thoughts on building a larger displacement street engine

[grumpyvette]

I get asked rather frequently ABOUT BUILDING LARGER DISPLACEMENT big block engines (MOSTLY CHEVY) AND I figured I'd point out a couple common thoughts and concepts, limitations etc.
its just a fact that you can generally produce a bit over 1-1.3 horse power per cubic inch of displacement in most chevy V8 engines
if you have selected and built one the better combos and select parts carefully you can do far better than that!
ok first if your starting out with the common 427-454 OEM blocks they commonly come in about a 4.25" bore and either the standard deck height of 9.8" and there's a few TRUCK TALL DECK BLOCKS in circulation with 10.2" deck heights , the far more common 9.8" pass car blocks vary in that they come in 2 bolt and 4 bolt main cap versions in the older mark.IV engines, the newer MARK.V and MARK.VI engines are the stronger 4 bolt main cap design, the heads and coolant passages. on the OEM components should be used with the engine block series they were designed for, as they may not easily interchange due to several differences in coolant passage lay out, most aftermarket heads have been redesigned with a compromise coolant passage location that will allow the heads to be used on any series block PROVIDED the correct head gasket is selected. most people PREFER the standard deck blocks as they are visually very similar from 366-454 factory displacements and will generally in the 427-454 versions that have factory 4.25" bores, will accept a 4.25" stroke crank, with some clearance work,and correctly selected components, and can be bored too a 4.310 bore (.060 over the stock bore size) a few blocks can take a .100 bore size but thats generally pushing past reasonable strength limitations on OEM blocks, both DART and WORLD PRODUCTS sell aftermarket blocks with thicker and stronger bore wall sizes.
the common combos being built are the 454, as its the most common factory block, the 468 which is simply the 454 with a .060 over size piston, and the 496 which uses the .60 over bore with a 4.25" stroker crank and longer 6.385 inch connecting rods rather than the stock 454 engines 6.135" rods and 4" stroke crank.
the longer rods are prefered to clear the larger counter weights on the longer stroke 4.25" stroker cranks (yes there are 4.25" stroke cranks that can be used with the stock 6.135" rods but there are several reasons why the longer rods are generally used.
AFTERMARKET blocks like the DART and WORLD PRODUCTS versions with the thicker castings are generally a good investment vs the stock blocks if you choose to build an engine that you intend to exceed about 600hp with.
the 496 BBC is basically the big block version of turning a 427-454 into a nearly as large as practical stroker, similar to the small block with its 4" bore and 3.48" stroke which gets bored .030 oversize and matched to a 3.75" stroker crank to produce a 383 SBC
IF your going to build a big block Chevy it usually helps to know your options and longer strokes and rods help.
Id also point out that doing the math before you purchase parts will save you a great deal of wasted cash,
and if that engine your contemplating is intended to exceed about 4200 feet per minute in piston speed or 6200rpm,
you might want too think seriously about 4340 forged steel crank, forged pistons, and rods with 7/16" ARP rod bolts
youll generally want to build a tall deck, engine with longer connecting rods to take full advantage of the tall deck architecture
the deck heights .400 taller so youll generally want connecting rods that are longer on the 4.25", stroke , stroker crank
IVE GENERALLY USED SCAT CRANK ROTATING ASSEMBLIES WITH 7/16" ARP ROD BOLTS and 6.385" 0r 6.535" rods as they are longer to compensate for the .400 taller deck height, a call to SCAT will get you the correct part number for a kit forged and internally balanced rotating assembly kit Phone: 310 370 5501
http://www.newcenturyperformance.com/Blocks.htm

http://garage.grumpysperformance.co...d-what-goes-in-the-dumpster.13135/#post-68515
ASK LOTS TO QUESTIONS & SHOP CAREFULLY,
the better aftermarket aluminum blocks are both comparatively very expensive and noticeably lighter weight,
but do your research, as theres a big BIG difference in the structural rigidity, and strength, between the thicker aluminum blocks
designed for serious racing and those designed mostly to reduce weight, and duplicate the original iron block dimension-ally
interesting new option

the keys to making power are in the heads selected being matched ,
to the compression ratio, cam timing, intake design and headers with a low restriction exhaust.

http://www.enginebuildermag.com/201...ton-compression-height-and-crankshaft-stroke/

When the Mark IV was installed in production vehicles for the first time in 1965, it carried the Turbo-Jet name on the air cleaner, displaced 396 cubic inches, and was rated at a maximum of 425 horsepower in the Corvettes.

Here’s a quick look at milestones in the big-block’s expanding and contracting history of displacement:

396 cid – introduced in 1965, with 4.094-in. x 3.760-in. bore and stroke (first production Mark IV engine).

427 cid – introduced in 1966, with 4.250-in. x 3.760-in. bore and stroke (aluminum versions used in COPO supercars).

366 cid – introduced in 1968, with 3.935-in. x 3.760-in. bore and stroke (tall-deck; used in truck applications).

402 cid – introduced in 1970, with 4.125-in. x 3.760-in. bore and stroke (advertised as 396 cid).

454 cid – introduced in 1970, with 4.250-in. x 4.000-in. bore and stroke.

502 cid – introduced in 1988, with 4.466-in. x 4.000-in. bore and stroke (Gen V block, originally developed for non-automotive applications; adapted later by Chevrolet Performance).

