Skip White Performance - We have the best prices you will ever find for aluminum heads, rotating assemblies and strokers
Skip White Performance
1910 Brookside Lane
Kingsport, TN 37660

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 423-722-5152

383 ASSEMBLY SCAT CRANK 5.7 RODS WISECO -9cc Dh 060 PISTONS 1PC RM 5/64-5.7

$989.00

Available



Product Information

UPC351442590475
Product TypeShipped Product
Shipping Cost $79.50
Number of reviews 0

FULLY BALANCED SBC 383 ROTATING ASSEMBLY WITH WISECO RACING -9cc DISH TOP PISTONS.
4.060 BORE, .060 OVER, SCAT CRANKSHAFT 5.7 SCAT RODS. FITS 1PC REAR MAIN SEAL BLOCKS.

BALANCED IN HOUSE.

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This is a very special setup compared to our regular 383 rotating assemblies that you see listed for a lower price. This setup uses 6 inch rods and premium Wiseco pistons made from 2618 alloy. The Wiseco Racing Pistons have a fully machined crown/top. The pistons alone cost around $550. We consider the Wiseco Racing pistons to be the best pistons on the market. Fully balanced in house.

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Important note:

This assembly will NOT work in cars equipped with LT1 or LS based engines. The LT1 engines came into use around 1992 and up to approx. 1997 in Corvettes and Z28 Camaros, also some Chevy Caprice SS and police cars. See our other listings for the correct assembly to use in LT1 engines.

In addition to the above engine that is not compatible, the Gen 3 engines are also NOT compatible with this assembly. These would include vehicles using the LS based engines such as the 5.3, 5.7, 6.0 and 6.2 engines. LS based engines came into use in 1997, and up Corvettes, and 1998 and up in Z28 Camaros, and in 1999 in full size pickup trucks. Most all pickup trucks started using an LS based engine in 1999 They were usually 5.3 and 6.0 liter size. If you have a 1996 up to 1998 Vortec 5.7 engine then this assembly will work work without a problem. To sum it up, this assembly can be used in all Gen 1 350 engines. Do not use in LT1 or LS based Gen 3 engines. The 5.3 and 6.0 Chevy truck engines that came into use in 1999 are considered an LS based engine.

Special note: Due to a high volume of business at this time it may take up to 5 business days to complete your order. Please let us know if you are under a time constraint with this order, and we will do our best to accommodate your request.

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We offer these assemblies in 1 pc rms. and 2 pc rms. dish or flat top pistons, as well as other bore sizes. See details below for the actual specs.

GENERAL SPECS.

  • Crankshaft: Genuine Scat Balanced.
  • Crankshaft Stroke: 3.750" for 383 engine builds.
  • Crankshaft Material : Cast Nodular
  • Journal Diameter: 350 Mains
  • Rear Main Seal: 1pc RMS
  • Connecting Rods: Genuine Scat
  • Connecting Rod Type: Scat Pro-Stock Bronze Bushed I-beam 8740 ARP Cap Screws.
  • Connecting Rod Size: 5.7"
  • Wrist Pin: Full Floating
  • Connecting Rod Material: Forged 4340 Steel
  • Pistons: Wiseco Fully Forged High Performance
  • Piston Size: 4.060" (387 actual CID)
  • Dome Volume: -9cc DISH Top RD. INVERTED STYLE
  • Piston Material: Forged 2618 Aircraft Alloy
  • Piston Rings: Hastings 2M High Performance
  • Ring Size: 5/64 5/64 3/16
  • Ring Fit: Drop-In. Ready to install.
  • Ring Tension: Standard
  • Ring Material: Ductile Iron/Cast/Stainless/Moly
  • Main Bearings: King MB557SI
  • Rod Bearings: King CR807SI
  • Balance: In House on CWT balancer.
  • Damper: Pro-Race brand 6.75 and 8.0" also available.
  • Flexplate: 168 tooth heavy duty; 153 tooth is available. Manual Trans. flywheels also available.

