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Old 04-22-2006, 09:03 PM
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Chevrolet 327

Ok. This is my first posting.

I recently droped off a motor that was transplanted into my 78 4x4 blazer that I had always thought to be a 350. Upon my machinist viewing the engine I found out that it is actually one of the first big journal 327ci engines dating to 1968. The block is already bored to .030 over and will probably go .040 over. My dilema here is whether to build it as a 350 with a new crank or build it as a 327. This motor will be fitted into my 88 Camaro with a 700R4 transmission and im not sure of the *** end gears. This Camaro will be a daily driver and also a weekend warrior. I have disscussed this at work with numerous people and all have different views of the 350 and the 327.

Here is what i know about both and what my actual opinion is.
The 327 is basically a destroked 350 with a crank from a, (Let's just say, not so powerful 307). The standard bore block is the same as a 305 and a 350. The only difference between the 327 and 350 is the physical size of the pistons and the length of the stroke. Everything else is the same!
I know that there is no comparison for cubic inches and the bigger the motor the more power it is capable of producing.
The thing that gets me is that the 327 having a shorter stroke is capable of producing a comparable amount of power to the 350 over a widened RPM range. The 350 daily driver from lets say about 1500 RPM to around 5500 RPM and the 327 from 1500 RPM to anywhere in the nature of 6500 to 7000 RPM with the same modifications. That to me states that maybe the small cid does in fact produce less power and torque but carries that power further thus equalizing or passing the more common 350????
One final question is. If the 350 makes more power and is an overall better engine than the 327, then why did Chevrolet decide to go from the 350 in their trucks to a 5.0 327???
This all baffles me and I would like to come to a conclusion in a decent amount of time so I can order everything necessary to complete the machining process and build the motor.
Thank you much for your responses.

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Old 04-22-2006, 09:26 PM
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The current Chevy LS series engines, 326 specifically is a far superior engine both in HP and efficiency to the 327 of the sixties. The breathing has been vastly improved, the block is stronger, the heads are better and so on. Chevy's LS series engines are capable of some very serious hp with fairly mild engine mods. Case in point is the LS7 in the new ZO6 Vette. 427cid small block and 505hp and it is a very streetable engine with no bad driving vices, until you put your foot in to it, then hold on. The ffirst generation small block Chevy 350 produced a lot more low end grunt (torque) than the 327cid could. True the shorter stroke will somewhat produce or allow an engine to rev higher, if the valve train is up to the task. The majority of drivers will feel the difference in performance at the lower end of the rpm scale than a hotrodder will.

Vince
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Old 04-22-2006, 10:10 PM
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Quote:
Originally Posted by TEEMCDEE9552
.... The only difference between the 327 and 350 is the physical size of the pistons and the length of the stroke. Everything else is the same! I know that there is no comparison for cubic inches and the bigger the motor the more power it is capable of producing.

The thing that gets me is that the 327 having a shorter stroke is capable of producing a comparable amount of power to the 350 over a widened RPM range......
You’re right the large journal 68’ 327 block is the same as the 350. The differences in the engines are the stroke and the pin location in the piston. Choosing the 350 crank has many advantages, the most important being the increased torque.

The RPM range of either engine will depends on the camshaft, cylinder heads, intake and exhaust.
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Old 04-23-2006, 06:17 PM
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Forget the 3.25"(327) stroke, aswell as the 3.48(350). Since you will be buying a new crank for the engine anyways a 383 crank costs almost the same as 350 crank would. The pistons for the 383 are about 20% more expensive, and the rest of the engine will cost virtually the same, plus you will be more than happy with the added torque of the 383.
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Old 04-23-2006, 06:41 PM
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i would stay with the 327 i have seen them smoke the crap out of 350s with a bout the same stuff.
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Old 04-23-2006, 07:10 PM
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I would have to agree with the 383 idea-No Substitute For Cubic Inches
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Old 04-23-2006, 07:12 PM
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the 383 may have more cubes but i beleive the 327 would smoke a 383s a?? just my opinion
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Old 04-23-2006, 07:18 PM
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It really depends on what he really wants to use it for.If he just wants to do burnouts to impress his buddies-383.Run the snot out of it 327
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Old 04-23-2006, 10:08 PM
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Here is the application.

