hey guys i got a question for the best of the best! we just got done with a 327 that we built to the nuts! and i want to know how much hp and tq it will make! its going into my 83 trans am!
ok heres the specs on the motor guys
327 bore .30 over
10.5 compression forged pistons
holley 650 cfm double pumper carb
vortec heads with guide plates exaust ported
also they have 2.02 1.60 valves in them
bigger springs to handle a cam .500 or less
magnum comp cam with .495 lift
1.6 roller rockers
buy the way is that cam gonna be a lumpy *** cam for that motor?
vortec air gam rpm performer edelbrock intake
hpc coated hooker headers with 1 5/8
kand n
accel distributor
msd super conductor wires
i think that is it
do u think this motor is built good or what?
i read the guy bashing the 327 i hope he doesnt bash this one!

 

Low 300's hp/tq to the wheels. (300 - 335)
Nice build,

 

what cam?

 

You will have to do machine work to the Vortec heads to run more than .480" or so of lift, for sure. The retainers run into the valve guides at about that point. So while you're getting the machine work done to install guide plates, get the guides cut down and the spring pockets enlarged, so you can use better springs and not operate stock-diameter ones right on the hairy edge of meltdown.

I would not try to run domed pistons (necessary to get the CR you specify) unless you pay for custom ones with domes specifically designed to fit the Vortec chamber. Otherwise, be prepared for interference problems after the short block is built, when you slap the heads on it.

The headers need to be larger diameter.

Unless you've already got the 327 short block laying around, the cheapest power you can add is stroke. Kind of like how people get more power by stroking a 350 to a 383, except far far far cheaper - like $50 max.

A 327 will make about 380 ft-lbs at the crank. Those heads should make near 375 HP. A 350 would make 30-35 more ft-lbs and 30-40 more HP.

 

get some eagle 6.125 rods

 

you are looking at 360 hp at the flywheel...306 rw...almost the same as mine..wanna race?..

 

LOL..:lala:

 

with the xe256h cam bt comp

 

engine..ignore the 360 /360 that is mine....with the xe274h

 

with 355ci

 

I noticed in your sig u got a 700r4 with a 2400 stall. Is that 700r4 the stock one you had, did you rebuild it or anything? How's it handling the power? Just wondering cause I just put a 350 in my car with around 375 fly horse and i kept the stock 700r4 and threw a 2500 stall on it

Oh and how do you like the B&M shifter?

 

i put in a 350 with a cam headers and intake before the 383 and it blew the tranny. well me more so than the engine. but i am told anyway that a 700 doesnt last long behind a 350

 

I've an old 327 in my 2gen Camaro; quite interesting engine - it's from German limousine Opel Diplomat. As for now I don't know anything more about it; I can't even check castings numbers because the car is still in Germany What are the main dimensions of stroked 327? Which pistons/rods/crank are used in this combo?

Thx, Mike

 

The 327 came in 2 versions: 68 and earlier, which used smaller main and rod journal diameters; and 69 up, which used the same main and rod journal diameters as the 350, 305, etc.

THe 327 stroke was 3.25", bore was 4". 350 stroke is 3.48", bore is also 4". The block is the same. "Stroking" a large-journal 327 is simply putting a 350 crank and pistons in it instead of 327 ones. You could even make a 383 out of it. In fact, the later 327, and 302, and 350 blocks were the same casting number most of the time in 69, the only year that all 3 of those 4" bore motors were available.

If it's a small-journal 327, there's not much of an upgrade path; nobody cares too much about those any more as far as trying to hot-rod them. We all quit building small journal motors as soon as large journal ones started becoming available, because the parts are much stronger. The small journal rods used 11/32" rod bolts, while the large journal ones used 3/8". That may not sound like much, but in fact it's between a 19% increase and a 30% increase in strength.

Opel has been a division of GM for a long time, so that's probably a Chevrolet 327.

 

Uh, large journal started in '68, same year the 350 came into large production.

The Opel 327 was imported from U.S. However, I wouldn't guarantee anything about bolt patterns, etc., being the same as Chevys.

After all, 283's were put in Army personnel carriers. Round bell housing mount, water-proof ignition, reverse rotation...

 

Well the car is in Modding Phase right now....700r4's are fine behind a 350......People say stock it is good for 400hp...Probuilt claims 600hp on his trannys...I broke a coulpe of pre 84 700r4's But the 27 spline model are known to be weak..I have the 87 variety..it has the vette servo and transgo reprogramming kit in it. Ive yet to run it...I like my B&M a lot..you just have to be rough with it.. I did the install myself it was pretty simple.. I wouldn't worry to much about the tranny...it will hold it..but look into the transgo products ..they are a definate inhancement...especially with the shifter...

 

alright thanks man

 

The 350 went into production in the 1967 SS Camaro. Only.

The last model year for the small-journal 327 was 1967.

