From what I can tell: Crank part number is 3851528, but the closest thing to that number on mortech is 39515290 which makes this a 400, cast, large journal, 3.75" crank Pistons part number is L2352. I found that they are TRW forged pistons with .030 overbore. Piston top .083cc dish with 4 valve relief. Rods seems to just be stock 5.7" rods that have been xrayed. The balancer and flexplate are stock replacements also. This has been balanced. The price will be negotiable. If you are interested shoot me a price and we can go from there. Thanks

 

Those pistons arent for 5.7 rod with a stock 400 3.75 inch crank.

 

well then maybe you can help me figure it all out. I said that they seem to be 5.7 stock rods. I bought this motor and I have researched what I can. I am mainly relying on the info that the guy gave me when i bought it. I wish I knew exactly what it is so that I would know exactly what to ask for. I am now just wanting to get rid of this to pay bills off.

 

I just got off the phone with jegs. He told me that they are speed pro forged pistons and that they would be used in conjuction with 5.7 rod.

 

so whats the price?

 

$400 shipped. that is everything. crank, rods, piston, balancer, flexplate.

 

$350 or someone make an offer

 

hey buddy, i think your information is wrong. i think thats a 377 rotating assembly. i think its a 350 crank, and 377 pistons w/ a 5.7 rod.

 

I don't believe it is. I have checked with jegs and the guy I was buying it from again. And both say the setup is a 406.

 

Are these the pistons...

http://store.summitracing.com/defaul...=egnsearch.asp


Make CHEVROLET
Engine Type V8
Liter 6.6
CID 400
Engine Size 6.6L/400
Beginning Year 1970
Ending Year 1980
Engine Family Chevy small block Gen I
Rod Length (in) 5.700
Stroke (in) 3.480
Application Notes Destroked to 378 cu. in. using 350 cu. in. crankshaft. Deck clearance: 0.010 in. Skirt clearance: 0.0050 in. Weight: 620g. Approximate compression ratios: 9.27:1 with 64cc, 8.93:1 with 68cc, 8.62:1 with 72cc, and 8.33:1 with 76cc head.



That would make more sense since im almost POSITIVE that that crank is a 350 crank.

 

That is the piston. The number on the crank is 3951529. That is a 400 crank. Not to say that the gentleman I bought this off of has the wrong rod on the piston or whatever. Or for that matter maybe I mearsured the rod wrong in a hurry. It might be a 5.565 rod. It all seemed to work fine together when we were taking it apart and turning.

 

I wish I could get it all figured out. Maybe that is why no one wants to buy it b/c it doesn't make sense. I bought the motor for the block anyway. by the time I sold everything off of it. I had $50 in a 511 casting 400 block with 4 bolt mains. It wasn't a bad deal, but I have had trouble getting it all listed correctly. I am going to the garage now to recheck a couple things.

 

no problem man, i was just trying to help you figure it out.

 

I appreciate it. I will get back on here when I measure the rod again.

 

i think those pistons can be used with a 5.7 rod,350 crank for a 377 or use the 400 crank and the 5.565 rods for a 406. i've been researching pistons for my 400 build up.

 

correct, i still beleive thats a 350 crank thoguh, lol.

 

And the survey says....They are indeed a 5.565" rod. I measured them in a hurry.

 

Do I have any interest in these at all?

 

how low will ya go? lol

 

i might buy the pistons and rods if you'll seperate.

 

ill buy the whole thing if you go low enough

 

You make me an offer cause I am already looking at 250 to me after I ship. If you don't to low, it's sold. I would like to see at least 200 for the parts and then shipping.

 

Not to be rude or anything . . . but a 3.750" stroke crank will take a 350 to 383 Cubic inches (If also bored .030 over). Rod length and pistons do not effect the CID, the stroke of the crank iand bore dimensions are the only thing that deterime CID.

 

the change in the stroke from the 350 crank to the 400 crank is what is changing the cubic inches. you have to use the different rods so the piston won't go too high up the bore and hit the head