TKOPerformance wrote:

Stroked 460s usually went to 514 as I recall.  The difficulty as I recall is that the 385 series engines don't fit without shocktower mods.  Definitely cooler than the vanilla stroker SBF though. 

I guess for me it always came down to, "what am I gonna do with it?"  Show it, race it, or drive it.  Pretty tough to have a vehicle capable of doing any two properly...IMO.

BB

TKOPerformance wrote:

Stroked 460s usually went to 514 as I recall.  The difficulty as I recall is that the 385 series engines don't fit without shocktower mods.  Definitely cooler than the vanilla stroker SBF though. 

​Remember the Boss 429?  385 series engine with those huge hemi heads.  It was a beast.
 

lowercasesteve wrote:

TKOPerformance wrote:

Stroked 460s usually went to 514 as I recall.  The difficulty as I recall is that the 385 series engines don't fit without shocktower mods.  Definitely cooler than the vanilla stroker SBF though. 

​Remember the Boss 429?  385 series engine with those huge hemi heads.  It was a beast.
 

Provided you had the cam, intake and exhaust sorted out.  In stock form the Boss 429 was lackluster.  It wasn't built to be a street or track terror; it was built to homologate the engine for NASCAR racing.  I knew a guy in college who raced one.  He said stock it ran mid 14s.  Once he got hooked up with Holman and Moody and learned how to properly modify and prep the engine it lived up to its potential.

TKOPerformance wrote:

rpm wrote:

TKOPerformance wrote:

Definitely cooler than the vanilla stroker SBF though. 

When did stroking a sbf become vanilla?
 

Like 5-10 years ago when everyone who needed an engine rebuild starting building a stroker because it only cost like $1,000 more.  Once cheap stroker kits came out the shine wore off the whole thing. 
 

I dunno... still seems pretty shiny to me!

TKOPerformance wrote:

Michael H. wrote:

TKOPerformance wrote:

Like 5-10 years ago when everyone who needed an engine rebuild starting building a stroker because it only cost like $1,000 more.  Once cheap stroker kits came out the shine wore off the whole thing. 
 

I dunno... still seems pretty shiny to me!

Its better than stock displacement (unless that's paired with a blower or turbo).  Its just not shocking anymore.  30 years ago the only guys that had stroker motors were rich or serious.  They required custom cranks or welding and offset grinding, often paired with rod trickery (smaller journals, etc.).  20 years ago they started to become more commonplace as off the shelf cranks, rods, pistons, etc. became available, and offered in non-exotic materials.  Then shortly thereafter ready to run kits became available, already balanced, etc.  Today, expect for a restoration, if you were going to build an engine for any kind of performance use, so long as you budget can support the extra $1,000 I can't see why you wouldn't do it.

BUT, there are still strokers to be built from other engines like the FE, Cleavland, etc. that still peg the cool factor because fewer people even have those engines in stock displacement, let alone stroked.  They still peg the cool factor, whereas to me a SBF, SBC, etc. stroker just doesn't anymore.  I own two stroker SBFs and a stroker SBC so I'm not disparaging, just saying its not as bitchin as it used to be, or maybe the luster has worn off because I now own such engines so they can't be that cool because I can afford them...
 

Maybe you're just "rich-or-serious now"!?
6sal6
 

Last edited by 6sally6 (1/11/2018 5:41 PM)

6sally6 wrote:

TKOPerformance wrote:

Michael H. wrote:

I dunno... still seems pretty shiny to me!

Its better than stock displacement (unless that's paired with a blower or turbo).  Its just not shocking anymore.  30 years ago the only guys that had stroker motors were rich or serious.  They required custom cranks or welding and offset grinding, often paired with rod trickery (smaller journals, etc.).  20 years ago they started to become more commonplace as off the shelf cranks, rods, pistons, etc. became available, and offered in non-exotic materials.  Then shortly thereafter ready to run kits became available, already balanced, etc.  Today, expect for a restoration, if you were going to build an engine for any kind of performance use, so long as you budget can support the extra $1,000 I can't see why you wouldn't do it.

