FULLY BALANCED BBC 454 CID+.030 OVER.
ROTATING ASSEMBLY WITH WISECO RACING FORGED DOME PISTONS, 4.280 BORE. .030 OVER +25cc DOME TOP, SCAT CRANKSHAFT & SCAT COMPETITION SERIES 6.135 RODS
FITS 2PC REAR MAIN SEAL BLOCKS.
BALANCED IN HOUSE.
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See the detailed info below for info on what is included in this assembly.
Crankshaft: Genuine Scat
Crankshaft Stroke: 4.00"
Crankshaft Material: Cast Nodular
Journal Diameter: STD Mains
Rear Main Seal: 2 pc RMS
Connecting Rods: Genuine Scat
Connecting Rod Type: Pro-Stock I-beam with ARP Cap Screws.
Connecting Rod Size: 6.135"
Wrist Pin: Full Floating
Connecting Rod Material: Forged 4340 Steel
Pistons: Wiseco Fully Forged High Performance
Piston Size: 4.280"
Dome Volume: +25cc Dome Top
Piston Material: Forged 2618 Aircraft Alloy
Piston Rings: Hastings 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 SI series
Rod Bearings: King SI series
Balance: Ext. In House on CWT balancer.
Damper: Pro-Race brand
Flexplate: 168 tooth heavy duty; 153 tooth is available. Manual Trans. flywheels also available.
Block requirements: standard deck height 9.800
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 10.40, and if left .010 in the hole, then it would drop to approx. 10.30 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 have highlighted in red the compression ratio for the bore size and piston volume of this assembly using several popular combustion chamber sizes.
AVAILABLE IN 1 PC AND 2 PC RMS, VARIOUS BORE SIZES AND WE OFFER FLAT TOP AND VARIOUS SIZED DOME PISTONS.
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 $700-$1100 price range.
Our custom made Wiseco pistons are closer in comparison to the middle version as they are made using the 2618 aircraft alloy. 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 certain high performance applications as well as for street rod use. These pistons are 100% suitable for street or strip use. A true all out racing piston would not be suitable for street use for many reasons, but these pistons are perfectly designed for use on the street, as well as medium to upper level drag racing.
We do our own balancing with our brand new, 2013 model CWT 5500 Series Balancer, which replaced our 2011 Hines Legend balancer. The CWT 5500 is the absolute ultimate for precision balancing. When we balance the assembly, it will be to very high specs., usually plus or minus 1-2 grams. We include a balance sheet with your setup.
Scat cast nodular crankshafts are manufactured from an exclusive Space Age cast steel 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 your street rod, dirt track/circle track racing, and drag strip racing performance engine.
We do all balancing in house.
Our Scat crankshafts are brand new, factory sealed, not a blem. Beware of sellers offering no name cranks. We sell plenty of no name products but we have seen too many issues with the no name cranks on the market.
Our machinist who does the balancing made special note of how much harder these cranks were compared to any of the other cast nodular cranks on the market.
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 check your main and rod journal size, as it's also not uncommon to find some cranks on the small or large side by as little as half a thousandths or less.
On occasion, our engine shop requires a half shell to correct this for perfect clearance. I would say this happens on about one out of 20 engines, but we really try to keep our tolerances in the middle zone. If you encounter this, we have 1 thousandths under bearings, and you should use them if needed, as this is important for engine longevity.
Don't confuse what we are saying with a turned crank. Those cranks are smaller by 10 thousandths or more. It's not uncommon for many GM stock cranks to have 1 under or over bearings in them right out of the factory. We rarely run into this, but don't assume anything. Just check before installing, and let us know if you need a set of 1 under or over bearings or the half shells.
SBC SCAT PRO-COMPETITION SERIES CONNECTING RODS 6.135" I-BEAM BUSHED, 7/16's 12 POINT CAP SCREWS. EXTREME DUTY. 700+HP RATED. 4340 ALLOY.
Scat Pro-Competition Series extreme duty I-beam rods. The Competition Series Scat rod is a much better designed rod than the typical I-beam rods that most other use. They are made from forged 4340 alloy, and have huge 7/16's point cap screws. 750 hp rated. These rods have much better clearance than an H-beam rod. The weight of these rods is nearly identical to the Scat H beam rods. Ordinary I-beam rods weigh much less and are not suitable for use in a high performance BBC assembly.
These rods are far from "ordinary." The critical sizing of both ends of the rods is performed on a Sunnen machine in the USA by Scat Industries. These rods are excellent for those wanting the extra security needed in high horse power applications.
Take notice of the design of these rods. They are far superior to conventional style I-beam rods. We have never had a customer with a rod failure issue. We find this rod to be equal in weight to Scat or Eagle BBC H-beam rods.