Compression Ratio Chart

The calculations below assume your pistons are at zero deck. Let's say your compression calculates out to be 10.50 for example based on having the pistons at zero deck (flush with the deck), but your pistons were going to be .005 in the hole, then the comp. ratio would only drop to 10.36, and if left .010 in the hole, then it would drop to approx. 10.22 We do recommend having your block decked to allow the piston to set anywhere from flush (zero) to .005 in the hole for optimal performance. We used a 4.125 head gasket diameter, and a .040 head gasket thickness in our calculations to come up with our comp. ratio values.

We have provided the compression ratio for the bore size and piston volume of this assembly using several popular combustion chamber sizes.

Part Number

Cylinder Head Volume

58cc

64cc

68cc

72cc

383 Assembly

Static Compression Ratio

4.060 Bore

11.50

10.73

10.28

9.86

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The Wiseco forged pistons are one of the highest rated on the Market. Very highly regarded in the street/strip community.

We do our own balancing with our new CWT 5500 Series Balancer. The CWT 5500 is the ultimate for precision balancing. We consider this machine to be highly advanced compared to the Hines balancer we once used. We balance every rotating assembly we sell within 2 grams or less at no extra charge. We include a balance sheet with your setup.

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READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!

This assembly uses a Scat nodular cast steel crankshaft and 4340 Scat rods, Hastings moly rings, King bearings, ProStreet damper, and a heavy duty 168 tooth flexplate. See our other listings for various piston bores in flat, dish, and dome style, as well as 1 pc or 2 pc rms style cranks. Our 383 rotating assemblies are now offered in a 5.7" and a 6.0" rod combination. See details above for all the actual specs of this assembly. In the lower section of this ad is information on the various upgrades we offer in our other listings.

The picture below is a generic file photo of a Scat crankshaft. You will receive the correct model packaged in the original Scat box.

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Some of the benefits of the Scat crankshaft supplied with this assembly:

The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are 25% stronger than stock OEM cast cranks and are the best value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing. This crank is suitable for use up to approx. 500-525 hp.

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We recommend that you check the thrust clearance on the crank before assembling the engine. This is recommended on any crankshaft, regardless of brand or cost. Also be sure to check your main and rod journal size.

GENUINE SCAT-ICR5700 BUSHED CONNECTING RODS WITH ARP 12 POINT CAP SCREWS ARE NOW USED IN ALL OF OUR ROTATING ASSEMBLIES AND 383 STROKER ENGINES.

As seen the in close-up picture below, Scat rods have a very solid build quality.

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The quality of the Scat rods is unsurpassed by any of the low cost no-name rods on the market and they exceed the quality of some of the branded names as well.

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Our Scat 2-ICR6000 rods are bushed. These are far superior to press fit. They are much more durable and free up a slight amount of horse power, and reduce piston and oil temp. This is something to consider when buying kits that use press fit rods. We just don't recommend press fit to anyone. Machine shops will charge up to $55 to press them on, and this is another consideration. Bushed rods with full floating wrist pins, which we offer, are very simple to attach to the pistons. Some sellers are offering recon (used) OEM rods with their rotating assembly. This would be out of the question for us for many reasons.

The Scat rods do have genuine ARP 8740 Series 12 point cap screws. These rods offer excellent block clearance in the lower end of the cylinders.

We have noticed some sellers using generic rods and crankshafts in their rotating assemblies. These non-branded (no-name) rods and cranks are often poor quality in many ways. You will notice many sellers fail to mention the actual brand of these products. Upon further investigation, you will find such parts not to be a branded name product. They may label these parts with a name, but one that is totally unrecognizable in the industry. Our experience in years past with such rods and cranks has been disappointing, to say the least. Failures of such critical parts in your engine may result in catastrophic damage. Machine shops are sometimes able to correct some of the problems with these low quality rods and cranks, but at great expense to the customer. As for the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, little can be done to verify this and nothing can be done to correct it. As you may have noticed, this is why we specify the name, brand, and series of every part used in our assemblies.

See the second picture below showing the exact location to perform the cam clearance, should it be required. We are now using these rods on all of our 383 engines. Those with larger cams will only have to remove approx. 1-1.2 grams off the corner, and this positively will not upset the balancing to any measurable amount. As far as the block is concerned, the bottom end of these rods are very low profiled, and require only a slight amount of material to be removed from the bottom of the cylinders. This has saved us a huge amount of work in block clearancing compared to most other rods on the market.

