When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I'm sure I read something about this, but I couldn't find anything with a search.
If a guy were to want to build a 383 stroker out of a 327 block, is there a crankshaft (and rods/pistons?) that he could just buy and go nuts, or is there a pile of irreversable machine-work to be done?
I understand that the 327 crank has smaller journals than the 400 (not sure what the measurements are, though) - is that mains and rods, or just mains?
I got to thinking after looking at pictures of that 67 with the Street Shop frame and a stock 327 looking 383 with throttle body injection, "What could a guy do with a #'s matching 300 HP in a '64 that could be undone later if desired?"...
Could he build a 383 in his original 327 block and use the original heads and 300 HP intake/exhaust and carb such that from the outside you'd never know it wasn't a 300 HP 327? Have I lost my mind? Probably, but I enjoy these mental exercises.
Yes you can, there are a couple on the board and there is even a 396" 283 on this board. You need to be careful with rod selection, and I would recommend having the block sonic tested to see what kind of wall thickness you have before you grind any notches for clearances. Adding the three Pro-gram Engineering 4 bolt center main caps is good insurance too, just depends on how high you want to spin it. http://www.pro-gram.com/
Speed-O-Motive is one major speed shop that sells stoker kits for small journal blocks.
Last edited by Scott Marzahl; 04-21-2009 at 06:02 PM.
Yes you can, there are a couple on the board and there is even a 396" 283 on this board. You need to be careful with rod selection, and I would recommend having the block sonic tested to see what kind of wall thickness you have before you grind any notches for clearances. Adding the three Pro-gram Engineering 4 bolt center main caps is good insurance too, just depends on how high you want to spin it. http://www.pro-gram.com/
Speed-O-Motive is one major speed shop that sells stoker kits for small journal blocks.
Thanks, Man!
It looks like this kit here for ~$1100 would get you in pretty deep...
I believe the heads are all the same in '64 from 300 HP up, so if the rpm's are not too high, a guy might be able to get away with the stock carb/intake and exhaust - if he weren't going too insane, that is.
a crank can be cut for the 327 but other things need to be done. i would put the engine aside for numbers stuff and use a later 350 block. why take a chance of messing with the orig engine and if you are like me screw it up. jmho jim i am not a mechanic.
so if the rpm's are not too high, a guy might be able to get away with the stock carb/intake and exhaust -
383's are all about low-to-midrange TORQUE, where you really need it and notice it in a good street engine; no need to spin it over 6000 rpm to make power. Most 383's make max power around 5800 and max torque around 4800.
383's are all about low-to-midrange TORQUE, where you really need it and notice it in a good street engine; no need to spin it over 6000 rpm to make power. Most 383's make max power around 5800 and max torque around 4800.
That's kinda where my head is at with this idea, lower rpm's and a good solid street engine. I do like to get it out on the highway, but I rarely get it past 4000 in 'normal' driving (3.08's). I'd likely auto-x the car, but nothing too harsh, or for too long.
By my math 327/383 = 0.854, so all things being equal, 300 HP 327 induction/exhaust ought to allow enough flow for the 383 to do 85% of the 300 HP redline - which is 5300 if I remember correctly. So, 4500 rpm's should be reasonably attainable. I don't know if the 300 HP redline is based on flow restrictions, or other factors - but perhaps it is ample for a 383 at 4800 rpm, or more...
darguy, I'm the guy Scott M. was referring to with the stroked 283 and a stroked 327. Our CU code 283 is the original engine from my 59. It actually displaces 377 CI, with a 4.00" bore and 3.75" stroke, and 6.0" rods. Both our 283 and 327 blocks used Pro-Gram engineering splayed 4 bolt main caps.
Our 327, which is the original engine from our 62, has a 3.85" stroke, and 6.0" rods. We just went through the 283, and added the program caps, and had it internally balance. It is still a short block, and hasn't been driven since.
However, the stroked 327 is an excellent driver, and makes decent power to boot. We've driven our 62 cross-country last year, and even averaged 17.5 MPG, thanks to the 700R4, 1800 RPM Converter and a 3.36 gear. With a re-grind solid flat tappet cam, the 62 went 12.77 in the quarter mile, while idling with 18" of vacuum at 800 RPM. It will annhilate the tires from a 20 MPH roll. We cruise it on 87 octane, and the 62 Vette is mild enough for my wife to take it shopping with her girl friends. You do not get that kind of drivability from high compression and ratty cams.
The 461X heads were cut for 2.02 intake and 1.60 valves. On an engine dyno with one of the car mags, it made 418 HP. Adding a HR cam, it made 451 HP.
