[Formulabruce]

Originally Posted by bird72

So THX to a great member here for a crank. Local machinist just did complete diagnosis that explained motor history. Bottom end was built 20+ yrs ago.

Bad align bore when 4 bolt caps added then.
Bad piston clearance ring to bore.
Result very bad crank scarring one spot and scuffed forged pistons. I used a Chevy racer machine shop guy in Oregon. Bonehead errors. Bad move I guess. I did hammer on that engine.

Good news is Matt's HO heads reported as "very nice".

Very happy with my machinists diligence. Block off to be align bored properly.

>> One thing to keep in mind that usually is NOT in the mind of a machinist is that when the Align bore takes place,( Its NOT a Chevy) The crank is often placed "higher" in the block, which isnt a big deal if you run a ROPE SEAL. If you run a IA 2 piece seal you should make SURE some work is done to Ensure the rough cast Seal grove is concentric to the crank. I have been down this road a couple times and had perfect running engines PISS out the rear main...Just a friendly heads up Good luck!!

[bird72]

For FYI original info I got from Cliff:

"455 Super Duty, no porting anyplace, zero decked/squared, Icon pistons on Eagle rods, stock #16 heads, stock intake, q-jet and stock manifolds. It cranked out 440hp/540tq on the dyno......

The cam is a custom grind, specs out at 284/296, 230/242 and 112LSA. Degree the intake at 108-109 for auto trans, 109-110 for stick shift cars. It’s got .361” lobes..."