Sign up now to join the JEGS email newsletter and be the first to learn about new products, special deals and e-mail only offers!
Formula For Cubic Inches From Number Of Cylinders, Bore Size, And Stroke Length
When determining the size of an engine, you need to know the number of cylinders, the bore, and the stroke.
The formula for finding the size is
D = (π/4)B²SN.
D = displacement (CID), π (pie) = 3.14159, B=bore, S=stroke, and N=number of cylinders.
For example, with a bore of 4.00, a stroke of 3.48, and 8 cylinders, begin substituting the letters for the numbers in the formula:
(3.14159/4) x (4 squared or 4x4) x 3.48 x 8
Then refine further: (0.786) x (16) x 3.48 x 8 = 349.84, or 350 cubic inches when rounded up.
Engine Size Calculator
(leave the field blank for the dimension you want to find)
Bore Diameter (in inches):
Crankshaft Stroke (in inches):
Number of Cylinders:
CID:
Calculate:
Converting CID to Liters and Liters to CID
To convert cubic inches to liters, divide the cubic inches by 61. While, "61.0237441" is the exact number to divide by but in most cases it will not affect the conversion enough to change the rounded size.
For example, a 350 cubic inch engine to liters is 350/61 = 5.737, rounded down to 5.7 liters.
To convert liters to CID, multiply the liters by 61 (or 61.0237441). For example 5.7 x 61 = 347.7 (technically 348 CID, but rounded up to 350 CID by the manufacturer.)
Engine CID/Liter Conversion Calculator
(leave the field blank for the dimension you want to find)
CID:
Liters:
Calculate:
Engine Cubic Inch Chart For Bore And Stroke Of GM, Ford, And Mopar Engines
| Manufacturer | CID | Liters | # of Cylinders | Bore (inch) | Stroke(inch) | |
| AMC | 304 | 5.0 | 8 | 3.750 | 3.438 | |
| AMC | 360 | 5.9 | 8 | 4.080 | 3.438 | |
| AMC | 390 | 6.4 | 8 | 4.166 | 3.570 | |
| AMC | 401 | 6.6 | 8 | 4.165 | 3.680 | |
| Buick | 215 | 3.5 | 8 | 3.500 | 2.800 | |
| Buick | 231 | 3.8 | 6 | 3.800 | 3.400 | |
| Buick | 252 | 4.1 | 6 | 3.965 | 3.400 | |
| Buick | 350 | 5.7 | 8 | 3.800 | 3.850 | |
| Buick | 455 | 7.5 | 8 | 4.312 | 3.900 | |
| Chevy | 173 | 2.8 | 6 | 3.504 | 2.992 | |
| Chevy | 200 | 3.3 | 6 | 3.500 | 3.480 | |
| Chevy | 229 | 3.8 | 6 | 3.736 | 3.480 | |
| Chevy | 230 | 3.8 | 6 | 3.875 | 3.250 | |
| Chevy | 250 | 4.1 | 6 | 3.875 | 3.531 | |
| Chevy | 262 | 4.3 | 6 | 4.000 | 3.480 | |
| Chevy | 283 | 4.6 | 8 | 3.875 | 3.000 | |
| Chevy | 302 | 4.9 | 8 | 4.000 | 3.000 | |
| Chevy | 305 | 5.0 | 8 | 3.736 | 3.480 | |
| Chevy | 307 | 5.0 | 8 | 3.875 | 3.250 | |
| Chevy | 327 | 5.3 | 8 | 4.000 | 3.250 | |
| Chevy | 345 | 5.6 | 8 | 3.897 | 3.620 | |
| Chevy | 350 | 5.7 | 8 | 4.000 | 3.480 | |
| Chevy | 355 | 5.8 | 8 | 4.030 | 3.480 | |
| Chevy | 360 | 5.9 | 8 | 4.060 | 3.480 | |
| Chevy | 366 | 6.0 | 8 | 3.935 | 3.750 | |
| Chevy | 377 | 6.2 | 8 | 4.155 | 3.480 | |
| Chevy | 383 | 6.3 | 8 | 4.030 | 3.750 | |
| Chevy | 383 | 6.3 | 8 | 4.185 | 3.480 | |
| Chevy | 388 | 6.3 | 8 | 4.060 | 3.750 | |
