BBC 496 SCAT ROTATING ASSEMBLY WISECO FLAT TOP FORGED PISTONS 496+FT-4.310-2pc

FULLY BALANCED BBC CHEVY 496 ROTATING ASSEMBLY WITH WISECO FORGED -3cc FLAT TOP PISTONS. 4.310 BORE X 4.250 STROKE. SC AT OR EAGLE BALANCED CRANKSHAFT, SCAT 6.385 COMPETITION RODS. FITS 2 PC REAR MAIN SEAL BLOCKS. The picture above is a file photo. See the detailed info below for the actual pictures and items included in this assembly. This assembly comes with a Scat or Eagle crankshaft and 4340 Scat rods, Mahle moly rings, King bearings, and a heavy duty 168 or 153 tooth flexplate and a Pro-Race brand damper. See details 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.

We offer these assemblies in 1 pc rms. Dish, dome or flat top pistons, as well as other bore sizes. See details below for the actual specs. Crankshaft: Scat or Eagle depending on availability. Crankshaft Material: Cast Nodular Steel.

Forged 4340 crank available as an upgrade. Rear Main Seal: 2 pc RMS. Rod Type: Scat Pro-Competition, I-beam, Bronze Bushed. Rod Material: Forged 4340 Alloy. Rod Bolt/Cap Screw: ARP 8740 Cap Screws.

High Performance for street/strip use. Dome Volume: -3cc Flat Top. Piston Material: Forged 2618 Aircraft Alloy. Piston Rings: Mahle Moly, Standard Tension.

Ring Size and Fit: 5/64 5/64 3/16 Drop In. Bearing, Damper, and Flexplate Specs. Balance: In House on CWT balancer.

Damper: Pro-Race brand 7.0. Flexplate: Heavy Duty 168 tooth or 153 tooth. The calculations below assume your pistons are at zero deck.

Let's say your compression calculates out to be 10.50 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 10.40, and if left. 010 in the hole, then it would drop to approx. 10.30 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 have provided the compression ratio for the bore size and piston volume of this assembly using several popular combustion chamber sizes.

Listed below is a complete breakdown of all the parts that are included in this assembly. WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONE OF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY. The Wiseco fully forged pistons are rated very high in the street/strip performance industry.

They offer several price levels of pistons, starting with the Pro-Tru Street version made with 4032 forged alloy. The next level up would be the Pro-Tru series that are much more expensive and made from 2618 aircraft alloy. Our custom made Wiseco pistons are very close in comparison to the premium series as they are made using the 2618 aircraft alloy.

Some engine builders use the non-forged hypereutectic pistons, and we find them to be very risky for any carbureted street rod engine. We would not even consider using such pistons. If the pistons are non-forged or forged 4032 alloy, they may fragment from the effects of detonation. This can then allow the connecting rod to destroy the block, crank, and cylinder head. Those types of pistons are fine for stock or very mild engine builds, but should never be used in carbureted engines built to high horse power levels.

These type of pistons, especially the hypereutectic version, will not stand much detonation. The forged 2618 alloy piston is so much more resistant to the effects of detonation, and heat.

Our Wiseco Forged pistons are custom designed with an increase in compression height. Here are a few facts about compression height and deck height. Our custom made Wiseco pistons have a compression height that is. 010 taller than nearly all 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. This also allows for future deck re-surfacing and still not ending too far below stock deck height.

Leaving the deck on your block thick makes for a stronger block that resists flexing and also runs cooler, as the deck thickness has a lot to do with the dissipation of heat. Blocks with decks cut down to any great amount are also prone to cracking. This is why our pistons are designed to sit flush, (zero deck) at. 010 below stock deck height.

Since nearly all bbc catalog pistons on the market sit. 020 below the surface of a virgin block, the only way to achieve a zero deck using such pistons would be to cut. 020 off the deck surface. This compromises the integrity of the block, in our opinion.

