Topping it all off is this Holley 650 Street HP carb (PN 0-82651, $501.95). The 4150 double-pumper has mechanical secondaries and will easily flow enough fuel and air to feed the worked over 327 small-block.
After adding a swap meet, special HEI distributor and some stamped steel valve covers, our 327 is ready to head off to the dyno. Total cost of what you see here is $2,964.78, counting the rebuild of the short block, the chrome goodies, and all the new parts. Certainly cheaper than buying a whole new crate engine.
This is a hydraulic flat tappet engine, so that means using most off-the-shelf motor oil can spell disaster for the valvetrain due to their lubricating properties, or lack thereof. To fix this inequity we tossed in a bottle of Lucas additive. This will help the oil perform like it did back before the tree-huggers screwed it up.
Time to step it up a bit with a larger Trick Flow cam. The specs on this stick are 228/234, lift of .480/.494 and a 110 LSA, making it quite a bit larger than the one we removed. Trick Flow offers this cam in another top end kit (PN TFS-K314-420-395, $1,819.95). Besides the larger cam, this kit also incorporates more aggressive heads and a few other upgrades, but we just tried out the cam.
Since this is a hydraulic flat tappet, we also had to replace the lifters. In case we ever want to reuse the previous cam, we carefully packaged the old lifters so we can make sure they end up matching up to the same lobe they were broken in on.
To take advantage of the larger camshaft we also swapped out the Action+Plus intake for Weiand’s dual plane Air-Strike version (PN 8501, $202.95). Its high-rise isolated-runner design will help produce a cooler air charge and should make great power from 1,500 up the 6,700 rpm. After running through a break-in cycle the new combination blasted out a best pull of 396 hp at 6,200 and 384 pounds of twist at 4,000 rpm. The bigger cam and freer flowing intake sacrificed a little torque down low for more power up top. Also, while the smaller cam was done at 5,600, the new combo was still going strong well past 6,000 rpm.
Unless you do all your driving under 3,500 rpm the slightly larger camshaft and Air Strike intake is the way to go. Our 327 (technically a 336 due to the .060 bore) put out 1.2 horsepower per a cube and it did it on cheaper 87-octane fuel. Keep in mind that while our 327’s low 9.3:1 compression will let us run lower octane gas we could have picked up around 4-percent more horsepower for every one-point bump in compression.