Adding a set of aluminum 200 CC Dart Pro 1 Platinum heads, it picked up 12 horsepower , over the 46 year old camel humps. We then added a set of 195 CC AFR heads, and picked-up 25 HP peak to peak vs the Dart heads, and 40 HP past peak. We drove the car for the first time with the HR cam and AFR heads from LA to Scottsdale 2 weekends ago. Despite the rain and scattered thunder storms, the car ran beautifully, idles with 15" vacuum, and avaeraged just over 18 MPG doing 75-80 MPH. The wife had no cmplaints when she was driving.
Strokers are hard to beat for a fun, mild combo. I would definitely recommend some head work and a mild HR cam if you're increasing the displacement, though.
The bottom of NEW threads, have loaded “related threads” at the bottom. If you are not careful, when you go to reply to the new/current thread you accidentally reply to the old “related” thread, hence resurrecting it. People here act so put out or flabbergasted that someone replied to an ancient thread, when it’s an easy accident to do. Or, jump all over someone for resurrecting a thread related to what they are inquiring about, then jump over someone for not using the search function and reading old threads.
Eleven years on it would be interesting if Wes might see this old thread and reply on how the stroker engine worked out over the long term.........any other changes, etc.
Eleven years on it would be interesting if Wes might see this old thread and reply on how the stroker engine worked out over the long term.........any other changes, etc.
John
The engine ran great until I sold it. Eventually got it to run 12.14 @ 115 at California Speedway with a 3.36 gear and an 1800-2200 converter in the 700R4. It would knock down 20 MPG if I kept it below 70. I never did get the transmission shift points high enough with the shifter left in "D". The 670 VS Avenger carburetor I ran wasn't helping the MPH at the track. The car was squierelly off the line and spun hard, even with drag radials. I never got much track time with it because I went back on active duty right after the build, and I left the car in CA while I played GI Joe. It was mellow enough for my wife to putt around in it while I was away. Ran on 89 octane with the 461X heads and 87 octane with the AFR heads.
Not long after I returned to the civilian sector, I was relocated by my employer to TX. The shipping co dropped another car on the front of my 62. I pulled the engine and sold the 62 with a different engine. Currently building a 350 out of a 548 block for my 57, but it will just be a driver.
I sold the stroked 327 engine with the AFR heads to another forum member and he made some upgrades to it, bigger cam fuel injection, etc. Maybe he will chime in. I think it will be going back on the dyno soon.
I still have the beautifully ported 1962 327/300 HP 461 X heads that made 450 HP on the dyno. Recently freshened, and with new HR springs. They're for sale in the classifieds.
Last edited by wesmigletz; 10-01-2020 at 11:56 PM.
I wanted to wait until Wes responded to the thread before jumping in........... I got to know Wes through the forum- Wes is a great guy and patriot. Anyway, we got to talking one day about the stroker motor he had pulled out of the 62 one day, and even though I didn't really have a place to put it at the time, there was so much good stuff in it, and Wes made me one heck of a deal, so I bought it. With his input, we decided together for my uses that the engine could benefit from a little more compression and more cam.. I wound up putting a set of CP Bullet pistons,( 10.8 cr with the 65 cc AFR chambers), and a little more aggressive solid roller cam in it, (.580 and .560 lift, 250 at 50) and just freshed it up. . I had been messing around with putting together an EFI setup on a Rochester Ramjet manifold, the core parts built for me by another infrequent CF poster, Craig Railsback. Craig has been doing efi conversions for many, many years. The 395 has been kind of on the back burner for awhile, I haven't put it in anything yet, and the plans are to dyno test the engine very soon with the Ramjet on it. Honestly, I don't believe it will make any more horsepower on top than the excellent carburetor and manifold setup that Wes had on it because of the limitations of the Ramjet box, but the unusual cool factor is a tradeoff for me. I think it will make enough horsepower to annilhate the tires I will be running. If you look further up in the thread, Wes had the 395" engine making 495 horsepower with pistons and a HR that would run on 89 gas and was Very streetable. Here is a picture of the Ramjet efi- 78 mm LS throttle body, 37 pound injectors, Holley HP ecu. and a picture of the 395" before I decided to put the efi on it. I hope to post some dyno numbers soon....
