No, you did what we need to do, cull-out the incorrect info. I didn't just make a 'scrivener's error,' dropping a zero.
I sold last year a 327 4-bbl which was from deciphering the casting and stamped numbers, a 1968. It had a single hump, and was a Tonawanda NY casting by GM. Tonawanda is where they cast the L88 aluminum engine blocks used in Can-Am racing. They also did aluminum SBC blocks there. The guy who bought the block was looking for a period-correct 327 SBC block to install in a McLaren Can-Am car which had been converted into a street-licensed car. Imagine that.
Here are pics of what the SBC 327 is going to be used for:
Dig that Hewland gearbox! Probably worth more than most of my vehicles.
I'll see your Honda Civic conversion to 'Lamborghini doors,' and raise you an entire hinged front-cap, including integral 'doors.' See that rubber latch at the bottom of the door's rear? Surely not-compliant with the NHTSA-mandated door safety latches!
The prevailing thought for many years in 'Champ Cars' (AAA-sponsored Indy Cars were called that before USAC took-over the racing operation for those cars in the mid-1950's) was drivers preferred to not wear seatbelts or harnesses, and certainly nothing like HALO devices yet existed, because drivers preferred to be 'tossed clear' in the event of an accident, while they raced in polo shirts and slacks instead of Nomex suits, hoods shoes, and gloves like today. To see evidence of this, watch the movie out now, Ferrari, starring Adam Driver as Il Commendatore and my favorite Penelope Cruz as his long-suffering wife. It's a scene during testing, early in the movie, and then another scene close to the end, when the Mille Miglia race is being run.
here is an interesting report on safety changes mandated by the Federal government, and involving door hinges, door latches, and rollover risks, often resulting in passenger ejections from the vehicle. Of interest is that Chrysler latches did a better job then Ford or GM, going back to 1956, because of better engineering. From then until 1968, incremental changes by GM and Ford had the effect of making the GM and Ford designs equivalent to Chrysler accident performance, at the later date.
https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/807489 See page 27 to start
This pic has so-much detail! look to the left of the car, and you can see the induction system: aluminum manifold and a quartet of 2-bbl downdraft carburetors, which I suppose are Webers. The big aluminum canister blocking the view of the intake manifold & carbs looks to be the fill point for the coolant. Note how the engine block and the transaxle are part of the load-carrying design of the rear suspension. Those beefy half-shafts and U-joints stand-out. They look like sizing which would be on a truck. The rear anti-sway bar w/its heim joints feeds its load to the right hub carrier, at the top of it. Coil-over shocks also attach to the rear hub carriers at thje top and the bottom, with multiple locating links using more heim joints control the fore and aft forces and the side forces. Looks like the disc brakes are single-pair calipers. The lower A-arms are tubular, while the points of attachment for them go to what looks like a saddle fastened to the L & R sides of the transaxle. That saddle also has stout locating members going forward to attach to the adapter plate for the transaxle attaching to the rear of the engine. Note that at the right-top of the front of the transaxle, there is another sturdy point of attachment for the Hewland gearbox to attach to the engine-transaxle carrier plate bolted to the rear of the engine. I suspect the black pipe coming through a tunnel in the right suspension carrier where the top of the coil-over shock attaches, is a return-feed for oil to the transaxle. Plenty of interesting geometry in the layout of the suspension.
Finally, the reason he was searching the web for a replacement 327 SBC of a specific year, to keep the car period-correct.
When the guy who bought the 327 was showing me pics of the shop, where the McLaren Can-Am car was, there were a couple of other cars of interest, a mid-engined Lamborghini and a mid-engined Ferrari. To quote Oscar Wilde: "I have the simplest of taste, I am always satisfied by the very-best."
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