Now consider this: after possibl spending $125 on a crank regrind, what are you left with? Answer: Nothing more than a stock reground crank. For power levels above 300 hp and near continuous wide open throttle usage, check to see that there’s a well-defined radius in every journal corner. I’ve ground cranks with perfectly sized standard journals, but with what I considered too small a fillet radius, to 0.030 undersize for no other reason than to increase the fillet radius and hence reliability.

This is where 99 of 100 cranks break, and the bigger the radius, the smaller the chances of breakage. Why? Because it can be ground leaving larger fillet radii in the corners between journals and crank cheeks. A correctly reground crank can offer the racer a stronger part than a standard-size crank. But cranks don’t break through the journals. In this respect, has advantages Many racers are concerned about undersized crank journals, reasoning that the crank must be weaker. This will cost about $100 to $125 when done properly-ground with as large a fillet radius between the journal and the crank cheeks as possible. The cheapest is to have existing crank reground. It can be used confidently at power levels of 350 to 375 hp for early cranks to about 425 hp for one-piece rear main seal cranks. If the crank journals are out of tolerance, then you have some options. You can use the social sharing buttons to the left, or copy and paste the website link: SHARE THIS ARTICLE: Please feel free to share this post on Facebook / Twitter / Google+ or any automotive Forums or blogs you read. For a comprehensive guide on this entire subject you can visit this link: LEARN MORE ABOUT THIS BOOK HERE This Tech Tip is From the Full Book “ HOW TO BUILD MAX-PERFORMANCE CHEVY SMALL BLOCK ENGINES“. With that in mind, let’s look at our options. The key is obtaining cubes reliably at a price reflecting a limited budget. Correctly utilized, a crank with more stroke is cheap power, but if it breaks it will be expensive. Unless cubes are restricted by class limits, you shouldn’t use a crank of less than 3.48-inch stroke (stock 350). Remember that nothing smaller than 350 ci is worth building.

Depending upon your approach, the crankshaft of your small-block Chevy can be either one of the cheapest or the most expensive power products you’ll ever buy.

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