back in the 1970s it was rather common for guys to have cranks custom welded and have a crank reground but,the gains youll see in displacement will be minimal, and compared to the commercially available stroker cranks , the cost to get new connecting rods and bearings and the crank offset ground would be cost prohibitive today, theres a wide selection of both cast steel and forged steel cranks and complete rotating assemblies available at reasonable cost now. thats money better spent on other mods to the engine, one option some guys take rather than build a 383 stroker with its 3.75" stroke vs the stock 350 chevy 3.48" stroke is to get the original crank shaft they have modified, the crank rod journals need to be offset ground to the smaller early rod size bearings that were 2" vs the the newer 2.1" size rod journals , this slightly increased the engine displacement, and if the pistons are still useable after careful measuring (unlikely) the compression also increased due to the slightly higher piston deck height.but custom compression height pistons are available.
I will point out that with the current low cost stroker kits by SCAT, and EAGLE , to allow a 3.75" and 3.875" stroke its not cost effective to go that weld and re-grind route
now Ive been down this road a couple dozen times and with todays prices at machine shops compared to what you can buy a good scat stroker crank for and the fact that youll need new connecting rods and pistons in any build that might seriously be considered a high performance application, the idea off set grinding a stock crank, or of welding and regrinding a stock crank is money poured down a rat hole in todays world. keep in mind many aftermarket connecting rods are now available with 7/16" AP rod bolts that are easily 200% or more stronger than stock chevy connecting rods, remember youll need to have the assembly re-balanced and in most cases new rods and pistons, rings bearings etc. so the SCAT rotating assembly with a 3.75"-3.875" stroke is financially a BARGAIN.
http://ohiocrank.com/rotatepage1.html
http://www.jegs.com/p/Scat/Scat-4340-Fo ... 3/10002/-1
http://www.summitracing.com/search/prod ... bly&ddsc=1
http://www.dougherbert.com/engine-kits- ... -1-1a.html
http://scatcrankshafts.com/
theres a good deal of info in these threads, you really should read them also as they are closely related,
YES YOU'LL BE AMAZED AT WHAT YOU'LL LEARN READING LINKS AND SUB _LINKS
viewtopic.php?f=51&t=93&hilit=casting+numbers
viewtopic.php?f=53&t=3061&p=8090&hilit=calculate+compression+height#p8090
viewtopic.php?f=50&t=1249&p=2673&hilit=calculate+compression+height#p2673
viewtopic.php?f=53&t=726&p=2302&hilit=calculate+compression+height#p2302
viewtopic.php?f=53&t=8685
viewtopic.php?f=69&t=7804&p=30282&hilit=calculate+compression+height#p30282
viewtopic.php?f=44&t=38
viewtopic.php?f=53&t=204
viewtopic.php?f=53&t=341
viewtopic.php?f=53&t=510
viewtopic.php?f=53&t=141&p=175&hilit=balance#p175
viewtopic.php?f=53&t=3894&p=12279&hilit=calculate+compression+height#p12279
CHEVY SMALL-BLOCK V-8 Crankshaft Journal Sizes
Gen.I, "Small Journal"
265...Mains-2.30"-Rods-2.00"
283...Mains-2.30"-Rods-2.00"
302...Mains-2.30"-Rods-2.00"
327...Mains-2.30"-Rods-2.00"
Gen.I, "Medium Journal", includes "Vortec" 305 and 350 thru '98
262...Mains-2.45"-Rods-2.10"
267...Mains-2.45"-Rods-2.10"
302...Mains-2.45"-Rods-2.10"
305...Mains-2.45"-Rods-2.10"
307...Mains-2.45"-Rods-2.10"
327...Mains-2.45"-Rods-2.10"
350...Mains-2.45"-Rods-2.10"
Gen.I, "Large Journal"
400...Mains-2.65"-rods-2.10"
Non-production Gen.I combination, using Gen.I 400 crank in Gen.I 350 block
383...400 crank, Mains cut to 2.45"-Rods-2.10"
Non-production Gen.I combination, using Gen.I 350 crank in Gen.I 400 block
377..."Spacer" or "thick" main bearings with 350 crank-Rods-2.10"
Gen.II, "Medium Journal", includes "L-99" 265, "LT-1" 350, "LT-4" 350
265...Mains-2.45"-rods-2.10"
305...Mains-2.45"-Rods-2.10"
350...Mains-2.45"-Rods-2.10"
Non-production Gen.II combination, using Gen.II 265 "L-99" crank in Gen.II 350 block
302...Mains-2.45"-Rods-2.10"
Gen.III, includes '97-2005 "LS-1" Corvette, Firebird, Camaro
345...Mains-2.558"-Rods-2.10"
Corvette "ZR-1", DOHC, "LT-5"
350...Mains-2.76"-Rods-2.10"
CHEVY BIG BLOCK V-8 Crankshaft Journal Sizes
366T
396
402
427
427T
454
502
ALL Chevy big blocks used...Mains-2.7488"-2.7495"---Rods-2.20"
CHEVY 348-409 "W" MOTOR V-8 Crankshaft Journal Sizes
348
409
427 "Z-11"
ALL "W" family motors used...Mains-2.50"-Rods-2.20"
THE original larger crank rod journals are reduced in diam. and off set ground to the smaller rod bearing size to move the rod journal center line outwards
the now smaller crank journal size with its center line moved outward gives a longer effective stroke
the center line of the crank rod journals is moved minimally out away from the crank main journal center-line after the rod journals being off set ground to the smaller rod journal size from 2.1" to the early 2.0" BUT many shops can WELD ON, extra material to the rod journals before the journals are re-ground allowing longer stroke combinations, a 3.625" stroke is fairly common with this method ,allowing a 370 cubic inch displacement with a 350 having a .030 over bore and custom pistons
I will point out that with the current low cost stroker kits by SCAT, and EAGLE , to allow a 3.75" and 3.875" stroke its not cost effective to go that weld and re-grind route
now Ive been down this road a couple dozen times and with todays prices at machine shops compared to what you can buy a good scat stroker crank for and the fact that youll need new connecting rods and pistons in any build that might seriously be considered a high performance application, the idea off set grinding a stock crank, or of welding and regrinding a stock crank is money poured down a rat hole in todays world. keep in mind many aftermarket connecting rods are now available with 7/16" AP rod bolts that are easily 200% or more stronger than stock chevy connecting rods, remember youll need to have the assembly re-balanced and in most cases new rods and pistons, rings bearings etc. so the SCAT rotating assembly with a 3.75"-3.875" stroke is financially a BARGAIN.
