LT1 383 ASSEMBLY SCAT CRANK 5.7" RODS WISECO -12cc Dh 040 PISTONS 5.7" LT1
$1,695.00
Available
FULLY BALANCED
LT1
SBC CHEVY
383
STROKER ROTATING
ASSEMBLY WITH WISECO FORGED
-12cc
RD DISH TOP PISTONS.
4.040
BORE,
.040
OVER,
SCAT
BALANCED CRANK
SHAFT
5.7
SCAT COMPETITION RODS.
BALANCED IN HOUSE.
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IMPORTANT NOTE
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The picture above is a file photo. See the detailed info below for the actual pictures and items included in this assembly.
Fully balanced in house.
READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!
This assembly comes with a Scat crankshaft and 4340 Scat rods, Hasting or Mahle rings, King bearings, and a heavy duty 168 or 153 tooth flexplate. See our other listings for various piston bores in flat, dish, and dome style. Our LT1 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.
Important note:
The Gen 3 engines are 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 in 1998 and up Z28 Camaros, and in 1999 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.
This assembly will work in the LT1 engines. As a final note, this assembly is not compatible with the early model LT-1 engines used in some Corvettes in 1970-1971.
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We offer these assemblies in dish, dome, or flat top pistons, as well as in other bore sizes. See details below for the actual specs.
Crankshaft Specs.
- Crankshaft: Genuine Scat Balanced Neutral in the front for use in LT1 engines.
- Crankshaft Stroke: 3.750" for 383 engine builds.
- Crankshaft Material : Cast Nodular
- Journal Diameter: 350 Mains
- Rear Main Seal: 1pc RMS
- Rods: Genuine Scat Competition Rods
- Rod Type: Scat Pro Competition, I-beam, Bronze Bushed.
- Rod Length: 5.7 "
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 8740 7/16" Cap Screws.
- Pistons: Wiseco Fully Forged. High Performance for street/strip use.
- Piston Size: 4.040" ( .040 Over)(385 actual CID)
- Dome Volume: -12cc Dish Top RD. D-Cup
- Compression Height: 1.140
- Piston Material: Forged 2618 Aircraft Alloy
- Piston Rings: Mahle or Hasting moly, Reduced Tension Oil Ring
- Ring Size and Fit: 5/64 5/64 3/16 Drop-In
- Ring Material: Ductile Iron/Cast/Stainless/Moly
- Main Bearings: King MB557SI
- Rod Bearings: King CR807SI
- Balance: In House on CWT balancer.
- 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 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 highlighted in red the compression ratio for the bore size and piston volume of this assembly using several popular combustion chamber sizes.
Part Number |
Cylinder Head Volume |
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58cc |
64cc |
68cc |
72cc |
|
383 Assembly |
Static Compression Ratio |
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4.030 Bore |
10.95 |
10.25 |
9.83 |
9.45 |
4.040 Bore |
11.00 |
10.29 |
9.87 |
9.49 |
Listed below is a complete breakdown of all the parts that are included in this assembly.
Our custom made Wiseco pistons are rated very high in the street/strip performance industry. Wiseco normally offer several grades of pistons, starting with the lower grade Pro-Tru Street version made with 4032 forged alloy. The next level up would be the professional series that are much more expensive and made from 2618 aircraft alloy and have fully machined crowns rather than the as cast crowns that are on the Pro-Tru series. Our Wiseco pistons are custom made for us, and have both of these premium features, 2618 Alloy, and fully machined crowns. All premium grade forged pistons on the market have these two unique features and usually cost around $800-$1100 per set.
We have built approximately 8000 engines using the Wiseco pistons over the past 10 years. The engines have been for street rod and strip use. We have seen no problems, nor have there been any complaints. They are an excellent product in every respect.
Important note
Many customers have asked us what size they should bore their block at to allow for a proper piston to wall clearance. The required clearance is built into the piston already. For example if these pistons show a given size such as 4.030 then that is exactly what you will bore the block to. The actual size of the pistons when measured at the skirt, 1/2 inch above the tang will show to be approx. 4.026. The needed clearance is built in. Should you be using these pistons in a marine app. where the boat receives it's water from the lake, then an additional 1.5-2.0 thous. would be added to your final bore size, and some forced induction apps may also require a slight increase in bore size.