The engine ran great until I sold it. Eventually got it to run 12.14 @ 115 at California Speedway with a 3.36 gear and an 1800-2200 converter in the 700R4. It would knock down 20 MPG if I kept it below 70. I never did get the transmission shift points high enough with the shifter left in "D". The 670 VS Avenger carburetor I ran wasn't helping the MPH at the track. The car was squierelly off the line and spun hard, even with drag radials. I never got much track time with it because I went back on active duty right after the build, and I left the car in CA while I played GI Joe. It was mellow enough for my wife to putt around in it while I was away. Ran on 89 octane with the 461X heads and 87 octane with the AFR heads.
Not long after I returned to the civilian sector, I was relocated by my employer to TX. The shipping co dropped another car on the front of my 62. I pulled the engine and sold the 62 with a different engine. Currently building a 350 out of a 548 block for my 57, but it will just be a driver.
I sold the stroked 327 engine with the AFR heads to another forum member and he made some upgrades to it, bigger cam fuel injection, etc. Maybe he will chime in. I think it will be going back on the dyno soon.
I still have the beautifully ported 1962 327/300 HP 461 X heads that made 450 HP on the dyno. Recently freshened, and with new HR springs. They're for sale in the classifieds.
Originally Posted by vettsplit 63
I wanted to wait until Wes responded to the thread before jumping in........... I got to know Wes through the forum- Wes is a great guy and patriot. Anyway, we got to talking one day about the stroker motor he had pulled out of the 62 one day, and even though I didn't really have a place to put it at the time, there was so much good stuff in it, and Wes made me one heck of a deal, so I bought it. With his input, we decided together for my uses that the engine could benefit from a little more compression and more cam.. I wound up putting a set of CP Bullet pistons,( 10.8 cr with the 65 cc AFR chambers), and a little more aggressive solid roller cam in it, (.580 and .560 lift, 250 at 50) and just freshed it up. . I had been messing around with putting together an EFI setup on a Rochester Ramjet manifold, the core parts built for me by another infrequent CF poster, Craig Railsback. Craig has been doing efi conversions for many, many years. The 395 has been kind of on the back burner for awhile, I haven't put it in anything yet, and the plans are to dyno test the engine very soon with the Ramjet on it. Honestly, I don't believe it will make any more horsepower on top than the excellent carburetor and manifold setup that Wes had on it because of the limitations of the Ramjet box, but the unusual cool factor is a tradeoff for me. I think it will make enough horsepower to annilhate the tires I will be running. If you look further up in the thread, Wes had the 395" engine making 495 horsepower with pistons and a HR that would run on 89 gas and was Very streetable. Here is a picture of the Ramjet efi- 78 mm LS throttle body, 37 pound injectors, Holley HP ecu. and a picture of the 395" before I decided to put the efi on it. I hope to post some dyno numbers soon....
Wes ..
Thank you you for your service.
Very interesting build history on the stroker motor. Streetable, makes great power running 87....what not to like.
Cool factor, yes. A beautiful unit the Ramjet box is.
It would be great to see how the higher compression/bigger cam 395 does on the dyno.
Wes, thanks for your service and for following up with real-world results of your engine builds. Actual results over a period of years of use and sharing that data with the rest of us is very valuable information. Much appreciated.
Jeff
Some may not know and some may not remember, when the first 327's came out, lot's of the high buck racers modified a 327 to 377 cubic inches. 377 instead of today's 383 because they started with virgin, 4" bore 327 blocks.
The bottom of NEW threads, have loaded “related threads” at the bottom. If you are not careful, when you go to reply to the new/current thread you accidentally reply to the old “related” thread, hence resurrecting it. People here act so put out or flabbergasted that someone replied to an ancient thread, when it’s an easy accident .
It’s even easier to simply turn off the Related Threads function. If you want to avoid the Related threads feature:
-Go into your Control Panel > Under Settings & Options:
-Click on Edit options
-under Tread Display Options > and under Related Threads,
That ramjet definitely has some eye appeal!! Wes car had such a tame idle/quiet, good manners youd never know what was under the hood. Surprised me!
Is that a 3.875 stroke?
Still got that 67 Camaro? It would be happy in my garage!
Pics of the 57?
04-21-2009, 05:48 PM
383 Stroker in a 327 Block?
, over the 46 year old camel humps. We then added a set of 195 CC AFR heads, and picked-up 25 HP peak to peak vs the Dart heads, and 40 HP past peak. We drove the car for the first time with the HR cam and AFR heads from LA to Scottsdale 2 weekends ago. Despite the rain and scattered thunder storms, the car ran beautifully, idles with 15" vacuum, and avaeraged just over 18 MPG doing 75-80 MPH. The wife had no cmplaints when she was driving.