The only notable aspect of this rod that is different besides its configuration is the rod bolt length. These rods do have a slightly shorter bolt in them. This allowed the rod body to be designed to offer much greater cam clearance. Cam to rod clearance is greatly improved. The trade-off on this shorter bolt is a reduced pull apart rating, which is only significant on extreme rpm applications. Rpm that is in the 6500 or less range will not be an issue for this rod at all.
The actual body of this rod weighs within a few grams of the Scat H-beam rods, (800 gm), certain proof that they are very strong rods. The alloy is the exact same as the Scat H-beam rods.
If you do an Internet search on the Scat Pro-Comp rods, you will find a vast amount of info on many car forums. All of the info is 100% positive. These rods are run in engines that not only produce high horse power levels but also run at continuous speeds in circle track events.
Notice the general appearance in the pictures. These rods do look impressive. The style is reminiscent of a steel billet rod. As mentioned above, this is not your ordinary I-beam rod. We have used these rods for at least 5 years, and they have never failed any of our customers.
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.
Many of the inferior "no-name" rods on the market will also have "no-name" rod bolts in them. We have seen these bolts before, and they are very low quality. They don't have ARP's rolled thread design, and they don't torque down with the same characteristics as a genuine ARP bolt. It's not just a matter of having a different brand bolt in the rods; these bolts are low quality in many ways. They have been known to fail in engines to a much greater degree than a high quality rod bolt, and this failure usually causes catastrophic damage in the engine. Beware of rods that don't mention the rod bolt brand. As far as we're concerned, ARP bolts are the only brand we would ever use or accept in a set of rods.
We strongly suggest checking the rods on a Sunnen machine for sizing on both ends before the engine is assembled. We recommend this with any rod, regardless of cost or brand. It is not uncommon to find that some of the rods could use a slight bump through the hone for perfection in sizing and roundness. If the rod journal on the crank is slightly thick, you may want to add this clearance to the rods to compensate for this.
We also offer this Stroker kit with a proofed set of rods to match every journal on the crank with the correct clearances. This is an excellent choice for those wanting to build the engine on their own.
KING MAIN AND ROD BEARINGS ARE INCLUDED.
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.
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.
These pistons are also 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 far stronger than hypereutectic pistons. For the slight increase in cost, this setup is the best value on the market.
We would not even consider using Speed Pro, Keith Black (KB), or any brand of hypereutectic pistons due to the possible fragmentation that could occur during detonation. If you're in doubt about this, do an internet search on the subject. Forged pistons are far superior to cast or hypereutectic pistons in many ways, especially our custom made Wiseco pistons made from 2618 aircraft alloy.
Having high quality forged pistons will be your only hope should the conditions arise for detonation to occur. We sell nothing but 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.
All of our Wiseco forged pistons are custom made for us and will sit flush in the block at a deck height of 9.790. If you have a virgin block, the deck height is at 9.900 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 9.790 or less, 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 9.775. If you have one that is at that height, it would be highly compromised, in our opinion. Should you decide to use a block with a deck height around 9.775, then you can use a thicker head gasket to compensate for this.
This assembly is to be used in standard deck blocks that were originally 9.800". This is not to say the 9.800" block has to remain at this height, as cleaning up the surface may be required, and that will not pose a problem. Most industrial blocks used in large trucks and buses had deck heights of 10.200" and these will NOT work with this assembly. It would be fair to say that 100% of all car and pickup trucks used the 9.800" block and those are compatible, providing they can be bored to the correct size needed for this assembly. Aftermarket blocks such as Dart are not a problem as long as they are standard deck height.
A few more facts about our custom made
Wiseco pistons and deck height.
Leaving the deck thick on your block makes for a stronger block that resists flexing and also runs cooler as the deck has a lot to do with the dissipation of heat. Blocks with decks cut down this low are prone to cracking. Our pistons are designed to sit flush at 9.790 rather than at 9.775. Those using catalog pistons can't leave the deck as thick because it will allow the piston to sit too far down in the block, killing the quench/squish zone. All of our pistons sit flush at 9.790 to keep our customers from having to butcher the block in order to obtain a decent quench/squish zone.
Should your block have had a large amount of surface removed in the past, and if your pistons are around .005 out of the block, there are many .050 head gaskets on the market. We would like to see you maintain a quench/squish zone of approx. .040 So should your piston calculate to being .005 out of the block, an .050 gasket will give you a quench/squish zone of approx. .045
Because our pistons are at a taller than normal compression height, you will save money on having to deck the block only 10 thousandths or less rather than 25 thousandths as most other pistons require to obtain a zero deck height. It is also highly desirable to keep the deck as thick as possible.
