We really appreciate all you guys who watch our videos. I would have never thought these 327 builds would be so popular, after we finish the 620 HP 467 build, followed by a drag test, maybe we can build a nasty production headed (186s) 360 small block with a big flat tappet and a tunnel ram. Thanks again every one! Meanwhile my kid will try and put his truck into the 12s in Colorado's thin air.
Mark, love your content. Would love to see a big cam flat tappet tunnel ram conventional type mouse build! Any progress towards doing this? 8months since an upload, we need more VortecPro!
Would you build this 545 10.2" deck block 4.57" bore bbc with peanut port ported heads and 9to1 with for it's size mild roller cam. Uses 6.9" rods and 1.2250" piston. with 4.15" stroke. It has a 1.66 to 1 rod ratio thats better than a stock 350.
I grew up on the 350 Chevy in the 60's-70's. My first car was a 69 SS/RS Camaro with a 350-300 w/3:31 gears and at the same time I had a 327 in a 1969 Chevy pickup which was a swap. It was an excellent, bulletproof, great mileage motor (around 17MPG in a 1/2 ton) and when I gave up on it it had 169,000 miles and still ran fine. I sold the truck mostly because it was completely rusted out. We used to put carpeting in the cab corners or you would freeze in the winter and the rockers were mostly nonexistent. I had it in Vermont when I lived there for a year and the coolant would basically be slush with -25F temps that winter in the Green Mountains but never failed to start, even without a working choke. Pump the gas a few times and fire it up, shut it off for a bit to warm the coolant up, and then start and go. Nice to see these are still going strong with all of the new tech. But, us old guys remember the days.
You might be interested in this build. This is based on a 327 stroke and was a slightly messy build in the 90s but could be done today with almost off the shelf parts. It has less power but more torque. I think it would have had more power if it had bigger valves but they intentionally opted for 305 aluminum heads with small valves. A solid lifter camshaft in it rather than a hydraulic may have helped. www.airflowresearch.com/412-hp-350-ci-afr-190cc/
Don't get me wrong, I LOVE the "vintage iron".......speaking of which, there's a GREAT youtube ch called "Vintage Iron" and that guy is really good too, but he builds all sorts of engines, both new and vintage stuff from all the American auto makers. His philosophy is right in line with THIS channel. The thing about the LS, is GM took everything that was wrong with the earlier V8's and FIXED THEM. Just as 1 example, the larger cam bore of the LS platform allows just as much performance ( valve lift for example ) yet the larger cam bore is much easier on the entire valve train......whereas the older V8's with performance cams cause the entire valve train to take a real beating. Parts are getting "slammed" open & shut much more with the smaller cam bores with the performance cams.......yet the LS performance cams are much gentler on everything, making for a more durable design, generally speaking. I like both the old stuff and the LS platforms. I don't know WHY so many guys are hating on LS engines. It's totally uncalled for. I hear guys crying all the time: "LS is so expensive to build for performance".........I DARE them to compare the cost of ANY performance LS set-up against Ford and Mopar.......they'll learn real quick that for TODAY'S technology in American V8's.......the LS is THE CHEAPEST & BY FAR THE EASIEST TO BUILD ( far more skill & labor/hours is required to build Ford & Mopar engines ) to make the same power that would cost a damn fortune for Ford or Mopar.
Yawn. ls3 in my 69 camaro made 482hp at the wheels, approx. 570 at the crank. That was with factory cast heads. LS motors are far and away better motors.
Great build! I like 327 so much, I put a 327 large journal forged steel crankshaft in a Sbc 400 block, it now resides in my wife's Chevy Vega,,,, full roller engine, she shifts @8200 and gets her to WallyWorld PDQ,,,
Never been a "Bow Tie" Fan, but what is not to love about the 327. They had a sound all their own and with the large bore and short stroke could rev with the best of them.
Sweet! We're building a very similar 327 for my sons '31 Chev coupe. I never got to drive a hot rod to high school... this is the next best thing! Thanks for posting :)
I have witnessed a Chevy Vega go 11.80 with a 327. 2.05/1.60 small chamber iron heads. Trans brake and full manual valve body. High compression and race gas of course. It belonged to a community college drag race club. My own high school also had a race car and team. 78 Pontiac sunbird with short rod 383, iron 2.02/1.60 heads. Th350 that would hold each gear until high rpm, guessing vaacuum modulator was disconnected. Ford 8” rear with mini spool and torque arm. And 50 hp shot of nitrous in 3rd gear only. Remember, school kids race car. It would do 12.19@109mph. We were all “autoshop” kids. Man o man those were good old days.
Someone by me who lives in Murphy NC has a yard full of Vegas. He had one at a car show that I went to.There were 502 Novas, Vettes, Turboed LS's and some real monsters. Some of those people told me the fastest car was that 327 Vega. RPM baby.
