I've noticed a preponderance of 383's and I think I have the explanation why. It's the simple fact that "stroker" is just a cool word. Deep down I think everyone wants to be thought of as a "stroker"!. I personally choose to break from the pack. Look to the parts left over from the stroker projects to find the answer to the question you didn't ask. Take the 350 crank and 400 block left over from your buddy's "stroker" project, bore the 400 .030 over, drop in the 350 crank and rods with an off the shelf 400 piston and you have yourself a nice little 377. No need to clearance anything, better revability, better rod and bore to stroke ratios, etc. The cylinders are larger in diameter and this unshrouds the valves for better induction flow. The list goes on and on. So what if you give up a little torque if you're traction limited (street tires). Lemme' hear your comments.

Give me the revver any day.

A 377 is a good combination as well. What if one is not traction limited?

-StrokerX



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http://www.geocities.com/dmdirks/Automotive.html

For a big block, NOTHING beats the 3.760 stroke 396/427 crank.

Small block engines have the same need for stroke, but just waste a good crank by putting the 400 crank in some restricted bore slug of a 383. If you want to build the small block with 3.750 stroke, go the right route, make a 400/406, and quit messings around with tow truck slogger plug little child's toy engines.

Just purchased a 377 short block with a steel crank, pink rods, and forged pistons #L2467. Haven't done the math yet. Can anyone give me an estimate on CR with 64cc heads? The same pistons in a 400 are 10.92. Thanks.

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David
68 SS Camaro
72 Chevelle
73 Nova Hatchback

LoneStar68


According to me calculations w/ a .025 gasket and .025 deck the guestmation is between 11.5 to 12.0 compression.

71 Camairo

Moved to bench racing...