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Before the engine is assembled, we strongly suggest checking the rods on a Sunnen machine for sizing on both ends. We recommend this with any rod regardless of cost or brand. It is not uncommon to find some of the rods requiring a slight bump through the hone for perfection in sizing and roundness. We also offer this Stroker kit with a proofed set of rods. This is an excellent choice for those wanting to build the engine on their own.

Pictured below is the exact location to grind the rod if necessary when using the regular Scat rods that come with this assembly. The flat half moon spot directly beside the bolt is the area we ground. The picture below is very large, giving the impression that the amount removed was larger than it was in reality. The area ground is actually the size of a small shirt button divided in two. We left the picture large to give you a good idea of where to do the clearancing. With the rod ground as shown, clearing a 550 cam should not be a problem. However, other factors may come into play, so you must do a roll over test before final assembly. The amount of metal removed is approx. 1 gram and will not affect balancing.

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We also offer a rod upgrade in our other listings. The Scat Competition Pro series I beam rods are absolutely the best insurance against failure you can get considering the low cost to upgrade. The regular Scat rods in this auction are excellent, but the Pro-Competition series rods are much lighter and have been cnc profiled and shot peened to relieve all stress risers. The rod body is also designed like a billet rod. They have ARP 12 point cap screws and are especially designed to clear very large cams with little or no clipping. It's our personal favorite for many reasons, but mostly the added protection against rod breakage under high rpm. The lighter weight reduces the rotational and reciprocating mass to a considerable degree as well. This has many benefits, including better engine acceleration and less stress on the crank.

To give you an idea of just how much faith we have in the Scat Pro-Competition rods, we use them in our SBC 421/427 engines. The 427 engine has a deeper stroke crank, heavier pistons, and these engines make up to 625 hp and turn up to 6800 rpm. We've had zero failures on over 200 of these engines built. Considering they do this well in the 427, they would most likely never fail in a 383 engine under any conditions.

To be clear: the Scat Pro-Competition rods are NOT offered in this kit. They are offered as an upgrade option. See our other listings to check out the full story on the Scat Competition series rods.

KING MAIN AND ROD BEARINGS ARE INCLUDED.

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WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. THESE PISTONS ARE VERY RESISTANT TO THE DAMAGE CAUSED BY DETONATION COMPARED TO NON FORGED OR HYPEREUTECTIC PISTONS. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONE OF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.

Compared to other types of forged pistons or those that are non-forged such as cast or hypereutectic, using forged Wiseco 2618 aircraft alloy pistons is a very good upgrade to your engine. Having high end forged pistons will be your only hope should the conditions arise for detonation to occur. We sell nothing but premium forged pistons, as I find it comforting to know that my customers will have an engine with a tremendous safeguard built into it. Support rails, wrist pins, and pin locks included.

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All of our Wiseco forged pistons are custom made for us and will sit flush in the block at a deck height of 9.015. If you have a virgin block, the deck height is at 9.025 and most machine shops will shave approx. 5-10 thousandths to remove any warping and put down a fresh finish. This puts the block right at 9.015, creating a zero deck with these pistons. Most other catalog pistons sit .025 below stock deck height. Their reasoning for this: should the block have been decked multiple times, then the pistons will not be sitting too far above the deck surface. It is rare that you will see a block end up at 9.000. If you have one that is at that height, it would be highly compromised in our opinion. The deck thickness of the block is very important for strength against block-flex when under load, and also dissipates heat to a much greater degree. Should you decide to use a block with a deck height cut to 9.000, then you can use a thicker head gasket to compensate for this.

The Wiseco pistons are rated very high in the performance industry. They normally offer three levels of pistons, starting with the Pro-Tru Street version made with 4032 forged alloy. The next level up would be the Pro-Tru series that are much more expensive and made from 2618 aircraft alloy. The highest level pistons they offer are their professional line made for high level racing. Those are normally in the $750-$1100 price range.

Our custom made Wiseco pistons are very close in comparison to the middle version as they are made using the 2618 aircraft alloy and have fully machined crowns. Wiseco has their own foundry on location. We know of no other piston company with their own foundry. Our pistons are custom designed to address the needs of the high performance street rod industry.

