SBC CHEVY 421 ROTATING ASSEMBLY SCAT 4340 CRANK & RODS -16cc Dh. 4.155 400 MAINS

FULLY BALANCED SBC 421 ASSEMBLY WITH WISECO RACING. FORGED PISTONS 4.155 BORE. 16cc RD D-CUP DISH, SCAT 4340 FORGED 3.875 STROKE CRANKSHAFT & 6.0 RODS FITS SBC 2 PC REAR MAIN SEAL BLOCKS WITH 400 MAINS. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company.

There is only one Skip White. Our official company name is Skip White Performance. Please see the article in the lower part of this ad for a more detailed explanation.

The picture above is a file photo. See the detailed info below for the actual pictures and items included in this assembly.

This assembly may be used in a gm 400 block. If you need this assembly to accommodate a block with 350 main journals, we do offer it in our other listings. This setup uses our Scat 6 inch Competition Series rods and premium Wiseco pistons made from 2618 alloy.

The rings that are supplied with the pistons are the Mahle 1.5, 1.5, 3.0mm. The Wiseco Racing Pistons have a fully machined crown/top. We offer these assemblies with dish or flat top pistons, as well as other bore sizes. See details below for the actual specs.

Be sure of the size you need! Rear Main Seal: 2 pc RMS. Connecting Rod Type: Pro-Competion Series with ARP Cap Screws.

Connecting Rod Size: 6.000. Connecting Rod Material: Forged 4340 Steel. Pistons: Wiseco Fully Forged High Performance. Piston Size: 4.155 (421 actual CID). Dome Volume: -16cc RD Dish.

Piston Material: Forged 2618 Aircraft Alloy. Piston Rings: Mahle High Performance. Ring Size: 1.5 1.5 3.0mm. Balance: In House on CWT balancer. Damper: Pro-Race brand 6.75. Flexplate: 168 tooth heavy duty; 153 tooth is available. The calculations below assume your pistons are at zero deck. Let's say your compression calculates out to be 11.36, 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 approx. 11.23 and if left. 010 in the hole, then it would drop to approx. 11.09 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 used a 4.200 head gasket diameter, and a.

040 head gasket thickness in our calculations to come up with our comp. The Wiseco forged pistons are rated very high in the street/strip performance industry. Are made using the 2618 aircraft alloy and have fully machined crowns. Most lower cost forged pistons on the market do not use this alloy, and they do not have fully machined crowns.

We prefer the 2618 alloy over the lower cost 4032 alloy. This alloy may fragment from the effects of detonation and if this happens, it can be very destructive to the engine. The 4032 forged alloy pistons are fine for stock or mild engine builds, but should never be used in carbureted engines built to high horse power levels. The forged 2618 alloy piston is 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 pistons have a compression height that is. 010 taller on bbc pistons, and.

015 taller on sbc pistons, as compared to most all of the 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 (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down.

The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. Most all catalog pistons on the market require cutting the deck surface around. 025 to achieve a zero deck.

A zero deck is very important as it keeps the quench/squish zone at or near an optimal. Be sure and let your machine shop know what the compression height is on these pistons before they machine your deck surface. 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.

We have built approximately 5000 engines using the Wiseco forged pistons. The engines have been for street rod and strip use. We have seen no problems, nor have 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 picture below is a file photo of our Wiseco pistons. The picture was taken with a bright flash and appears to have enhanced the machine marks.

These marks are actually barely visible with the naked eye. The picture below is a generic file photo of a Scat crankshaft. You will receive the correct model packaged in the original Scat box. Some of the benefits of the Scat crankshaft supplied with this assembly.

The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are 25% stronger than stock OEM cast cranks and are the best value you will ever find.

The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing. This crank is suitable for use up to approx. 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 6 inch 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. Full base cams will require a considerable amount of clearancing. We strongly recommend using a reduce base cam with this assembly.

