Corvette builder on KZfaq built a 327 that pulls past 8000RPM and makes 505hp!!!!!

Anything’s possible with todays technology in camshafts and cylinder heads. No need for big cubic inches anymore.

@@123nova87 I still have a soft spot for the big blocks tbh

Lol who needs OHC with modern technology anymore?

@@bigboreracing356 I am interested into a 502 HO and throwing a couple snails at it. Mild cam makes it drivable and torquey down low while the boost helps it breath in the upper range. But i definitely dig what you did.

@@bigboreracing356 If this engine did not have valve floating pushrods it would be double the hp🤣🤣🤣

Perfect presentor.

Uncle Tony is better

@@Shade_tree_garage01 lol

Smidgen that garbage 🗑️ he reckons 😂

Dultch’s onair has improved 100% he was stiff as a old piece of drift wood when he first started watching him was painful lol 😆

Loved that comp cam 280 ...480 lift if I remember right ...nice sound. It was my first sbc build .

Built a 331ci using a 350ci..... yea... okay loser 😂😂😂

What car was it in?

A 71 camaro with a saginaw 4 speed and 3.73 12 bolt posi.@@jblack5323

71 camaro@@jblack5323

You should start a journal would be cool

That's lightweight for a Chevelle! at least a 71 model I bet it sounds heavenly!

John sheets, she's gutted as much as possible. Just a fun little street car I've owned for 36 yrs. For what it is it sounds healthy, 670 solid roller.

What fuel?

@Robby robby oxygenated 116 is what it likes best, just for cruising usually a mix with pump gas but it will run on 93 just not very well.

My question to Dulcich would be: Can you mod a Mopar 318 to get up ther at 8k?

I say the 383 is magic.

I'd say it's nostalgia for the boomer generation rather than magic. Why build a 327 that revs to 8k when you can build a 372, 383 or 400 that does the same? So much have changed in terms of cams, lifters, heads, intakes and so on, so what is the point? Sure if revs are what you are into, why not take something that small to 9.5k?

@@AB-80X Their stroke length gives a very particular sound that the other engines dont duplicate.

@@AB-80X Even with modern technology, you'll eventually struggle to feed the extra displacement with the constraints of the SBC cylinder head unless you go forced induction. When I see people building a SB 400 I always question why waste your time when a 396 will easily run circles around it? The 327 is the perfect small block. It's free revving, yet still makes decent torque and the SBC head design can feed it all of the air it needs.

type in 297cu. in. 10,000 rpm Racemasters Comp. elim. eng. awesome !!

Is it? Respectfully, I've watched a lot of these episodes on MT, and I'm pretty sure they've done low buck LS engines (blown and NA) that surpassed this and I'm sure cost less money than the mega bucks 2nd setup they tested.

@@blautens right? The final setup is apparently 3k+ in heads and intake manifold, not to mention the 950 carb and cam. Plus all the hours on the dyno..

bang for the buck? they have 10K into that sbc...

Skullet.

@@CarsandCats he just want to watch the guys clean an engine out of the dyno room with dustpans lol

Mopar doesn’t rev like Chevy unless you have deep pockets.

If you love high RPMS check out the overhead cam engines that rev to 20k RPM.

Can't do that with dodge and ford.they blow up.lol

IMHO, the 283 and 327 were probably the best V8 engines GM ever built. They don't have the power of the LS engines, but can be built reliably to achieve the LS power levels. World Products makes a traditional SBC block that has the LS head bolt pattern cast on the deck surface, instead of the traditional SBC bolt pattern. IMHO, this is an awesome way to go.......

​@@milojanis4901a Corvette builder here on KZfaq built a 327 that revs past 8000rpm and makes 505hp!!!!

An engine like this would be paired with a 4000 rpm stall converter

@@andy2108 Yea, I know what it would be done for the strip. I would still like to see more of the bottom end and know what it does when it's out of the power band. There's nothing wrong with showing a deeper dyno pull, even if it produces weak numbers down low. why obfuscate or hide it?

@@andy2108 at least! was thinking 5000 stall, myself.