These pistons are totally suitable for use with mid level nitrous or blower setups. Extreme level builds that are making hp numbers in the 1000 hp range will require a set of custom made extreme duty pistons.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made pistons have a compression height that is .010 taller on bbc pistons, and .015 taller on sbc pistons, as compared to most all of the 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. .005-.010 off the deck surface of a virgin block to achieve a zero deck (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down .025. The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. Most all catalog pistons on the market require cutting the deck surface around .025 to achieve a zero deck. A zero deck is very important as it keeps the quench/squish zone at or near an optimal .040 distance. Be sure and let your machine shop know what the compression height is on these pistons before they machine your deck surface.
The pictures below are file photos of our Wiseco pistons. The picture on the right was taken with a bright flash and appears to have enhanced the machine marks. These marks are actually barely visible with the naked eye.
Scat Crankshaft.
The picture below is a generic file photo of a Scat crankshaft. You will receive the correct model packaged in the original Scat box.
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.
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.
Scat Connecting Rods
Genuine Scat Competition Bushed Rods with ARP 12 point 7/16" cap screws are now used in all of our rotating assemblies and 383 Stroker engines.
As seen the in close-up picture below, Scat Competition rods have a very solid build quality.
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.
The Scat Pro-Comp extreme duty I-beam rods should not be mistaken for ProComp rods. These rods are made exclusively by Scat, and have nothing to do with the ProComp company. The critical sizing and installation of the ARP cap screws is performed on a Sunnen machine in the USA by Scat Industries. These rods are excellent for those wanting the extra security offered by a rod with 7/16 ARP cap screws.
Take notice of the design of these rods. They are far superior to conventional style I-beam rods. We are now using this rod in all of our Stage 4 and up SBC engines. We also use this rod in our big block 540/555 engines, making approx. 700+hp
If you do a 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 horsepower levels, but also run at continuous RPM. Notice the general appearance in the pictures. These rods do look impressive. The style is reminiscent of a steel billet rod.
The fact that these rods are incredibly strong and well made, coupled with the fact they are light weight and offer better clearance than any H-Beam rod on the market, made it an easy decision to use them in all of our high horsepower street/strip engines.
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. Full base cams will require a considerable amount of clearancing. We strongly recommend using a reduce base cam with this assembly. Be sure to do a roll over test after installing each rod.
Genuine ARP 8740 cap screws.
You must clearance the rods if using a full base camshaft. If you purchase this assembly, we offer a rod to cam clearancing and sizing upgrade. See details in the lower section of this ad.
We now offer a special line of Comp cams for hyd. roller setups for street rod use. They all have a reduced base circle, (1.050). These cams do not require any cam to rod clearancing on virtually any type of rod used in a 383 or 406 engine. These cams do not cost any more than the large base circle cams, and do not require a special distributor gear. All of our sbc engines now use these cams. We have six to choose from, with numerous dyno reports. These cams are outstanding in performance compared to any of the other brands/profiles we have used in the past. We certainly like the idea of not having to grind into the rod body and bolt.
The picture with the blue pen pointing are how the rods appear from Scat. The other picture clearly shows the alteration that is required.
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. We do recommend the rod clearance and sizing upgrade for those lacking the equipment and knowledge to do this.
MAHLE or HASTINS RINGS DEPENDING ON AVAILABILITY, KING MAIN AND ROD BEARINGS INCLUDED.
HEAVY DUTY FLEXPLATE INCLUDED.
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. It is very important to let us know the tooth count that you require to accommodate your transmission. Some bell housings will not allow the use of a 168 tooth flexplate, and will require a 153 tooth size. We usually have both available at no extra cost.
WARNING: The crank has a dowel pin installed in it. You must align the flexplate or flywheel to the dowel pin. The assembly was balanced with this pin installed.
We offer premium grade Ram brand SFI Billet Steel flywheels for manual transmission use at an additional cost. See our other listings. This assembly includes a flexplate for automatic transmission use at no additional cost.
When choosing a flywheel for manual transmission use, be sure to know what tooth count you need. There are two sizes available, and it is of the utmost importance to select the flywheel that is correct for this assembly. There are several factors that must be addressed when choosing your correct flywheel. The tooth count must be correct. This is very important. There are two sizes available, and it is the bellhousing size on the transmission that determines this. Another important factor is if the assembly your purchasing is internally balanced often referred to as neutral balanced or if it is an externally balanced assembly, often referred to as externally balanced. All of our assembly ads will have this information in them. Big block and small block engines will also have a different bolt pattern in most cases. To sum it up, there are three important factors to look for when selecting the correct flywheel, tooth count, int. or ext bal. and whether or not you have a big block or small block engine. The Ram brand flywheels we offer are very high quality.