| Chevy | 396 | 6.5 | 8 | 4.094 | 3.766 | |
| Chevy | 400 | 6.6 | 8 | 4.125 | 3.750 | |
| Chevy | 402 | 6.6 | 8 | 4.125 | 3.766 | |
| Chevy | 406 | 6.6 | 8 | 4.155 | 3.750 | |
| Chevy | 409 | 6.7 | 8 | 4.312 | 3.500 | |
| Chevy | 427 | 7.0 | 8 | 4.250 | 3.766 | |
| Chevy | 434 | 7.1 | 8 | 4.155 | 4.000 | |
| Chevy | 454 | 7.4 | 8 | 4.250 | 4.000 | |
| Chevy | 461 | 7.5 | 8 | 4.155 | 4.250 | |
| Chevy | 502 | 8.2 | 8 | 4.466 | 4.000 | |
| Chevy | 580 | 9.5 | 8 | 4.526 | 4.500 | |
| Chevy | 580 | 9.5 | 8 | 4.466 | 4.625 | |
| Chevy | 588 | 9.6 | 8 | 4.500 | 4.625 | |
| Chevy | 589 | 9.7 | 8 | 4.566 | 4.500 | |
| Chevy | 627 | 10.3 | 8 | 4.466 | 5.000 | |
| Chevy | 636 | 10.4 | 8 | 4.500 | 5.000 | |
| Chrysler | 170 | 2.8 | 6 | 3.400 | 3.125 | |
| Chrysler | 181 | 3.0 | 6 | 3.587 | 2.992 | |
| Chrysler | 198 | 3.2 | 6 | 3.400 | 3.640 | |
| Chrysler | 201 | 3.3 | 6 | 3.661 | 3.188 | |
| Chrysler | 225 | 3.7 | 6 | 3.400 | 4.120 | |
| Chrysler | 238 | 3.9 | 6 | 3.910 | 3.310 | |
| Chrysler | 273 | 4.5 | 8 | 3.630 | 3.310 | |
| Chrysler | 318 | 5.2 | 8 | 3.910 | 3.313 | |
| Chrysler | 340 | 5.6 | 8 | 4.040 | 3.313 | |
| Chrysler | 360 | 5.9 | 8 | 4.000 | 3.578 | |
| Chrysler | 383 | 6.3 | 8 | 4.100 | 3.650 | |
| Chrysler | 383 | 6.3 | 8 | 4.250 | 3.375 | |
| Chrysler | 392 | 6.4 | 8 | 4.000 | 3.900 | |
| Chrysler | 400 | 6.6 | 8 | 4.342 | 3.375 | |
| Chrysler | 400 | 6.6 | 8 | 4.040 | 3.900 | |
| Chrysler | 409 | 6.7 | 8 | 4.250 | 3.600 | |
| Chrysler | 409 | 6.7 | 8 | 4.040 | 4.000 | |
| Chrysler | 413 | 6.7 | 8 | 4.180 | 3.750 | |
| Chrysler | 420 | 6.9 | 8 | 4.100 | 4.000 | |
| Chrysler | 426 | 7.0 | 8 | 4.250 | 3.750 | |
| Chrysler | 440 | 7.2 | 8 | 4.320 | 3.750 | |
| Chrysler | 444 | 7.3 | 8 | 4.342 | 3.750 | |
| Chrysler | 488 | 8.0 | 10 | 4.000 | 3.578 | |
| Chrysler | 511 | 8.4 | 8 | 4.250 | 4.500 | |
| Chrysler | 528 | 8.6 | 8 | 4.320 | 4.500 | |
| Chrysler | 539 | 8.8 | 8 | 4.250 | 4.750 | |
| Chrysler | 542 | 8.9 | 8 | 4.380 | 4.500 | |
| Chrysler | 560 | 8.2 | 8 | 4.445 | 4.500 | |
| Chrysler | 563 | 9.2 | 8 | 4.342 | 4.375 | |
| Ford | 122 | 2.0 | 4 | 3.575 | 3.029 | |
| Ford | 140 | 2.3 | 4 | 3.780 | 3.130 | |
| Ford | 232 | 3.8 | 6 | 96.8mm | 86mm | |
| Ford | 281 | 4.6 | 8 | 3.550 | 3.542 | |
| Ford | 289 | 4.7 | 8 | 4.000 | 2.870 | |
| Ford | 300 | 4.9 | 6 | 4.000 | 3.980 | |
| Ford | 302 | 5.0 | 8 | 4.000 | 3.000 | |
| Ford | 306 | 5.0 | 8 | 4.030 | 3.000 | |
| Ford | 347 | 5.7 | 8 | 4.030 | 3.400 | |
| Ford | 347 | 5.69 | 8 | 4.030 | 3.400 | |
| Ford | 351 | 5.8 | 8 | 4.000 | 3.500 | |
| Ford | 354 | 5.8 | 8 | 4.030 | 3.400 | |
| Ford | 360 | 5.9 | 8 | 4.050 | 3.500 | |
| Ford | 390 | 6.4 | 8 | 4.050 | 3.781 | |
| Ford | 400 | 6.6 | 8 | 4.000 | 4.000 | |
| Ford | 408 | 6.7 | 8 | 4.030 | 4.000 | |
| Ford | 418 | 6.8 | 8 | 4.030 | 4.100 | |
| Ford | 418 | 6.9 | 8 | 4.030 | 4.100 | |
| Ford | 421 | 6.9 | 8 | 4.030 | 4.125 | |
| Ford | 427 | 7.0 | 8 | 4.234 | 3.781 | |
| Ford | 428 | 7.0 | 8 | 4.130 | 3.980 | |
| Ford | 429 | 7.0 | 8 | 4.360 | 3.590 | |
