If i can get a .030 327 shortblock what would I be looking to mount it into a 305 TPI IROC. I would love to have this engine but, it seemed to be alot of work. I wanted a 327 MR backed by a T-58 with 3.73 or 4.10 gears. I have heard that the 327 does not have acc. holes drilled. What heads chould I use to fix this. Maybe I could build up a 327 MR3 with Vortec heads. Oh yeah I am still not sure if the T-56 will bolt up to this eninge. What do you guys think about this, anyone actually done this as far as the 327 into the TPI 3rd Gen goes?

 

I'm going to tell you what I know to be true and also my opinion. Don't do a 327 with stock TPI. TPI was tuned for low end performance under 5500. Grunt, not high hp. 327 is a 350 with shorter stroke and same bore so the 327 is going to rev up faster out of the low end and make it's power up higher. If you wanted to do something different then a 383 would be the best idea, especially with the TPI. You would definatly want some aftermarket TPI pieces because of the increase in cubes but it's still a much more efficient setup. The vortec heads are the same way. Vette heads flow better after about 3500rpm if I remember correctly. The vortecs are great torque monstors and have an LS1 similar chamber to make the hp. The thing about the no acc holes is only with the double hump heads. They are mild to high performance heads that came on a lot of 327's. They have 64cc chambers, 2.02 and 1.60 valves usually (some have smaller) but you're right about the no acc holes . Another thing about the 327 is that it's a fun motor but a 350 will make more hp just because of the cubes, cubes = power so the 327 have no real advantage. My friend wants to put a 350 crank in his 327 because he hates how the small size is his limiting factor. He has crazy bolt ons and is only running 13 flat in the 1/4 with 3.73 12 bolt rear and slicks. His 60' isn't that great and would be a lot better with a 350 no question. If you plan on keeping the TPI, which is a good idea, think about a 355 or better yet a 383. You can probably sell the double hump heads for about $400 if you already have them. Or keep them for a carb/TBI build.
Now if you're set on doing a 327 then that's cool, I wouldn't go with vortec heads though. I'd probably go with Dart Iron Eagle or trick flow heads if I had to go aftermarket. Like I said before, the vortecs outflow the vette heads under 3500 but that isn't going to matter since that engine makes its power up high. The T-56 will bolt up but you'll need to find the parts to do the swap, I'm not exactly sure about what you need but I think there is a larger diameter flywheel and some other stuff.
If I were you I'd search the boards for 327 and TPI. You'll find a lot of your questions have been answered before.

------------------
, Jon (350 TBI! getting 23mpg highway)
91 Red RS w/grey int, sq stereo (Alpine v12, kicker solo, MB quart premium etc)AIM: JPrevost

• Holley 670 TB unit w/ 1/2" spacer/adapter
• Edelbrock RPM vortec intake
• 350ho 330hp vortec crate motor
• 8" harm. balancer
• Stewart stage 2 water pump w/160 thermo
• SLP tri-y headers to full 3"
• Rebuilt trans w/ SLP shift kit
• Centerline 16x8's all around
• 36/24 mm sway bars
• Full poly bushings, even motor mounts
• SLP LCA and panhard
• Alston SFCs
• Edelbrock 3 point STB
• Global west steering brace aka wonderbar
• Eibach pro kit springs
• Bilstien high perf. struts and shocks
• All this and I still have AC

My websiteAny questions?

 

what exatly is a 355, I have heard alot about it?? But what is it?? Is it just a bored 350?
-Tom

 

355= 350 .030 over.

The 327's power is up high.. TPI is for down low. however, you can make a TPI feed a small inch motor up high too. I have seen a stock TPI set up put a naturally aspirated solidly in the 13's. and the same car made solid power up too 5400rpm, without a dramatic drop off till 5700rpm. I think it would be interesting to see a TPI feed a 327 up high.. i'd think the 327 would benifit from TPI down low, and if you could feed enough air w/ the TPI up high.. well sounds like it'd be a good deal if you could make it work..