Our CWT 5500 Balancer.
We do our own balancing with our new state of the art CWT 5500 Series balancers . The CWT 5500 is the ultimate for precision balancing. We now have three of these in our machine shop. 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. A balance sheet is included with your assembly.
Three CWT balance machines under one roof is a rare sight.
Our crew wrapping up for the day. Pardon the mess.
Our thoughts on what the competition has to offer.
Many rotating assemblies we see on the market are not using the most suitable parts. We hope you can value the fact that we have put together an above average assembly. The failure rate with the parts used in our assembly is near non-existent. These are the same parts we use in our engine program. It was through trial and error in years past that taught us where to draw the line with low cost parts. We are out-priced by many others selling assemblies that include parts that have high failure rates. Many of these parts also pose a great problem with assembly due to the fact they require additional machining and can end up costing you a great deal more money and time. If you're going to have a machine shop build your engine, we strongly advise you get an opinion from them on the parts you're going to be bringing to them. Rest assured they will find no problem with the combination and quality of our parts. We have also seen sellers offering parts that are not compatible with what most people are building. The low grade flexplates are often a problem. Another area of concern would be balancing. Not sure how much attention these sellers are giving the assembly in this area. We spend up to two hours balancing an assembly, and using the very best up to date CWT balancing equipment on the market. If the assembly is not balanced properly, it will cost you horse power, and it can damage the bearings in the engine, not to mention there is nothing worse than an engine that lacks a smooth feel and sound when ran in the upper rpm range.
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.
Note: The upgrade prices below are subject to change. Refer to the actual upgrade listing for the exact price of these upgrades. The changes are usually very small if any.
SFI Certified Flexplate: Cost of this upgrade is $24.50, 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.
Crank polishing: Cost for the crank polishing upgrade is $39.50, 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.
Rod to cam clearance and sizing: Cost of this rod to cam clearancing and sizing upgrade is $89.50, We know exactly where and how much to cut the rods on our vertical milling machine 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.
We do the rod to cam clearancing on a vertical milling machine as pictured below as part of this upgrade. By doing this procedure on a milling machine the rods are cut precisely at the correct angle to clear the cam. This also keeps the amount removed identical on each rod. It would be very difficult to do this by hand on a grinder as is commonly done. After we clearance the rods on the milling machine we go over them on a wire brush machine to clean up the edges, and remove any stress risers. This is a very critical procedure. Those who lack the experience and choose to do this on their own risk destroying the rod and or the bolt, or at least removing too much material and weakening the rod and or bolt.
Race balancing: Cost of this race balancing upgrade is $125.00, 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.
ARP-2000 rod bolts: Cost of this ARP 2000 rod bolt upgrade is $89.50, 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.
Scat 4340 Forged Crank: Cost of this forged crank upgrade is $ 585.00, 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 HP 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 some of our other listings. They have the key words, "fully forged," in the title.
Some of these upgrades 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. Pricing of upgrades subject to change.
A note from Skip White, company president.
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. 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. This is our main competitive edge.
Skip White
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Attention Valued Customers!
When it comes to highly technical questions, our sales team at Skip White Performance might not always have the detailed answers you're looking for, especially on topics like installation procedures or tuning.
For those with detailed or specific questions, we strongly recommend checking out automotive forums and communities where these products are frequently discussed. These forums are a treasure trove of information and can provide the expert advice you need. Additionally, YouTube has countless tutorials and guides that walk you through the installation process and other technical details.
Please note: While we're here to provide top-notch products, we cannot be held responsible for any damage resulting from the use or installation of this product. Make sure to do your research and proceed with caution!
Thank you for choosing Skip White Performance!
Disclaimer
Skip White Performance is not liable for any collateral damage or incidental issues arising from the use or misuse of our products. High-performance parts are intended for experienced professionals and enthusiasts. Use at your own risk.Product Information
UPC | 333915780059 |
---|---|
Product Type | Shipped Product |
Price (excl. tax) | $1,695.00 |
Price (incl. tax) | $1,695.00 |
Tax | $0.00 |
Availability | Available |
Shipping Cost | 158.5 |
Number of reviews | 0 |
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