|06-19-2013 09:05 AM|
The 80's caprice's are a very nice ride, that's why I like them so much. Having a sbc from the factory makes them very easy to modify and can be just as fast as any other sbc car from the 60's or 70's in my opinion. All my friends give me crap about my caprice because it is extremely out of style but I don't need a shiny new car. I just can't justify paying upwards of 20 grand for vehicle and no new cars last anyway. When my buddies are poking fun at my car I just tell them yeah that car is 31 years old, 100% stock, it's completely reliable, and cost me equal to about two of your car payments.
I will throw the 327 in the 80, mostly just so I can experience a car with a 327. I am a huge sbc fan so its more of a way for myself to appreciate a part of Chevrolet history. Install the engine, get it running, drive it for a bit, that's enough for me, ill get my fix.
|06-18-2013 11:49 PM|
If she was still alive, I could ask her. She actually left the car with my Father when she left him. My family always told me that he wanted that car because it had the 302.
But I've come to find out that a lot of things I was told weren't always the truth!
Oh, and if you're gonna change the gears anyway, then sure, put the 327 in there. But for the cost of having to refresh it, I personally would sell it, and build the 350, as well as change the gears.
You don't need to race to have a fun car. My '70 hearse weighs in around 7k. It's got the 472 in it. 525 foot pounds at my foot! It's a fun car to drive. My '88 Firebird Formula has a well built 383 and a lot of suspension work. My '73 Nova has a mildly built 350, and everything else is stock. PEG-LEGGIN'!!!! My '88 CRX has a 1.6l ZC motor in it. With the intake, header and muffler, I'm probably somewhere around 120hp to the fly wheel! Sure, it's not the fastest car, but it gets me through traffic. But when I want to take it up to the mountains, it holds it's own. All of my cars are fun cars, but I've only raced two of them.
I remember working on cop cars at my last job. The box Caprices (like yours) were really nice cars. You can drive all day long and still feel comfortable. And the 350 TBI had just enough power to have LOADS of fun! It wasn't neck breaking torque, or have 0-60 times in the 4, 5 or even 6 second range, but they were fun cars! The thing about them is they had a good amount of torque at low RPMs, which makes for a fun car.
Anyone who's owned a big block can tell you that. Low RPM torque = FUN!!
|06-18-2013 07:57 PM|
|bowmard||The solid lifter, Holley 4 barrel, 4speed equipped 302 engine was only available in the 67-69 Camaros with the Z28 option. Could it be your mother had a '68 Impala with a 307? 1968 was the first year the 307s were available.|
|06-17-2013 08:57 PM|
|Valkyrie5.7||It's always the same old rhetoric about levers and piston speed and this and that. We're not talking about formula one or top fuel dragsters. I've driven 1960's era C40's and C50's (big trucks with dump beds that haul big loads) those are much more massive than any Impala. What were those powered with? Oh that's right, these "supposedly only good for high-revving" 283's and 327's. We can argue the science of it at it's extreme limits all day long but all that matters is that in a PRACTICAL APPLICATION, the sum of the parts out weigh the bore to stroke ratio. ESPECIALLY on identical platforms. Small ports, small valves, the right cam and CORRECT GEARING, will make more a difference than the miniscule amount of stroke the 305 provides over the 327. The fact that the 327 can take advantage of a larger cam at a low rpm (because it's a bigger engine than the 305) is a bigger factor than the bore to stroke ratio.|
|06-17-2013 01:28 PM|
|ap72||If you're going to be cruising at super low rpm then I would get a HV oil pump and be very careful when tuning your ignition curve and idle, transition, and primary circuits on your carb.|
|06-17-2013 01:04 PM|
|06-17-2013 06:46 AM|
BUT piston speed is almost never a limiting factor on a street engine and we're not discussing two completely different engines, but rather two identical engines with the exception of the piston diameter and crankshaft throw.