Be sure to do a roll over test after installing each rod. We now offer a special line of Comp cams for hyd. Roller setups for street rod use. They all have a reduced base circle, (1.050). These cams require much less clearancing as compared to a full base cam. These cams do not cost any more than the large base circle cams, and do not require a special distributor gear. All of our sbc engines now use these cams. We have six to choose from, with numerous dyno reports. These cams are outstanding in performance compared to any of the other brands/profiles we have used in the past. We certainly like the idea of not having to grind into the rod body and bolt. Genuine ARP 8740 cap screws. 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. 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 PLASMA MOLY RING SET INCLUDED. KING HP MAIN AND ROD BEARINGS.

Pro Race Brand harmonic damper, 6.75 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. Damper failure rates are much higher on engines using a non-sfi damper coupled with hp ratings exceeding 450 and turn 5600 rpm or higher. We strongly recommend our upgrade SFI damper. See our upgrade list 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.

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. This is due to the fact that Clevite A series bearings use a slightly harder aluminum alloy. We have these Clevite bearing upgrades featured in our other listings. Rod to cam clearance and sizing: We know exactly where and how much to cut the rods on our vertical milling machine for correct cam clearance, and 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. The clearancing we will do assumes the use of a reduced base cam. We do not recommend a full base circle cam in this assembly. We do the rod to cam clearancing on a vertical milling machine as pictured below as part of this upgrade.

By doing this procedure on a milling machine the rods are cut precisely at the correct angle to clear the cam. This also keeps the amount removed identical on each rod. It would be very difficult to do this by hand on a grinder as is commonly done. After we clearance the rods on the milling machine we go over them on a wire brush machine to clean up the edges, and remove any stress risers.

This is a very critical procedure. Those who lack the experience and choose to do this on their own risk destroying the rod and or the bolt, or at least removing too much material and weakening the rod and or bolt. 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. 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. H-Beam rods will require the use of a reduced base circle cam.

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.

Some of these upgrades 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 you're 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. Pricing of upgrades subject to change. 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.

Please see the article below for a more detailed explanation. I'm sure many of you have noticed there are 2 high performance engine builders in Kingsport, TN with similar names, and this has led to a great amount of confusion.

We are Skip White Performance, NOT White Performance and Machine. Many customers looking for us online inadvertently find them, thinking we are the same company. There is no connection between the two companies. We don't have a problem with free enterprise (competition).

However, when the competition builds their foundation on such things as a name similarity and their supposedly long history of being in business, then we think it's about time we set the record straight. We have owned White Performance since 2003, with the exception of the machine shop, which was owned by Fred White at the time. Due to their limited production capability and many disagreements about the engine building process and workmanship, we opted to open a full scale machine shop of our own. Fred White began competing against us even though our contract had a no compete clause in it. As our business grew, we opened a second, much larger warehouse around 2011, located on Brookside Ln.

At this point we were well established as the number one street rod engine building in the nation. Due to the name similarity, many people looking for us mistakenly contacted Fred's shop. The problem continues to this day and the new owners of Fred's shop reap the benefits from this confusion between the two shops. Fortunately we stay plenty busy throughout the year, but a new problem has come up. Were getting calls nearly on a daily basis from people that realize there are two shops in this town with very similar names and complain of serious problems in getting their engine in a timely manner from them.

Due to the confusion, there is an increasing amount of negative talk that is starting to reflect on our reputation within the street rod community, when in fact we have a near perfect reputation in this industry. All in all, we have been in this business 16 years.

By putting heart and soul in this company, we have become the number one street rod engine builder in the country. Skip White's passion has been owning and building street rods for 47 years on a personal level. The knowledge he has gained over time has allowed him to venture into this business and succeed to a very high level. This investor lacks any knowledge of this industry. They continue to use the White Performance & Machine name.

Fred White is no longer associated with the company in any way. The great pretenders continue capitalizing from our success, but as mentioned, have been degrading our reputation. We have become the largest street rod engine builder and supplier of rotating assemblies in the nation. Now you know the real story, and we hope this helps with the confusion. 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 "SBC CHEVY 421 ROTATING ASSEMBLY SCAT 4340 CRANK & RODS -16cc Dh. 4.155 400 MAINS" is in sale since Saturday, April 1, 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.

Brand: SCAT, WISECO, MAHLE, KING
Manufacturer Part Number: RA-511A3-190-400 MAINS
Interchange Part Number: CHEVY 421 STROKER
Part Brand: SCAT, WISECO, MAHLE KING