572 cid – introduced in 2003, with 4.560-in. x 4.375-in. bore and stroke (developed by Chevrolet Performance; no production vehicle applications).



http://www.jegs.com/i/Eagle/356/11512100/10002/-1?parentProductId=

http://www.superchevy.com/how-to/project-cars/0704ch-chevy-big-block/

http://www.scatcrankshafts.com/rotating-assembies/chevy-rotating-assemblies/

http://garage.grumpysperformance.co...r-heads-or-piston-dome-volume.2077/#post-9049

http://garage.grumpysperformance.com/index.php?threads/another-496bbc.5123/page-2#post-49183

http://garage.grumpysperformance.com/index.php?threads/deck-height-problems.3048/#post-8049

http://garage.grumpysperformance.com/index.php?threads/which-496-bbc-engine.12291/#post-60432

http://garage.grumpysperformance.com/index.php?threads/build-a-496-stroker-bbc.101/#post-49427

http://garage.grumpysperformance.com/index.php?threads/a-mid-range-454-bbc-build.8215/#post-54632
http://scatcrankshafts.com/

common BB CHEVY piston compression heights are
1.270"
1.395"
1.520"
1.645"
1.765"
remember the blocks deck height, minus the piston pin height minus 1/2 the crank stroke will equal the required connecting rod length
OR
the blocks deck height, minus the connecting rod length, minus 1/2 the crank stroke. will equal the required piston pin height
yes its common for a combo to have the piston deck height located .010-.015 above or below the deck of the block so you'll need to select a head gasket thickness that compensates, too allow your engine to get a .038-.044 piston deck to cylinder head QUENCH DISTANCE.

http://www.lunatipower.com/Tech/Pistons/CompressionHeight.aspx

http://www.doverusa.com/compression-height-calculator.php

https://www.uempistons.com/index.ph...n_comp&zenid=a1250756cef845700c8510712d829d4f

Piston compression height is the distance between the centerline of the pin to the flat part of the top of the piston. It's important to know this number when ordering pistons--especially custom ones--so that the piston falls in the right place in relation to the deck surface of the block (where the cylinder head bolts on). To figure out the best compression height, you need to know your block's deck height, the length of your connecting rods, and your crank stroke.

Block deck height is the distance from the centerline of the main journals to the block deck surface. For example, the small-block Chevys we tested last month were delivered at 9.020 inches, though this is commonly machined to 9.00--and giving or taking that 0.020 really makes a difference.

So assume you have a block with a 9.00-inch deck height, 6.000-inch connecting rods, and a stroke of 3.75 inches. First, divide the stroke by two and add that to the rod length: 3.75 / 2 = 1.875, and 1.875 + 6.00 = 7.875. Next, subtract that answer from the deck height: 9.00 – 7.875 = 1.125. So the answer is that the piston compression height should be 1.125 inches.

That will put the top of the piston exactly at the top of the engine block, which is usually best for quench and performance. If you want the piston to be 0.010 above or below the deck, simply add or subtract that amount from the compression height. Easy.

BORE x BORE x STROKE x 8 x .7854= displacement

example a 427 BBC

4.25 x 4.25 x 3.76 x8 x.7854=426.72 or 427 rounded off.
common BB CHEVY piston compression heights are
1.270"
1.395"
1.520"
1.645"
1.765"
remember the blocks deck height, minus the piston pin height minus 1/2 the crank stroke will equal the required connecting rod length
OR
the blocks deck height, minus the connecting rod length, minus 1/2 the crank stroke. will equal the required piston pin height
yes its common for a combo to have the piston deck height located .010-.015 above or below the deck of the block so you'll need to select a head gasket thickness that compensates, too allow your engine to get a .038-.044 piston deck to cylinder head QUENCH DISTANCE.

Id also point out that with increased displacement, increased compression ratios, etc. that result in much greater power levels, the drive train will need to be beefed up and a much larger and more efficient radiator and transmission fluid and engine oil cooler , larger more effective brakes etc. are almost mandatory additions.

common big block versions based on the larger bore 502 with its 4.477 bore size and a 4" crank can be upgraded with 4.5-4.6" bores and up to 4.5" stroke cranks
chevy sells a 572 cubic inch big block stroker crate engine that comes in either a nearly 600hp or 720hp versions.
yes theres lots of choices and it helps to keep in mind that there's a balance to be selected in displacement, compression ratio, cylinder head port size and cam timing, you generally won,t find it necessary to use huge heads or outrageous long duration cams to get a large displacement big block to make impressive power.
one very effective street combo can be built using the 4.5" bore and 4.25" stroke to build a 540 displacement engine, use a cylinder head in the 280cc-315 cc intake port size range, use a 10:1-10.5:1 compression and a roller cam in the 238-245 duration range at .050 lift ,with near .600-.650 lift on a 106-110 LSA with a single plane intake with a 850cfm-950cfm carb and long tube 2" headers and youll generally want a 3.31-3.54:1 rear gear ratio to build a 600 plus hp, and 600 ft lbs of torque, street engine, get the combo well matched and you might easily add significantly more to each figure.
yes the choice of components will need to be carefully thought out as each choice in components used must be matched to the displacement and compression ratio.
yeah! your unlikely to get over 9-10 mpg IF THAT but as a TOY thats sure to bring a big grin on any performance hot rodders face its not a bad option
http://www.chevrolet.com/performance/cr ... 720-r.html
http://www.hotrod.com/how-to/engine/100 ... ock-chevy/
http://www.superchevy.com/how-to/engine ... ate-motor/
http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/
reading the links and sub links will help immensely
you DO REALIZE you can't just drop the valve train parts, kits they sell,
into or on, those bare cast heads
and have the result work RIGHT???

