BBC Chevy 632ci Assembly - Manley 4340 Wiseco -7.5cc 4.600" x 4.750" stroke

4.600" bore X 4.750" stroke. Manley Pro-Series 4340 internally balanced.  Manley 6.700" H-beam rods with ARP 2000 cap screws

For use in a tall deck height, (10.200) aftermarket block

Fully balanced in house.

READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!

This assembly comes with a Manley crankshaft and 4340 Manley rods, Mahle high performance rings, Clevite or King bearings, and a heavy duty 168 or 153 tooth flexplate and a ATI Super damper. See details 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.

Crankshaft Specs.

• Crankshaft: Genuine Manley Pro-Series, Internally Balanced.
• Crankshaft Stroke: 4.750"
• Crankshaft Material : 4340 Fully Forged
• Journal Diameter: STD BBC
• Rear Main Seal: 2 pc

Connecting Rod Specs.

• Rods: Genuine Manley
• Rod Type: Manley H-beam.
• Rod Length: 6.700"
• Rod Material: Forged 4340 Alloy.
• Rod Bolt/Cap Screw: ARP 2000 Cap Screws.

Piston & Ring Specs.

• Pistons: Wiseco Fully Forged. High Performance for street/strip use.
• Piston Size: 4.600" (Actual cid is 632)
• Dome Volume: -7.5cc Dish Top
• Compression Height: 1.240
• Piston Material: Forged 2618 Aircraft Alloy
• Piston Rings: Mahle High Performance, Moly, Standard Tension.
• Ring Size and Fit: 1/16 1/16 3/16 File Fit.
• Ring Material: Ductile Iron/Cast/Stainless/Moly

Bearing, Damper, and Flexplate Specs.

• Main Bearings: Clevite or King MB557HP High Performance
• Rod Bearings: Clevite or King CR807HP High Performance
• Balance: In House on CWT balancer.
• Damper: ATI brand Super Damper 7.074"
• Flexplate: Heavy Duty 168 tooth or 153 tooth. Manual Trans. flywheels available.

Compression Ratio Chart

The calculations below assume your pistons are at zero deck. Let's say your compression calculates out to be 10.50:1 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 approx. 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 4.630 head gasket diameter, and a .040 head gasket thickness in our calculations to come up with our comp. ratio values.

Listed below is a complete breakdown of all the parts that are included in this assembly.

Pistons
WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA 🇺🇸. THEY ARE ONE OF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.

The pistons for the 632 assembly -7.5cc dish top.

The Wiseco fully forged pistons are rated very high in the street/strip performance industry. They offer several price 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.

Our custom made Wiseco pistons are very close in comparison to the premium series as they are made using the 2618 aircraft alloy.

Some engine builders use the non-forged hypereutectic pistons, and we find them 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 may 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 carbureted engines built to high horse power levels. These type of pistons, especially the hypereutectic version, will not stand much detonation. The forged 2618 alloy piston is so much more resistant to the effects of detonation, and heat.

Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages.

Compression height and deck height

Our custom made Wiseco pistons have a compression height that is .015 taller than nearly all catalog pistons on the market. We find this to be a very valuable feature. Since our pistons sit at a taller than normal compression height, you will only have to remove approx. .010 off the deck surface of a virgin block to achieve a zero deck. This also allows for future deck re-surfacing and still not ending too far below stock deck height.

Leaving the deck on your block thick makes for a stronger block that resists flexing and also runs cooler, as the deck thickness has a lot to do with the dissipation of heat. Blocks with decks cut down to any great amount are also prone to cracking. This is why our pistons are designed to sit flush, (zero deck) at .010 below stock deck height.

Since nearly all catalog pistons on the market sit .025 below the surface of a virgin block, the only way to achieve a zero deck using such pistons would be to cut .025 off the deck surface. This compromises the integrity of the block, in our opinion. Should you decide to leave the block deck higher up, using such pistons creates a new issue of having a very poor quench/squish zone. The only way you could really take advantage of a catalog piston is by having a block that needs to or has already been butchered down to 9.00 deck height. At that point, we don't think you should not use such a block. Having the piston sitting flush with the deck is very desirable, regardless of the fact that your overall compression ratio is slightly higher than if it were sitting below the deck.

