Small Block & Big Block Chevy Specific - I have small block 327 Performance Questions

Would like to make 450hp or better all motor. What would I need to achieve this. Would appreciate any help you can give, thanks!

Would like to make 450hp or better all motor. What would I need to achieve this. Would appreciate any help you can give, thanks!
I would recomend configuring a large journal 327 for that power level, but it is easily done. You will be spinning around 7500 rpm's to do it though. To build a large journal 327, simply install a 307 crank in a 350 block, and buy one of several power packages offered by edelbrock, Holley, or Trick-Flow.

please stay away from large journal cranks, why do you think all the nascar engs have there lg journal cranks cut down to small jou, LESS wear and rot mass,,, 327 will be great choice, as i have 2 of them and pound one to 8000 easily and the key is it better be balanced w good rods, steel crank, dont go cheap on the valve train..

please stay away from large journal cranks, why do you think all the nascar engs have there lg journal cranks cut down to small jou, LESS wear and rot mass,,, 327 will be great choice, as i have 2 of them and pound one to 8000 easily and the key is it better be balanced w good rods, steel crank, dont go cheap on the valve train..
You're kidding right? You are honestly suggesting he try and find one of the nearly non-existant original 327 cranks, and block, and rods? NASCAR uses small journals to reduce bearing speed,and rotating mass, this is important because those guys hold the engine at 9000 rpm's four 3 hours straight. Not to mention those engines are built with the finest crankshafts and rods money can buy, along with dry sump oiling. And if your 327's are built to NASCAR spec, then you are amoung the few who have the money to it, and if your 327's are original, small journal engines, you are amoung the few who have the luxury of running such a scarce package. But to suggest running anything other than the standard large journal small block configuration because NASCAR doesn't, then I say WTF are you smokin?

I would start by getting a good set of aluminum heads with about 195cc intake runners, a hyd. roller cam, a air-gap style int manifold, a good carb (Demon, AED, Quick Fuel, etc),and a good multiple strike discharge ignition system. I would also recommend about 10- 10.5 to 1 compression on the motor. Make sure to get the motor balanced, this is probably the best money spent on a engine build. Make sure to have the machine work completed by a good machine shop. Don't cut any corners on your foundation, it is better to wait alittle bit longer than to have your investment come flying apart on you!

hey goat cheese, im not smoking anything, and just look around, they are out there, and as for NASCAR dont really like the sport to much anyway, and hey isint goat cheese from a goats #$@&

hey goat cheese, im not smoking anything, and just look around, they are out there, and as for NASCAR dont really like the sport to much anyway, and hey isint goat cheese from a goats #$@&
Personal attacks aside. You think the small journal engines with their 11/32 nd rod bolts, and flimsy cranks are better than the 1968 to current (yes almost 40 years now) large journal engines? And you think running one of these small journal 327's is BETTER than a large journal 327? The factory changed to the large journal diameters for a reason you know, it wasn't because they were looking for some way to pass the time.

well its still being used today for a reason , but dont get so personal, take a pill

What Is The Aplication For This Engine Dd Drag ?????

not too much fun until 4000 rpm, but then it sounds beautiful, like music, shift at 8200 each gear,,,road race or dd drag..

please stay away from large journal cranks, why do you think all the nascar engs have there lg journal cranks cut down to small jou, LESS wear and rot mass,,, 327 will be great choice, as i have 2 of them and pound one to 8000 easily and the key is it better be balanced w good rods, steel crank, dont go cheap on the valve train..

The cup shops do not cut there large journal cranks down to small journal as my old partener that worked of me for 12 years works for one of the top cup teams and works in the engine shop and there main journals are 2.000 and to take a large journal crank and cut it down to 2.000 would put the oil holes in the radius of the crank journal.

And there not using cranks made out of 1038 steel either.

I`ve run the sj 327`s for years with no problems. First of all, they all have steel cranks so they are not "flimsy". Yes the rods are pretty weak but there are plenty of aftermarket ones available. The sj motors are not hard to find at all since they were made from 1962-1967. The lj 327`s are harder to find because they were only made from 68-69. I would`nt have a problem building a lj 327 if thats what I had. Yeah the sj stuff is lighter but not that much lighter. I would`nt use the 307 crank for a 7500-8000rpm motor since they are all cast. Try to find a lj steel 327 crank if thats the route you want to go. They are hard to find but are out there. It`s also going to take more than one of the "packages" to make 450hp from a 327 since they were designed for 350 motors and only put out about 420hp in a 350. For 450hp in a 327 you`ll need 10.5-11.1 compression, a set of AFR cnc 180cc heads, and a solid roller cam with about mid 240-mid 250@.050 and around .620 lift or so. My old 327 ran low 12`s @114mph and it was only abut 375-380hp and I had ported GM heads and a mild solid FT cam. i love 327`s and they are my favorite motors but unless you want to run alot of gear, like 4.56-4.88, and a high stall, your better off going with a 383. It`s alot easier to get 450hp from a 383 than a 327.