http://garage.grumpysperformance.com/index.php?threads/valve-seat-runout.15104/#post-86003

http://garage.grumpysperformance.co...u-buy-bare-or-assembled-heads.534/#post-81754

http://garage.grumpysperformance.com/index.php?threads/multi-angle-valve-job-related.3143/

How Valves Seal

Watch this video by Eric Weingartner, I learned alot, I think you will to ! .

garage.grumpysperformance.com

big block head comparison

(below youll find several links too some of the more exotic high flow racing BBC head designs from the aftermarket ) (these are not directly interchangeable with stock components,) and will generally require selecting matching expensive aftermarket intakes, from that heads manufacturer, and...

garage.grumpysperformance.com

http://garage.grumpysperformance.co...gree-valve-seats-tpi-motors.14662/#post-98674

http://garage.grumpysperformance.com/index.php?threads/ccing-my-heads.14187/#post-71989

http://garage.grumpysperformance.co...olishing-combustion-chambers.2630/#post-48319

http://garage.grumpysperformance.co...at-angles-and-air-flow.8460/page-2#post-33298

http://garage.grumpysperformance.com/index.php?threads/removing-valve-seals.4283/#post-11290

http://garage.grumpysperformance.co...and-setting-up-the-valve-train.181/#post-1397

Verifying your engines clearances, and rocker geometry, and use of A rocker stud girdle and high quality roller rockers go a long way towards maintaining valve train durability

first CHEVK CLEARANCES AND GEOMETRY

the higher rocker ratio increases the effective acceleration rate of the cams lobe ramp, being transmitted to the valve so the higher ratio tends to cause valve control issues at a lower rpm level UNLESS the valve spring load rates increased to compensate. this allows a greater area of lift or open port area so the engine will tend to run better in the mid rpm range, generally making it well worth while as the mile duration cam can use the extra lift and duration at the valve.

some examples of ENGINE PORN TO DROOL OVER

viewtopic.php?f=87&t=951&p=1627&hilit=friends+similar+cars#p1627
http://www.hotrod.com/how-to/engine/080 ... ine-build/
http://www.superchevy.com/how-to/projec ... ock-build/
http://www.superchevy.com/how-to/engine ... s-insight/
http://www.enginebuildermag.com/2007/03 ... is-better/
http://datab.us/Search/Popular%2BStroke ... Ayf61OQfpQ


POWER TO WEIGHT CALCULATIONS
http://vexer.com/automotive-tools/1-4-mile-ET-HP-MPH-calculator

http://www.wallaceracing.com/et-hp-mph.php

https://robrobinette.com/et.htm

http://www.ajdesigner.com/fl_horsepower_elapsed_time/horsepower_elapsed_time.php

http://www.tuneruniversity.com/blog/2012/03/power-to-weight-ratio/

http://garage.grumpysperformance.com/index.php?threads/engine-swap-source-info.12068/

 

[grumpyvette]

427 tall deck..max cubic Inch
What the max Bore and stroke limits for the 427 tall deck block, will a 4.375 or 4.500 crank swing in these blocks ??

first is SAY THAT YOU NEED A DECENT EXPERIENCED MACHINE SHOP TO SONIC TEST AND CLOSELY INSPECT ANY BLOCK THAT YOUR INTENDING TO USE IN A HIGHER STRESS APPLICATION OR ONE YOU INTEND TO BORE PAST .030 OVER THE STOCK BORE DIAM. your easily giving up 30-40hp if you bore the block walls to thin, in lost block rigidity, loss of rings seal and bearing wear due to block flex,personally Id suggest you don,t go lower than .160 on bore wall thickness.
in many blocks a 4.375" stroke crank can be fitted and made to function, without a great deal of clearance work, the more common 4.25" stroke crank, 6.385" rods and a .060 over bore that results in the 496 stroker is a very common and durable combo, that is well liked,for a reason.
Yes you can build a bigger displacement engine the results of a 4.5" stroke crank matched to the correct matching longer rods and matched pistons is doable in a few tall deck oem 427 TRUCK BLOCKS,but its pushing past the safe limits and it will frequently result in eventual problems , with the block cracking, that the much stronger aftermarket DART, or WORLD PRODUCT blocks don,t seem to have nearly as often . I would suggest a 4.375" stroke crank and a .060 over bore, (511 cubic inches)is a much more reasonable max displacement in the original 427 tall deck truck block, IF its been carefully inspected and sonic checked.
BORE x BORE x STROKE x 8 x .7854= displacement
as about the reasonable limits in a OEM 4 bolt main cap tall deck truck block, yes you can exceed those limits but its generally a trade-off that won,t be in your favor as the increased displacement comes at the cost of reduced durability.
your current distributor can usually be easily modified by a local machine shop with a lathe for an adjustable slip collar by carefully machining off the current one and adding a slip collar, if you need to make distributor gear to cam gear engagement or oil pump drive shaft length changes

a general list of components commonly found in such an engine:
and yes generally all parts selected should match the intended application's
operational rpm and power range as should the drive trains gearing

