Chevy Stroker Kits Insight - Long-Armed Bandits

Small-Blocks Are The New Big-Blocks, And Big-Blocks Are Now Approaching 800 ci. How Big Do You Want To Go?

Stephen Kim Mar 1, 2009 0 Comment(s)
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The displacement train has left the station, and it passed ridiculous two blocks ago. Like the nation's staggering $10 trillion debt, the cubic inch explosion is nowhere near slowing down. Deck heights keep growing, cylinder walls keep thickening, and crank throws keep orbiting farther and farther away from their mains. To make it all fit, cam bores are creeping closer to the deck, and oil pan rails continue spreading outward. While this isn't breaking news by any means, have you checked out the possibilities lately?

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The stalwart small-block Chevy, whose architecture yielded just 265 ci when it was introduced to the public, can now be built as large as 468 ci using readily available off-the-shelf components. In response to mice encroaching on its turf, big-blocks can easily displace 665 ci these days without breaking a water jacket. Perhaps most astonishing of all is how far the displacement ceiling has been raised. Once the exclusive territory of full-race mountain motors, big-blocks boasting a capacious 5.000-inch bore spacing are now available in a user-friendly package with shelf cranks and cylinder heads to match. That means a 780ci big-block can be built using plain-Jane mail order parts, and the thought of seeing one stuffed inside a Chevelle has us giggling like a bunch of AIG executives.

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In an ideal world of unlimited budgets and nonexistent deadlines, we'd be able to assemble dozens of different motors for the sake of hands-on research. Unfortunately this isn't the case, so what we can't assemble in steel and aluminum we've instead assembled in words and pictures. While it's impossible to outline all of the different bore and stroke dimensions that can be combined to achieve a near-infinite number of displacement figures, we have compiled a list of the most popular setups. By divulging some basic tips on how to assemble a massive stroker short-block and explaining the pros and cons of various combinations, we can point you in the right direction.

Make Room
Every stroker short-block requires a certain degree of clearancing. Exactly how much and where depends on many factors, such as deck height, rod length, the shape of the rod itself, cam location, oil pan design, the length of the stroke, and block design. Nonetheless, there are several universal steps that can be taken to minimize the clearancing required by opening up as much space inside the motor as possible. Two of the easiest ways to accomplish this is with a small base-circle cam and aftermarket rods that feature profiled beams and bolt shoulders. Furthermore, large-capacity aftermarket oil pans free up additional space as well. These measures will significantly decrease the likelihood of the rods smacking into the camshaft or oil pan. Perhaps the most effective method of simplifying a stroker buildup, if your budget permits, is with an aftermarket block. With wider distances between the pan rails and raised cam locations, they minimize the grinding at the bottom of the cylinder and give the cam much-needed breathing room.

Quick Notes
What We Did

Got the scoop on stroker kits

Bottom Line
Going bigger is easier than you may have thought.

Cost (Approx)
$600 on up




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