http://ohiocrank.com/rotatepage1.html
http://www.jegs.com/p/Scat/Scat-4340-Fo ... 3/10002/-1
http://www.summitracing.com/search/prod ... bly&ddsc=1
http://www.dougherbert.com/engine-kits- ... -1-1a.html
http://scatcrankshafts.com/
theres a good deal of info in these threads, you really should read them also as they are closely related,
YES YOU'LL BE AMAZED AT WHAT YOU'LL LEARN READING LINKS AND SUB _LINKS
viewtopic.php?f=51&t=93&hilit=casting+numbers
viewtopic.php?f=53&t=3061&p=8090&hilit=calculate+compression+height#p8090
viewtopic.php?f=50&t=1249&p=2673&hilit=calculate+compression+height#p2673
viewtopic.php?f=53&t=726&p=2302&hilit=calculate+compression+height#p2302
viewtopic.php?f=53&t=8685
viewtopic.php?f=69&t=7804&p=30282&hilit=calculate+compression+height#p30282
viewtopic.php?f=44&t=38
viewtopic.php?f=53&t=204
viewtopic.php?f=53&t=341
viewtopic.php?f=53&t=510
viewtopic.php?f=53&t=141&p=175&hilit=balance#p175
viewtopic.php?f=53&t=3894&p=12279&hilit=calculate+compression+height#p12279
CHEVY SMALL-BLOCK V-8 Crankshaft Journal Sizes
Gen.I, "Small Journal"
265...Mains-2.30"-Rods-2.00"
283...Mains-2.30"-Rods-2.00"
302...Mains-2.30"-Rods-2.00"
327...Mains-2.30"-Rods-2.00"
Gen.I, "Medium Journal", includes "Vortec" 305 and 350 thru '98
262...Mains-2.45"-Rods-2.10"
267...Mains-2.45"-Rods-2.10"
302...Mains-2.45"-Rods-2.10"
305...Mains-2.45"-Rods-2.10"
307...Mains-2.45"-Rods-2.10"
327...Mains-2.45"-Rods-2.10"
350...Mains-2.45"-Rods-2.10"
Gen.I, "Large Journal"
400...Mains-2.65"-rods-2.10"
Non-production Gen.I combination, using Gen.I 400 crank in Gen.I 350 block
383...400 crank, Mains cut to 2.45"-Rods-2.10"
Non-production Gen.I combination, using Gen.I 350 crank in Gen.I 400 block
377..."Spacer" or "thick" main bearings with 350 crank-Rods-2.10"
Gen.II, "Medium Journal", includes "L-99" 265, "LT-1" 350, "LT-4" 350
265...Mains-2.45"-rods-2.10"
305...Mains-2.45"-Rods-2.10"
350...Mains-2.45"-Rods-2.10"
Non-production Gen.II combination, using Gen.II 265 "L-99" crank in Gen.II 350 block
302...Mains-2.45"-Rods-2.10"
Gen.III, includes '97-2005 "LS-1" Corvette, Firebird, Camaro
345...Mains-2.558"-Rods-2.10"
Corvette "ZR-1", DOHC, "LT-5"
350...Mains-2.76"-Rods-2.10"
CHEVY BIG BLOCK V-8 Crankshaft Journal Sizes
366T
396
402
427
427T
454
502
ALL Chevy big blocks used...Mains-2.7488"-2.7495"---Rods-2.20"
CHEVY 348-409 "W" MOTOR V-8 Crankshaft Journal Sizes
348
409
427 "Z-11"
ALL "W" family motors used...Mains-2.50"-Rods-2.20"
THE original larger crank rod journals are reduced in diam. and off set ground to the smaller rod bearing size to move the rod journal center line outwards
the now smaller crank journal size with its center line moved outward gives a longer effective stroke
the center line of the crank rod journals is moved minimally out away from the crank main journal center-line after the rod journals being off set ground to the smaller rod journal size from 2.1" to the early 2.0" BUT many shops can WELD ON, extra material to the rod journals before the journals are re-ground allowing longer stroke combinations, a 3.625" stroke is fairly common with this method ,allowing a 370 cubic inch displacement with a 350 having a .030 over bore and custom pistons