1. Engine block (and main caps and bolts)
2. Cylinder heads(head gaskets and bolts)
3. rocker stud girdle
4. Crankshaft
5. damper and bolt
6. flexplate and/or flywheel
7. Pistons
8. rings for pistons (compression, second and oil rings)
9. piston connecting rod pins
10. cylinder head index dowels
11. timing cover index dowels
12. crank keyway
13. oil filter
14. oil pressure sensor
15. crankshaft pilot bearing
16. intake manifold thermostat
17. block oil pressure sensor
18. Connecting rods(including bolts)
19. bearings (crank and rod)
20. oil pump( plus mounting bolt)
21. oil pump pick-up (remember to braze)
22. BRASS freeze plugs (use sealant)
23. oil passage plugs
24. Camshaft (security plate and bolts)
25. lifters
26. push rods
27. gaskets
28. crank damper
29. crank damper, washer and bolt
30. timing chain
31. timing chain set with cam and crank gears
32. timing chain cover
33. flexplate
34. flex plate bolts
35. pushrod guide plates
36. rocker arms
37. rocker arm adjustment nuts
38. rocker arm studs
39. valve covers
40. valve cover bolts
41. Valvetrain components (valves,spring shims, valve seals, springs,valve keepers,spring retainers)
42. Intake manifold (gaskets and bolts)
43. Exhaust headers (gaskets and bolts)
44. Oil pan(gaskets and bolts)
45. windage tray
46. Water pump(gaskets and bolts)
47. ignition wire and (ceramic spark plug boots)
48. Spark plugs
49. Fuel injectors
50. Ignition system components

MARK VI BLOCK OIL CONNECTIONS

the tall deck block requires a longer reach distributor shaft thats about 0.28 longer thus the need for the adjustable collar on the distributor adding the extra reach to get the oil pump drive and drive gears to properly align and mesh.

heres the catalog
http://www.scatcrankshafts.com/downloads/14scat_catalog_10-13.pdf

http://www.scatcrankshafts.com/rotating-assemblies/rotating-assembly-product-search/

http://garage.grumpysperformance.co...ng-and-basic-piston-ring-info-youll-need.509/

Phone: 310 370 5501

be aware theres an oil supply passage in the lower block skirt, and coolant passages that extend quite low on the mark IV blocks so you can't just grind excessive rod clearance, for crank counter weights and large, longer stroke , stroker type crank's to the same extent you can get away with on the later MARK V and VI blocks, or the far better choice of a DART aftermarket block, so you'll need to be careful,doing clearance grinding,I would advise limiting stroke lengths to a 4.375" max, even in the tall deck truck MARK IV blocks, the later Mark V and VI blocks have that passage up near the cam tunnel


RELATED INFO
https://garage.grumpysperformance.c...-can-have-a-crate-engine-built-for-you.18002/

http://garage.grumpysperformance.com/index.php?threads/virtual-dyno-software.2301/#post-53646

 

[philly]

i think its important to note, on this topic, that people tend to want to make the most of their smallblocks because they think they saw a 408" make 800hp in engine masters that it can be done... suffice it to say, it cannot.

you are not going to duplicate all the intricacies and nuances that go into making 2hp/ci i think a reasonable goal would be 1.5hp/cid and you should pat yourself on the back for anything over 1.33hp/ci as being pretty durn good for bolt on power without tearing the motor apart...

if we realistically measure a successful potent street motor have 1.5 naturally aspirated horsepower per cubic inch, then it only leaves us with one option if we want to make more power... add cubic inches. the jump from small block to big block may look like a big initial investment, and it is, but the future upgrades and monies spent on that combo are going to net you more measurable gains per dollar than an otherwise smaller displacement motor.

nowadays a 400-440" small block chevy or ford is rather commonplace, so the big ticket in jumping to a big block would be going 496-540 inches... leaps and bouds above what the small block market can do for you. theres plenty of 454" small block chevy how to's and 460" small block ford combinations you can copy, but they wont have the longevity, or the ability to be rebuilt and rebored and reuse the same block, like a 496 would. and youve already got 40 more inches right off the bat.

if youre interest is to make the most naturally aspirated horsepower you can, accept no substitutes, you need to up your inches.

 

[Strictly Attitude]

I definitely agree with every just said I like that you made the point NA there. I can honestly say if I knew what a know now when I first started my build I would have a 496 in the chevelle years ago I had knowledge but not nearly as much as I do now on as many automotive subjects as I do. But again when that 350 went in I doubt the 496 was as cheaply available.

 

[grumpyvette]

https://www.uempistons.com/index.php?main_page=calculators&zenid=04775c8ecd16109faea2023a1691b551



http://garage.grumpysperformance.co...ding-related-links-and-info.10255/#post-55578

Gen V 454 LT Pushes Four-Digit Horsepower

GPI and Kuntz Racing Engines are no newcomers to building high-horsepower engines, and their Gen V 454 LT pushes four-digit horsepower!

www.streetmusclemag.com

link too bore vs stroke info on hundreds of engines
http://users.erols.com/srweiss/tablersn.htm

POWER TO WEIGHT CALCULATIONS
http://vexer.com/automotive-tools/1-4-mile-ET-HP-MPH-calculator

http://www.wallaceracing.com/et-hp-mph.php

https://robrobinette.com/et.htm

http://www.ajdesigner.com/fl_horsepower_elapsed_time/horsepower_elapsed_time.php

http://www.tuneruniversity.com/blog/2012/03/power-to-weight-ratio/
you really should get these books and read them before going any further, it will help a good deal


http://www.amazon.com/exec/obidos/A...5079777/sr=2-1/ref=sr_2_1/102-1234339-0571324