Mike383HK : wiki says 2200lb curb weight. My time at drag race club taught us that shedding weight is valuable. Moderate hp engine in light chassis is good reliable race car.
@@TonaldDrump686 All I know is one of the top ten fastest street cars I have ever seen was a 327 Vega.It would eat big blocks for breakfast. I grew up with 327's in the 60's and they were break your windows fast. Nasty little motor. Very reliable.
@@Mike383HKI rode in a 67 Camaro with a 327 and they said it was only like 200 horsepower that was biggest load of crap because that thing would scream!!!! 😎
I'll repeat my comment from the last 327. Very impressive for a fairly mild combination. Especially in a small cubic inch engine with outdated factory heads.
I was pretty impressed by the torque considering it is a 327-but 11:1 compression certainly couldn’t hurt. That powerband looks like that’ll be a fun pickup
Excellent power & torque for the 327. Had a few over the years. Used to watch Grumpy Jenkins, amazing he was pushing 660-680 hp out of those little motors with iron heads & 15:1 years ago. A lot of finesse went into it obviously. I read he ran a 6.17 gear, 9,300 rpm at the lights. Appreciate the post.
Very nice build! The 327 is nice compromise between the 302 and 350. Personally, I'd rather have the torque for a daily driver - 350-360 hp, 460-470 lb-ft, 9:1 pump gas, 5500 rpm 350 engine with a 2500 stall, RV shift-kit TH350 trans, 3.73 rear-end in a short-wide half-ton, an early '70s Nova or late '60s Camaro - dang you've brought back memories!
I had a very similar motor that I put in a 69 Camaro with the Corvette .030 .030 solid lifter cam (365 hp) and holly 750 CFM carb with vacuum secondaries. with the Muncie four speed tranny and the 410 posi 12 bolt rear it was a mean street screamer back in the seventies.
I would like to see what difference a set of worked vortec heads would do. I love a 327, I've tore a many big blocks a new ass with one. The good thing is the torque is easier on suspension on the street, so you can hook a little easier without blowing off the tires. Then the upper rpm pulls like a freight train. Love those little motors. I build mind with a 350 block and 307 cast crank and turn it 7,500 rpm frequently. You are right, they need compression to run right. Great build.
sweet spot still for those little beast , and your boy should be very happy with that setup in his truck. I'd say y'all did fine by that old hunk of cast iron!! oh for the days of years long gone. 70 lwb c 10 camper special rock crusher out of 69 Z, hays super clutch, 63 fuelie engine, 60 over 10.1, hump heads with 2.02 valves caressed the ports on heads an intake, which was cast iron out of 69 something, 750 dbl , hi volume mech fuel pump, crane mild RV cam, lifters, rods, dbl springs on valves, mallory dual points with big coil, hooker long tube headers 2.5' dumped past cab, 373 12 bolt posi, alternator, and fan only belt driven load, ethel before she was murdered , 16 oz marroso 104, with av/unleaded 50/50 are pinged likeabitch, and on Friday and Saturday nights 1/3 paycheck went to super fuels owner's retirement fund I'm almost positive. to street race Forest Lane in Dallas back in mid 70's to early 80's old dude across street with 40 yrs wrenchin on chevys for friendly chevrolet and others built n tuned their hot rods.. taught me what little I've forgotten when I was in jrh into hs helpin him tune his bosses cars and their buddies. then he pointed and threw shop towels at me when we built mine. got to spend a lot of time at Green valley drag strip in Ft worth yellow belly in grand prairie Dallas international in Lewisville, Tx before shut it down with that old man before he up n died miss those days for dam sure
Wow, that's a good improvement over that other 327 hydraulic you built for the Corvette, he going to have a quick little truck, old LT-1 was rated about 370, nice job
A guy in the Engine Masters built that same engine, and at the contest it made 440Tq@ 3900 and 470 HP@6500. Using 461X heads sized down to 167cc intake runners.
I see that you drilled and tapped the crank instead of the old hammer on harmonic balancer and pulley 👍 Had done same thing on mine . Same double hump head's on mine as well.