You may have noticed that our Wiseco custom made pistons are referred to as Racing Pistons on the package. This does not mean that the pistons are for racing only. This is a generic term, referring to their ability to be used in high performance applications as well as for street rod use. These pistons are 100% suitable for street or strip use and designed as such. A true all out racing piston would not be suitable for street use for many reasons, but these pistons are perfectly designed for long term use on the street, as well as for drag racing. They can easily handle Nos, high compression builds, blower and turbo setups up to approx. 800 or more horse power.

Our custom made Wiseco forged pistons are made from 2618 aircraft alloy, and are capable of handling far more hp than a cast or hypereutectic piston. We find this alloy to be much more suitable for high performance engines than the common 4032 forged alloy that many others offer. You will usually see the higher end pistons on the market using 2618 aircraft alloy.

Why go with 2618 forged pistons? If you encounter certain tuning issues, detonation is highly probable, and it can cause severe damage to your engine. The 2618 forged piston is able to withstand the effects from detonation to a higher degree than the lower cost 4032 forged pistons, especially non-forged hypereutectic pistons such as Speed Pro or Keith Black.

As mentioned these pistons are suitable for use with nitrous or blower setups, but for those not running forced induction, the forged pistons offer very high reliability. The 2618 forged piston is stronger than any other alloy used in the piston industry. For the slight increase in cost, this setup is the best value on the market.

Notice the detailed gas porting and ring grooves in the Wiseco piston.

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Some engine builders use the non-forged hypereutectic pistons, and we find that to be very risky for any carbureted street rod engine. We would not even consider using such pistons. If the pistons are non-forged or forged 4032 alloy, they can fragment from the effects of detonation. This can then allow the connecting rod to destroy the block, crank, and cylinder head. Those types of pistons are fine for stock or very mild engine builds, but should never be used in engines built above 350 hp. The forged 2618 alloy piston is so much more resistant to extreme heat and is also very strong in general.

Our Wiseco forged pistons will clear most any valve size on the market with ease even when used with cams in the 600+ lift range.

Item Code


Vendor Name

Wiseco RACING PISTONS

Product Type

Pistons

Product Model

CUSTOM MADE FOR SWP

Engine Displacement (cu.in.)

383

Engine Family

CHEVROLET - Small Block V8

Material

2618 Fully Forged Aluminum

Base Bore (in)

4.000+.060=4.060

Stroke (in)

3.750

Rod Length (in)

5.700

Compression Height (in)

1.140

Top Type

RD DISH TOP/INVERTED DOME

Net Head Volume (cc)

-9cc

Deck Thickness (in)

0.350

Weight Without Pin (g)

498

Wrist Pin Diameter (in)

0.927

Wrist Pin Length (in)

2.500

Wrist Pin Weight (g)

118

Pin Lock Type

Spiral

Ring Set #

40564CP

Top Ring Groove Size

5/64 in.

Second Ring Groove Size

5/64 in.

Oil Ring Groove Size

3/16 in.

Top Ring Land (in)

0.255

Second Ring Land (in)

0.170

Bottom Ring Land (in)

0.090

Quantity

Set of 8.

HASTINGS 2M SERIES MOLY RINGS

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Prefit Drop-In - Hastings Original Moly Ring Set - 5/64, 5/64, 3/16
Manufacturer: Hastings Mfg

PRO RACE BRAND HARMONIC DAMPER, 6.75 DIAMETER INCLUDED. THESE ARE VERY HIGH QUALITY ITEMS. YOU SHOULD NEVER USE AN OLD DAMPER/BALANCER.

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We have noticed others using a low grade knockoff brand damper/balancer, and we have encountered them in the past. They are substandard in appearance, but they are usually out of spec. We don't have anything against knockoff products if they meet our standards and offer a good value. We think it is great that many of the name brand companies are getting their just rewards for what we consider nothing short of offering overpriced goods. Take our word on this, you don't want a balancer coming off or one that is improperly weighted. The timing marks were also poorly marked on some of the balancers we have come across.

We know of several competitors using these balancers. The ProStreet brand is far superior to most any we have ever seen. They were once known as a knockoff product, and have become one the best values on the market, without comprising quality whatsoever.