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t..._books_1/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t..._books_3/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t...f=sr_1_2/102-1234339-0571324?v=glance&s=books

INVESTING THE TIME AND EFFORT IN PURCHASING AND READING A FEW BOOKS WILL BE VERY COST EFFECTIVE

http://www.dragzine.com/tech-stories/en ... ine-block/
"

SMALL BLOCK REFERENCE BOOKS YOULL WANT
start by buying these books and watching the video

http://www.themotorbookstore.com/resmchstvi.html

http://www.amazon.com/David-Vizards...8&qid=1456194032&sr=8-5&keywords=DAVID+VIZARD
HOW TO BUILD MAX PERFORMANCE CHEVY SMALL BLOCKS ON A BUDGET by DAVID VIZARD
.

JOHN LINGENFELTER on modifying small-block chevy engines
http://www.amazon.com/Lingenfelter-...=1456193940&sr=8-1&keywords=JOHN+LINGENFELTER

http://www.amazon.com/Smokey-Yunick...2&sr=8-1&keywords=smokey+yunick+power+secrets

http://www.amazon.com/Chevrolet-Rac...ords=The-Chevrolet-Racing-Engine-Bill-Jenkins

keep in mind that larger displacements and longer stroke combos will by their basic geometry issues limit the engines rpm potential,compared to the smaller displacement engines most guys are used to building.
REMEMBER as the RPMs increase the number of power strokes per minute increase! but you tend to be limited to about 1.2-to-1.5 horse power per cubic inch of displacement using a basically stock OEM production auto engine as a starting point
youll seldom find a really large displacement engine that lasts a long time if your constantly pushing it past about 4200 feet per minute in piston speed, and bore diameters exceeding about 4.3" tend to be slightly more prone to detonation simply because of the flame front speed limitations and cylinder volumes, especially if a single spark plug ignition is used with lower octane rated fuels, most guys use from the average gas station pump source.. youll generally need to compromise some where, in your combos ideal compression, ideal bore & stroke ratio, ideal rod length, bore wall rigidity and thickness ,ring seal, piston pin placement etc. if you intend to exceed about 6000rpm and have over about 500 cubic inches in displacement with a production V8 engine.

Chevy V8 bore & stroke chart
I saw this online and figured I would post it..I am going to add the popular lsx strokers soon
CID BORE STROKE
262 = 3.671" x 3.10" (Gen. I, 5.7" rod)
265 = 3.750" x 3.00" ('55-'57 Gen.I, 5.7" rod)
265 = 3.750" x 3.00" ('94-'96 Gen.II, 4.3 liter V-8 "L99", 5.94" rod)
267 = 3.500" x 3.48" (Gen.I, 5.7" rod)
283 = 3.875" x 3.00" (Gen.I, 5.7" rod)
293 = 3.779" x 3.27" ('99-later, Gen.III, "LR4" 4.8 Liter Vortec, 6.278" rod)
302 = 4.000" x 3.00" (Gen.I, 5.7" rod)
305 = 3.736" x 3.48" (Gen.I, 5.7" rod)
307 = 3.875" x 3.25" (Gen.I, 5.7" rod)
325 = 3.779" x 3.622" ('99-later, Gen.III, "LM7", "LS4 front wheel drive V-8" 5.3 Liter Vortec, 6.098" rod)
327 = 4.000" x 3.25" (Gen.I, 5.7" rod)
345 = 3.893" x 3.622" ('97-later, Gen.III, "LS1", 6.098" rod)
350 = 4.000" x 3.48" (Gen.I, 5.7" rod)
350 = 4.000" x 3.48" ('96-'01, Gen. I, Vortec, 5.7" rod)
350 = 3.900" x 3.66" ('89-'95, "LT5", in "ZR1" Corvette 32-valve DOHC, 5.74" rod)
364 = 4.000" x 3.622" ('99-later, Gen.III, "LS2", "LQ4" 6.0 Liter Vortec, 6.098" rod)
376 = 4.065" x 3.622" (2007-later, Gen. IV, "L92", Cadillac Escalade, GMC Yukon)
383 = 4.000" x 3.80" ('00, "HT 383", Gen.I truck crate motor, 5.7" rod)
400 = 4.125" x 3.75" (Gen.I, 5.565" rod)
427 = 4.125" x 4.00" (2006 Gen.IV, LS7 SBC, titanium rods)

Two common, non-factory smallblock combinations:

377 = 4.155" x 3.48" (5.7" or 6.00" rod)
400 block and a 350 crank with "spacer" main bearings
383 = 4.030" x 3.75" (5.565" or 5.7" or 6.0" rod)
350 block and a 400 crank, main bearing crank journals
cut to 350 size

ALL production big blocks used a 6.135" length rod.
CHEVY BIG BLOCK V-8 BORE AND STROKE


366T = 3.935" x 3.76"
396 = 4.096" x 3.76"
402 = 4.125" x 3.76"
427 = 4.250" x 3.76"
427T = 4.250" x 3.76"
454 = 4.250" x 4.00"
477= 4.5" bore x 3.76" stroke
496 = 4.250" x 4.37" (2001 Vortec 8100, 8.1 liter)
502 = 4.466" x 4.00"
557T= 4.5 bore 4.375" stroke
572T = 4.560" x 4.375" (2003 "ZZ572" crate motors)

T = Tall Deck

ALL production big blocks used a 6.135" length rod.


