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Thread: 327 build with mixed views on carburation
          
   
   

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  1. #1
    OSK's Avatar
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    327 build with mixed views on carburation

     



    Built a mid 60's small journal 327. Engine specs are forged steel crank, around mains n studs, hydraulic roller with 1.6 rockers, 7372 magnum comp cams pushrods,dual stage springs from comp cams, a 495 cam, heads were punched to 2.02, intake is a 60's era streetmaster from eldelbrock. The question is carbs Cause I've got mixed emotions. Spec'd out anything over 700 cfm is basically pointless given how much the engine says it will use but I certainly don't want undercarburation either. A few options on the shelf are a first version edition throttle body Holley, the old ones with the user tuning adjustment on the brain. The throttle body is a 640. Second choice is a Holley double Pumper which is in the same range, or a vintage Carter afb which is also in the same range. Last choice is to go new and step up to a 750. I've messed around in the past swapping carbs on other motors I'd built but this one has a bit more time n money invested so I thought id see what another point of view may bring to the table as I'm always up for some new knowledge when it comes to motors. If I missed something lemme know its late but I've been thinking about that dang motor all day.
    Last edited by OSK; 07-25-2011 at 03:26 PM. Reason: incorrect part listed

  2. #2
    18436572's Avatar
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    I have a built 327 and I had a Qjet, so thats what I ran with. If that DP or AFB is in good shape, run it.

  3. #3
    jerry clayton's Avatar
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    titanium pushrods------you probably don't want to run them or you won't make it thru the first tank of gas

  4. #4
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    What's wrong with running The titanium push rods? That was the recommendation comp cams gave me while spending 2 months on the phone with them as each piece was matched up

  5. #5
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    I likke the eldelbrock 1407 700 cfm. I have one on a 500 hp sbc. Runs great, very responsive, DOES NOT RUN RICH, you just have to tune them correctly. Any quest. on tunein one leave me a mess. I will get back with you. Keep Roddin!!!

  6. #6
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    Tuning isn't an issue I've just got a dilemma fuel it with one of the ones I got or go a bit larger where the cfm is slightly higher than what it calls for. Its one of them do I go over and tune it back down or take one I got and tune it up.

  7. #7
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    I would use a slightly larger carb and detune. It wont be starving for fuel that way.

  8. #8
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    Titanium isn't compatible with push rod guide plates----

    I went to Comp Cams site and can't find anything about Tit pushrods----can you give a part number????
    Last edited by jerry clayton; 07-24-2011 at 08:25 AM.

  9. #9
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    I just checked comp cans tonight, I believe they are calling the ones I installed "magnum" now. Ill need to pull one to be 100% so ill do that Tomorrow. Mind you this motor was built years ago so I don't have all the paperwork on it thanks to moving. This engines recently been torn down, and inspected since it was sitting on the stand waiting for a project now for sometime.

  10. #10
    jerry clayton's Avatar
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    I have never heard of anyone using Titiniam for push rods and I've been in on a lot of research with push rods and valve train components since mid 60s

  11. #11
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    I concur with Jerry, re; titanium pushrods - retainers yes, but I've not seen titanium pushrods.

    As to intake - your "Streetmaster" manifold is a 40+ year component designed to increase torque on a SBC. As I recall, it's a small runner, single plane manifold. I'd e-bay that manifold and go with a newer design, specifically; Edelbrock Performer RPM and new Quadrajet. Good all around driver and when you nail those secondaries you get solid response and that infamous deep throat sound that made them famous. GM used them for years with great success.

    I like Edelbrock carbs, but my experience has been that that run rich "out-of-the-box" and as has been mentioned above, they need to be tuned which typically means new main jets and rods.

    Summit sells the Edelbrock Performer RPM for spread bore (7104) for $185.95 and their rebuilt 750CFM Q-Jet (21022) for $299.95. Gaskets (Edelbrock 7201) $15.95 and some nice new bolts (Edelbrock 8504) $14.95 and you'll have a screamer.

    Good Luck,
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  12. #12
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    I agree the edelbrock intakes are great, I've ran the 7201 performer before, the reason I was using the street master was going for a vintage intake and I'm on a tight budget. Ill end up upgrading intakes I'm sure but for now I'm just using what I got. As far as the pushrods they are the magnums. I just pulled one and part #7372. That was my mistake. Like I said the motors been assembled and on the backburner for several years. Wish I could at least find the paperwork on everything's that's in it cause id like to remember all the cam specs. All the specs since the only thing I can remember from my conversation with the tech at comp came is it runs 495 true. As far as carbs go I got options on the shelf. And will probably go with the Carter Afb since its cfm should mesh nicely with the intake for now.

  13. #13
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    Roger on the budget! We've all been there and I completely understand. The Streetmaster with an "Aluminum Four Barrel" (AFB) will look cool and give you a real decent driver - especially if you talk nice to that ol' Carter with a rebuild kit!

    You probably know that the "Chevy" version made in the 60's flows 625CFM and the versions used on the Buick Wildcat and Pontiac GTO flowed a bit more (650CFM).

    The later (9000 series) part numbers are really easy to interpret as they directly correlate to the carbs flow ratings, i.e., a 9400 flows 400CFM, a 9500 is a 500CFM carburetor, and a 9625 flows 625CFM. Part numbers that end in the exact flow rating (i.e., zero or five) are designed for Chevrolet applications; adding 1 indicates Chrysler compatibility (for example, part number 9626 is a 625CFM carb unit for Chrysler engines) and the addition of 2 (9627) refers to a 625CFM for Ford.

    Only the Carter "Competition" was offered in larger than 625CFM. The 9750 flows 750CFM and is easily identified as it came with either a manual choke (or in the case of 2 x 4) no choke at all..

    Have fun and let us know what you decide!

    Regards,
    Glenn

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  14. #14
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    Yeah that's why I was thinking the Carter since its a 9625 . Like I said same range as the holleys. There's a 25 cfm increase over the Holley that's ready to go. The other needs a rebuild and the couple quadrajets need some work. I do like the 9000 series cause their so easy to read and I've had guys in the past trying to pass off a 500 as a 700 but usually people only have what others tell them it is which is frustrating before the cell phone camera cause now days if you can't provide a quick snap shot of the markings u better hope some kid takes ur word for what it is.as far as the 9000 series from what I understand is that all 9000 series Carter's are aftermarket and not a stock option. I like em cause of the ease of finding parts or rebuild kits since edelbrock bought em and their like a small block lots of interchangeable
    Last edited by OSK; 07-25-2011 at 06:26 PM.

  15. #15
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    Oh and as far as air cleaner I'm running the one off the shelf. The edelbrock triangle type
    Last edited by OSK; 07-25-2011 at 06:27 PM.

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