My Friend has a 327 laying around his garage, and he said he would sell it to me cheap, and I was wondering if their was a way to make it tuned port injection.

 

of course there is, pick a TPI happy cam, buy a flywheel, and put it where your 305 is now.

 

A good approach would be to rework the heads that came off your IROC, then bolt them to the 327 shortblock.
If the 327 is reasonably fresh, as in needs no work, then that's a big plus.
If your tranny is an auto then you'll need a flexplate to fit the earlier 2 pc seal crank, if it's a manual then a flywheel.
This is assuming that the 327 has flattop pistons. If it has domes there might be some clearance issues with the later heads.
There will be some prom tuning that's specific to your application. But it ought to run with the factory tuning.
I'm planning a 327 TPI swap and I was told that with a smallish cam in there it should even pass CA smog with the stock chip. I hope that's true, we'll see.

 

with a smallish cam and good running smog equipment and modern cat a 406 will pass under a TPI in Cali as long as the compression is kept reasonable.

 

I am planing to do the 327 tpi swap on my 89 TA I am not sure were i heard this but it was about swaping the stock injector "19 psi on a 305" to a 350 injector "22 psi". Probally for power purposes but I am unsure wether it matters.

 

its probably because a 350 and a 327 share the 4.000" bore dia where a 305 is smaller. makes sense

 

its 19 "pound per hour" for 305's and 22 "pounds per hour" for 350's as far as that injector specification, not PSI.

 

pph duh my bad

 

Use the knock sensor, injectors, and ECM for an L98 (350 TPI) and it should work just great with a little tweaking.

 

As mentioned before, it is "19 lbs & 22 lbs, not 19 psi & 22 psi". But, the reason for the larger flowing injectors on the 350 is to ensure there is "adequate" fuel flow to avoid the injecotors from having too high of a duty-cycle and going "static" (never close).

There is a formula for calculating the minimum sized injector (inj_size_lbs x 2 x num_inj/cyls x 85% = Max HP. This is at "standard fuel pressure" of 43 psi.

The 85% represents the maximum percentage to avoid going "static". You could squeak by with 90%, but not much more. The "2" is the theoretical max energy you can develop from a quantity of gasoline. Basically 1 lb = 2 HP.

There is also other factors to consider such as the rpm range where max TQ and HP will occur. The longest pulse width will occur at max TQ. And, the injector pulse time cannot/should not exceed 90% of the time it takes the cylinder to make one revolution (as time is all measured based on 1 revolution). At 6,000 rpm, the engine completes one revolution in 10 ms. Thus, if you use a 90% duty-cylce, you MUST get all your fuel squirted into the cylinder within 9 ms @ 6,000 rpm (90% of the 10ms). FYI, the ECM quite happily will compute more than 10 ms for 6,000 rpm (I've seen it)...but it's impossible...like giving 110% on some task.

Finally, if you crunch the numbers through for 19# injectors, you will find that 19# injectors would have been adequate for the L98. And, with a little more fuel pressure, the 19#ers can handle very close to 300 HP. Again, I have seen this done and for a person installing their TPI intake from a 305 to a mild 350, they can easily use the stock 19# injectors.

 

The 327 is a short-stroke (high-rpm) engine. The TPI is for designed for low and mid-rpm. I think it would be a mis-match. You would be better off putting a carb on the 327 or picking up a 350 (or 383) if you want to keep the TPI.
Going from memory, the 327 has 76cc heads and the TPI use 64cc heads. Your compression would likely be too high unless you changed pistons, which basically means rebuilding the short-block.

 

I totally agree on using the 19 pound injectors and 305 computer for this project at the very least as a starting point.

absolutely correct for max efforts,

but if he cannot:

• get a larger engine (like a 350)
• get a better intake (because of cost or emissions reasons)
• does not expect too much in the way of power

then a 327 at least is way better than the 305, but certainly as you said, not the most ideal setup.