Chevy Big Block Series 9000
Cast Stock Replacement Street & Strip Rotating Assemblies
Series 9000 Cast Cranks, Pro Comp I-Beam Connecting Rods with 7/16" Cap Screws, Pistons

EXTERNAL BALANCE ROTATING ASSEMBLIES INCLUDE FLEXPLATE & DAMPER
460 9-10454 2-ICR6135-7/16 4.000" 6.135" HYPER 4.280 FLAT 8.9 8.4 8.2 1-92249 1-92249BE
460 9-10454 2-ICR6135-7/16 4.000" 6.135" FORGED 4.280 FLAT 8.9 8.4 8.2 1-92250 1-92250BE
460 9-10454 2-ICR6135-7/16 4.000" 6.135" HYPER 4.280 DOME 13.7 12.8 11.9 1-92254 1-92254BE
460 9-10454 2-ICR6135-7/16 4.000" 6.135" FORGED 4.280 DOME 13.7 12.8 11.9 1-92256 1-92256BE
460 9-10454 2-ICR6385-7/16 4.000" 6.385" FORGED 4.280 FLAT 8.9 8.4 8.2 1-92260 1-92260BE
460 9-10454 2-ICR6385-7/16 4.000" 6.385" FORGED 4.280 DOME 14.0 12.7 11.7 1-92263 1-92263BE
489 9-454-4250-6135 2-ICR6135-7/16 4.250" 6.135" FORGED 4.280 FLAT 9.4 9.0 8.6 1-91350 1-91350BE
489 9-454-4250-6135 2-ICR6135-7/16 4.250" 6.135" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-91360 1-91360BE
489 9-454-4250-6135 2-ICR6135-7/16 4.250" 6.135" PREMIUM 4.280 DOME 10.5 10.1 9.5 1-91460 1-91460BE

Series 9000 Cast Cranks, Pro Comp I-BeamConnecting Rods with 7/16" Cap Screws, Pistons

INTERNAL BALANCED ROTATING ASSEMBLIES
489 9-454-4250-6385 2-ICR6385-7/16 4.250" 6.385" FORGED 4.280 FLAT 9.4 9.0 8.6 1-91505 1-91505BI
489 9-454-4250-6385 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-91510 1-91510BI
489 9-454-4250-6385 2-ICR6385-7/16 4.250" 6.385" FORGED 4.280 DOME 10.7 10.2 9.7 1-91605 1-91605BI
489 9-454-4250-6385 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.280 DOME 10.7 10.2 9.7 1-91610 1-91610BI

Chevy Big Block 4340 Forged
Competition Rotating Assemblies
4340 Forged Standard Weight Cranks, Pro-Comp H-Beam Connecting Rods
with 7/16" Cap Screws, Forged Pistons, Rod Bearings, Main Bearings & Rings

EXTERNAL BALANCE ROTATING ASSEMBLIES INCLUDE FLEXPLATE & DAMPER
460 4-454-4000-6135 2-454-6135-2200 4.000" 6.135" FORGED 4.280 FLAT 8.9 8.4 8.2 1-42005 1-42005BE
460 4-454-4000-6135 2-454-6135-2200 4.000" 6.135" FORGED 4.280 DOME 13.7 12.8 11.9 1-42055 1-42055BE
489 4-454-4250-6135 2-454-6135-2200 4.250" 6.135" FORGED 4.280 FLAT 9.4 9.3 8.6 1-42255 1-42255BE
489 4-454-4250-6135 2-454-6135-2200 4.250" 6.135" PREMIUM 4.280 FLAT 9.4 9.3 8.6 1-42257 1-42257BE
489 4-454-4250-6135 2-454-6135-2200 4.250" 6.135" PREMIUM 4.280 DOME 10.5 10.0 9.5 1-42260 1-42260BE

4340 Forged Standard Weight Cranks, H-Beam Connecting Rods
with 7/16" Cap Screws, Forged or PREMIUM Pistons

INTERNAL BALANCE ROTATING ASSEMBLIES
460 4-454-4000-6385 2-454-6385-2200 4.000" 6.385" FORGED 4.280 FLAT 8.9 8.4 8.2 1-42105 1-42105BI
460 4-454-4000-6385 2-454-6385-2200 4.000" 6.385" FORGED 4.280 DOME 13.7 12.8 11.9 1-42159 1-42159BI
489 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" FORGED 4.280 FLAT 9.4 9.0 8.6 1-42305 1-42305BI
489 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-42310 1-42310BI
489 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" FORGED 4.280 DOME 10.8 10.2 9.7 1-42355 1-42355BI
489 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" PREMIUM 4.280 DOME 10.7 10.2 9.7 1-42360 1-42360BI