The 327 will have more power at every engine speed when compared to an equally built 305.
|06-17-2013 01:58 AM|
I think that GM only offered the 302s in Camaros from 67-69.Im not aware of any other car that had that engine option? The option code started with Z28,The SS car was a Z27 and the RS was a Z22 from what I remember
|06-17-2013 12:11 AM|
Sorry if I'm out of line here, but first any 327 would be better than any 305 any day. Even the '90 or so TPI from the third gen Camaros and Firebirds that made something like 220hp. More cubes, more power. Plain and simple. But if we are talking about application, then the story changes entirely. He's replacing a V6. So to start out, first, he'll get more power anyway. But the 327 won't like those gears AT ALL!!!! It may have a 2004r, or even better, a 700r4 which means better first gear to get off the line, but the 327 just won't be happy in that car. Especially in OD at 75 around what, 1700 or so RPMs? But again, it will be more powerful than the 6 cylinder that blew.
As for comparing cubes to strokes, well, all things being equal, in a balanced set up, the longer stroke always makes more torque at a lower RPM. That's why the 327 was used in Rally racing. They wanted to use it in road racing, (Trans Am) but the 5 liter limit caused GM to build the 302. (as I have read) Both 327 and 302 are high revving motors. But they did offer both of them in very large (by today's standards) cars like the Impala that this 327 came from. My mother had a '67 Impala that had a 302.
Not to downgrade here, but in the Honda "Tuner" world, rod/stroke ratio is a huge concern. I won't bore you with specifics, but with a tiny motor, every little thing comes into play.
About the Caddy 500 having loads of torque, (550 in 1970 to be exact), well, we are talking about a 500 cubic inch motor! That's a LOT of displacement! But the 472 makes 525 foot pounds. The difference is just under a quarter of an inch of stroke. At that size, 25 foot pounds is nothing.
As for every 327 and 350 coming from a Vette, mine did too. I was a bigger four door station wagon version of a Vette!!!!
Sorry to sound like a broken record, but to have a more fun car, sell the 327 and use that money to build that 350 block. Being a roller cam, that is good enough reason for me. More torque with the 350, more horsepower in a usable range, so on and so on.... Anyways, the police package gave the Caprice a 350 with TBI and that was a great set up!
And about that 7.5" rear, if it has better gears, use that. You could always go to the scrap yard and get another posi unit for it, if you get tired of peg-leggin'! And like the rest of us, you like to hold on to things, so just hold on to the current rear with posi for later. If you have enough left over from selling the 327, get some gears for it!
|06-16-2013 10:28 PM|
Connecting Rod vs. Stroke Analysis
the guy that wrote it goes by 'Panic' and he's beyond pretty sharp. The math doesn't lie.
Bigger rod to stroke ratio equates into greater piston speed at the same rpm as lower rod to stroke ratios. With that being said, timing has to be more precise to maximize the effect of the faster piston speed and vice versa, at lower rpm's a larger rod to stroke ratio has a greater affect on torque.
My favorite example is, of course, a Nailhead (tiny valves), Buick made a 400+ torque motor in the late fifties by maximizing this concept with a 1.875/1.50 valve size.
|06-16-2013 06:44 PM|
|eighty2Bbody||I have found out this engine did come out of a vette but not originally. Its a 275hp 327 out of a Impala with a 4 speed. I put the engine on a stand and removed the oil pan. It actually looks pretty good. All rods and caps have numbers stamped in them and the cross hatch in the cylinders doesn't look factory. There is basically no slug build up any wear so I'm thinking this engine has been rebuilt and there is not very many miles on it. I looked in the spark plug hole and I can see that it has flat top pistons, defiantly not dished. I will not be putting this in my 82, it runs to good to pull out the 305 and put in a mystery condition 327. It's going in my 80 caprice that already has a blown V6, makes a lot more sense to put it in a car that already is in need of a engine. The plan is to run it in the 80 with full length headers (my factory manifolds won't bolt up) and dual exhaust and maybe some 3.73's in the rear. I know a lot of people think this is a waste of time but I like seeing what I can build with spare parts for next to no money invested.|
|05-10-2013 07:55 PM|
I agree on the weight factor or running a higher stall or better tires, but I'm guessing since this is a caprice you can count on it having passengers and such.
You'd also be surprised what difference the larger bore can have on even 1.94" valves. It'll affect the entire power curve, not just the peak.
|05-10-2013 05:52 PM|
I may just be the oddball in that I think there's more to making a the average car go fast than eeking every last little hp out of a given motor. And I'm fine with that. On a drag strip, 15hp is an advantage that is broken by a taking out a back seat and avoiding dinner before you head out.
|05-10-2013 05:39 PM|
|05-10-2013 08:48 AM|
Valve shrouding can be a big factor.
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