Lol id have a 5500-6k stall behind this engine. It would literally never see 2k . Maybe 1100 while its idling.

You know what would be nice? If pwople would think before they post. Here's a question. Exactly what do you think would happen if you were driving at say 45 mph, at 2000 rpm and floor it? Will it stay at that rpm trying to lug itself up, or would it, as is always the case, kick down and flair straight up to 4500 rpm and run? Why is it so hard for people to understand that you don't run your engine at WOT @ 2000 rpm? I mean, are you going to use it to two a powerboat up through the Ike with a one speed gearbox? What this does at part throttle at 2000 rpm has nothing to do with what it would do at 2000 rpm on a dyno during a WOT pull. As for how easy it is to live with? If it's a manual with a highway gear, it will suck. If it's an automatic with a loose converter that has a lockup, then you're pretty good to go no matter the gear, unless you run some kind of 2.42 gear. In short, you're asking a pointless question because you will never run WOT at 2000 rpm, and because why would you build a 331 that revs to 8k if it should be easy to live with? Can't help but to wonder if you actually even wrench or race. Sorry, this is just so odd of a thing that most racers and wrenches would know.

And it's a TWO BOLT MAIN ! Now you understand WHY I built and installed my last 327 in my 70 Chevelle 4 door daily driver and not my 1970 LT-1. The 327 proves again it IS the ultimate SBC.

Oookay. I think that is definitely a stretch. On so many occasions, Freiburger has his stuff wrong, and frankly, why is he even talking? He is the one that knows the least, by far, and yet he constantly flaps his jaw. I guess the old adage of "empty cans rattle the most" is true in this case. I'd much rather hear what Brulé has to say.

Pushrods are made for low rpm trash trailer pulling, not high rpms.

They didn't erase torque. They lost 2 lb-ft while raising the remaining of useful torque, and gained 105 hp. This engine would be perfect for a high rpm stall.

Lol a modern v6 makes more than that🤣🤣🤣🤣

@@fish_R_stinky69 Yes they do with 10psi of boost

AND with TONS more technology.

@@hybridssuck Yes I am not scared of technology.

@@hybridssuck If you hate technology why don't you just drive a 1922 Ford?

At first I scoffed at this comment, but then I realized it is actually correct. It has the solid 4" bore that is the golden standard of the SBC but it had a stroke between the 302 and 350. So yeah true. I might suggest the 377 out of a 400 block with a 350 crank as a close contender (though not a factory combination)

Stroke/Rod Length ratio does not affect the power output at all. ALL the top motor builders have said for decades to use the biggest bore the architecture allows, put the crank stroke in needed to make the displacement goal & then put the rod length needed to connect the crank & piston, although longer rods cause less angularity & more piston "dwell" time at the top making the engine slightly less timing sensitive, as well as having a lighter weight piston. I run 6" rods in my 3.75" stroke 409SBC street motor(and the wrist pin is still well below the oil ring) mostly because there was a much greater choice of pistons for the 6" rod than a 5.7".

I think I'd take a nice Windsor over a pre-Coyote mod, given similar aspiration. It took them a *long* time to make any power.

@@totensiebush, absolutely. The 5.4 DOHC Modular was and is a decent engine, but the Coyote is what redeemed the Modular design (for me at least).

@@flyingphoenix113 I'm curious what would make more power looking at NA engines a year before the Coyote came out (2010 or so). A 427 Windsor I would expect to walk all over a 5.4 DOHC, you just didn't have the same degree of aftermarket parts. Not sure if anyone did much bore/stroke on the 5.4, google is claiming they can get to 6.2, still much smaller than a Windsor. Does anyone make heads for them?

The Coyote makes more horsepower per cubic inch but definitely costs more to do!!!

I've always been under the impression that a sbc will pop a head gasket before a sbf because of the hot spots in the center of the sbc heads due to the exhaust ports being right beside each other where as the sbf has equidistant exhaust ports, still like both honestly tho

Typical all iron sbc weighs 550. With those heads and intake it's probably closer to 450

@@HioSSilver1999 Good to see you in here, sir.