4340 Forged Standard Weight Cranks, H-Beam Connecting Rods
with 7/16" Cap Screws, PREMIUM Pistons
9.800 SHORT DECK

INTERNAL BALANCE ROTATING ASSEMBLIES
540 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 FLAT 9.8 9.4 9.0 1-42370 1-42370BI
540 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 DISH 8.7 8.4 8.2 1-42375 1-42375BI
540 4-454-4250-6385 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 DOME 14.8 13.5 12.3 1-42380 1-42380BI
510 4-454-4375-6385 2-ICR6385-7/16 4.375" 6.385" PREMIUM 4.310 FLAT 9.1 8.7 8.4 1-42382 1-42382BI
510 4-454-4375-6385 2-ICR6385-7/16 4.375" 6.385" PREMIUM 4.310 DOME 14.8 13.5 13.3 1-42383 1-42383BI

4340 Forged Standard Weight Cranks, Pro Comp H-Beam Connecting Rods
with 7/16" Cap Screws, PREMIUM Pistons
10.200 TALL DECK

INTERNAL BALANCE ROTATING ASSEMBLIES
572 4-454-4500-6535 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 FLAT 10.0 9.7 9.4 1-42385 1-42385BI
572 4-454-4500-6535 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 DISH 8.8 8.5 8.2 1-42390 1-42390BI
572 4-454-4500-6535 2-454-6700-2200 4.500" 6.700" PREMIUM 4.500 DOME 15.3 14.3 13.5 1-42392 1-42392BI
NOTE: PISTONS 1.395 COMPRESSION HEIGHT
572 4-454-4500-6535 2-454-6700-2200 4.500" 6.700" PREMIUM 4.500 FLAT 10.0 9.7 9.4 1-42395 1-42395BI
572 4-454-4500-6535 2-454-6700-2200 4.500" 6.700" PREMIUM 4.500 DOME 15.5 13.1 12.2 1-42397 1-42397BI
NOTE: PISTONS 1.245 COMPRESSION HEIGHT


CHEVY BIG BLOCK FORGED 4340 CRANKS W/ CENTER COUNTERWEIGHTS
CI Crank Rod Crank Stroke Rod Length Piston Piston Bore Type 112CC 118CC 124CC Unbal Complete
4340 Forged Standard Weight Cranks with Center Counterweights, Pro Comp H-Beam Connecting Rods
with 7/16" Cap Screws, Premium Forged Pistons
10.200 TALL DECK

INTERNAL BALANCE ROTATING ASSEMBLIES
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 FLAT 10.2 9.6 9.2 1-43271 1-43271BI
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 DISH 8.6 8.3 8.7 1-43276 1-43276BI
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 DOME 12.5 11.8 11.3 1-43277 1-43277BI
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 FLAT 10.2 9.6 9.2 1-43278 1-43278BI
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 DISH 8.6 8.3 8.7 1-43279 1-43279BI
572 4-454-4500-6535-C 2-454-6535-2200 4.500" 6.535" PREMIUM 4.500 DOME 12.5 11.8 11.3 1-43284 1-43284BI
632 4-454-4750-6700-C 2-454-6700-2200 4.750" 6.700" PREMIUM 4.600 FLAT 11.4 10.6 10.2 1-43281 1-43281BI
632 4-454-4750-6700-C 2-454-6700-2200 4.750" 6.700" PREMIUM 4.600 DOME 13.9 13.2 10.2 1-43285 1-43285BI


CHEVY 454 BIG BLOCK LATE 1 PC REAR SEAL
CI Crank Rod Crank Stroke Rod Length Piston Piston Bore Type 112CC 118CC 124CC Unbal Complete

9000 Cast Street & Strip Rotating Assemblies
Series 9000 Cast Cranks, Pro Comp I-Beam Connecting Rods
with 7/16" Cap Screws Hypereutectic, Forged or PREMIUM Pistons

EXTERNAL BALANCE ROTATING ASSEMBLIES INCLUDE FLEXPLATE & DAMPER
460 9-10454L 2-ICR6135-7/16 4.000" 6.135" HYPER 4.280 FLAT 8.9 8.4 8.2 1-92399 1-92399BE
460 9-10454L 2-ICR6135-7/16 4.000" 6.135" FORGED 4.280 FLAT 8.9 8.4 8.2 1-92400 1-92400BE
460 9-10454L 2-ICR6135-7/16 4.000" 6.135" HYPER 4.280 DOME 13.7 12.8 11.9 1-92404 1-92404BE
460 9-10454L 2-ICR6135-7/16 4.000" 6.135" FORGED 4.280 DOME 13.7 12.8 11.9 1-92406 1-92406BE
460 9-10454L 2-ICR6385-7/16 4.000" 6.385" FORGED 4.280 FLAT 8.9 8.4 8.2 1-92410 1-92410BE
460 9-10454L 2-ICR6385-7/16 4.000" 6.385" FORGED 4.280 DOME 14.0 12.7 11.7 1-92414 1-92414BE
489 9-454-4250-6135-L 2-ICR6135-7/16 4.250" 6.135" FORGED 4.280 FLAT 9.4 9.0 8.6 1-91650 1-91650BE
489 9-454-4250-6135-L 2-ICR6135-7/16 4.250" 6.135" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-91655 1-91655BE
489 9-454-4250-6135-L 2-ICR6135-7/16 4.250" 6.135" PREMIUM 4.280 DOME 10.5 10.0 9.5 1-91710 1-91710BE


Series 9000 Cast Cranks, Pro Comp I-Beam Connecting Rods
with 7/16" Cap Screws Forged or PREMIUM Pistons