I understand your video was a yr ago.i have basically the same engine as you 327 bored 30 over can I have a bigger cam in mine Comp Cam but other then that basically the same engine I never dino mine but watching yours now I know about where I'm at.love the327 engine mines in a 84 Z28 Camaro
in 1978 I went to the Chevy dealer, I was going to buy a LT1 350 cam, I am a fan of solid lifter cams because my vary first car had the DZ 302 solid lifter cam in a 350 (194 valves) the engine was old and tired. well the service manager at the Chevy dealer told me he was going to sell me a better street cam that pulls better than the LT1 cam, OK. he went on and told me that he used to drag his stock 1970 LT1 Vett in the early 70s (in Florida), he told me that the L-79 cam pulls better threw the gears than the LT1 cam. and I just happened to be building a 327, so I put the L-79 cam in it, it had 12.6: 1 compression, the pistons and ring gaps were tight, the Rod bearings were slightly loose and for only $150 I had luckily found a set of the better 1971 202 LT1 heads. BB or SB I was out there blowing them all away, most all the cars got me off the line but she would catch them. the higher compression helped big time, I had to burn Sunoco 104 and at times she would ping if you stepped down too hard in too high a gear. the machinist that helped me build it told me that the short stroke has a slower piston speed so the tight pistons and tight ring gap will work well, just take a good 300 or 500 miles before I stated to play,, I took a 240 mile trip, and that did it ;) here, read this about the old Chevy cams shootout>>> www.superchevy.com/how-to/engines-drivetrain/sucp-1003-classic-chevy-small-block-dyno-testing/ today: well today I wished that I had built a 400 with the L-79 cam instead of a 327, and throw some high ratio rollers rockers on top of it, that sure would have been the the thing to do
Mark, could you do a vid on cam duration and lobe separation and what it does to the compression ratio, cranking and running, and the best way to get it back
My first v8 was a 327 in my 68 impala , I still have both, something about 327's, my 75 Monza would like one, with small Weiand blower, vortec heads 750 carb.
I have a similar build only 0.60 over large journal with same heads and a voodoo solid flat tappet 507 nit and 519 ex on a 106 lobe separation. Heads was ported and gasket matched. I wonder how much hp difference from this motor to mine
I just bought a 1963 Nova convertible yesterday and was looking to gather input regarding increasing engine performance. It has a 327(275HP version which I believe was offered between ‘66 and ‘68). My intent is to have a streetable cruiser that doesn’t sound like dragster yet still has a nice rumble to let people know it’s got something mean under the hood. I’d like to shoot for 400HP if possible. So I’m looking to understand if it’s doable and what’s needed to get me there? It’s got a Holley 4-brl (not sure on the model or cfm). I know air intake, headers, cams/lifters, and heads are a big influence but looking to gather more species and guidance to see what(if anything) that can be done.
445 h.p. out of a 327 is very respectable. Finally a real budget motor with factory iron heads! Hope your son's truck is a 68 or older so you won't need bolt holes in the front of the heads. Of course you can make brackets if need be. I have in the past. The past being 35 years ago for me. That's alot of power for a kid to handle. Good luck!
@@jrod264winmag so your extra 50ish cubic inches added only 44 torque... sounds like your 383 isn't as good as this 327 then. yikes (pound per cube its got your beat 1.22 per inch torque to your 1.15..... sit down)
I run my 406 sbc with camel hump heads and flat tops 11.1 on 91.If I really want to go all out full throttle I will put 100 octane and adjust the timing A little.I run A much higher duration cam that helps.Never had an issue.
I have a 72 454, you think you can do anything with the factory heads to make it a little better? Not looking for a mountain crusher just some better performance and want to keep the matching numbers.
TRUE 60's screamer, 327 365 version was an engine to reckon with in its day, all the power is on the top so yeah you need to push it pumping out 440 hp a great increase over advertised 365
I'm so glad you did this video on the 327 I'm arguing every other day with people I know who say that I can't have over 300 horsepower in my 327 one guy bet me his Mercedes AMG that I didn't have 350 horsepower in my 327
Can you define "Z-28 springs? I hear that term used a lot & also with both solid and hydraulic lifter cams. Are they the same springs for both applications? thanks
I just had a 327 small journal built 60 over 488 Lyft cam Brodix intake manifold and 60 for 200 heads with 13/1 pistons 690 Quick fuel card I put it in my 56 Ford F 100 I’m kind of anxious to see what it puts to the ground I’m guessing around 390 to the ground hopefully more it’s back with a 350 turbo and a gear vendor under overdrive with 410 gears
I have the same build 327 with 283 crank at 15:1 compression and i run 114 leaded octane. Can you tell me the spark plugs and carburetor that you are using? My engine runs on the hot side and I need to change a few things.
Could I get more specific info on this build? What compression ratio, valve sizes, cam specs & type, intake make & model, carb size, primary header size? Thanks.
Wow! Crazy RPMs on that baby! What do you have in the motor? $3k? Not counting labor of course. What kind of hood are you going to have on the truck? The high rise intake will mandate something other than stock. Very cool 327. Thanks for this!! Also, with that high compression don’t you have to run custom fuel? That could be a real pain for a kid driving it to school every day.
Out of curiosity why run the guide plates? Do the double hump heads not have a machined channel for the pushrods? I have a set of 461 heads and they certainly do. Is this just because you are running the roller cam?
I really like this video! The 327 has a bit of nastolgia in spite of its relatively smaller size. My only suggestion is that you reference/compare it to the L76 as opposed to a L79, since you installed the 750 cfm and a solid lifter and more aggresive cam shaft.