Anthony

 

by talk to other people, it seems to be a hard and required mucho dinero. Lets see, To even attemp this or anyother high output and/or high RPM motor I would need...
(would need to do this to a 355 anyway)
1) Jet TPI Airfoil - 48.39
2) SLP siameased runners - 279.99
3) Ported Plemun - Free
4) Edelbrock Baseplate - 334.99
5) TPIS 52mm TB - 280.00
6) RAM AIR and mod MAF - Free
This is just the induction system, I will worry about the rest later.

Any other/better parts I need...AS&M???

Total: 943.97
What kind of numbers will I get with this?? What hp could be obtained without running out of air.

[This message has been edited by camaro6spd (edited April 19, 2001).]

 

go 4 it. A 327 TPI would be sooo cool.
They still have decent torque.

The stroke is 3.25 (or 3.31) so it's not that bad. And as for top end you can always upgrade the intake later to a mini-ram or Accel DFI- it would just scream then!

If I had the bucks- I'd do a 350 Ram jet
De-stroked to 302 with the AFR heads and LT4
hot cam. Show those Ford boys what a real 302 is!

------------------
88 TBI IROC- mods- 5500 rpm redline tach, 240 KM/H speedo,
L69 air cleaner (installed someday

 

I like that 302 idea. Still I like the 377 better .

------------------
, Jon (350 TBI! it's trenuous and efficacious while getting 23mpg highway with off the shelf eprom)
91 Red RS w/grey int, sq stereo (Alpine v12, kicker solo, MB quart premium etc)AIM: JPrevost

• Holley 670 TB unit w/ 1/2" spacer/adapter
• Edelbrock RPM vortec intake
• 350ho 330hp vortec crate motor
• 8" harm. balancer
• Stewart stage 2 water pump w/160 thermo
• SLP tri-y headers to full 3"
• Rebuilt trans w/ SLP shift kit
• Centerline 16x8's all around
• 36/24 mm sway bars
• Full poly bushings, even motor mounts
• SLP LCA and panhard
• Alston SFCs
• Edelbrock 3 point STB
• Global west steering brace aka wonderbar
• Eibach pro kit springs
• Bilstien high perf. struts and shocks
• All this and I still have AC

My websiteAny questions?

 

I always thought a 327 would go well with a turbocharger... and who cares what intake
*shrug*

 

I know vette heads are do have EGR on them, but the Corvettes, as in the car, some how do? How does this work and what kind of price am I looking at here for a Vette EGR?
-Tom

 

New Idea, look for "383 build"

[This message has been edited by camaro6spd (edited April 23, 2001).]

 

Uh, how about "'Vettes heads do not have the exhaust cross-over passage in them"? They run a tube from the exhaust manifold up to the intake manifold for the EGR.

------------------
82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R. 2.93 limited slip. Cat-back from '91 GTA, Accel HEI SuperCoil. AMSOIL syn lubes bumper-to-bumper. Daily driver, work-in-progress (LG4 w/'87 LB9 block, ZZ3 cam and intake, World 305 heads, Hooker headers & y-pipe, 3" Catco cat).
57 Bel Air, my 1st car. 0.030 over 396, Weiand Action+, Edelbrock 1901 Q-Jet, Jacobs Omnipack, 1-3/4" Hedders, TH400 w/TCI Sat Night Special conv & Trans-Scat shift kit, 3.08 8.2" 10-bolt w/Powertrax, AMSOIL syn lubes bumper-to-bumper. Best 15.1 @ 5800' Bandimere w/open diff & slipping tranny. Daily driver while Camaro was being put together.

 

About 327's and high RPMs-only: Myth. To make the same HP as a 350 (which is a stroked 327, not the 327 being a destroked 350), yes, they'll have to spin higher. But, that doesn't mean they don't make torque. Certainly a .030-over 327 will out-torque a 305, all other things being equal. Torque vs. HP is a matter of intake, heads, cam and exhaust matching, not strictly the length of the stroke. Back on the farm, mid- late-60's 327s torqued our 12000 lb grain trucks around just fine, thank you.