Important note.

If you are building a 383 stroker using a late model 350 engine from the fuel injected era you will need to opt for the 8.0" damper. Our assemblies come with a 6.75" damper and this damper will not work on the late engines that have the plastic timing cover. The plastic timing covers used on some of these engines protrude outward and will interfere the the counter weight that certain assemblies have. The 8.00" damper does not have this issue as its counter weight sits flush within the damper. There is no upcharge for the 8.00" damper. Be sure and let us know if you require the 8.00" damper. It would be best to call our tech/service line to be sure this info is forwarded to our balancing department. Some of our assemblies come with an internally balanced crank, and the use of the 6.75" will not be a problem for engines with the thick plastic timing cover. The internal dampers do not have a counter weight in them.

HEAVY DUTY FLEXPLATE INCLUDED.

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HEAVY DUTY FLEXPLATE. This flexplate will resist cracking and warpage, leading to imbalance in the engine. One good telltale in identifying a cheap flexplate is the lack of welding on each side where the plate mates to the ring gear. They usually have a pale grey color to them, as they are not coated, and will rust quickly. Ours are welded on both sides, and are approximately 30 thousandths thicker than an OEM plate, and are either zinc dichromate or black powder coated. We would never use the thinner plate on an assembly like this.

We do offer this assembly with a manual flywheel. See our other listings. In most cases we do have both sizes, 153 and 168 tooth, available.

WARNING: the flexplate and crank have a dowel pin hole. You must align the flexplate and crank dowel pin holes, but do not use a dowel pin. The flexplate was aligned to the crank when we balanced the assembly, and must be installed the same way.

Many rotating assemblies we see are not using the most suitable parts. We hope you value the fact that we have put together an above average assembly. Please read the full listing.

We offer this assembly with selected upgrades. Listed below are some of the most requested ones. Many not only improve performance, but further enhance the reliability and longevity of your engine, along with resale value.

SFI Certified Flexplate: This is a very low cost upgrade and may be required when racing your car at certain tracks. The flexplate that comes with this assembly is a heavy duty plate, but the SFI certified plate is one step up in quality and safety. This SFI plate is made in North America. We noticed these have much less run-out and warpage than we see with many other plates on the market. Plates with too much run-out and warpage can cause a host of problems for your transmission and starter, and affect balancing. The low cost to upgrade to this is well worth, it in our opinion.

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SFI damper: Offers an extreme level of safety against breakage, and is very resistant against slippage of the elastomer damping material. SFI dampers are not only made from a better grade of steel, they are also constructed differently and have a much better appearance. They usually last much longer than a non-SFI damper. Many drag strips require this on engines producing high horse power levels. The SFI certification is laser etched into the side.

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Crank polishing: Extends bearing life, reduces oil temp, frees up a slight amount of average horsepower. This is a very low cost upgrade, and in the world of mass production, most cranks do not come with a true polished finish. This is why most machine shops have a machine to do this. The difference is dramatic between a crank right out of the box and one that we have polished. Bearing companies claim that cranks that have better finishes on the journals will survive the break-in better, and have much longer bearing life. We do a two-step process and bring the RA numbers down in the single digit range. We have the most advanced crank polishing machine on the market.

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Clevite Bearings: We find the Clevite bearings to be a somewhat better product overall. Clevite is what we now use in all of our engines. This is not to say that King bearings are faulty in any way, but under certain conditions, we have seen fewer problems develop with Clevite bearings during break-in. We have sold King bearings for many years and do not hear of problems from our customers, but our experience on the dyno has shown the Clevite bearings have a better surface appearance upon tear-down after many dyno passes.

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Rod to cam clearancing and sizing: We know exactly where and how much to cut the rods for correct cam clearance, and sizing the big end and wrist pin bushing on the Sunnen machine saves a trip to the machine shop. All rods, regardless of brand, should be checked for sizing on a Sunnen machine, and corrected if needed. You will seldom see a complete set of rods that have perfect sizing on both ends right out of the box.

