '66 mtr.. '67 engine is my spare. the 350ci first came out in late '66 Camaro's and by late '68 the 327 was discontinued. Early '69's had some but by then GM had the 350 taking it's place. I'm looking for a stk GM 327 Corvette lightened flywheel in 10.5in clutch for the '66 also so it will rev just a little bit quicker. Great Video and details on my favorite engine GM ever built.
I've got a complete early model 327 4 barrel double hump heads not locked up..... south Georgia $1200
Too much.
We used to make a girdle to tie the center main caps together on a 327. There was also a truck head with the big intake valves, it had a larger combustion chamber. (65cc - 70cc ?) Not the camel hump it had a marking something like this ( /I ) not this ( /\ ). I love the sound of a 327 at 9000 RPM. On the street, in1st gear and moving, ease the throttle to 6000 rpm then punch it and smoke the tires.
The 1968 l-79 327 350 Vet. Engine was 4 bolt main
X-Experimental 4 Bolt 327 engines were produced by GM in 1967 but never made it to assembly line production. Will be a Unicorn if you find one.
Bought a scrappy Camaro that had one, for years I have been called a liar. Since I read ur post and I still have it stuck back in corner of shop I'm going to research it
@@wildestcowboy2668 as far as I know, the only 4 bolt 327 block was a 302ci. That might be what you have.
@@jeffhastings3463 So basically your saying that it's not worth keeping anymore? When I pulled it yrs ago it still ran ...
What's the block cast number?
Memories! Remember brother bought a 72 Nova off neighbor for $600 in '86. Went to junkyard and bought a low mile '66 327 out of a Vette that had a solid lifter in it. Paid $375 back then. Open diff burnouts for a quarter mile! Lol. One winter he was running only water in the block for some reason, don't recall. But surprise freeze overnight cracked the block.
Country boy buddy had a numbers matching rust bucket '67 C10 in high school. 327 2bbl he swapped to a cast intake 4bbl Carter. He FLOGGED the ever loving hell out of that engine on a daily basis. It never quit and never burned oil. That engine was indestructible! He would wind up that small journal until the valves floated and still keep his foot in it. I never understood how that engine never let go or used oil???
I'm a Ford guy now. Love the old 351W and 289/302 stuff. But I'll always have fond memories of the good ole Chev 327's.... Fantastic short stroke small block. If I was to build a SBC today I would definitely build a 383 over anything else.... Unless I had a 2500# car to drop it in. Torque is king on the street. Cheers ~
Thanks for the vid and the list. Just got a 71 c10 and it says it's a 327 on the valve cover but owner didn't know if it was
My first car when I turned 16 in 1971 was a 67 RS Camaro with a 327 2bl carb and a 4 speed Saginaw trans. How I wish I had kept that car.
When the 350 first came out, there were a number of articles trying to prove that the 350 was a better engine. The 327 was better. They consistently out performed it’s big brother. The 350 replaced the 327 because the EPA was about to regulate auto engines to run cleaner on unleaded fuel and loaded them down with emissions widgets. by the time Unleaded fuel was mandated, Chevy needed something to make as much power as the 327 did on leaded fuel. Chevrolet managed to sell people on the 350 by a huge effort to market it.
the 1970 lt1 350/ 370hp was the small block king!Next was the 1969 DZ302 !
Thanks for the video about a sexy engine.
My tip to economically inclined beginners: unless you are dead set on a 327, wih all the unexpected traps you are going to encounter (particularly if you like me are outside the US or Canada), I'd realistically get a 1st gen 350 and dress it up as a 327. For a large journal 350, everything can be bought over the counter. Love the 327, but it's getting obsolete. Definitelly the 62-67 is getting obsolete.
The camel heads are nice for their time; look for the late 60s, early 70s hiperf heads like the 291 and similar (I forget the numbers now), since they have modern thread provisions for tall water pump etc, which is easier to come by to get a an engine ready. The old camel heads lacks these, so you are stuck with time consuming perusing of ads for bits and pieces to get all engine accessories in place.
Revving the 60-yearold pressed-on damper, is a bad longterm plan. Too many hands they've gone through, and been mistreated - now ready to fall apart. At least make a professional damper bolt thread, if you are going to race it, or do burn outs.
