Nope, common misconception. Jerry Stahl won the Springnationals, AND Indy. Shirley Shanan won the '66 Winters. Go back and check.
I've had a number of them over the years, and presently have one in my Austin sedan. Only drawback I could find these days is the rebuild kits cost more for a 327 than they do for the 350.
You must have better "feelers" than me. I can't feel any difference myself. Must be losing feeling in my old age.
I have a '67 model 327 double hump heads, running a tri power in my '60 Bel Air......Running just like it would have been back in the day, points, ram horns, generator, dual pipes.....by the time the front and back carbs hang all the way out, your ready to turn loose of it...by far a 327 would be my choice!!!! When people look under the hood, usually the first thing they say is "cool, a 327 huh".......you see 350's everyday, and there is nothing wrong with them at all, just nice to see something besides the everyday cookie cutter small block 350. Yes it may be true that a 327 might be slightly higher to rebuild, but the cost would be measured in a very few dollars. Don't let that stand in your way...best of luck!!!
I've owned about five sweet little small journal 327 sbc's over the years... I have another one that's going in my coupe build. I find it interesting that the 327 sbc is being compared to the Chrysler Hemi by the Mopar contingent on here. Now that's respect...
This is a true statement. Go to a show and open your hood. someone will ask what engine you run. You tell them 350 and they say cool and walk away. Tell them 327 and they"ll grin and keep admiring your car. 350's are everywhere. 327's not so much. Same block and outside appearance though.
Well BOY, do I FEEL FOOLISH! My abject apologies. I forgot about Tulsa. Stahl actually went 3 for 4 in '66. Jenkins 0-4. Here are the results for Tulsa from Feb. '67 SS/DI, and US Nats, Dec. '66 SS/DI. I can dig up Bristol it will take a little longer. Note who his final round opponent was in both cases. Giant killer, maybe. Hemi beater, sorry Stahl handed Jenkins his *** all season. The only big event Jenkins won stock elim. at in '66 was the SS/DI magazine event, no NHRA points for that one.
Look again, I am one of the few guys on this thread who actually owns a 327 chevy II. Just hate to see ******** and mythology being spread as fact. Apology due, I'd say.
Actually the superiority of the small journal motor is the gospel according to Jenkins. I can post that in writing too.
Bristol '66 per August '66 Hot Rod. Normally, I just sit back and watch the BS roll on here, and chuckle to myself, but when guys start re-writing drag racing history, I have to step up and say something. Jerry's '66 season is historic, it is pretty rare for someone to dominate NHRA SO COMPLETELY as Jerry did in '66. I do believe this should set the record straight. well, probably not with the die-hard "Chevy rules, Mopar drools" dip****s, but they are delusional anyway. Remember now, I DO OWN a small-journal 327 Chevy II, I'm just not delusional.
Case closed, no- bending history, nice try. Now, as the man says, "Here's the REST of the story". The 351 Cleveland, 427 SOHC, and Boss 429 Fords, as well as the Hammy, had to carry much more weight per cubic inch than the little Chebbie, by design- a quote from NHRA's own website- "Jenkins was winless through the balance of 1970 and all of 1971. Recognizing that the vast number of fans drove Chevrolets, NHRA reconfigured the rules to allow cars with small-block wedge engines to run at a lighter weight break. An untested short-wheelbase Vega that Jenkins built for the 1972 season was held to a subpar 9.90 to qualify a disappointing 17th for the 32-car field at the season-opening Winternationals. Last-minute suspension changes enabled Jenkins to improve to low 9.6s on race day, and he defeated five Chrysler Hemi entries for his most memorable victory. " So, also as the man says, the fix was in- not the first time or last that others were slowed down to let the Chebbies keep up. Remember those restrictor plates that did such a good job of slowing down the Boss 429's and Clevelands in NASCAR? Put the same size restrictor on deep-breathing engines as you do on so-so breathing engines, which one does it slow down the most? Um, the faster one- now they "look" more equal, right?
LOL! Actually, I was gonna mention the cleveland, but I got sidetracked shooting down the Jerry Stahl/Jenkins Giant killer myth...