If you work out the brake thermal efficiency of this engine from the dyno sheet, it's truly impressive. I assume there are two fuel pumps, hence fuel A and fuel B. Take the CHp column, and divide by the sum of fuel A and fuel B, and you come up with the amount of energy in horsepower-hours delivered at the crank per pound of fuel supplied to the engine. I assume the gas used was ethanol-free, which contains 7.6 hp-hr/lb of energy. Divide these numbers and you get your brake thermal efficiency. 40% thermal efficiency at 4500 rpm, dropping fairly linearly to 38% at 5000 rpm, then holding 38% until 5900 rpm, and then dropping again linearly to 36% at 6500 rpm. I'm not sure if the engine was providing the power to circulate the coolant or power the distributor coil, and clearly there was no radiator fan needed, so these efficiencies may be a tad generous for the actual engine when installed the truck. I also noticed your water temp was 151-152F, which I assume is quite a bit cooler than the engine's normal operating temp. The engine oil may have also been more viscous at these cooler temps, leading to increased pumping losses. All things considered, 36-40% brake thermal efficiency has a big part to play in this engine's high specific power output.
To the guy who did this vid, Your torque curve could be inproved by going to a long tube equal length header tube length of 34". All of your power would be available if done right. I would recommend you get a hold of a headers by ed catalogue. If you don't have one, I could make a couple of copies to show you. I did this on a high hp NON torque motor in a 8k ft altitude, and all of my power became available on the low end, then I had to look for a posi.
We just picked up a small journal 327 from a 67 Camaro. Looks like it’s got new TRW flat top pistons and some 305HO heads center bolt ones. I personally think it’s an odd combo. It could have close to 11:1 compression. Should I run a 30/30 cam that I already have with those heads? I want solid mechanical, it’s a racer..
Do you have a build sheet? I’d love to compare a couple 327 build sheets I have for a research paper I’m writing. I will sight your shop and send you a copy when it’s done!
I’ve always wanted a 327. I dunno why...nostalgia perhaps. There’s really not much of a difference with a 350, just a little shorter stroke. I’ve got a sharp 88 S10 my dad bought brand new that would love a 327
I liked to work on my Pontiac motors but I hate to say now I run a 5.5 supercharged AMG 646HP 626TQ 198k LOW maintenance just change maps from time to time Still cool 327.
Nice SBC, the cam timing must have the Dynamic Compression pretty low to work with 11.0-1 compression on pump premium? In Missouri running 91-92 octane it’s tough to get away with more than 10.3-1 w/iron heads, takes the right camshaft and careful tuning. 👍🤔😉
joe cucch But remember the fuel in the 70’s/80’s was higher quality with no “Ethanol” added to make the octane minimum. 🤔 I’m pointing out the average person will not be able to run 11.0-1 compression with iron heads and pump premium. Normally shops won’t exceed 9.60-1 on pump gas engines, but I’ve seen experienced builders push the compression up to 10.30-1 MAX unless you run a ton of overlap killing cylinder pressure. On pump premium even with Aluminum heads +- 11.30-1 is rough to tune on today’s pump gas. I’m still waiting for a response on how they believe they have a combo scienced out to work. 😉🤔🤔
joe cucch Are you advocating a “cheat”? Lol. This is an engine built for Daily Driving for a High Schooler on pump gas. 😉 I’ve run 100LL a lot trust me, the funny part is there’s no need to add anything to AV gas to act as a lubricant, that happens to be an Urban Legend. All I had to do was talk to the mechanics at the local airport, they laughed when I asked them about needing additives to lube the valves. Airplanes don’t have any additional oiling, why would you add something like Marvel Mystery Oil that night cause detonation? I’m only sharing my experience with running AV gas. On the street I ran 50/50 mix 91 octane & 100LL. At the track all 100LL in this car: 1971 Pontiac 400 9.70-1 compression Comp Cams XE284H cam w/1.65 rockers. Best NA run 11.95 @111.66 mph ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-HdURdhhRE1k.html
why do 327s always sound like that!!? they have such an unique badass tone to them that i have never heard out of any other engine. i have one in my 46 willys jeep that sounds just like that motor.
thank you for posting this. i am rebuilding that very same motor that came out of a corvette, for my '65 el camino, and have been wondering what kind of power i can expect. i'm in california with pretty piss poor octane gas (91). any recommendations on a cam to use to keep the 11:1 compression livable out here?
I have never heard of that, maybe it would work, but I would have to do more research before trying it out on a motor that I just spent thousands of dollars in building. Sounds good in theory, but.....
What can is in this motor I'm trying to find a dyno test clip on here of a small block Chevy with a comp 292 h 501 cam in it bc I'm about to build a 350 and put that cam in it and match the rest of the motor to it
