First off, I just want to say what a great site this is. It has kept me up past my bedtime for quite a few nights. I'm building a 1966 sm. journal 327 for my 3rd gen bird. I really want to run a fuel injection setup (for reliabillity, emissions, and so forth). My understanding is a stock TPI setup stops making power after 4500-5000RPM due to the long runners. Which is not quite the limits of a high revving short stroke motor. What can I do to improve top end power on a TPI setup? Do I need an aftermarket lower intake for early model heads? Any advice will help---- 327 SBC .030 over, 58cc world product heads with some mild porting (gasket match, bowl blend, some chamber work, and short turn radius work). 2.02 in 1.60 ex, comp cam XE274H-10 lift in.-.487 ex.-.490 Dur @.050 in-230 ex-236, harland sharp roller rockers 110 lobe sep., 106 in centerline , hyperneutitic flattops 9.4 comp.

 

I don't know if you've considered a Stealth Ram, but if you are looking for top end power.... that is where it is at. http://stealthram.com/dynoresults.html
As you can see, the stealthram (on a stock motor) will swap the low end power for high end.

 

Miniram and LT1 intakes also give a lot more top-end. I had LT1 heads and intake with a 210/220 cam on my 305 til I over-revved the stock bottom end and spun a bearing. Torque curve felt perfectly flat from 2000-4500 (as high as I tested with the butt dyno for torque). It was a dog off the line and bogged quite a bit, but it was a stock '89 Vette tune adjusted for base timing and injector constant, and that had a lot to do with it (not tuned properly). I also had a stock transmission with stock torque converter. That combo was begging for a 3200 stall.

 

You will need an aftermarket intake for the higher flowing capabilities. You will also need aftermarket runners again for the same reason. The factory plenum can be modified to meet the higher flow demands. By the way the factory intake can be modified to fit the earlier heads. Not hard to do. Modified TPI works for me.

 

I think you answered your own question. The 327 is a no torque higher revving small block where as the TPI set-up is designed for an all torque no rpm motor. You might be better off looking at a pro-flo or similiar set-up based on either a victor-jr style or rpm intake. Cost's will be similiar to a TPI conversion but the intake is way more suited to your application.

 

The 327 can build good tourqe. It made enough to pull around those big impalas, wagons, Grain Trucks ( Yes 2 ton grain trucks in the 60's had 327's)


Its all in the camshaft and heads.


The 327 you are building would be great with a stealth ram, or a tpi with big runners and base. However, your cam has a very tight lobe separation that the EFI will not like. It would take some serious tuning but would not perform as well as it should.

I would look for a cam with at least 112 LSA, such as the new comp XFI's which have 113 LSA.

 

So if I had some slp runners and did some extensive port work to them and the plenum would it bring up the top end power. I ran all my number through desktop dyno aka head flow, cam specs, cr, yada yada yada with a 730cfm carb single plenum intake and my power numbers were 414 tq @ 5000 and 439 hp @6000. I would like to utilize this power with a tpi if its possible --- a have a complete 1991 tpi setup with the early style slp runners. Or would I be better off swapping to a stealth ram manifold with the shorter runners? What size injectors should I run the 24 or 30 I just don't want to fall into the bigger is better theme cause thats not always the case. Would it be better to go with the 24's and bump up fuel pressure I've heard that helps the fuel atomization. Also who good at programming chips. I don't want to plug everything in and it run completely like a dog.

 

Your horsepower #'s will drop and you may make a little more torque but it will all be below the 5000 rpm range. Chances are though, that that cam won't like a tpi set-up at all. The stealth ram will get you #'s closer to that of the single plane intake, do to its shorter runners.

 

I should have mentioned tuning the prom also. How much gear are you planning to run? Automatic,manual? How much converter? Daily driver, street/strip? What are your goals for the car?

 

Rob-- It will be a Daily driver with a 700r4. I want to have the shift points setup at around 6000rpm. 3:42 rear gears and 2400-2800 stall. Cam has too much overlap for F.I.? 110 too tight. What cam would you rec. without getting too wild. Do you have a part number? The more I read the more everything points me to the stealth ram. I'm a little new to F.I. but I got to play with it a little at UTI. I want to at least keep up with the LT-1's. I bought a ram air II hood so at least hood clearence won't be a problem.

 

110LSA is no problem at all if you know someone that can tune real well. I'm going to put a 355 in my car with mildly ported LT1 aluminum heads (11:1 CR), LT1 intake, 1 3/4" SLP headers, and an XE284 cam (240/246 duration on a 110LSA) with 1.6 roller rockers and 24# injectors. Hoping the compression will help the engine work with the longer duration cam.

Desktop Dyno 2003 says I should have 470hp at 6000RPM and 455tq from 4500-5000RPM. Desktop Dyno usually reads a bit high, but these numbers don't sound too terribly far off from other numbers and combos I've seen. Even 450hp would put me at 360rwhp, or high 12s with suspension

 

Your 327 would be mis-matched for the TPI setup, in stock form. You would have to get an aftermarket base, runners and port the hell out of the plenum to get it to breath better. This would be a LTR setup and would KICKASS on the street.

 

But it won't pull to 6000 rpm which is what he is looking for. Do some more research into stealth ram or a mini ram. You could even look at a modified LT1 intake. All of these will work at the rpm's your talking about. An LTR will hurt you in comparison to these other intake set-ups using the numbers you want to run at. Having said that, how often do you think your going to be buzzing 6000 RPM on the street? I think, using the drivetrain you spoke of, an LTR set-up (performance not stock) with a different cam choice would give you a much better combination at a more street friendly RPM than what you are speaking of. Its going to be lots of lower end torque and some mid RPM horsepower that will really make your street car cook, not a high RPM screamer that will attract every cop within miles!

 

well when I had this 327 small block in my 4 spd manual short bed chevy I'd bang gears at 6000 all day long- the motor pulled those rpm's easily----had a victor with an 850 double pumber. I loved it and now I want to adapt it to my bird but with FI. I had a carb 305 in my bird and that just wasn't fun at all dynoed at my school (uti)-- 156HP and 248 TQ. The damn import where giving me a run.

 

The LTR's won't pull past 5500 or so. If 6000 is where you want to be, have a look in the alternative efi intakes forum for some more info.

 

http://www.chevyhiperformance.com/te...8/index12.html

 

My question would be how do they attain those #'s? Is the prom modified? Is there more in that motor with tuning? Hmmm. They also say they're vortec head kit makes 300 hp but I am reading alot of guys aren't happy with they're kit. Doesn't feel much different than stock.

 

if you really want a LTR setup on a 327, you may want to look here, http://www.firstinjections.com/

like the other guys are saying on the chip, burning your own will be a must, otherwise you won't find one that will work properly.

 

Check out a stealthram or LT1 intake for that engine combo. You'll have a lot less invested in those vs. buying all of the aftermarket LTR components and they will be a better match.

 

Depending on where you are in TX, you may have emissions testing and visual inspections - in which case you better "know somebody" if you want to try and get a Holley Stealth Ram or LT1 based system thru the inspection.

If you don't, you'd better sticjk to a stock kind of TPI set up or a SuperRam (which is really expensive, unfortunately). That;s the only emissions legal setup available. Oh, and don't tell them it's a 327 either. Use 305 or 350, your choice. Or you'll never pass. ANd a carb is totally out of the question unless you "know somebody" in the inspection business....

 

Well it shouldn't be a problem----I work at a ford dealer (It keeps me busy and my pockets lined) I just bought another firebird---1991 formula 305 tpi. In a couple months it will be out with the tired 305 and in with a stealth ram 327 he he he