How bout a BGE or SRT block, SRT crank turned down and offset a hair for chevy 2.1 rods 6.25 in length bore .035 over for a total of 4.125 then use a short chevy 400 piston with my own valve notches... could be a cheap way to upgrade rods and pistons and gain 11 cubes at the same time as well as an easy zero deck for a nice little compresison/quench bump?

I realize it would need a very short compression height but you could poke it out of the block .020 and run an extra shim to get a little more thickness up there.

Basically you would be starting with a 485 HP motor and bumping a few cubes quench and compression just with the short block upgrade and a little port cleanup in the heads and a performance type VJ could make for a monster NA budget build. I am thinking of buying another 09 Ram with a bad cam 5.7 so I would have the better intake and could throw in some long tube headers.

Whats everyones thoughts on this?

If your going to the trouble of grinding a crank I say get as much as you can.
Honda journal and i THINK you could get 3.90 stroke out of a stock 6.4 crank.
Hemiup did a 6.1 and when to 3.79 IIRC.
So if my math is good a 3.90 crank should be doable.
The thing with G3 IMO is they like to rev but have nothing for rockers.
There is only so much lift you can use without going big a$$ on rockers.
Matt

I do have some 6.2" 1.85" aurora rods but they need a funky pin size .866 I think and that throws budget out the window when I got to get custom pistons. That would allow a 4.025 stroke in theory but an even shorter piston and would need a dish fit in it somehow to keep it pump gas friendly so very custom piston all around. My SRT crank has solid journals so it should still be strong enough I would think if I did choose the tiny journals and bigger offset. That would get me in the 430ish range though.

I already have the 6.25 chevy rods so for me at least it keeps the price down, not that they are very expensive anyhow being for a small block chevy and all. 1.10ish SBC pistons are pretty cheap and plentifull and so what if I end up with 2 extra valve notches or I maybe could just order a set sans valve releifs and add my own.

I dont think there is ever going to be an issue with the rockers as I would just run a stock SRT cam anyhow but they have proven themselves to work just fine with cams just over .600 witch gets into some very serious head flow range. Even the stock .577 SRT cam is reaching into some very good flow with a 6.4 6.2 head, heck even the eagle head is flowing very good at that lift.

SRP 259626 , SBC application , 1.15 comp height, they have enough material on the edge to take a Valve notch.
6.25 rods, and a 3.72 crank turned down to 2.1 and offset to 3.75 with above mentioned SRPs gives you a dry deck height of - .005 , after everything is taken up with oil clearances you get a wet assembly height of + .001-003 (depending on your rod and main bearing clearance) I used Cometic MLS gasket C5441-051, .051 compressed with a 4.12 bore, had to "massage it a bit for bore clearance...and yes It's running with approximately .048 Piston to head clearance.
This 400 CI G3 with 360CFM Eagles 2.125X7mm Titanium intake and 1.625 X7 MM exhaust valve (blows the budget part of the build) Comps 274 Edelbrock EFI intake had gone as fast as 9.75@135 in 3500lbs 69 Road runner, still had the 904 trans in it from it's 408 SBM days which lasted 6 runs, with a good 727 I would think it would run high 9s low 10s on a good day...will see come this spring.

I have had a 3.72 SRT 392 crank offset out to 3.82 using a 1.889 rod journal.
Eagle Rods 6250HJ with Manley 1.12 Pin height pistons , 407CI
Apache heads, 2.18 intake valve, .63X lift 26X @ 50..it runs good with a drag pack intake and a 1050CFM Dom.


I've ordered pistons with unmachined tops in the past for some of the LS builds I've done for the owners of my work, I have some J&Es here that are 4.125 bore Chevy slugs a few with 1.062 and 3 sets at 1.12.
I want to try and put a reverse G3 pattern in a set and see how they work.

If the NASCAR guys can run for a couple of hours flat out with 1.85" crankpins I can't see why you couldn't. If you went Honda journals at 1.889 then use Honda factory bearings. Larry Widmer says they have much more consistent measurements.

R.

Here's a Copy and Paste from a response I did on LX, not exactly budget but works well.

Stock 392 crank this way you don’t have to by a 58 tone wheel or spacer. Have the crank turned to 2.10 Rod journal.
Eagle CRS6300B3D 6.30 in C to C with a .927 Wrist pin
Pistons your choice as long as they have a Compression height of 1.09, word of caution here , if the deck height of the block is a true 9.25 ,dry assembly of this combo works out to a ZERO deck height, but real world wet assembly puts this combo at about +.003 deck height when clearances are taking up by oil film .
Did this combo last week,
Stock bore + re-hone 359CI with icon part # IC653c 3.918 bore and a .07 thick gasket yielded a 11.40 to 1 compression ratio , stock 392 non MDS cam and Edelbrock Intake 87MM BBK Eagle heads with 2.08 intake and 1.6 exhaust all I did was clean and polish the heads, 80 grit finish on the intake and 180 on the Exhaust, blended the cut from the 1.60 valve
477Hp@6200 ,465 Lbs @ 4400……..yes it’s close to stock 392 HP/TQ numbers.
Total cost not including the Intake manifold and head work was just shy of $2300 , crank and Cam were dealer sourced ,Rods Pistons and ARP Head studs were from CNC motorsports..
Heads were already done and intake was bought last year

I'm curious to what you pay to get a crank turned and balanced... I got one that a spun bearing took a lot of material from and not sure it's worth the hassle as I find 6.1 cranks for the cost they want to machine one around here.

I think the cut from 1.25 to 2.1 was $175, the Balance I'll have to get back to you Tuesday. I have to find the invoice and won't be around till Monday.