I build my own engines for my stock car and I use a small journal 327 that is cranking 8200 at the end of the chute with no failures.
Those part numbers on the block can be a little confusing sometimes, because the lower h.p. 327's and 283's used the same block number in certain years
What’s not to love about an over square motor that loves to rap, small blocks stay in one piece longer usually regardless. Thanks for the info bro ✌️🇺🇸
You can build a 327 by combining a 350 block with a 307 crank. If the crank is small journal, they make bearing spacers to allow you to run them in a large journal block.
The 327 is the sweet spot for a bunch of perameters on a pump gas engine, the bore allows good size valves that flow, has the right compression with a flat top with the right chamber volume for good quench, good flame travel, makes good emissions and decent fuel economy, in conjunction with the 3.25" stroke that produces enough compression and torque without excessive piston speed or pumping losses. That's why 358 Nascar engines use that stroke. Unfortunately we never got any performance street engines with a 4.185" bore because it's not the best at the necessary compression for pump gas, makes more emissions, isn't as fuel efficient and they used the 4.185" bore because they were allowed to go all the way up to 358 even if it wasn't the most efficient. It's also why the 331ci Windsor is so popular with the 3.25" stroke. Those are very efficient packages and benefit from much shorter lighter rods with their 8.2" deck, often making well over 500hp with basic aluminum heads and pulling high rpms.
I had a built 327 with the famous 375 heads. Was king in high school till senior year a new kid had a Big block Dodge charger that tore me up!
He needed a lot more cubes to do it, tho.
@@wymple09 Not sure what you mean cause his was a 383 in a big dodge charger I had a small 68 Camaro. I laughed so hard till he took our money. Only thing that beat me
@@wildestcowboy2668 Then you must not have had a lot of fast cars around in high school. 383 was a very good mill but nowhere near the king of anything. And I've owned a couple. They were comparable to the 396, 390, 389, etc. Gear ratios, tires, & drivers add a lot of variables as well.
You said in the beginning it’s not commonly used. The 327 is the main gas engine used by Cheverolet. It’s by far the best motor of all motors due to age which is 60 years or more. The reason that makes it the best is because they continued to use it because it worked and over time made fine adjustments and bolt ons to make it even better. No engine that I know of has been used this long. I still think the 350 should have been the motor they used but the 327 can do the same thing the 350 can do so I guess that’s my answer
Great info. Way back in the day I was given a 327 engine by my former boss. It was out of a 1968 1/2 ton pickup. Come to find out it had the very desirable large journal forged crankshaft. These were known to be very strong and very lightweight. Grumpy Jenkins was fond of these cranks when he was racing SBC cars. I had a 4-bolt 350 block that I was going to use it in to make a 4-bolt 327 for my 1967 Nova SS 4-speed. Unfortunately I had to sell that project before I finished it :(
In 1975 I bought a 67 Nova SS 327/300hp 4spd. I look back now and it was the best all around muscle car I ever bought. It had a beautiful stance, red with white guts, and really nicely optioned. And it had surprisingly great torque and could handle blistering RPM’s. I wish I had it today. 😂
@@robertclark9 Mine was gold with a black interior, and also an uncommon black vinyl top.
@@JohnB-le2pi. Rare color combo. 👍🏼
Surprised you did not mention Bill “Grumpy” Jenkins. He was a big fan of the 327. His 331 inch small block would rev to 13k rpm (I asked Joe Lapone) his book “The Chevrolet Racing Engine” is a small block bible.
IT IS THE BIBLE OF SBC!
Also a two bolt block can have a stud girdle added which ties all the mains to each other and is stronger than four bolt block cause the four bolt block is weaker where the outer holes are drilled out. That why the splayed is better, girdle is not alot of money.
327 is a great engine my brother had one in his 67 camaro
You for got to mention the 327 11/32 rod bolts, the weak link in the 327. They do not like 6000 + rpm. If you build one use arp rod bolts or aftermarket rods.
I broke 7 327 engines in my vega in the late 70s shifting it at 6500 7000 rpm.
Luckily I had a friend that worked in a wrecking yard that fed me an endless supply of 327s.
I just blew the head gasket on my 66 Chevelle 327! Ugh, now I’m trying to decide if I want to just put a new head gasket in or pull the engine for a big block. Decisions decisions!