We have found that 95% of our customers are using a virgin block or a block that is close to stock deck height. This is why we have designed our pistons to have a taller compression height. On very rare occasions, you may end up with a block that has the piston out of the hole by a few thousandths and this not a problem at all. Most head gaskets are approx. .040 thick, and should you end up with a quench zone of .035, then that is perfectly OK. If the quench zone ends up too far below .035, then there are plenty of .050 thick head gaskets on the market. One more benefit to this is that most machine shops charge much more to deck a block down from stock deck height to 9.00 than they would to do a light cleanup, and that's all that's needed when using our Wiseco pistons

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. When pistons encounter the effects of detonation, it is not uncommon to see pistons with the ring land above the top ring broken off. The thicker ring land also makes a better heat sink.

Racing Pistons?

You may have noticed that our Wiseco custom made forged 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 perfectly designed for use on the street, as well as for medium to upper level drag racing.

Our custom made Wiseco forged pistons are made from 2618 aircraft alloy. We find this alloy to be much more suitable for high performance engines than the common 4032 forged alloy. 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's effects can cause severe damage to your engine. The 2618 forged piston is able to withstand the damaging 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, and many others.

Our Wiseco forged pistons will clear most any valve size on the market with ease even with the use of large lift cams.

We have built approximately 3500 engines using the Wiseco pistons. The engines have been for street rod and strip use. We have seen no problems, nor has there been any complaints. They are an excellent product in every respect.

These pistons are also suitable for use with nitrous or blower setups. For the slight increase in cost, this is the best value on the market.

The New Manely Pro-Series 4340 Forged Crankshaft:

Some of the benefits of the new Manley Pro-Series crankshaft supplied with this engine:

Manley Pro Series crankshafts can make your engine bulletproof. They feature forged 4340 construction and undergo a multi-step heat-treatment process and are then nitrided for added strength. The crankshafts are stress-relieved, shot-peened, and magnafluxed. Manley Pro Series crankshafts have micro-polished large .125 in. radius journals, gun-drilled mains, and lightened rod journals for weight reduction. The counterweights are fully profiled and they are designed for internal balancing. These crankshafts will include a spec. sheet that validates journal sizes and checks for taper on each journal as well as finish quality.

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 Manley H-Beam Rods

Our choice of rods are the Genuine Manley 6.700 H-beam rods with ARP 2000 cap screws. The Manley H-beam rods are very high rated in the racing industry. They easily outrank most of the other common brands on the market.

Beware of no-name rods!

We have noticed some engine builders using low cost generic rods and crankshafts in their engines. These non-branded, (no-name) products are often poor quality in many ways. You will notice many of the low end engine builders fail to mention the actual brand of the rods or cranks used in their engines. 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. Besides the obvious issues such as incorrect sizing and machining that is difficult to correct, the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, could prove to be disastrous. Little can be done to verify this and nothing can be done to correct it. Failures of such critical parts will usually result in catastrophic damage to the engine. As you may have noticed, this is why we specify the brand name and series of every part used in our engines.

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.

Rod Sizing

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 kit with a proofed set of rods. This is an excellent choice for those wanting to build the engine on their own.

Piston Rings:

Total Seal High Performance Rings

Bearings:

King or Clevite brand bearings, depending on availability. Main and Rod bearings included.

Damper:

ATI Super Damper, SFI RATED, internal balance, 7.074"

The patented ATI Super Damper standard harmonic dampers are designed exclusively for high performance engines. Inner and outer shells are available in aluminum or steel, and contain a steel inertia weight.

The inertia weights have six (2-ring design) or eight (3-ring design) computer-machined grooves to retain the proper durometer O-rings (dyno tested for each application). Whether you race or just drive on the street, ATI harmonic dampers are the perfect choice.

Features include:

• Eliminates torsional crankshaft vibrations
• Exceeds SFI 18.1 specs
• Black zinc chromate finished
• OEM equipment on a variety of crate engines
• Tunable, re-buildable, and extremely efficient at all rpm
• Laser-engraved 360° timing marks

We have noticed others using a low grade knockoff brand damper, and we have encountered them in the past. They are substandard in appearance, and are often out of spec. The timing marks were also poorly marked on some of the balancers we have come across. You don't want a balancer coming off or one that is improperly weighted. Another problem with low grade dampers is the elastomer bonding can lose its adherence to the inner and outer structure.

Heavy Duty Flexplate

This flexplate will resist cracking. One good telltale in identifying a low quality 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 much thicker than an OE plate, and are either zinc dichromate or black powder coated. We would never use the thinner OE style plate on an assembly like this.

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.

Product Information

Recommended items