Because we have a big Prime One rod swinging away on a Prime One stroker crank, the bottoms of the cylinders need to be clearanced (or "notched"). This ensures that there is no metal-on-metal contact at 8,000 rpm. | 
The Pro Power stroker kits are not balanced, so your machinist will have to do this job. Having a high-performance engine internally balanced is the key to high-rpm horsepower and survivability. The crank-journal counterweights help the McQuillen Racing crew determine where the Mallory metal needs to be added for a perfectly balanced crank. | 
Here's a close-up look at the drill press and where it will remove crank material to be replaced with the heavier metal. |
Chris showed us how the counterweights are bolted to the crank. Each weight is based on measurements taken from the exact piston-and-rod combination that will later be bolted to the crank. | 
Scottie gently guides the stroker crank into position. Be sure not to bump any of the studs on the crank-that would be bad. | 
With the crank in position, the main caps can be installed. |
"Breaking the rods" is a technique used to remove the stock rod caps from the rod. They are factory torqued and machined in place, so there can be a lot of load on the rod caps. | 
Chris file-fits the rings to the pistons. At about this time, McQullen's guys started pulling out all the trick tools you don't usually see in an ordinary engine shop. File-fit rings are fairly standard, and you should make sure they're part of your engine build. | 
The Comp Cams camshaft Carl chose for this combination is PN 35-426-8. It's a performance hydraulic-roller that specs out to 0.555/0.576-inch lift with a 236/242 duration at 0.050. It offers good low-rpm power with a broad torque band-ideal for a 500-horse street engine. |
As delivered, Frank's stroker kit, which includes flat-top pistons, retails for $1,549. Pro Power also has 383ci (3.750 inch stroke x 4.030-inch bore) and 408ci (4.000-inch stroke x 4.030-inch bore) at the same price with flat-top pistons. Each of these kits is available with dished pistons for an additional $50. While our kit is externally balanced, Dale had new internally balanced crankshafts available for an additional $100. "Now, with all that said," Dale hypothesized, "I believe that Franky's requirements could be achieved easily at a more affordable price with any of the above lower-price kits, but my choice would be the street/strip kit because of the unique dual-valve-relief Prime One forged pistons. This gives a flexible combo for head fitment and a super-strong custom-type piston to handle nitrous down the road. Typically, you would see a stock block fail before you broke rods and/or cranks in a kit of this level."