Mopower Garage

Published by Christopher J. Holley | Mopar History & Tech | January 2026

Here are the typical crankshaft centerline-to-camshaft centerline dimensions used in classic American small-block V8 engines (pushrod OHV designs) from the three major manufacturers:

Chevrolet Small-Block V8 (Gen I)

• Approximately ≈ 4.521 inches between crank CL and cam CL.
  • This is the distance in classic 262–400 SBC blocks for the camshaft positioned low in the block, driven by timing chain/gears.

Ford Small-Block V8 (Windsor family, e.g., 289/302/351W)

• Approximately ≈ 4.80 inches from crank CL to cam CL.
  • This is the common dimension cited in timing chain/timing set catalogs and Ford enthusiast references.

Mopar Small-Block V8 (LA / Magnum family)

• Approximately ≈ 6.125 inches from crank CL to cam CL.
  • Mopar “LA” small blocks (273/318/340/360) and later Magnum engines have a raised-cam location compared to Chevy/Ford, giving the camshaft a higher centerline in the block.

Notes & Context

• These measurements refer to installed camshaft centerline height relative to the crankshaft centerline — essentially how high the cam sits in the block. They are useful for timing set length, cam height clearance, and engine swaps.
• Mopar’s significantly higher cam position is why small-block Chrysler engines commonly use longer timing chains and have shorter pushrods relative to stroke compared with Chevy/Ford engines.
• Variations can occur with aftermarket blocks/raised-cam or modified front-drive systems; always verify with the specific block casting or machinist drawings for precise work.

Yes — the higher camshaft location in a Mopar small-block does make it easier to package a stroker crank, and that was one of Chrysler’s quiet long-term advantages in block architecture.

Here’s why, in practical engine-builder terms.

1. The Real Interference in a Stroker Is not the Block — It is the Cam

When you add stroke, the big end of the connecting rod swings closer to the camshaft tunnel at bottom dead center.

• In low-cam engines (Chevy SBC, Ford Windsor), the rod bolts are the first thing to hit the cam.
• That is why Chevy strokers often require:
  • Reduced base-circle cams
  • Small-journal cams
  • Narrow rod bolts
  • Extensive rod-to-cam grinding

2. Mopar’s Raised Cam = Built-In Rod Clearance

The Mopar LA/Magnum cam sits ~1.3–1.6 inches higher than a Chevy SBC.

What that buys you:

• More vertical separation between:
  • Crank throws
  • Rod big ends
  • Camshaft lobes
• Less rod-to-cam interference at longer strokes

Real-world effect:

• Mopar small-blocks routinely accept:
  • 4.00″ stroke with minimal cam clearance work
  • 4.125″ stroke with smart rod selection
• Chevy SBCs start fighting cam clearance hard above ~3.75–3.875″ stroke without compromises.

3. Why Mopars Rarely Need Reduced Base-Circle Cams

Because the cam is higher:

• You can often run a standard base-circle cam
• You get:
  • Better lobe rigidity
  • More aggressive profiles
  • Less valvetrain deflection

This is a big deal for durability in a street/strip engine.

4. Secondary Benefits for a Stroker Mopar

Shorter pushrods (relative to deck height)

• Improved valvetrain stability
• Less flex at high RPM

Better rod angularity options

• Especially when paired with longer rods
• Helps piston dwell and cylinder fill

More room for counterweights

• Less grinding at the pan rails and cam tunnel

5. Tradeoffs (Because Nothing’s Free)

The raised cam does come with costs:

• Longer timing chain
  • Slightly more chain stretch
  • Why gear drives were popular in Mopars
• Taller lifter angles
  • More side-loading on lifter bores
• Packaging
  • Wider block
  • Intake manifold geometry is different than SBC/Ford

But none of these offset the stroker advantage.

6. Bottom Line (Builder’s Answer)

Yes — the Mopar’s higher camshaft location absolutely makes it easier to fit a stroker crank.

It:

• Reduces rod-to-cam interference
• Preserves camshaft lobe size
• Simplifies clearancing
• Improves durability at long stroke

This is one of the reasons 408, 416, 422, and even 434 cubic-inch Mopar small-blocks became so common without extreme compromises — while Chevy had to engineer around the cam being in the way.