The vehicle in mind is an 88 camaro originally equipped with a 2.8 litre v-6. This car will be a daily driver as well as a weekend warrior. I want to have a dependable engine that will stand up to the abuse of my right foot. I dont drive my vehicles like a bad out of hell everywhere i go but i do on a frequent occasion like to let people know what i have under the hood. The transmission will be a rebuilt 700R4 with an 1800-2200 stall converter. The rearend gears will be factory until they give to the demon of torque. I know what i want to use this motor for and I know that I am capable of building it to perfection and I know that i always get what i pay for. The only problem is that the 327 is not very common therefore not much information is provided on the engine. I know nothing beats cubic inches but i dont know if or what factors is excluded from that.
I really want just raw information about all three engines, the 327, 350 and 383 stroker. The dependability, drivability, compression ratios, minimum octane fuel rating to use with certain applications. Types of heads as far as combustion chamber sizes go and castings. Valve spring, roller rockers and cam combinations. How well everything will work if the block must be bored to .0060 over? How does the bigger bore effect all the components internally if any. Will the larger bore size effect the dependability of the engine, the performance?
These are all the questions that i need answered in order to finish this project.
Any help from anyone is very much appreciated.

Tim
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Old 03-23-2007, 06:44 PM
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I guess the question is what are you using the vehicle for?. If this is going to be a daily driver with occasional weekend blasts down the quarter mile and cost is a factor, there's nothing wrong with the 327. In late 1967 (for model year 1968) Chevrolet increased the rod journal size to 2.100 from the previous 327 small journal size of 2.000. Most 1968 year 327 (Large journal) were cast crankshaft. except for Hi-performance applications and some heavy duty trucks. Early 327 small journal 327 were all forged. The change to cast cranks was for both economic and engineering reasons. Cast Cranks are easy and more cost effective to manufacture and also provide a slight dampening effect on harmonics in the upper RPM range of stock engines, 4500-5000 RPM. Going to a larger journal diameter and rod bearing size increased reliability with decreased manufacturing costs. Both large and small journal 327 cranks, cast or forged, share the same stroke of 3.25 inch. The 350 CID stroke is close to 1/4 inch larger stroke at 3.48. Both 327 and 350 share same Bore Size of 4.00. With the advent of large production trucks and larger vehicles in the late 60's and early 70's, the increased stroke added to increased torque slightly, needed in these larger vehicles. Both the 327 and 350 use a Connecting rod length of 5.70 inch. Because of the shorter stroke in the 327, the the rod length / stroke ratio is slightly better than the 350. Ratio for 327 is 1.75:1 and for 350 is 1.64:1. This ratio is important for medium and upper RPM range torque and power. The a properly build 327 with mild camshaft (under 270 degrees duration) with small chamber heads casting #461, 462, 291, 186 (194 intake and 150 exhaust size) should make a street screamer. A word of advice, cam selection and carburetor size is very important on a street driven vehicle, too much duration can adversely affect performance, vacuum and torque on a heavy street driven vehicle. A carburetor that is too large is also a common mistake. Example; the math for a well prepared street engines run at 100% efficiency, 350 CID engine at 5000 RPM would be 5000 X 350 divided by 3456 X 100% (1.0) equals only 506 cubic feet of air per minute (CFM). But most street engines only run at about 85% volumetric efficiency. (Substitute 0.85 for 1.0) This would calculate to only a CFM of 430, and this is for a 350 cubic inch engine at 5000 RPM! Stick with a smaller carb and a dual plane manifold. Almost all single plane manifolds for carbs are designed for high RPM race use and provide poor low RPM fuel distribution and sluggish slow speed performance. a smaller carb, mild duration cam and dual plane manifold will make a more street worthy power plant. Just my input. Good luck on your project!
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Old 03-23-2007, 07:34 PM
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I've raced both the 327 and 383 and I agree with what everybody else has said. The 327 is a screamer but........nothing moves a heavy object like torque. The 383 has lots more then the 327 and does it at a lot lower RPM. For the street a 383 would be the overall winner except on the fuel milage but not by much. If money is a factor stay with the 327 and save money on the price of a crank. Now if you are building a 2300 pound modified...........

Also your block will easily go .060 or more. Those old blocks had a lot of meat to work with. Good luck with whichever route you go.
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Old 03-23-2007, 09:03 PM
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If the factory 327 crank is a forged unit you can put it on ebay and get a fair sum of money for it, then invest on a balanced 383 rotating assembly. Or sell the complete engine and start over with a 350 or 400. Complete 327's can sometimes fetch some good dollars-check the block numbers and find out what she's out of originally.
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Old 03-23-2007, 09:05 PM
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Also check and see what heads are on the 327. If they are cammel hump heads or 441's they also sell for a fair amount on ebay or could be used in your build.
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Old 06-09-2007, 07:15 PM
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Quote:
Originally Posted by baddbob
Also check and see what heads are on the 327. If they are cammel hump heads or 441's they also sell for a fair amount on ebay or could be used in your build.
I have a 65 327 with hump heads all original with 4jet. What do you think it is worth ? Just curious.

Thanks
OTG
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Old 06-09-2007, 08:49 PM
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Doc here,

This thread is over a Year old..

Doc
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