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
I had an 84 Z28 H.O. .060 over bore, port/polished Vortec heads with undercut swirl tipped valves, headers, cammed, 76 vacuum distributor, bypassing the OBD 1 computer, Edelbrock RPM intake, Edelbrock 1405 carb... I ran 13.4 in the quarter. I miss that car. It was so much fun.
I have 2 509 blocks and one I built a 406 that runs real nice especially up around 6500rpm....I'd like to do a 434 stroker build with the other one I have
I really wanna thank you for making that video. I'm pulling the 350 out of my 1973 Chevy Nova on the 14th. I've slowly been Accumulating all kinds of high performance parts to build the 350 Aluminum heads. Doug's headers with the maximum amount of exhaust diameter. I'm 57 And I wanna do a goddamn burn out before I pass and go onto the next life, Where I won't ditch auto shop. This lady has a fully rebuilt 400 $2500. Mama always told me if it sounds too good to be true. It's too good to be true. My engine builder buddy always says NO TO any and all engines I throw at him . Even with the spec. Sheets. I want a 400 in my NOVA we can rebuild that 350 heart we pluck out of this car another day. Damit I'm IM 57 I got 3 acres Mojave cal. Near WILLOW SPRINGS INTERNATIONAL RACEWAY. got to be an Old school Hot 🔥 Rodder than can help. These kids are running Hondas, BMWs, other Foreign cars. What's in mclaren who cares. I can beat it lol 😅with the right people in my corner! What can I do to make this all car stick to the ground. LoL God bless the U.S.A.🇱🇷🏁🇺🇸 HOT 🔥 RODS AND GASOLINE ENGINES ⛽️ FOREVER FUCK YOU Biden and Embarrassment to our country. Ok mike 714 865 3443 help me
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.
i have bored and honed, installed sleeves in, and assembled several stock 400 blocks for mlra and hava tampa late model dirt track racing. some 13.5:1-- 14.:1 cr, some 418 strokers making over 650 horsepower. i built a stock block, mechanical fuel injected 410 for sprint racing that dyno'd at 710 hp. you have to use head studs, machined surfaces, and torque plate honed to keep head gaskets on them. we replaced the 3 center main caps with billit 4 bolt caps to hold the crankshaft in place.
to correct your correction, my nascar inspired 1976 chevelle laguna came with a 400 small block and 4 barrel carburetor. if i knew then what i know now, headers, cam, and a distributor recurve and the thing was destine to be a tire burner. it was the lowest horsepower small block from the factory, detuned with emission parts. sad.
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.
5:10 and yet.... people say the 400 wears out fast.... and the 350 lasts you ever you NEVER NEVER!!! hear anyone say the 350 wears out mains fast.... . i think this whole thing about journal size... especially with modern oils/filters.... is pointless sure... maybe if you want to spin it to 8000-9000 RPM....but on your typical 300 to 400HP 350... it doesnt matter
Built right , I will take the 350. It will rpm with the 327 but make more hp doing it. I like the 327 but when you are wanting to be fast, why stop at 331 ci when you can have 355.
.060" over makes for a 315ci with a 3.796" bore, so not all bad news. A little more room for valves. Add a 350 crank with a balance & rod clearancing, take it to 339.5ci. If you already have one, have fun with it.
My 84Z is an L69 car. And I have to say those are the cars to have.They were paired with 373 gears. The first time I got mine on the road.I was highly surprised how much power it put out for a 305. To this day , it is the best stock 305 3rd gen camaro i have driven.
If I "destroy that like button", how will anyone else be able to LIKE it after I am done? Lol! I really like this video. Would be entertaining if you dyno'ed the PP Head with intake and headers (and which ones) and offer that up. Yes, I viewed the Richard Holdener video. I might like to do some mild upgrades to my GMC w/o breaking the bank or making it overly involved. Rear seals might inspire it. According to what I saw on RH's video, it appears the PP head is misunderstood and misaligned. For an engine you want to squeeze out a little more hp and a lot more torque, it is not too shabby. For a truck application, pushing a bunch of power up the rpm curve is not what you want or need, though a slight lope and off the line acceleration on an unloaded truck might make for some cheap fun (like racing and embarrassing the Beemer). I also want to keep it within regular fuel compression ratio for obvious reasons.
