Here is the Stroker Crank ready to be re-installed into the 427 cubic inch Windsor currently residing in our Black Thunder '67 Bronco. Prior to this, the crank was ground down by debris (namely California quick sand) from the 1998 Top Truck Challenge put on by Four Wheeler Magazine. Taking out nearly .004" on the power side of the rod journals, left little option of repair. However, there was one choice that would not only allow stock bearing sizes to be retained, but also make the crank better than ever!

Crankshaft Specialists laid down a .005" layer of hard industrial chrome, thus bringing the crank back to original tolerance, as well as preparing the surface for near indestructible service. Boasting a Rockwell 63 hardness, this now "file-hard" crank will not only grind the sand into a pulp, but also reduce oil temperatures as well. Special Vandervell NASCAR bearings are used to compliment the crank's new-found attributes, and "this" time, things will be different. Notice the very generous chamfers on the oil holes and the ultra-fine finish of the rod and main journals. The cross drilling of the crank can be seen on the mains, which also assist in improved high rpm/high load oiling needs. The crank originally began it's life in a 400 Ford, before entering it's new machined presence as a Stroker.

This is one of the rod and piston assemblies out of Black Thunder's 427 Windsor Stroker. Shown here after 4 years of rough service, and after ingesting nearly a half a pound of sand through the intake at the 1998 Four Wheeler Magazine Top Truck Challenge in California. Even after all this, the engine still never burned any oil, despite completely ravaging the Plasma-Ceramic rings. This well used piston is dimensionally correct, and will be used over again, with only a light scuffing to bring back some of the oil retaining surfaces on the skirt. One of the advantages of 'over building' for the application.

The above photo illustrates the odd appearing oiling holes which are drilled partway directly into the piston skirt, just below the oil ring land. This insures a guaranteed controlled oiling of the critical skirt area of a stroker motor.

The above right photo clearly shows piston wrist pin entering oil ring land area. A special oil ring support rail needs to be used under the oil rig to keep it from being distorted.

To the right, a forged "H" beam rod still needed to be further clearanced at the shoulder, in order to clear the camshaft when it nears TDC. Only extremely long stroked versions of the Windsor experience this. Note that the bolt itself was also ground at an angle, therefore requiring it stay with the rod it was originally matched with to wind up in the same position when torqued.