240 @ .050 your 460 probably has less than 8 to 1 compression, thats why it was sluggish on the bottom with the cam.

 

Yeah, I don't know. my 460 makes 152-156 psi cranking compression on all cylinders. That is as high as any pump gas motor I have ever tested. My boss has a BBC that he said is in the 12.5:1 CR though and even with a big race cam, he only cranks over @ 175 psi. I was looking into something like a isky 270 magnum or like a comp 274 I think, I found some other grinds as well, I think Howards makes a grind that is llike 267 but has bigger lift, like 586 or so maybe, (I am recalling this from memory). What would happen if I increase rocker arm ratio to 1.75:1, bad or OK? would it help feed this longer stroke, within parameters of intake and headers?

 

From a 1.73 to a 1.75 rocker it will pick the lift up less than .010 not worth the effort.

 

Awesome. I am smarter by the minute. I sure appreciate the help and am still looking into all options, like procomp heads, TFS, and edelbrock. I still have a delimma, I want to use the heads on my current 460 on my 545, but I don't want the truck to be down for that long. I just want to do an engine swap and be back on the road, well there is no way for me to do that, I need to check pushrod length, rocker geometry, and order parts. I don't see it happening in less than a few weeks for parts delivery and so-on. I am not in the mood to spend more on my 2nd set of D3s to get the pedestals machined, and milled, and port work to make what I feel is an adequate head, valve springs as well. I figure I may just quit fighting it and shoot for a TFS or edelbrock or procomp and just put it together, prob now is I believe, edelbrock is either low compression or way high compression combustion chambers, Pro comp is same, and TFS is cobra jet stuff I believe, but how muck work is entailed by doing a port match on my performer rpm for CJ ports?

 

If you were going to run the d3's, an edelbrock with 95cc chambers will give similar compression. D3VE heads are semi-open chamber w/95cc volume (approximate).

 

I have been doing lots and lots of reading on what will work. I think I will be in the~ 9.5:1 with the 95cc chamber, And I am coming up with 11.3:1 with 72 cc heads. I think this will work with aluminum on pump gas at my 6000 elevation. I can't figure what the guy that put all this stroker stuff was going to do, I know it was going in a 79 f150 short box 4x4 with a c6, and converted to 1 ton axles (I was told) but why would he build the big stroker with >10:1 CR and un ported Iron heads? Towing? I bet it would make torque off idle, but I think it would be done by 3000 rpm. Not much fun to me. I want it to run!

 

so what happened? i got a eagle stroker crank and a 460 i want to build a 545 out of it for it.

 

I built it up with a429 castings, and a comp split pattern flat tappet, It was an absolute animal, I think way too radical for street use myself. just an absolute nightmare. burnt bands in the c6, warped steels in the drums, ripped the sprag from the custom made furnace brazed converter, spit the driveline from the rear twice, blew up a set of warn front 60 hubs, and sent the ring and pinion through the cover in the back once. Those engines need to go in a car and go to the strip. Our drive trains arent meant for that. build one and you quickly realize that it is not a force to be reckoned with.

 

blew a few bearings out of the np 205 and finally torqued so hard after some timing recurve and carb tuning that it broke a c6 bell housing. This was a pump gas build at 6000 feet elevation. At sea level, good luck. If you think that thing owns a gas station now, you will own a parts house by the time you are sick of it.

 

that sounds exactly what im lookin for.