It all depends on what 327 engine he is using.

just like the 350, 327's used many chamber sizes. A quick examination of the following sites reveals 1960-1970 327's used 62cc, 64cc, 65cc, 69cc, 70cc, 74cc, and 75cc heads.

http://www.mortec.com/castnum.htm
http://www.ecbrcnj.com/id14.html
http://www.bigdummymudracing.com/chdcast.html
http://www.kendrick-auto.com/chevrol..._number_re.htm

Very few of the 327 engines I have taken apart over the years are high performance models with factory domed pistons, most are lower performance models with flat tops.

The lower performance engines with flat tops have low compression, and could get a serious boost from the 305 engine's 58cc chambers. Also the factor 327 heads you will find won't have leaded valve seats. Another reason why the 305 heads would improve this. The 305 port runners are on the smallish side, but so were the majority of 327 factory heads.

Without domed pistons or very small chambers it is very hard to make any compression in a 327 because of its very short stroke. The small chambers on your 327 (which I am betting has flat tops) would work out very nicely.

The cam you select for this needs to be on the smallish side if you are intending to stick with the stock TPI. I would recommend with the TPI and 305 heads that you run this cam http://store.summitracing.com/partde...rt=SUM%2DG5000

It is basically the SUM-K1102 cam with the added needed valve springs, and lightweight retainers to keep you out of trouble. Buy a cheap but all metal timing set, heat treated locks/keepers, and you will be in business if those 305 heads are in good shape.

 

A 327 makes power where the cam puts it. In order to make as much power as, say, a 350, yes, the 327 is going to have to spin higher. But, that doesn't make them a "high RPM motor". I drove quite a few farm trucks (10k lb empty) back when 327's were still fairly new, and of all the ones I drove, the one I remember having the most grunt was powered by - yep, you guessed it, a 327. (I never got to drive the ones that had big blocks).

LB9 heads and L98 heads have the same size ports. The only differences from the factory were chamber and intake valve sizes. Put 1.94" intake valves in LB9 heads, and you have the same flow capability as L98 heads. As already stated, the smaller chambers would increase compression, so as long as the valves aren't shrouded (and they shouldn't be), you can actually make more power with them, all other things being equal (and with adequate preignition control).

Since a stock TPI limits the power a 305 puts out, improvements should be considered regardless of the displacement under it. And, whatever improvements you make to the TPI should be matched with the cam, exhaust, etc. I wouldn't run a generic Summit grind - spend the extra bucks for a more sophisticated grind from Comp or one of the other majors.

 

yeah just throw gobs of money at it. I mean if you have gobs of money, might as well not consider a 327 in the first place.

 

Depends upon your definition of "gobs".

Let's assume the 327 shortblock is in decent shape. Pull the 305 TPI heads, have them freshened up for a couple hundred.

We'll keep the cam simple - flat tappet, cam and lifter kit. Comp CS XE256H-10, $175 from Summit. Okay, add a timing set, that's another $35. This will work fine with a stock MAF 305 TPI.

Gaskets will be needed, let's just round that up to $100.

So, for about $500 above the cost of the 327 itself (which is "cheap"), you've got a basic running 327 TPI. Since the 327 is the '67-earlier small journal cranks (just from the odds), you aren't going to just throw a 350 crank and pistons in it, so we won't even go there. The only reason to do the 327 is still the higher cost of finding a running 350 (or rebuilding a core 350).

Of course, since the originator doesn't have a 3rd gen, this is going in a non-TPI, non-f-body vehicle, so another $700 for the Painless wiring harness. . .

Actually, the originator never said where the TPI is coming from. Maybe he doesn't even have a 305 to get the heads off of.

Come to think of it, haven't seen the originator since the origination of this thread!

 

I was talking about That1dude who dug this up to find out about doing the same thing.

 

I have an 89 ta its in rough shape a project. I would like to build it properly so money wont be an issuse just it will just take time. As far as the 327 goes its out of a 64 imp just happned to be in the right place at the right time kind of thing. I havent had the time to get into it, or reply to all this info being suplied and thanks, just yet. The same goes for my ta i suspect blown head gasket or cracked head/block. I was looking to gain knowledge before i started just rippin stuff apart and being up you know what creek with out a paddle. I apericate the info.
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pph = lbs per hour