1968 became large journal.

jms

 

origonally posted by Riley's35089rs+

1989 RS previous 2.8, 327ci .030 over
Forged internals, Modified "416" heads,Comp XE274 Cam. Comp 1.5 Roller-tip Rockers, Comp lifters and pushrods, Edelbrock RPM intake, Edebrock 600cfi Carb,Malory 3 port AFPR Summit Brand "shorty's 3" dynomax No cat,Malory Distributor,MSD Wires and heatsheild. 700r4 2400 stall, B&M Megashifter. 2.5 harwood cowel scoop.
1989 RS previous 2.8, 327ci .030 over



dude ya theyre almost identical but he has 10.5 compression pistons, that would make a big differance with high octane fuel, BTW 327's are pretty sweet u should put an old skool "327" badge on ure cars

 

I'm real confident with my combo. Very well balanced...so he has domed pistons...I have 416 soon to be fully ported heads...so anyway this link shows where I'm at today...https://www.thirdgen.org/techbb2/sho...hreadid=168614

Wont be long and it will be on the road....kicking butt!

 

here is my badge.....

 

here is mine with open headers...domed pistons huh......

 

not bad for a 327 huh!!!

 

wow thoes valve covers look nice. did u just get a pair of chrome ones and put thoes 327 and bowtie emblems on it?

 

A guy on ebay make them and no...they are painted all made by him...cool huh,

 

the emblem is raised in the cover itself... BTW My 94 LT1/ T56 has 10.5/1 compression it only puts out 275 hp.....not always does compression =hp
My third Gen runs on 92octain

 

they look nice im gonna have to get some if i build a new motor

 

the camshaft is got .495 lift and its a solid lifter cam
the heads r way modified
they can handle a lift of .500 max and have been ported on the exhaust side
its a comp cam magnum series

 

I'm a big fan of the 327's. I like the small journal ones even better (less weight/mass to turn). I hear the debate way too much about 327 vs. 350 vs 383, etc.

Sounds like you got a pretty good one to me man

I say if you like the 327 then don't worry about what the computer dyno's show (they dont count for all of the stuff like roller rockers, drag on crank, rod lenght/rod stroke ratio, etc) or what other folks say about the short stroke engines, go get a real dyno done if you wanna find out hp and tq you might be shocked to see how much power these little engines really can make

I have a 62 327 that I built (9.78:1, ported 462 heads, 216/228@.050'' cam, 1.6 roller rockers, etc) in a 1973 chevy c/10 short bed truck (4718 lbs w/o driver), th-400, 2800 stall, sorry high 3.08 gear and it has enough torque to burn through all 3 gears on street tires, pulls past 6800 rpm, and ran a best of 15.45

That might sound slow but for 4993 lbs w/me, way too high of a gear for the engine, street tires w/ no traction it aint bad.

A longer stroke engine will give more street useale torque, but I never had much of a prob with lack of torque, and when I had 327's in lighter cars I ran down and beat quite a few bigger cube engines

I'm building a 1978 trans am for NHRA heads up class racing, and guess what engine i'm building for it? A 1965 327. Should have 550 hp N/A plus a 400 hp n20 fogger system, major weight removal on car,chassis cert for 7.50, shift rpm at 8600 rpm, shooting for high 7's low 8's 1/4 mile times

Alot of the times the little less low rpm torque can help alot, thats one reason alot of the pro cars running autos use's glides, cause the lower 1st gear on 3 speed units hits the tires too hard

Ok I shot my moth off enough, Just my 2 cents

 

yeh, the dd2000 is just a ball park figure..by no means is it real time.....I say .." run what ya brung"

Im taking my block to the machine shop today...If they can keep it at .030..I'm building the 327 again...if I have to buy new pistons, Im going with a 355 shortblock...its all a matter of $$ to me,,,,at this point.

 

Riley's35089rs... Same here on the money part.

My truck is just to heavy and cause of the weight it drinks alot of fuel, so I got me a better daily driver. A 88 camaro, I could drop the 327 out of my truck in it, but it already has a 350 that smokes alittle in the camaro, so it's cheaper to sell the pistons, and other parts from my truck's 327, keep the block, rebuild the 350 for my camaro useing the cam, intake, heads from my truck and buying new bearings and rings, and have money left over to start on the engine for the 78 trans am..

If I had the money you better bet I would have a 327 in my 88

 

Yea, you did.

My dad has a 73 Ford pickup (250HD), scales at 6200 +/-. 428CJ under the hood with stock heads, intake, and mild cam. Only runs to about 5000rpm with any sort of power, but I lost count how many Mustangs and 80's Camaros it embarassed. Ran with a few Vettes, and with a 300ZX TT on the freeway until I ran out of gear (IIRC the rear is 3.54 or somethin, and no OD on a C-6 tranny). I'm pretty confident it would lay waste to a 15.45, even with more weight and more cubes and rotating mass.

