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 RU-vid search it. There are salvage yards out there. Have a great day is getting long.
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.
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 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 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 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.
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.
ok, I have to dispel a huuuuge myth here. The arguement over the small journal and the large journal Chevy SB Cranks has been going on for decades.Here is what you need to know about it. The RPM arguement is BUNK!! This all started in the late 1970's wen there was a lot of interest in building SBC engines. The junkyards started that reciprocating weight BUNK so they could sell off the slew of small journal SB chevy engines they had. At 7000 RPM, WHO CARES whether you have a 2.2 or a 2.45? Those Big journal Cranks were desireable by many engine builders,(myself included). Thing is: they were rare and even more RARE to have a big journal forged crank .BUT IF you did have one it was Tufrided which was akin to 4340 steel material. According to Bill "Grumpy" Jenkins, the 1968 large journal 3.25(327 crank) is 4lbs lighter than the small journal. The larges were specially made in '68 for the HP cars like the Z-28 & Corvette. (those larges also filtered into the 69's as well.) I doubt someone will find one now-a-days as they were all "hunted" in the 70's-80's for their stout for racing. The smalls are great for the street.
I have a 69, 327, (331ci) large journal, going with a Howard's roller cam 110235-12 and 1.6 roller rockers, thread studded camel hump 202, 160 with guild plates. Weind intake, flat top pistons. Should make good power. Thanks for clearing up the large versus small journal.
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 !
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
@@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.
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 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.
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.
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 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.
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.
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...
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.
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!
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.
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.
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.
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.
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 ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-jHQAQ6Ds34A.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
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!
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.
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
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.
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 😎😎😎
WE RULED THE STREETS OF SO CAL. with sbc 327,taken from the impala,vettes ,chevelles ,el caminos &camaros whereever we could find them(everywere0 $50-$200 an L78-79 WAS PREMIUM.blowing the doors off of bigblock chevys fords &mopars.alot of world records w the 327,strips salt flats and water!!!!
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.
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.
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.
for a street rod or muscle car crankshaft choice is irrelevant. all stock cranks will handle anything you do on the street. for hard use in racing the forged crank is preferable. likewise 2 bolt blocks will handle anything you throw at it on the street and MOST racing use. 12 to 1 or more compression or more and sustained high rpm use is where the upgrades become necessary. I've ran the same 327 for over 40 years and seen the tach hit 10000rpm on missed shifts and it still lives.
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.
@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.
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.
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)
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
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'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.
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
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 .
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 !
When I was a teenager we built alot of 283 and 327 engines and it was not uncommon to wind them up to over 9000 rpm ..I've argued with a lot of young guys that can't perceive that ..
I have the l79 in my 1965 Corvette. The l79 is a 350 hp engine with 11 to 1 comp,with 21/2 big horn exhaust. The 300 hp 327 has 2 inch exhaust. Thats about all i know about the l79
The 300 horsepower 327 was a very good dependable reliable engine this engine makes the same torque as the 350 or 375 horsepower version of the engine but the 300 horsepower version made it at a lower 3200rpm vs the 3600rpm for the 350-375 horsepower versions all three made 360 foot pounds of torque the 300 horsepower version did not rev as well as the 350/375 horsepower versions did above 5200rpm but torque came on a bit sooner with the 300 horsepower version 327
I ordered a new '62 Impala in 1962 with the 300 hp 327 and a 4speed. The 300 had a hydraulic lifter cam and the higher hp versions came with the Duntov cam and solid lifters. I ran the wheels off of that thing for 65,000 miles and it ran flawlessly! It would float the hydraulic lifters around 5500 to 5600 rpm's but the Corvettes with the solid lifter cam would easily turn 6500 rpm's or more.
@@bobthbldr3 the 327/300hp had 10 more foot pounds of torque 360 at a lower 3200rpm than the 350 foot pounds of torque the 327/360hp had at a higher 4000rpm your right the 327/300 could pull strong to 5500rpm and the 327/360 could pull strong to 6500rpm but the torque coming on sooner with the 327/300hp engine was better for 3.36 gearing or less especially with a power glide transmission
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!
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.
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
The 307 Crank is the Same as the 327 large journal Crank but the 307 crank has a bolt on harmonic balancer. I hàve thrown the balancer off 283 and 327. 350 block 307 crank 327 positions 327 rods And you will have a 327 large journal engine.
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.
Something I've been wondering about for along time. As the earlier 327s have smaller journals and all have shorter strokes, won't the crankshaft rev up faster than a 350? And if the crank revs faster, so will the rear wheels
You can rev a 350 tighter than a 400, 327 than 350, 302 than 327. Stroke length equals torque. Longer stroke more torque. BUT, building a particular cubic inch to gain the best of both worlds: 383 stroker. With today's technology, you can find the optimal cylinder heads, port and chamber sizes and configuration, camshaft, induction, put it together correctly head to the dyno and finalize your tune. Seems almost everyone is doing that with whatever their favorite engine is. The old days, you paid attention, listened, worked your combination until you achieved enough success and longevity out of it. Butt Dynos were everywhere and even a time trial didn't tell everything that today's dyno sessions can. It all just takes $$$$$$$
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...
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. .
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.
I bought a 67 Impala SS Fastback, turbo-fire 327 4 speed, from my party chief of my survey crew for $ 75.00 in the spring of "76" that was just sitting in his apartment parking lot in Elgin IL, put some fresh gas in and jump started it going down hill got it home, new plugs, air filter and had my brother in law help adjust the timing by just loosing up the distributor cap and advancing or retarding the timing by ear until the engine smoothed out! Took it for an run from W.Dundee to Elgin along the Fox River and that 327 just kicked ass when I stood on it and ran through the gears! Metallic Blue, Black Leather interior bucket seat and a factory installed 8 track player! I think "67" was the first year for that?? I've done some questionable things and made some bad choices!! But the biggest regret I have was selling that Impala SS 327 4 speed! Hands down! That 327 with high octane gas in it was a beast especially stoplight to stoplight 🚦 hops against other cars with bigger engines! If I could get to 3rd gear it was usually over! At a full quarter not so much but in a eighth of mile! That long & heavy Impala Fastback would put it down! 327 is my favorite Chevy power plat! Followed by 283 and Fords 289! Those small block engines could generate some major horsepower vs wieght ratios that shade tree mechanics could squeeze out! The moral of this story! Is? Pay attention and recognize greatest when your in or around it! Because it'll probably not come around again in this lifetime! Sinn Fein Byrne
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
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
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.
Imagine a C4 with a 327 set up. Would be a total sleeper. The higher RPM and combination of decent gear ratio setup would make it a force to be reckoned with.
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.
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.
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.
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.
