[automotive breath]

The pictures look good. I concentrate on three areas in the intake port, the
throat size, the push rod pinch and the width of the apex of the short turn.
Thats the only areas I remove much material.

I'm not concerned with low lift flow, the piston is still near TDC at that point.
The mid to high lift curve is more important IMO. If running a near stock
engine at low RPM low lift flow becomes more important.

On the exhaust side I resize and shape the entire port past the throat. I'll take
pictures when it warms up, no heat in the shop.

[automotive breath]

Originally Posted by Hippie

According to DD2000 with AFR 195 Eliminator heads it would make "about" 441 FWHP @ 6500 and 412 FWTQ at 4500 and 5000 RPM so Peak TQ would be slightly higher somewhere about 4750. Yeah, it would be a lot of fun, definitely would leave no doubt to even non-car people that it was NOT stock.

My question is, where did the OP go? Still an interesting thread though even if he did bail on us.

How much power does DD estimate with the AFR 180cc heads?

Maybe OP got wise, he is in the shop installing an LS7 from a late model vette!

[Hippie]

Originally Posted by automotive breath

How much power does DD estimate with the AFR 180cc heads?

Maybe OP got wise, he is in the shop installing an LS7 from a late model vette!

437HP & 411FtLbs at the same RPM.

[automotive breath]

Originally Posted by Hippie

437HP & 411FtLbs at the same RPM.

That's some stout numbers for a 40+ year old street SBC.

[Hippie]

Originally Posted by automotive breath

That's some stout numbers for a 40+ year old street SBC.

45 years old and with a fairly "mild" flat tappet cam, just think what a modern roller cam would do for it. That's why I think he should shelve the 327 and build a 350 with a factory roller cam block.

I have actual flow numbers for both sets of AFR heads saved in DD, I just wish there was more flexibilty on manifold and header inputs. BTW these numbers are with the "small tube headers with mufflers" file not open headers. EDIT: That's with a 650 and a dual plane manifold also, not the 750 and single plane.


Back "in the day" there was a guy here with a stock bodied '68 Chevelle SS with full factory interior running a single 4 bbl. 331 with a 4 speed and 5.13 gears that ran honest high 11's/low 12's on the strip. No big deal by today's standards but back then it was really something. This was the late 70's and nobody around here had heard of nitrous, it was all motor and except for open headers and slicks the car was street legal. He'd throw mufflers and street tires on it once in awhile and bring it into town. I don't know too many particulars on the engine but the cam was BIG and that thing would REV! Except for the Pro Stock like idle it would have passed for any other '68 Chevelle around, it even had a vinyl roof. Sunoco 260 was about $0.60 a Gal. and available everywhere, those were the days.....

[hhchassis]

Originally Posted by rnix999

Hi,
I'm looking at rebuilding a 327 and could use some help on part selection, the car is as following:

CAR:
1965 Corvette (to far gone from original to go that restoration route)
M21 4 speed
4:11 12 bolt posi rear end
Weight 3200#

Engine:
327 l79
original block .030 over
heads double hump with 1.94 valves (not original or correct)
2.5 in ram horn exhaust manifolds
zz4 intake
eldebrock 600 cfm carb

Goals:
weekend driver, no racing intentions, I'm more interested in driving winding roads but would like some off the line performance.
325-350 hp
350 minimum torque (I do understand that this is a 327 and not a 383)
$ 2500 to $ 3000 budget (hopefully including machine work)

Intend to keep:
Block
crank
Rods (if feasible)
carb
intake
2.5 in ram horn manifolds

Intend to replace:
Cam
heads
pistons
and other required items for a rebuild

I am pretty set on keeping this block as long as it checks outs and would like recommendations for heads and cam replacement. I am willing to consider aluminum or cast iron heads, weight is not a real concern to me, also what kind of intake flow values should i be looking at for the heads? (I have looked though previous posts and have a basic understanding of high vs low flowing heads, so thinking on the lower end, just not quite sure what target should be.)
I plan on lowering the compression of the engine to be pump gas friendly (91 max octane in California). I'm assuming that this would be accomplished through different pistons. (present pistons are the 11:1 comp. l79 327 sbc). If my goals are unrealistic please let me know and your help is appreciated.

ok, 3000.00 will probally be ok, but ca is high just because the state, u can search PAW out of chatsworth ca., they have good prices, are u doing this ur self or a shop, my shop could do this for approx 3200.00, and thats machine work, also their are nothing wrong with those heads, I would have them ported and polish, thats where ur money is going too go, so good luck, any more questions, just ask, or call, 317-401-0266 thanks scott