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Race balancing: This is for those who want the engine to operate virtually vibration free at high rpm. Extends engine life and frees up a few more horse power. This is a somewhat labor intensive procedure and is not required, but the feel of an absolutely vibration free engine at high rpm is desirable by many. The standard balance job that is included with this assembly at no extra charge is certainly sufficient. With a race balance job, all pistons and rods are match weighed to within 2/10's of a gram or less, and the final balance is brought down to around 1 gram plus or minus. An ultra smooth engine at high rpm has a noticeable feel and sound to it. If you do not opt for this upgrade, the assembly will still be fully balanced. We spend a good hour and a half doing the regular balance work, and it will certainly meet your needs.

Scat Competition Rods: Recommended for those running hard. The regular Scat rods that come with this assembly are sufficient for most street rod uses, but the Scat Competition series rods offer more security against rod breakage under hard use, and they have the huge ARP-8740 7/16's cap screws. The Competition rods have a 600+ Hp rating, and the slight cost to upgrade is well worth it in our opinion. We use the very same Scat Competition rods in our 600+ hp 427 and 434 engines.

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ARP-2000 rod bolts: This is one upgrade that we find to be very valuable. The rod bolts are most likely to fail under hard use, moreso than the rod itself. When a rod bolt fails during high RPM, total engine destruction is usually the result. The ARP-2000 rod bolts are a very good upgrade, in our opinion. We actually have few, if any, problems with the regular ARP-8740 bolts, but those who run hard always upgrade to the ARP-2000 rod bolts. The ARP-2000 rod bolts also torque at a higher number, and this increased clamping force is also a factor in keeping the big end of the rod stable and true to size. The ARP-2000 bolts are installed in the rods and this upgrade is only available with the Competition rod upgrade.

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Scat 4340 Forged Crank: The forged Scat crank has a rating of 800+ HP. This is the ultimate upgrade for those wanting to run hard. Nos, blowers, turbos, are not an issue with this crank. Even without such power adders, this Crank offers great protection under the most severe conditions. This upgrade also comes with the high Performance King bearings. Should you decide to run power adders in the future, this would be essential. The fatigue life of the 4340 crank over the cast nodular is also greatly extended. We do offer this upgrade as part of many of our assemblies in our other listings. They have the key words, "fully forged," in the title.

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Internal balanced front. This low cost upgrade is the next best thing to an internal balanced crank. This Scat crank is similar in design to the one offered in this assembly, but it has an internal (neutral) balanced front. Running a crank that is neutral balanced in the front will allow the use of a non-weighted front damper. This will eliminate the additional mass from a weighted damper. Replacing the damper, if it's ever needed, becomes a simple procedure, and assures that the balancing is not affected. It's well known that under high rpm conditions, the front of the crank on external balanced engines is at risk of breaking much more than those with an internal setup.

The upgrades above are all available in our other listings. Some of these are often requested by those building an engine without a machine shop. We find most of these upgrades very valuable for those wanting to take longevity and durability to the next level. They are all bottom end related, and that's an area worth investing a few more dollars into, in our opinion, especially if you’re planning on running long and/or hard. These upgrades are also valuable for your build history on your engine, and would certainly increase the resale value of your engine, should you ever sell it.

PLEASE GIVE US A CALL AT 423-722-5152 or 877-383-5152 FOR TECHNICAL INFO. OUR HOURS ARE 8am-8pm EASTERN. 10am-3pm ON SAT.

BE SURE OF THE COMPRESSION RANGE AND BORE SIZE YOU WANT BEFORE PURCHASING.

A note from Skip White, company president.

We have built this setup for many people that are into serious street/strip use as well as drag racing, and have yet to experience a failure. Every part in this assembly meets our satisfaction. I can promise you that many assemblies offered by other sellers pale in comparison to ours. This is the best value you will find on the market.

Many people have asked how is it that we can sell this assembly for such a low price. To answer this; we buy our products at master WD (warehouse distributor) level for all of the items in this assembly, and we are selling direct to the public. We are a volume sales based company. Our profit is based on sheer volume, with a very low markup. By selling large volumes, we have to purchase large volumes of products. It is this large volume purchasing that allows us to buy products at a much lower price and we simply pass these savings on to our customers.

Skip White

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Call for tech info at 423-722-5152.

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