Should you decide to leave the block deck higher up, using such pistons creates a new issue of having a very poor quench/squish zone. The only way you could really take advantage of a catalog piston is by having a block that needs to or has already been butchered down to 9.780 deck height. Having the piston sitting flush with the deck is very desirable, regardless of the fact that your overall compression ratio is slightly higher than if it were sitting below the deck. We have found that 95% of our customers are using a virgin block or a block that is close to stock deck height. This is why we have designed our pistons to have a taller compression height.

On very rare occasions, you may end up with a block that has the piston out of the hole by a few thousandths and this not a problem at all. Most head gaskets are approx.

040 thick, and should you end up with a quench zone of. 035, then that is ok. If the quench zone ends up below. 035, then there are plenty of. 050 thick head gaskets on the market. One more benefit to this is that most machine shops charge much more to deck a block down from stock deck height to 9.780 than they would to do a light cleanup, and that's all that's needed when using our Wiseco pistons. Another good feature about our pistons having a taller compression height is that the ring land above the top ring is much stronger by being.

When pistons encounter the effects of detonation, it is not uncommon to see pistons with the ring land above the top ring broken off. The thicker ring land also makes a better heat sink. You may have noticed that our Wiseco custom made forged pistons are referred to as Racing Pistons on the package. This does not mean that the pistons are for racing only.

This is a generic term, referring to their ability to be used in high performance applications as well as for street rod use. These pistons are perfectly designed for use on the street, as well as for medium to upper level drag racing. Our custom made Wiseco forged pistons are made from 2618 aircraft alloy.

We find this alloy to be much more suitable for high performance engines than the common 4032 forged alloy. You will usually see the higher end pistons on the market using 2618 aircraft alloy. Why go with 2618 forged pistons?

If you encounter certain tuning issues, detonation is highly probable, and its effects can cause severe damage to your engine. The 2618 forged piston is able to withstand the damaging effects from detonation to a higher degree than the lower cost 4032 forged pistons, especially non-forged hypereutectic pistons such as Speed Pro or Keith Black, and many others.

Our Wiseco forged pistons will clear most any valve size on the market with ease even with the use of large lift cams. We have built approximately 3500 engines using the Wiseco pistons.

The engines have been for street rod and strip use. We have seen no problems, nor has there been any complaints. They are an excellent product in every respect.

These pistons are also suitable for use with nitrous or blower setups. For the slight increase in cost, this is the best value on the market. The pictures below are file photos of our Wiseco pistons. The picture below is a generic file photo.

You will receive the correct crankshaft. This assembly comes with a cast nodular steel crankshaft. We offer the 4340 forged crankshaft as an upgrade. See the upgrade list in the lower portion of this ad. 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. Our choice of rods are the SCAT COMPETITION SERIES rods with ARP-8740 cap screws. 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. 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. We have noticed some sellers using generic rods and crankshafts in their rotating assemblies. These non-branded (no-name) rods and cranks are often poor quality in many ways.

You will notice many sellers fail to mention the actual brand of these products. Upon further investigation, you will find such parts not to be a branded name product. They may label these parts with a name, but one that is totally unrecognizable in the industry. Our experience in years past with such rods and cranks has been disappointing, to say the least. Failures of such critical parts in your engine may result in catastrophic damage.

Machine shops are sometimes able to correct some of the problems with these low quality rods and cranks, but at great expense to the customer. As for the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, little can be done to verify this and nothing can be done to correct it. As you may have noticed, this is why we specify the name brand and series of every part used in our assemblies. Genuine ARP 8740 cap screws. Many of the inferior "no-name" rods on the market will also have "no-name" rod bolts in them.

We have seen these bolts before, and they are very low quality. They don't have ARP's rolled thread design, and they don't torque down with the same characteristics as a genuine ARP bolt.

It's not just a matter of having a different brand bolt in the rods; these bolts are low quality in many ways. They have been known to fail in engines to a much greater degree than a high quality rod bolt, and this failure usually causes catastrophic damage in the engine. Beware of rods that don't mention the rod bolt brand. As far as we're concerned, ARP bolts are the only brand we would ever use or accept in a set of rods. 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 kit with a proofed set of rods. This is an excellent choice for those wanting to build the engine on their own. MAHLE MOLY RING SET INCLUDED.

