i am planning on the v8 swap into a old beater S10 pickup. i have a complete 305 tbi. out of my TA and some 327 shortblocks and other misc. parts around. i'm not looking for lots of power, just enough to have fun and raise some helI. any good combo's i could get out of these motors? maybe whole 327 shortblock w/ 305 top end? or the 305 block w/ 327 crank?
basically what will and WONT work?
any ideas or information would be GREATLY appreciated.

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89 Trans Am
jet black w/ silver flake
suncoast ram-air hood
ASAI aerowing
centerline trigons
SLP headers, flowmaster.
Viper 550esp w/ rem start
Grant GT, 2 10's & amp
BMR adj.phr, lca's, lca brackets, sfc's, jamex springs

 

the 327 crank is SJ the 305 LJ, plus the balance issue if the 305 is a one piece oil seal. the 305 heads would choke a high rpm engine like the 327. the bores are differant sizes. the rods won't interchange for the same reason the cranks wouldn't. fly wheels or flex plates would be a problem too because of the balance differance. might be ahead to sell the 327 stuff for something you could use, or run a 327 in the s10. other than that everything should work.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

Not so fast, ede. '68-later 327's were large journal, just like the 350's.

A 327 crank in a 305 = destroked 305. You really want that? Doubt you could even find pistons for it, save custom slugs, since the 305 bore is unique in the SBC family (or did the 267 have that same bore?).

Go with the 327, but I agree w/ede on this, the 305 heads aren't the thing to use. Look around amoungst all those misc. parts you have around, or get some small chamber 350 heads to put on it.

Even the 305 would make that S10 dance. So, you don't really have to find something all that special to make that 327 clean up.

If you need to get one of those 327 shortblocks out of the garage, ship it my way.

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82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R. 2.73 unlimited slip. Cat-back from '91 GTA, Accel HEI SuperCoil. AMSOIL syn lubes bumper-to-bumper. Daily driver, work-in-progress (LB9 w/ZZ3 cam, TBD heads, exhaust, paint, etc.).
57 Bel Air, my 1st car. 0.030 over 396, Weiand Action+, Edelbrock 1901 Q-Jet, Jacobs Omnipack, 1-3/4" headers, TH400 w/TCI Sat Night Special conv & shift kit, 3.08 10-bolt, AMSOIL syn lubes bumper-to-bumper. Best 15.1 @ 5800' Bandimere. Daily driver while Camaro was being put together.

 

yeah i know '68 327 are LJ cranks, i was just playing the odds that his parts aren't from a '68 327.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

i concur with five7kid here, if you want to get rid of any of the 327 stuff send it my way. i have a 327 in my old car and my son wants one for his 88 camaro.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

I played those odds in '72 and got it wrong. NAPA took the small journal bearings back and exchanged them for the large.

 

lol buying parts is way differant than not typeing a few lines on here. when it come to building engines i tend to measure everything 3 or 4 times, check everything and then check it again.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

Here's a couple of more thoughts: The 305 heads will bolt onto the 327 and give the benefit of hardened seats and may have more compression from smaller chambers. As long as you're not looking for any extended upper rpm travel, you'll probably enjoy better low-end. Basically, a 327 and early 350 have the same block/bore and interchange as long as the 327 is large journal.

[This message has been edited by Bryant (edited November 30, 2000).]

 

In my defense, 1) I was young, and 2) I had plastigaged the bearings and knew the crank was clean. I just didn't know the journals changed in 1968 (and hadn't even bothered telling the NAPA guy it was a '68 engine, just that is was a 327 - he assumed the same thing you and I did).

Hey, might as well give people the benefit of the knowledge gained from past mistakes.