Another good feature about our pistons having a taller compression height is that the ring land above the top ring is much stronger by being .015 thicker than most other pistons on the market. When pistons encounter the effects of severe detonation, it is not uncommon to see the ring land above the top ring broken off. The thicker ring land also makes a better heat sink.
If you are having your block decked, be sure to let the machine shop know that these pistons will sit flush at 9.790 deck height. The compression height of our pistons is also listed in the ad. If you have a block that has been decked several times in the past and will need it again and ends up at 9.775, it is our recommendation that you find another block.
We have had many customers claim to have not taken their original block to be decked at all. If the deck is not warped and has a decent finish, this is somewhat acceptable but not recommended. However, leaving the block at stock deck height and using our pistons would only put the piston in the hole by .010 thous. and that is not bad at all. It is best to clean up the deck surface with a simple .010 cut, and achieve zero deck ht.
Race Series for street/strip use
Custom built for SWP
Engine Displacement (cu.in.)
CHEVROLET - Big Block V8
2618 Fully Forged Aluminum
Base Bore (in)
Rod Length (in)
Compression Height (in)
Net Head Volume (cc)
Deck Thickness (in)
Weight Without Pin (g)
Wrist Pin Diameter (in)
Wrist Pin Length (in)
Wrist Pin Weight (g)
Pin Lock Type
Ring Set #
Top Ring Groove Size
Second Ring Groove Size
Oil Ring Groove Size
Top Ring Land (in)
Second Ring Land (in)
Bottom Ring Land (in)
HASTINGS 2M SERIES MOLY RINGS
Prefit Drop-In - Hastings Original Moly Ring Set - 5/64, 5/64, 3/16
Manufacturer: Hastings Mfg
Part #: 2M683
Hastings quality piston rings are a perfect replacement for the stock or medium performance build up. Featuring Chrome moly ductile iron top rings, cast iron reverse taper second rings and Hastings famous Flex-vent oil control rings, Hastings ring sets feature standard ring end gaps for easy installation.
We include a Pro-Race brand damper and heavy duty race grade flexplate with your assembly.
When you receive your Pro Race brand damper, you will notice the appearance to be of the best you will ever see. We carry most of the Pro Race line, and consider them a first rate product, for the lowest cost you will find. All this may sound like nothing more than a sales pitch, and I suppose it is, but heed our warning about the low quality dampers on the market. The price will be the best indicator. They may be marketed under several names, or no name at all, are often painted black, and they are of very low quality.
HEAVY DUTY FLEXPLATE INCLUDED.
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.
YOU SHOULD NEVER USE AN OEM STYLE FLEXPLATE ON AN ENGINE. THEY ARE NOT SUFFICIENT TO HANDLE 400+ HP. MANY SELLERS OFFER THE LESS EXPENSIVE THINNER FLEXPLATE, OR WORSE YET THEY DO NOT BALANCE THE ASSEMBLY WITH THE ACTUAL FLEXPLATE THAT IS SHIPPED WITH THE ASSEMBLY. THEY USE ONE PLATE OUT OF A BATCH OF PLATES, ASSUMING THEY ARE ALL THE SAME.
WE FOUND NO TWO FLEXPLATES TO BE REMOTELY CLOSE IN THIS RESPECT. THE MASSIVE WELDING ON THESE PLATES AROUND THE RING GEAR ON BOTH SIDES AND ATTACHING THE WEIGHT IS VERY INCONSISTENT AS FAR AS BALANCING IS CONCERNED, SO WE DO SEND THE ACTUAL PLATE USED WHEN BALANCING AND SERIAL NUMBER IT TO MATCH THE REST OF THE ASSEMBLY.
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.
SFI Rated Billet Steel flywheel upgrade/option for manual transmission. Upgrade to a SFI billet steel flywheel 168-tooth or 153-tooth for manual transmissions. We highly recommend the SFI billet steel flywheel for those running hard. These are fully cnc'd and far superior in many ways compared to the regular cast iron flywheel.
Cost for the SFI billet flywheel option is $169.00 We have this upgrade/option featured in our other listings. There will be a Chevy 153 tooth and a Chevy 168 tooth size available. Be sure you know the size you need. You can see this and other upgrade options in our ebay store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our ebay store. Before you finalize your purchase of this assembly you may add any of these upgrades to your shopping cart. Click here to add upgrades.
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.
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.
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.
Rod sizing: All new rods, regardless of brand, must 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. This upgrade is a must for those building their engine without the services of a machine shop.
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 H-Beam Rods: Recommended for those running hard. The Scat competition rods that come with this assembly are sufficient for most street rod uses, but the Scat H-beam rods will most likely offer more security against rod breakage under hard use. The H-beam rods have a 700+ Hp rating.
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. Cost is $89.50
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.
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.
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.