Vortec heads = Vortec intake, which isn't out there yet for TPI (rumors abound). For about the same money, get World S/R Torquers or Sportsman II's. They'll have the accessary holes you need, the intake pattern you need, the screw-in studs you should want, no need for self-aligning rockers you should avoid, etc., and your intake will mount (if you have '87-later TPI, get '87-later intake bolt pattern heads). Actually, less money after you figure Vortec-specific intake, self-aligning rockers, machining for screw-in studs.

The factory 327 stroke is 3.25", by the way, not 3.31". 0.030" over bore makes it a 331.6 CID.

Go for the 327. Port the plenum, gasket match the intake and heads. Match the cam for the runner length you have (you'll need shorter than stock to run 5500 RPMs).

The 327 has the dipstick on the driver's side - your stock 305 exhaust manifolds will get in its way. Headers (good idea anyway) or pan-mounted dipstick (rare) are your only choices.

------------------
82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R. 2.93 limited slip. Cat-back from '91 GTA, Accel HEI SuperCoil. AMSOIL syn lubes bumper-to-bumper. Daily driver, work-in-progress (LG4 w/'87 LB9 block, ZZ3 cam and intake, World 305 heads, Hooker headers & y-pipe, 3" Catco cat).
57 Bel Air, my 1st car. 0.030 over 396, Weiand Action+, Edelbrock 1901 Q-Jet, Jacobs Omnipack, 1-3/4" Hedders, TH400 w/TCI Sat Night Special conv & Trans-Scat shift kit, 3.08 8.2" 10-bolt w/Powertrax, AMSOIL syn lubes bumper-to-bumper. Best 15.1 @ 5800' Bandimere w/open diff & slipping tranny. Daily driver while Camaro was being put together.

 

good answer, what kind of numbers am I looking at with a 331 if I can spend 1300 on the engine alone.
-Thanks

 

You can get assembled Sportsman II (formerly Dart II) heads from Competition Products for $760 + shipping (about $50). That's well over half your budget.

Is the 327 itself included in the $1300?

Cam & lifters <$100. Depending upon lift, you may need new rockers - $90-180, and springs - $40-80. Gaskets $50-75. AFPR $75. That's about $1300 (assuming that's on top of the cost of the shortblock). But, 280-300 streetable HP should be obtainable. More than that, you'll be looking at significant investment in TPI upgrades.

Well, you haven't done the exhaust yet, which needs improvement to get those numbers. About $650-1000 there, depending upon what route you take.

I've heard T-56 flywheels for two-piece rear main cranks are available, ~$250. I think I saw that on the Transmission forum.

 

as much as i want to do it, i can't, for one the guy with the 327 won't reply back and the fact that money gets up there when trying to make power. I much just end up sticking with the good ol 350 or 383.

 

There is a maifold base for vortec heads,if you want i can find the book i have it in.I was going to get a 327 for my 87 Formula.but the thought of a classic 6.6l matched with tpi won me over.I am lingenfelter jr. and here is my 2 cents(I will wave my usual design fee)..What we're going for here is a third gen camaro ss.For the body take the 327 fender badges,get a cowl induction hood,ss badges front and back,racing srtipes and other yummy stuff.I would go with the 6 speed,327tpi,vortec heads,268 extreme energy cam,etc(btw it will all bolt up).All this will not cost you an arm and a leg.If you wan to do things right let me know.I can get all the part numbers too.

 

need real numbers...at lease a estimate on the total for the engine, now, you are saying the T-56 will blot up, but don't you need the 300 flywheel?? Also the cam, won't you need the custom chip anther 300, and what kind of HP numbers are we looking at here. I am still interested in this swap but it is on the backburner for now.