As a man who almost always works on smaller displacement engines I’m pretty confident you could make a 305 come alive. It’s possible for almost any engine to make 600 or 700 horsepower if you throw money at it. In terms of a 305 I wouldn’t bore it out much if at all but if I wanted 400+ I’d definitely put in new bearings and deck it. I’d also use a stroker kit with forged internals and some trick flow 175’s and of course do a new cam, intake manifold and 750cfm carb. While doing all of that convert over to a hydraulic roller setup too. I’m fairly confident if you do that you could make 400+ horsepower with a 305 and depending on the compression you might be able to squeeze 500 out of it. That being said you could build a 350 sbc or swap some junkyard ls into it and do less mods, spend less money, and gain more power. In my opinion the only reason to keep a 305 is if you want to maintain the original engine in a classic car. The other thing people don’t really talk about is the fact certain year model 305’s can only bolt on a few different transmissions. For example the 85 and older 305 can really only bolt on a t5 and whatever the automatic transmission that came out those years. You could in theory bolt a t56 to it with an adapter but for just straight up bolt one that’s really all you can do. The t5 has got to be one of the worst manual transmissions known to mankind. The case flexes and causes gears to climb each other and seals to break and over all the transmission to grenade itself. That’s the real drawl back of the 305, if you manage to get it to make decent power you still have to do something with the transmission because it can only hold about 300 ftlbs before you risk destroying it which would cost another 1.5-2k. There’s no way to strengthen the t5 gears for GM’s either because there’s not an upgrade internal kit for it. The only way would be to use the kits that are for fords and then run a type of hybrid spline since ford and GM splines have a different tooth count. The 305 was doomed by GM from the get go and gen three t/a’s and Camaros have got to have the worst power train ever put in a muscle car.
Building a SBC 302 today is pointless. There are no arguments that are logical. Put all of your dz302 parts in a 350/383/400, it just makes more hp/tq.. Again, take your "correct" dz302 parts, bolt them on a 400 SBC. the 400 will win every race you can imagine
Good video! Peanut port heads are good for towing and they make good doorstops! I had a set of 1969 semi. closed large oval port heads with2:19-1:88 valves and mild bowl porting on my 68 Camaro daily driver with 12 1/2 to 1 454!
Alrighty Boy's Info On SB400S The Heads Have 197 Intake An 161 Exhaust Valves.. 1970 400 Had 330Hp 410Lbs Torque... 1967 427 Did 425Hp 460Lbs Torque..This Is From The Factory Stock!!! I Have 4 Complete Sb400s ..My C20 4x PU Came From The Factory With A 400😊😊
Grandad has a 2000 z71 5.3 almoat 600k miles still doesnt make noise will still kick sideways from a redlight yea hes on his 2nd 4l60e 2nd alternator and 2nd ac compt3ssor but he didbt let me change th3 sparkplugs til 350k mil3s
back in the mid 90s my local track had a pure stock 305 class, u had to use a OEM 305 block and OEM heads, but u could stroke and cam the sh!t out of it. alot of guys broke their block getting too nuts, thats what made it fun, it became about engine building and drag racing, not money
Man! There are SO many bullshitters commenting here... People saying that they are usimg parts that are physically IMPOSSIBLE to fit into their blocks, WILD torque figures that would NEVER happen, 10,000rpm EXTERNALLY balanced engines, 10-million mile engines with solid lifter cams that have "NEVER needed adjusting", and on and on... 🤥 I gotta get outta here.. Reading this garbage from a bunch of fibbers just irritates the SHIT outta me. An intelligent conversation, or even a debate, is one thing and I enjoy it, but hearing a bunch of bullshit and lies is downright irritating and annoying and is for the hillbillys. I'm outta here... Keep on telling each other your made up storys, and trying to one-up each other. Anyone who's halfway intelligent just KNOWS it's all bullshit, and you make yourself look like fools doing that.
I had several 406 SBCs over the years, 2 of them cracked between the center cylinders on the drivers side.... 🤷🏻 I quit wastimg my money on them after that. Sure, they were potent performers, but they didnt last long before they cracked between the cylinders. One of them actually torched a 1/4" wide, 1/4" deep trough between those center cylinders. Yep, the steam holes WERE drilled, and the right head gaskets used.
I’ve got a 85 square body with a 305 she got a good cam and a dual exhaust with all the smog bullshit removed she will run over 100 mph quite nicely and she’ll spin the tires off like butter
Just an FYI.....there is no real need to drill the " upper " steam hole in a set of non 400 heads. The stream holes are there to allow steam to escape right next to the cylinder to cylinder intersection . The lower side is the only place steam can get trapped . On the upper ( side closest to the intake) , there is no way for the steam to get trapped. The cylinders sit at a 45* angle , so any steam that forms simple moves up ( steam always rises ) and into the cooling system on the upper side. The lower side creates a trap for the steam because of the deck angle and needs an escape route to avoid hot spots . It's very easy to drill your own lower steam holes. The 400 is a great engine to make big sbc power w the larger, better breathing cylinders. Match that bore w a set of heads that can move some serious air and watch the HP/TQ climb !