EXTERNAL BALANCE ROTATING ASSEMBLIES INCLUDE FLEXPLATE & DAMPER
489 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" FORGED 4.280 FLAT 8.7 8.4 8.0 1-91755 1-91755BE
489 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-91760 1-91760BE
489 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" FORGED 4.280 DOME 10.5 10.0 9.5 1-91805 1-91805BE
489 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.280 DOME 10.7 10.2 9.7 1-91810 1-91810BE
540 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.500 FLAT 10.2 9.8 9.4 1-91900 1-91900BE
540 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.500 DISH 9.8 9.4 9.0 1-91905 1-91905BE
540 9-454-4250-6385-L 2-ICR6385-7/16 4.250" 6.385" PREMIUM 4.500 DOME 10.8 10.3 9.9 1-91910 1-91910BE

4340 FORGED COMPETITION ROTATING ASSEMBLIES
4340 Forged Standard Weight Cranks, H-Beam Connecting Rods
with 7/16" Cap Screws Forged or PREMIUM Pistons

EXTERNAL BALANCE ROTATING ASSEMBLIES INCLUDE FLEXPLATE & DAMPER
460 4-454-4000-6135-L 2-454-6135-2200 4.000" 6.135" FORGED 4.280 FLAT 9.4 9.3 8.6 1-42445 1-42445BE
460 4-454-4000-6135-L 2-454-6135-2200 4.000" 6.135" FORGED 4.280 DOME 10.5 10.0 9.5 1-42446 1-42446BE
489 4-454-4250-6135-L 2-454-6135-2200 4.250" 6.135" FORGED 4.280 FLAT 9.4 9.3 8.6 1-42450 1-42450BE
489 4-454-4250-6135-L 2-454-6135-2200 4.250" 6.135" PREMIUM 4.280 FLAT 9.4 9.3 8.6 1-42452 1-42452BE
489 4-454-4250-6135-L 2-454-6135-2200 4.250" 6.135" PREMIUM 4.280 DOME 10.5 10.0 9.5 1-42454 1-42454BE

4340 Forged Standard Weight Cranks, H-Beam Connecting Rods
with 7/16" Cap Screws Forged or PREMIUM Pistons

INTERNAL BALANCE ROTATING ASSEMBLIES
489 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" FORGED 4.280 FLAT 8.7 8.4 8.0 1-42405 1-42405BI
489 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" PREMIUM 4.280 FLAT 9.4 9.0 8.6 1-42410 1-42410BI
489 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" FORGED 4.280 DOME 10.5 10.0 9.5 1-42455 1-42455BI
489 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" PREMIUM 4.280 DOME 10.7 10.2 9.7 1-42460 1-42460BI

4340 Forged Standard Weight Cranks, H-Beam Connecting Rods
with 7/16" Cap Screws

INTERNAL BALANCE ROTATING ASSEMBLIES
540 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 FLAT 10.2 9.8 9.4 1-42500 1-42500BI
540 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 DISH 10.8 10.3 9.9 1-42505 1-42505BI
540 4-454-4250-6385-L 2-454-6385-2200 4.250" 6.385" PREMIUM 4.500 DOME 9.4 9.0 8.7 1-42510 1-42510BI

 

[grumpyvette]

if your building a TALL DECK BLOCK, some intakes for a standard deck height can be used WITH intake spacers,

but in many cases the stock distributor must be modified by machining off the existing locating collar and installing an adjustable sliding height locating ring

http://www.summitracing.com/parts/drt-62220001

http://garage.grumpysperformance.co...d-what-goes-in-the-dumpster.13135/#post-68515

http://www.wallaceracing.com/Calculators.htm

http://garage.grumpysperformance.co...ng-and-basic-piston-ring-info-youll-need.509/

 

[87vette81big]

I just can't stand the thought of getting smoked street racing against Warbirds Grumpy.
Big Block is only way to go to me.
Pontiac 455.
Big Chevy .

Damn not having affordable Big Tubes for a C4 Corvette in $500 buying price.

 

[philly]

better get a tig and get real handy with it... then all the custom headers you want will be at your fingertips

 

[grumpyvette]

better get a tig and get real handy with it... then all the custom headers you want will be at your fingertips

and keep in mind when you tig weld headers the seams inside the header tube MUST be coated with the correct coating and the header filled with inert gas if you want a quality weld ESPECIALLY WITH STAINLESS

READ THRU LINK
http://garage.grumpysperformance.com/index.php?threads/building-custom-headers.961/

 

[87vette81big]

It always comes down to Money $$$$ & parts on Hand Phil and Grumpy.
Do the Financial Math.
A Good TIG WILL SET YOU BACK $2000-$5000 BUCKS.
THE HEADER MOCKUP KIT WITH PLASTIC DONOUGHTS COST $700.00.

I FOUND HOOKER # 4202 FOR $300.00 NEW ON EBAY. MINT NEW PERFECTION .
PROVEN IN PAST TO WORK BY ME.
GET THE 1970-1/2 TA BACK TOGETHER ?

OR JACKOFF AND DO NOTHING LOOKING AT THE C4 87 Vert ?

I chose my Trans Am.
Right choice in 2015 for ME.
I KNOW IT.

HELLCATS NOT GOING AWAY.
PROMISE YOU THAT MUCH.

 

[Grumpy]

ICON Pistons - Piston Rings Included - Free Shipping on Orders Over $99 at Summit Racing

Find ICON Pistons Piston Rings Included and get Free Shipping on Orders Over $99 at Summit Racing!

www.summitracing.com