I`ve run the sj 327`s for years with no problems. First of all, they all have steel cranks so they are not "flimsy". Yes the rods are pretty weak but there are plenty of aftermarket ones available. The sj motors are not hard to find at all since they were made from 1962-1967. The lj 327`s are harder to find because they were only made from 68-69. I would`nt have a problem building a lj 327 if thats what I had. Yeah the sj stuff is lighter but not that much lighter. I would`nt use the 307 crank for a 7500-8000rpm motor since they are all cast. Try to find a lj steel 327 crank if thats the route you want to go. They are hard to find but are out there. It`s also going to take more than one of the "packages" to make 450hp from a 327 since they were designed for 350 motors and only put out about 420hp in a 350. For 450hp in a 327 you`ll need 10.5-11.1 compression, a set of AFR cnc 180cc heads, and a solid roller cam with about mid 240-mid 250@.050 and around .620 lift or so. My old 327 ran low 12`s @114mph and it was only abut 375-380hp and I had ported GM heads and a mild solid FT cam. i love 327`s and they are my favorite motors but unless you want to run alot of gear, like 4.56-4.88, and a high stall, your better off going with a 383. It`s alot easier to get 450hp from a 383 than a 327.
I have also built plenty of very high output 327's, both small and large journal. I simply got tired of breaking the "flimsy" 11/32 rod bolts. So I started using 307 cranks in 350 blocks, and had a much harder time breaking rod bolts at higher h.p. levels. Like I said earlier, the factory went to large journal configuration for a reason, It wasn't just to waste money and resources. And one more quick point, it is alot cheaper to have a steel 3.25 stroke lg. journal crank made, than to try and find, and then purchase an original lg. 327 crank. One more quick point, I have run the 307 cranks to 550 h.p. at 8500 RPM, without a crank failure (Rod, yes, but not crank).

There are two very easy ways to build this motor. You must want to go pretty fast if you want that power level. A stock 300 hp 327 from an impala or camaro with the 1.94 cammel hump heads is a 12 second motor already with a simple cam change (30/30 will work but you can do better.) and a good performer rpm intake and double pumper holley. This motor will make about 400 hp with a mild hydraulic roller like 230/236 and .500/510. Shifts at 6200. No other change, except the 4.11 or lower gears it takes to put the motor in its power range.

Method 1 (the old fashon way)
12.5:1 popups with solid roller 270 dur at .050 and .550 lift.
5.57 gears with muncie
Leave at 7800
Shift at 7800

then new way
AFR 180s with Solid roller cam about 250 dur at .050 and as much lift as you can get for that
10.5:1 comp
Leave at 7200
Shift at 7200
4.88 gears with t56 or Richmond Doug nash copy

Note if using small journal rods go aftermarket Scat
If large Journal go aftermarket rods anyway. Cheap enough
New Large Journal cranks available from Scat 4340 forged @ $450
Ebay cheaper forged cranks @ $350

Henry
I love 327s

i have a back up 69 327 lg journal complete ass short block and stock heads, anyone in need of this...fresh by the way.....30 over, forged flat tops, steel lg journal stock rods..????

its not hard to make that much power out of a 327. We just had a student's project 327 on the dyno at SAM. It was 10.5:1, nice aluminum heads w/ victor jr intake, 230's @ .050 hydraulic roller, 750 holley, it made 480hp and about 460tq, and we only spun up to 6500rpms

What kind of heads? I am sure that 230ish cam is an easy 400 hp with that compression and 462 castings, but what awesome heads were those at Sam? I would love a setup like that for my 55 Chevy. I miss my stock flattop 30/30 cammed 327. It was the most fun of all the factory parts motors I had.

please stay away from large journal cranks, why do you think all the nascar engs have there lg journal cranks cut down to small jou, LESS wear and rot mass,,, 327 will be great choice, as i have 2 of them and pound one to 8000 easily and the key is it better be balanced w good rods, steel crank, dont go cheap on the valve train..

NASCAR does not grind down to small journal they offset grind for Honda rods
I have done 9 or 10 of these cranks for customers for their dirt and asphult modified cars and they do it for weight and balance and rod ratio and you have to offset grind the cranks so the oil holes don't end up in the radius of the crank.

5.57 gears with muncie
Leave at 7800
Shift at 7800




That makes me want a 327...

i happen to have a stock 327 block, crank, pistons, and rods, all orginal in my garage. i was going to build a 355 but now i'm wondering if i should just build the 327. what would u guys do 355 or 327?

355 without question.

you will need 11:1's at least.... combined with a nice set of aluminum AFR's 200cc id say aaaaand definitely a full roller valve train, Crane has a .539/.558 that would suit this combo quite well. Combined with an Rpm air-gap duh!, 750 Speed Demon, LOng Toobez, And a kick ass ignition system(wires,plugs,distributor etc...) From MSD,Accel ...Mallory er whoever u like. LOL cant forget the k&n...and using a lifter valley baffle and windage tray combined can add an extra 10-20hp. OHHH and using aluminum connecting rods.

you will need 11:1's at least.... combined with a nice set of aluminum AFR's 200cc id say aaaaand definitely a full roller valve train, Crane has a .539/.558 that would suit this combo quite well. Combined with an Rpm air-gap duh!, 750 Speed Demon, LOng Toobez, And a kick ass ignition system(wires,plugs,distributor etc...) From MSD,Accel ...Mallory er whoever u like. LOL cant forget the k&n...and using a lifter valley baffle and windage tray combined can add an extra 10-20hp. OHHH and using aluminum connecting rods.

:jest:

Ben T.

i happen to have a stock 327 block, crank, pistons, and rods, all orginal in my garage. i was going to build a 355 but now i'm wondering if i should just build the 327. what would u guys do 355 or 327?
It all depends on what you want to do. I like the 327 ( lg. journal) for high RPM horse power and road racing. The 355 is a more mainstream build, everyone and their brother has one. A 327 can make every bit as much power as a 355, it will just be 2000 rpm's higher in the curve. I am a big fan of the 3.25 stroke, when assembled properly it is alot more fun to drive than the longer arms, especially with a 4-speed.