THIS IS UNDOUBTEDLY THE BEST RING SET MADE FOR THESE PISTONS. Mahle ring sets feature standard ring end gaps (drop-in) for easy installation. Pro Race Brand harmonic damper, 7.0 diameter, included.

These are very high quality items. We have noticed others using a low grade knockoff brand damper/balancer, and we have encountered them in the past. They are substandard in appearance, and are often out of spec. The timing marks were also poorly marked on some of the balancers we have come across. You don't want a balancer coming off or one that is improperly weighted.

Another problem with low grade dampers is the elastomer bonding can lose its adherence to the inner and outer structure. This problem is referred to as a slipped damper. We have only encountered this once in 10 years with the Pro-Race brand dampers. NOTE: Damper failure rates are much higher on engines using a non-sfi damper coupled with hp ratings exceeding 500 and turning 5600 rpm or higher. We strongly recommend upgrading to a SFI damper for those running hard.

On this upgrade in the "Upgrades" section below. We know of several competitors including these balancers with rotating assemblies. The ProStreet brand is far superior to most any we have ever seen. They were once known as a knockoff product, and have become one the best values on the market, without comprising quality whatsoever.

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. We do offer this assembly with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.

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 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. 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.

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 dampers and 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 ugrade listing for the exact price of these upgrades. The changes are usually very small if any. SFI Certified Flexplate: 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. SFI Rated Billet Steel flywheel upgrade/option for manual transmission. Upgrade to a SFI billet steel flywheel 168-tooth or 153-tooth for manual transmissions. We highly recommend the SFI billet steel flywheel for those running hard. These are fully cnc'd and far superior in many ways compared to the regular cast iron flywheel. There will be a Chevy 153 tooth and a Chevy 168 tooth size available. Be sure you know the size you need. SFI damper: Offers an extreme level of safety against breakage, and is very resistant against slippage of the elastomer damping material. SFI dampers are not only made from a better grade of steel, they are also constructed differently and have a much better appearance. They usually last much longer than a non-SFI damper.

Many drag strips require this on engines producing high horse power levels. The SFI certification is laser etched into the side. Damper failure rates are much higher on engines using a non-sfi damper coupled with hp ratings exceeding 500 and turning 5600 rpm or higher. Crank polishing: 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.

Clevite Bearings: We find the Clevite bearings to be a somewhat better product overall. Clevite is what we now use in all of our engines.

This is not to say that King bearings are faulty in any way, but under certain conditions, we have seen fewer problems develop with Clevite bearings during break-in. We have these Clevite bearing upgrades featured in our other listings. Rod sizing: 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.

Race balancing: 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.

Scat H-Beam Rods: Recommended for those running hard. The Scat Competition rods that come with this assembly are sufficient for most street rod uses, but the Scat H-beam rods will most likely offer more security against rod breakage under hard use.

ARP-2000 rod bolts: 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 and this upgrade is only available with the Competition rod upgrade.

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 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 our other listings. They have the key words, "fully forged, " in the title.

The upgrades above are all available in our other listings. Some of these 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 youâre 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. 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. We are a volume sales based company. Our profit is based on sheer volume, with a very low markup.

This is our main competitive edge. The RGA number must be included on the return label. Even though you may have explained the problem to us, and been granted permission to return the product, we must have a written explanation and a contact number included with the product. It is also recommended that you include the name of the person from our company that you have been in contact with. Following these guidelines will make the return process work as it should.

If you are in a 3 day zone, and your package leaves on a Thursday, you should receive it on the following Tuesday. The item "BBC 496 SCAT ROTATING ASSEMBLY WISECO FLAT TOP FORGED PISTONS 496+FT-4.310-2pc" is in sale since Tuesday, June 6, 2017.

This item is in the category "eBay Motors\Parts & Accessories\Car & Truck Parts\Engines & Components\Engine Rebuilding Kits". The seller is "skipwhite" and is located in Kingsport, Tennessee. This item can be shipped worldwide.

Manufacturer Part Number: RA-443A6-500
Brand: Scat Wiseco EAGLE
Warranty: Yes