| Ford | 454 | 7.4 | 8 | 4.125 | 4.250 | |
| Ford | 460 | 7.5 | 8 | 4.360 | 3.850 | |
| Ford | 514 | 8.4 | 8 | 4.390 | 4.250 | |
| Oldsmobile | 307 | 5.0 | 8 | 3.800 | 3.385 | |
| Oldsmobile | 330 | 5.4 | 8 | 3.938 | 3.385 | |
| Oldsmobile | 350 | 5.7 | 8 | 4.057 | 3.385 | |
| Oldsmobile | 403 | 6.6 | 8 | 4.351 | 3.385 | |
| Oldsmobile | 425 | 7.0 | 8 | 4.125 | 3.98 | |
| Oldsmobile | 455 | 7.5 | 8 | 4.125 | 4.25 | |
| Pontiac | 151 | 2.5 | 4 | 4.000 | 3.000 | |
| Pontiac | 301 | 4.9 | 8 | 4.000 | 3.000 | |
| Pontiac | 326 | 5.3 | 8 | 3.719 | 3.750 | |
| Pontiac | 350 | 5.7 | 8 | 3.875 | 3.750 | |
| Pontiac | 389 | 6.4 | 8 | 4.062 | 3.750 | |
| Pontiac | 400 | 6.6 | 8 | 4.120 | 3.750 | |
| Pontiac | 428 | 7.0 | 8 | 4.120 | 4.000 | |
| Pontiac | 455 | 7.5 | 8 | 4.151 | 4.210 |
2 responses to “Cubic Inch To Bore / Stroke Chart For GM, Ford, And Mopar V8 Engines”
-
Hi, I have a 307 SBC engine that is due for a rebuild. Want to keep this block as numbers matching but would like to look at economical options of increasing output as well as reliability.
Only going to used for street.
What kit(s) do you recommend?
Cheers, Alastair.-
Hi Alastair, thanks for sharing your plans for that 307. It’s great that you’re keeping the numbers-matching block, and you can absolutely wake it up while keeping things street-friendly and reliable. Since JEGS doesn’t sell complete rebuild kits with every single part included, you’ll want to piece together your build using individual high-quality components that complement each other.
For a mild street rebuild focused on reliability and a noticeable bump in power, start with forged or hypereutectic pistons from a brand like Speed Pro or Icon, depending on your compression goals. Pair that with a cast or forged crankshaft and a set of performance connecting rods from Scat or Eagle—both make great budget-friendly rotating assemblies that can handle a healthy increase in power over stock.
Since the 307’s stock heads are restrictive, one of the biggest upgrades you can make is to go with aftermarket cylinder heads from Dart or Edelbrock. Even an entry-level aluminum head will give you better airflow and efficiency, which translates directly into more torque and horsepower.
For the camshaft, something in the mild performance hydraulic flat tappet range would be perfect—something with good street manners, improved midrange torque, and compatible with your stock converter and gearing. Pair that with a dual-plane aluminum intake and a 600–650 CFM carburetor, and you’ll have a dependable, fun street engine that still looks original under the hood.
If you’d like to go over your build goals in more detail and have help picking the exact parts to make it all work together, give our tech specialists a call at 1-800-345-4545. They can walk you through options for rotating assemblies, cam and valvetrain combinations, and supporting parts that’ll get you the best results for your budget.
-
Leave a Reply