A friend of my wife's called last weekend & told me that the engine her son had in the garage didn't sell in the yard sale that day. The price was $50 if I wanted it. It was a "350 with a transmission". I stepped up. I got it home yesterday & checked the numbers at the mortec site (www.mortec.com). The engine had a 3932388 casting number that came up as a '69 327 or 350. If a 350 it could be a 4 bolt main. The heads were stamped 3947041. That came up as a '69-'70 "...302/350......"Right angle" casting identifier, 64cc chamber, accessory holes, good HP head." The trans has an aluminum housing with 5 gear postions. I'm guessing it is a turbo 350. The fluid looked good in it. I can't tell much more about it though. I'm no mechanic but I'm guessing the engine will need a rebuild. It has anti-foulers on each spark plug. It sounds like the engine (whatever it is) & heads are decent pieces. I'm planning on using it in my Fordor. Does anyone have any suggestions on how I can tell if this is a 327 or 350 & how I can properly identify the trans? JH
So far as the trans goes, the easiest way is to look at the pan. The TH-350 pan is almost square, with one corner chopped off..like this: http://store.summitracing.com/partd...839071+4294922122+4294904013+115&autoview=sku So far as the engine goes, can you see the stamping on the deck surface at all? Odds are on a 350, with those heads, ***uming they are original.
Jim ... Look at the engine ID/Vin number and post the last letters of that here ... I will look it up in my code book. That series of letters will tell you what it came it ... and the displacement/horsepower rating.
I got these numbers off it too but forgot to bring them to work. There is a series of VIN numbers & then the factory/date code. I remember it is a TOHO4..... or something real close. I'll post those numbers tonight. Thanks, Jim
Wikipedia says the stroke is different 327 The 327 in³ (5.4 L) V8, introduced in 1962, was bored and stroked to 4 in (102 mm) by 3.25 in. Power ranged from 250 hp to 375 hp (186 kW to 280 kW) depending on the choice of carburetor or fuel injection. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 ft·lbf (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 ft·lbf (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 for the now dubbed L76 version, and 375 for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 ft·lbf (522 N·m) Generation III LS6 in 2001. * L76, L84 1963-1965; Chevrolet Corvette. This block is one of 3 displacements that underwent a major change in 1968/1969 when the main bearing size was increased from 2.30 in to 2.45 in. 350 The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 in³ (4.3 L) V8. But it was the 350 in³ (5.7L) series that set the standard for high performance. The engine's physical dimensions (oversquare 4.00 in bore and 3.48 in stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (300 kW) LS2 engine of today, but of course much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes. A 350 is usually common with engine swaps - much of the older, pre-1968 Chevrolet V8s were usually swapped with a later 350 when engine replacement was the norm. It has been known to swap a 350 in place of a 305 since the 350 is part of the same engine family (the external dimensions of a Chevrolet small block are the same). First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969. The GM Goodwrench 350 crate motor (sold through Chevrolet dealerships) is based on the pre-1986 small block design with two dipstick locations; pre-1980 on the driver's side and post-1980 on the p***enger's side. This motor was produced in Mexico since 1981 as the Targetmaster 350. Note that Buick, Oldsmobile, and Pontiac all produced three entirely different 350 in³ V8 engines that shared nothing in common other than displacement. The Buick 350 had a 3.80 in bore and a 3.85 in stroke (96.52 mm by 97.91 mm), the Oldsmobile 350 had a 4.057 in bore and 3.39 in stroke (103 mm by 86 mm), and the Pontiac 350 had a 3.876 in bore and a 3.75 in stroke (98.5 mm by 89.66 mm).
you can't go wrong for 50 bucks man. I'd go ahead and take off the heads and have a look inside. If you get the number off the crank and measure the bore you'll know exactly what you have. If the bore looks OK, maybe you can just get the heads freshend up and see how it runs. Since its a Fordor, you're not trying to go fast right?
I never get THAT lucky. Those anti-foulers on each plug lead me to believe that it's going to need a little work. As far as going fast goes..... Fordor or not, this will be a hot rod. I ain't no custom fan. JH
P-R-N-D-L = 5 gear positions. The transmission is a 2 speed powerglide. Therefore you are now slippin and slidin and powerglidin If you have to rebuild it, just pull the pan and take the number off the crankshaft. Block is the same at 4" bore, and rods are the same at 5.7" length. The only difference 327 to 350 is the crank and pistons, which are dirt cheap if you end up with a different displacement than you wanted. The 327 crank would probably end up more valuable for bartering material anyway, since I think 69 was large journal. Good luck.
when a steroid freak hits it between the lines, its an anti-foul. or what you use to make flamethrowers.
These things kept me on the road through high school. I don't believe that Tudor has never seen or heard of these. What kind of redneck are you man? JH
The 041 heads are worth more than the $50 you paid. Basically, they're the same as the old "fuelie" heads, except with thicker end bosses with acessory holes drilled in them.
69 Chevrolet codes ... FA FB FC FG FJ Fk FL ... all are 327 HA HB HC HD HE HF HG HH HI HJ HK HL HM HN HO HP HQ HR HS HT HU HV IA ... WA WE WF WK WL WM WP WQ WX WY XA XB XC XD XH XI XJ XK XN XO XS XU XV XW ** XY XZ ... all are 350 HW, HX, HY, HZ are 350 Corvette engines ... Go here for a transmission indentifier guide ... http://go.mrgasket.com/pdf/trans_id.pdf
well to answer your original question 50 bucks for an engine and trans..hell yeah you scored no matter what chevy v8 you bought for 50 bucks..if it turns out to be a rare monster ..well thats just pudding on the cake!
Yea Jman...what kinda sock ****in' redneck dont know about those?! We even had them in the sticks of VT . On a serious note Harrison, start rippin it apart, who knows what neat stuff you will find underneath those anti-foulers.
Randy has already posted some good info above but I'll foloow with these numbers from the front of the block... 19B373529 T0402HB Looks like it's a 350 for sure. JH
Hell I install a fresh set with EVERY tune up. Bill over at Ace use sell the hell outta those....Over half of the car lots in Booford bought em by the card..
You got screwed, man. But since I'm a nice guy and not that far from Knoxville, I'll bail you out, give ya' $75 and come pick it up.....
its gotta be a lt1 vette motor....or a 327 fuelie motor .....come on ...thats all that chevrolet ever made.... brandon
Sorry about the I couldn't get the header copied. It meant.. turbo Hyd would be TH350 trans 300 was the HP rating 4 was for # of barrels for the carb. A F X was teh body styles it was used in.. A=chevelle, F=camaro, X=nova
Jim, Get rid of the engine ASAP, it sounds like it was used in a lowly two door production pile, definitely not worthy of a fordoor. -Ryan
worn guides and dried up valve stem seals are about the leading cause of the need for anti foulers on those old small blocks.
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