SCAT vs Eagle 393 crankshafts

OK, here is an issue that has been beat to death. Since I am now much closer in building my 393 (with 351W rods), I am looking for some feedback on the above mentioned cranks. Their info is a bit loose and does not give a recommended max RPM or HP level (9000 series crank for the SCAT or the Eagle eqivalent). 7000 RPM is my utmost max RPM. Any input from some real world experiences??? Thanks...

SCAT HANDS DOWN!!!!!!!!!!!!!!!! Run a 9,000 series in a circle track, actually its the FASTEST one on the track right now, sure its a chevy and its a "secret" unordinary combo but the crank takes 6,000 through turns to 6,800 rpm on straights constant for 10 minutes at a time with NO issues. Got another one in a 408 cleveland, 7,100 shift point, again no issues. Eagle stuff i've never used but ever notice how you always see reground brand new eagle cranks for sale??? Check out CNC-MOTORSPORTS they got tens of them on there on clearance at a time cut undersize on rods or mains, or both. My scat stuff at the worst needs a .001 under on one side of the bearing to tighten them up where i want them, but they'd probably be fine as is.

I only sell SCAT cranks and rods, and I have NEVER had an issue with qualitly control. I use the SCAT cast 9000 cranks in every engine up to 675 HP, and 7500 RPM. One thing here though, why are you making a 393 size engine ?? A 408 will make MORE power and the cost is EXACTLY the same. I NEVER build 393 stuff. Think about it.
JOE SHERMAN RACING ENGINES

yep,scat all the way and Joe is way right 408 is the way to go, a 408 make more power and low end, you would think a 393 would rev more but the 408 does. The difference between a 393 kit and a 408 kit (of the same quality) is little to none also you have better compression ratio choices with a 408.

Why build a 408 when a 418 makes more power. Why build a 418 when a 427 makes more power? Why build a 221 when a 557 makes more power?

i wont argue that the scat crank insnt better , but i have a 3.850 eagle crank and it is a good piece im making more than 650 hp with nitrous , i dont think anyone will argue that the stock rods will fail before that crank will , and i beive that the stock block will fail before the crank will also,

if the prices are comparable go with the scat but if you can get the eagle cheaper dont feel bad about it ,

one more thing to consider , i have heard the scat cranks are easier to balance so it may save you a few bucks there.

Originally Posted by leethal72

Why build a 408 when a 418 makes more power. Why build a 418 when a 427 makes more power? Why build a 221 when a 557 makes more power?

becouse i think it has to do with that money stuff

OK, I can understand the logic for "building it bigger', but like most, BUDGET, BUDGET, BUDGET. I already have everything else including a set of Eagle H-beam rods that are stock length for a 351W and from what I understand, there is little to no block modification as compared to a 408. The only things I don't have is the pistons and crank. If I was paying someone to do it, I'd go 418+.

i also have eagle stuff never had a problem. not saying scat is junk but i think they are equal. i know guys going in the 8's with both. seems most east coast guys run eagle and west coast scat.

Originally Posted by k718cougar

OK, I can understand the logic for "building it bigger', but like most, BUDGET, BUDGET, BUDGET. I already have everything else including a set of Eagle H-beam rods that are stock length for a 351W and from what I understand, there is little to no block modification as compared to a 408. The only things I don't have is the pistons and crank. If I was paying someone to do it, I'd go 418+.

The amount of block modification depends more on the exact componants used than the size of the engine(to a point)..My 408 required almost no modification at all..It required a little grinding at the oil pump mount(which is standard for all 351 strokers I believe) and I had to grind a little off of my HV oil pump...Thats it!..No clearancing of the cylinder wall or the oil pan rail...The key is the connecting rods..Mine were the Premium Scat I beams with Capscrew bolts which gives it a nice round profile on the bottom..The length was 6.2 so no problem with piston skirt to crank clearance either.