BUT, there are still strokers to be built from other engines like the FE, Cleavland, etc. that still peg the cool factor because fewer people even have those engines in stock displacement, let alone stroked.  They still peg the cool factor, whereas to me a SBF, SBC, etc. stroker just doesn't anymore.  I own two stroker SBFs and a stroker SBC so I'm not disparaging, just saying its not as bitchin as it used to be, or maybe the luster has worn off because I now own such engines so they can't be that cool because I can afford them...
 

Maybe you're just "rich-or-serious now"!?
6sal6
 

Then its serious, because if I'm rich we're all in trouble!
 

I remember reading in Pop Hot Rod about how this was done and made over 400 HP on 87 octane fuel! Used the MoPar rods I believe  and tricked out stock heads?!?! (Maybe?!) Anywho....they sure made it sound simple and bullet-proof.
Bob....tell me more about your "bro's"  set up and how it performs.
Looks like we are a little of topic butt.......also looks like we are the few that are on here, sooooo who's gonna complain?!
6sally6

MS wrote:

I plan to leave it a six...  How is that for vanilla?  All I want it to do is cruise around the hill country roads by the lake.  The exact same roads that rarely have speed limits exceeding 55 mph and seemingly ALWAYS have a Sheriff sitting around the next corner or over the next hill with his radar on.  And, since it already is equipped with a six, it will be really easy and cheap!  And Ramses said I could have the old 200 and 3-speed that came with the 68 coupe I sold him, both of which ran really well.

Plan for this car:
Nice paint and body
Nice original interior
Proper MustangSteve stance
8" disc brake rear end, any gear will work
11.2" 05-09 Mustang v6 front discs
Nice wheels and tires of conservative size
NO EXTRAS - keep it simple and easy to maintain
And, since it is a six, it has to have a REALLY QUIET MUFFLER to help drown out the six noises.
Power brakes
Doesn't need a top, as I will never put it up anyway.

Or, I might just sell it as is if anyone is interested.  Cheap!

Someone please bookmark, tab, file this "to do" list for comparison upon project completion date.........
 

red351 wrote:

I think what RPM said was a 400 crank in a Windsor 351. A 400 crank will fit the Windsor block, but after that you will be dam near broke trying to make it work.......

Possible, but they also made 351M engines, so hard to say.  The advantage to the M is tall deck height. 

rpm wrote:

red351 wrote:

I think what RPM said was a 400 crank in a Windsor 351. A 400 crank will fit the Windsor block, but after that you will be dam near broke trying to make it work.......

Thanks Red. That was a correct comprehensive reading of my post.
Wasn't gonna reply as I figured this thread had been run of track enough.

 

Before the day of all the kits, the way to 400+ cu in was to remachine 400M crank/rod journals and front snout to 351W specs.  Rods are Chrysler Co. of some sort.  Don't remember the pistons used, but with a +0.030 over bore, one got 408 cu in.  The flywheel flange is the same.  I believe the balance is the same too.  In those days there were no aluminum heads, so breathing required significant porting and you wanted 69-70 heads.  They were the best SBF heads of the time.

lowercasesteve wrote:

rpm wrote:

red351 wrote:

I think what RPM said was a 400 crank in a Windsor 351. A 400 crank will fit the Windsor block, but after that you will be dam near broke trying to make it work.......

Thanks Red. That was a correct comprehensive reading of my post.
Wasn't gonna reply as I figured this thread had been run of track enough.

 

Before the day of all the kits, the way to 400+ cu in was to remachine 400M crank/rod journals and front snout to 351W specs.  Rods are Chrysler Co. of some sort.  Don't remember the pistons used, but with a +0.030 over bore, one got 408 cu in.  The flywheel flange is the same.  I believe the balance is the same too.  In those days there were no aluminum heads, so breathing required significant porting and you wanted 69-70 heads.  They were the best SBF heads of the time.

Yes!  That's when it required trickery and ingenuity, and thus was cool!  Probably required a reduced base circle cam and custom length pushrods too to prevent rod to cam contact.  Aftermarket rods solved that problem by going to capscrews.

That guy's a genius.  Won the Hot Rod Engine Masters Challenge numerous times.  I always liked reading about his builds.  You'd see cutting edge theory put into practice to great effect. 

I realize that's a chebby, Don, but is that really a crank hanging out of the frontend?

BB