I found a 327 for sale in a local classified, supposedly out of a C10 pickup. I requested the block casting number and engine code stamping and here's what I got... 3858147 indicates a 64-67 327 with power options from 275 to 350. with 2-bolt mains for Full, A, &Y, BUT..... FIO02YR indicates Flint production (I believe October 02) and YR for 1966 is for a 327 Powerglide 220hp with 4-bolt mains installed in trucks C-10 thru C-25. He has confirmed it does have a flexplate and had a Powerglide behind it. So, without opening it up, or alerting the owner to what he has, what's your best guess on exactly what it may be? My confusion is the "Full, A & Y" vs. "C10 - 25".....
There was no four bolt main 327 built on the ‘174 block, and in fact no four bolt main 327’s were ever built by Chevrolet. That engine suffix information probably means 4 bbl, as in four barrel carburetor.
I looked in the Chevy trucks parts book from 1969, it says 1965 C20, 1966-67 C10-C20 w/PG, 327. No mention of 4, but it probably was a 4bbl. The casting number listing of Full, A and Y is probably from a parts book that does not include trucks, so they don't mention the truck applications of the block. Full is big cars, A is midsize cars, Y is corvette. There's no conflict with the block, there's only conflict with your information sources and your interpretation of them. Don't sweat it, it's just an old truck block. ask the guy for the casting date code so you can tell what year it was made, then you'll get the complete story on the engine.
@Fordors @squirrel You're absolutely right! Not 4 bolt main..4 bbl! For a 64-67 block casting, YR on the stamp code can only mean 1966. The other option is 1968, but that's post-64-67. So, it's a '66 327/220hp 2-bolt main with a 4 bbl and a Powerglide from a truck. Probably has a cast crank as well. Ho-hummmm... Good to know. I was thinking I could get a 4-bolt truck block at a 2-bolt price. I'll probably just let it sit.
Also, I believe the YR suffix code was for California emissions, they had the strictest regulations in that era. Engines intended for vehicles there had the Air Injection Reactor air pump on them.
Cars had AIR, I think the trucks were less restricted. I tossed my application books years ago, so this is from memory. Both would have Positive Crankcase Ventilation though across the US. Thermal Air Cleaner was the next step. SPARK was rolled in (different initial timing and advance) in the 60s to lower HC and CO, followed by the messy Ca Air Resources Board 'kits' once it was found NOx increased. The kit was vacuum plugs to block off vacuum advance and a sticker telling you to retard the timing.
really? My Chevy truck parts book shows that suffix used from 1965-67. what is your source? if you're looking for a 4 bolt block, look for a 3970010 casting from 1969-79, from a truck with a 4bbl carb. And double check the mains before you buy it, because they made them as 2 bolt blocks also.
@squirrel My source is PDFs found on the interwebs from nastyz28.com YF had 2 entries, one as listed in first post for 1966 only, and one for 1968 327/240 4bbl for C20-25. Another Q... the FIO02YR... is it Flint September (I) or October (IO)? I initially thought October because September (I) then 002 for a date is odd.
The files on the internet are not the real source, they're someone's compilation, which is usually incomplete. Take them with a grain, or shaker, of salt. I have a GM book, which although it contains a few errors, is more complete than what you find on the internets. The stamps have confusing "fonts", we know that there is a letter for the plant, then 4 numbers for the date, then two or three letters (or numbers in later years) for the suffix. So the date is Oct 2nd, because it has to be 1002, there are no letters in the date, even though the 1 looks like I and the 0 looks like O. Then when you get to casting date codes, there's a whole new realm of confusion! but you haven't posted that picture yet.
@31Apickup Most of the SJ cranks after '64 are cast to my knowledge, other than the performance engines. @squirrel That confirms my thinking. Thanks Don't think I'm going to pursue this one, so no need to ask for the date casting. I was hoping for a 4-bolt and forged crank. I've ordered the 265-283 Motorbooks book. Hoping for a better cross reference on these SJ engines.
If you are going to stay within "reasonable" rpms and HP numbers, that 327 will do the job. Don't underestimate the strength of a 2 bolt main engine. I have a 68 LJ 327 that I want to build later on. I also have a 67-350 2 bolt 295 hp ss camaro engine on the stand right now. These old engines took a lot of punishment through the years and they are still runnable almost 60 years later.
I have never heard of a cast small journal 327 crank. If it's an unrebuilt engine( they are out there) the high torque truck 327 would have been painted Detroit diesel green. My 66 C10 was a 327 4 barrel, power glide California Truck. I spent years looking for that block. As to strength, It's a 327, it is as good as your rebuild. For a hot Street engine, it'll do just fine. If your worried, stud the bottom end. I redline mine daily. My current one is totally stock inside, I limit to 6,000 RPM, the previous pile of parts was studded and runs strong to 7200 rpm, 15 and 10 years on both. All previous 327s, and 2 bolt 350s were flogged the same. I never had a bottom end issue. Racers in the 60s, from what I read, had issues above 7500 RPM, and would install girdles. Your sanity and results may vary.
@327Eric @cheepsk8 So, would $600 be a reasonable price for a "supposed" runner without the matching carburetor?
It should have a Forged steel crank. Never assume. Scroll down to Engine and clutch page 18. https://www.gm.com/content/dam/comp...its/chevrolet-trucks/1966-Chevrolet-Truck.pdf
Based on a picture, that is a 327 truck engine that looks to be unmolested,with the thermostat bypass still intact and power steering, maybe had AC or air pumpI would offer 450, but if I wanted it yes, I would pay full price. I would still consider it a core though.You likely don't want the heads, or 4 g intake, but if you get lucky with a standard bore. it's buildable at .010 -.030. Check it out carefully, as I'm just a keyboard commando at the end of the day. If I hadn't listened to an Ex years ago, that would be my unicorn, for my long gone 66 C10.
Although it would be great to see it with the heads off to inspect ring groove, it does look like it has been unmolested. I can also tell you that those exhaust manifolds are hard to find. I will agree on that pricing 450-600 but if the owner will at least allow you to drop the pan and at least look at the skirt wear, sludge buildup and any other red flags.
If you’re speaking of the “recessed V” style covers, I think those were passenger cars only…but I could be wrong!
That's not an I. It's a 1. The pad looks right to me. They grind and restamp Corvette decks, no body bothers on old truck motors.
Trucks had script valve covers with a " High Torque 327 sticker" on them. They also had wire tabs on one side if I recall correctly . Heads are small valve, can't recall if they were big chamber or not, possibly just 283 heads, although I may have read they were once favored for big valve conversions, but don't quote me on that. I think they were a flat pad, no triangle. Exhaust manifolds are nice withe the right bracket for alternator mounting.
Try this site for more info Small Block Chevy Engine Block casting and code identification (nastyz28.com) How to decode Chevy Engine Codes (nastyz28.com)
In the end it's your money and your choice. Prices for engines like that can and do vary from region to region. You have received a lot of info but eventually you are the final arbiter
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