I've got as much respect for Jenkins as the next guy, and bought one of his books way back when- but I'm also allergic to BS lol. Hate to see folks tarnish Jenkins' real accomplishments by embellishing the facts and attempting to re-write history. Ask some of the Chebbie- brainwashed if they remember a hard-workin' guy named Glidden that had a pretty good record, even when racing against the Chebbies AND the rulebook. The long-wheelbase "Tijuana Taxi" would have never existed, either, if it wasn't for those "enhanced" weight breaks for the Chebbies Que Google, "Tijuana Taxi" LOL
^^No doubt Gene, couldn't agree more. Stahl, Jenkins & Stiles had worked together just one year before on Doc Burgess Black Arrow Plymouth(OMG! Jenkins working on a MOPAR?? Oh PLEASE, SAY IT ISNT SO!!!) and had a close ***ociation for many years. I have read most of what Jenkins has put in print over the years, his article "Bill Jenkins on Horsepower" in Car Craft in 1975 was particularly interesting. Stahl, who I suspect some of these guys have never even heard of, was a genius. The interview he has available on cd over at Speedtalk is one of my favorites. Jenkins, Stahl, Stiles, Allread, Glidden and some of those other guys who came out of the sixties Jr Stocker wars have shaped so much of what we do nowadays. Thats why it irks me when Stahl doesnt get the credit he deserves.
What if you want to keep the Cool Old School oil spout? I love this feature. My Vette covers don't have breathers or a fill cap. Can an RPM Air Gap be machined for the fill spout? Or do I need to find an older intake that has it? Thought I was told most intakes have provisions for a spout.
Good question! That I don't know. You'd have to check out the Edelbrock site and look at the picture... See if it has a soft plug up front instead of a fill tube...
Why wouldn't you just use a Z-28 intake and block the heat risers? There nothing "period" about an air gap, unless the "period" your building is 2008, and there no measurable performance advantage between the RPM and the Z/28 intake. And no, theres nowhere to put one on the air gap.
The air gap won't work. If you look at most Performer, dual plane styled street intakes, they have a boss where you can add the oil fill tube. I have done several with a drill press and a hole saw.
Them Z/28 intakes are getting hard to come by these days... GM only has the heavy iron version of the intake on the shelves with the Holley/quadrabog bolt pattern and not the aluminum one... Ya might get lucky and find one on ebay though.. It would sure be nice if GM would put those back into production again... Along with some 302 and 327 large journal forged steel cranks...
My 327 is great! Reliable as hell, and plenty of power. Plus, when someone asks you what you've got in there, 327 just sounds cooler. Here's mine....it's in my '55 five window truck. It's my daily driver. Most people can't believe it when I p*** them going 90mph on the freeway. The 200-4r helps though!
Agreed, hell of a good sbc street intake. I have used the iron quadrajet version too. Too bad that intake wasnt available in aluminum.
I have a Wieand single plane that I added an oil fill tube to for the 327 thats going in my O/T chevy II. I have an underhood cold air box on it that hides most of the intake, all you can easily see is the fill-tube sticking out.
Well, if the new RPM manifolds don't have a spot for a fill tube to be drilled out, what other great performing intake does? I've seen the Torker and T2's with them, but don't those have ****py off idle performance? Seems like on a street motor you want more off idle performance. Yes I have a small journal 327 that is said to rev very high. The cam I have in it.... no clue where my power band will be. Maybe someone who understands the specs I posted can comment. I just don't see my motor spending much time in the high RPMs. But I have never driven a car with a 327 either. I have a C5 Vette with an LS1/6 speed. From 2500-4500 it is a beast. It redlines at 6000-6500 but usually shift before 5K. Can't imaging reving up to 7K or even 6K in my little 327. But with my 327 motor setup and my plans for a 700R4, what should I go with? I will run some angle plug block hugger shorty headers. No clue on the carb or size yet. I just want a quick reving, nasty little motor. Should I just go with an older Performer and Holly 600 with the oil spout drilled out?
they may have only made the 327 for 8 years but it took 37 years for them to make a better one The 327 cu in (5.4 L) V8, introduced in 1962, had a bore of 4 in (102 mm) and a stroke of 3.25 in. Power ranged from 210 hp (157 kW) L30 to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-barrel, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L-76 version, and 375 hp (280 kW) for the fuel injected L-84 respectively, making the L-84 the most powerful naturally aspirated, single-cam, production small block V8 (aside from the limited-run Ford Boss 351) until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001.
I have received many good answers, read the four previous pages. Maybe it's 7 years and half, sorry for the confusion... No vortec...
Love mine...but she's finally tired. so out she comes once i have my other project road worthy. and in time she will be rebuilt , better faster stronger
The Jalopy Journal