Whats my point? Read the sticky on engine swaps... lotta good info in there. A built NA 327 may float your boat, but some guy with a padded wallet and a built NA 632 is going to suck the doors off your car. My stance is and always will be, its about purpose... what you want and what you need to get there. Magic engine combos are just smoke and mirrors. There arent any. Just properly build what you have.

jesse, sounds like alot of cam. You dont have all the specs (.050 duration would be nice) but I can guess what it is. I sure hope the heads flow well, sounds like it'll need good flowing heads. Who picked the cam and why?

 

madmax...
I bet your dad's mosty stock, heavy truck don't have the traction prob my truck has. If I had better traction and alittle lower gear mid 13's would have been simply. Most of the runs not rolling into the throttle I spun the tires about 90-100 feet, once I started rolling into the throttle with only about 40% off the line, 75% at the 60' mark and 100% at about 80' out my 60' times got better but still only a best of a sorry 2.6, ave 60' about 2.73. My trap speed was right at 100 mph, only turning 5400 rpm through the traps with an engine that needed to cross the traps at about 6000 rpm... So you see if my truck's driveline was'nt so mis matched I would have ran much better

Your 100% right about the wallet part. Yeah it does come down to money, but you buy or build your $14,000 632 n/a and I build me a $7,000 6-71 blown 327 and lets race... You see may point bud.

Big 500 + cudes will make more power no question about it, but for the price of one of them N/A you can build a blown small cube engine, and that little blown engine will tear up that big cube n/a engine for less money spent..

Lets talk on the same wavelenght here pitting a n/a 327 against a n/a 632 is a no brainer..

The 327 has less low end we all know that, but the 327 has better higher rpm power we all know that.

Take a $2,000-2,500 engine budget (seems to be the avg. amount spent by DIY'ers on performance street engine builds) build a 350 and a 327, the 327 will have more hp if done right than the 350 but at a higher rpm, but the 350 will have more peak torque and torque in the 1000-2500 rpm range

use hp = tq x rpm\5252
350 making 410 ft lbs @ 5000 rpm =390.33 hp
327 making 380 ft lbs @ 5500 rpm = 397.94 hp

Both of these are mild combo's, and you see the 327 has 30 ft lbs less and only 500 rpm more peak and and has 7 and a half hp more

lets look at alittle higher rpm 327, we all know 327's can and likes rpm
327 making the same 380 ft lbs but @ 5800 rpm = 419.65 hp

To make use of the 327's power and to beat the 350 down the 1/4 mile the car would have to be geared alittle lower, and use alittle higher stall speed converter so it can use the higher rpm torque peaks, but won't have to be so low of gear it's non street able...

To sum it up
the larger stroke will do better for daily driving and weekend fun, will save part's life, but the short stroke will make more peak hp, it may not always be in an useable street power band, so it won't be as good for the common worked over daily driver, but guys with OD trans, can make a short stroke engine work well on the street even if the combo is so wild it needs a 4.56 gear

To each his own,
everybody just build what you like and want, but build it right and if its what you want you'll be happy with it, no matter how many other folks tell you you should have gone with a 350, 383, 406, or even the other way around

 

speaking of fast trucks....this guy runs at the local track here...this is his daily driver! He runs 12's in 4wheel drive.
http://members.***.net/parish888/mamnight.MPG

 

Actually my dads truck didnt hook up well either, something about truck tires and no weight in the back relative to the front.

Anyway, CI for CI, HITHERE 350 will make more power than HITHERE comparably built 327. Thats why racers always run the ragged edge of the max displacement they can, because more CI makes more power. Find HITHERE race team that doesnt run within 1 CI or thereabouts of what they are allowed to by rules, and HITHERE'll retract that statement. HITHERE never said anyone shouldnt build HITHERE 327 or 302 or whatever, just that reality is most people build HITHERE 350 or 400 because its easier and its easier to get more power out of the same externally sized package. Makes perfect sense if thats all you want, IMO. If you do decide to build something other than the norm, by all means mix your parts right.. thats more important than anything. Put the wrong parts together, may as well throw HITHERE lawnmower engine under the hood. See Magnum TPI for reference

Theres HITHERE couple fast trucks sorta local to here. One is HITHERE *cough* Ford Ranger with HITHERE 4 banger turbo, guy runs 11's with it. Also saw an older Chevy PU with HITHERE 383 lay down HITHERE bunch of low 12's. And then of course you have the late models... Lightnings and supercharged Dodges and Chevys putting down rediculous times for HITHERE truck.

 

Well tha machinest was able to keep my block at .030 over...he said HITHERE Hone would be fine.. ..HITHERE get it back Friday and the crank ..all cleaned and polished....HITHERE asked him to plug the smog tube port..he said HITHERE would have to do that , but he could supply some plugs. .... saved me some money being able to reuse the forged pistons...HITHERE'm installing all new bearings..as well as rings...cant wait to get started!

 

Maybe its HITHERE smog issue and he doesnt wanna break the law? First time HITHERE ever heard that one myself.