![]() The FEs best days in SK were short lived and never were all that great, mostly due to shear numbers of boats that were FE powered in SK. Using readily available passenger car cranks was much cheaper and they were pretty bullet proof.Įverything about building a 394 FE was expensive compared to the 392 hemi, and by the time they had them running with the hemis, the 396 chevy was taking over. ![]() Plus the pistons were a custom order deal and not cheap at all. Buying a new truck crank back then was not a cheap deal, and then you had to have the snout cut down. One hiccup in buying a 361 from a wrecking yard for it's crank is that not all 361 cranks were forged, where all 391 cranks were. When they did use a steel truck crank, it was the 361. I still have 2 352 cast cranks that were used in a SK, as well as the brand new, never ran steel, crossed drilled crank that came out of the crate engine that was built into a 394 (397. Not to mention the hordes of marathon wins with the 406s, and they held up just fine, and the 352 crank is much stronger than both the 428 and 406 cranks. Lot of 428 CJs out there making more power and spinning more Rs than a 60s de-stroked SK engine ever did. The cast cranks hold fine at that cubic inch and HP they were making. All low rise and early hi rise FEs had cast cranks, non cross drilled cranks. You are assuming they were side oilers and hi rise or even med rise, or that hi risers even had steel cranks to begin with. Depended on the year the engine was built.
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