Recently the boards have been plagued by arguments of which is better the 327 or 350. Stekman and I both felt this would be a good idea, create one thread and get it all out and in the open. Perhaps we can end all of the pointless threads that get deadlocked in bickering. This thread isn't for proving someone right or wrong. Instead, it is to get all of the facts and opinions out there, so that people can make their own decisions. This should result in less arguments over it.

The 327-350 argument has went on a long time here. They both have merits, and they both have myths surrounding them. Some of the more popular arguments are below. Hopefully this thread can keep us from having a new one started every other week.

1.High Revving. ---- In the racing world, where engines are going to sustain high RPM's for extended periods, it is possible to see an advantage to a 327 engine. It does have the advantage of the shorter stroke. This is also in a situation where both engines are built to exacting and equal tolerances. However, in a street engine, where the max RPM’s are still going to be under 8k, the stroke really is irrelevant.

What dictates the ability to “rev” easily lies more in the valvetrain than in the stroke. The stroke may help in sustained high RPM situations, to an extent. The ability to reach those RPM's lies in the engines ability to effectively open and close the valves and move enough air through the engine. Basically an internal combustion engine is no more than an air pump. If the ability to flow the air is there, the ability to reach those RPMs is there also.

2. More Durable at High RPMs (ability to safely rev that high on regular basis) --- This is true and false at the same time. The shorter stroke does allow the engine to sustain the higher RPM in a “more safe” manner. However, contrary to common belief this will not be done on a stock 327 shortblock. The 327 does not have any magical composition that other SBC engines lack. Stock rod bolts aren't going to take it. The bearing tolerances have to be exact. Everything must be right. In essence, if you were to invest this same amount of time, money, and effort into a 350, you would yield the same results.

3. Many people associate a certain “aura” with the 327 engine. Many people here stories of dad, or grandpa, racing their “vette” with a 327 in it. There is no magic in an engine. It does not inherit the spirit of the vehicle it powered. An engine is an engine plain and simple. When rebuilt it becomes what you want it to be. It doesn’t matter that the 327 came out of a vette. Remember that same 327 powered the Impala too, hardly what you would call a screamer.

4. Some people refer to magical combinations. The 377 is one that comes to mind. Destroking seems silly, and most people agree. Really, that’s all a 327 is. A de-stroked 350. But, there is nothing magical about the stroke in relation to bore that makes it produce power on a scale that is greater than other SBC engines. It will make power in relation to its displacement, as all engines will.

The 327 is not a worthless engine, even though some may call it that. Its not a waste of time either. It really depends on what you are doing with an engine, more specifically, what its intended use will be. For an engine that will be raced on the strip only, a 327 can serve the purpose. When you can do high RPM clutch drops or run a big stall, you can make up for the raised power band that is to be associated with the smaller bore-smaller displacement engine. Likewise if you are going to be doing 90% of your driving on the street, you want to keep the RPM power band lower, to be more effective. I am not saying that a 327 cannot have bottom end grunt. It most certainly can. As stated above, any engine can be built to be what you want it to be. But, proven fact does come into play here. IF you take the snarly, mean, and nasty cam out of your 350 and install it in a 327, it will be become even less friendly. It will have a more rough idle, and the power band will be pushed up higher. How much is up to debate, but 750-1000 RPMs higher is the norm. This is not preferable for a street engine, as most thirdgens are. In order to counteract this, you would need to install a less aggressive cam profile. This would of course lower the overall power output of the engine. This is the reason for the “No Replacement for Displacement” argument. Equal components in both engines, the larger displacement will prevail.

This should not be mistaken for high revving ability though, this is simply a higher RPM power band due to the smaller displacement of the engine.

This is open to be picked apart, and any facts, either in support or in disagreement with any of this is definitely desired. Post anything you got, lets get this done with, once and for all!