I've just about finished the lifted Cherokee project and should be done within the next two weeks; it's my main funding for my rebuild and should bring in anywhere from $2500-3000 to help fund the build. Anyway, onto what I'm looking into getting! I'm looking to keep it as streetable as possible; compression will be anywhere from 10.3-10.6:1 depending on the deck height.

Going from a 463? to 496 (cylinder wall is nicked so it needs to get punched bigger than .040 anyway and my crank has some nicks in it) and having it clearanced for a 4.25 crank. The parts I'm looking at for the bottom end consist of the following (please look it over):
Scat Cast crankshaft (2 piece) 4.250"
http://www.summitracing.com/parts/SCA-945425/
Scat Forged I-beams 6.385"
http://www.summitracing.com/parts/SCA-26385/
CP Forged Pistons 4.130"
http://www.summitracing.com/parts/CNN-BBC5110060-8/
Clevite Main and Rod Bearings:
http://www.summitracing.com/parts/CLE-MS829P/
http://www.summitracing.com/parts/CLE-CB743P/ (x8)
Fel-Pro head gaskets:
https://www.patriot-performance.com/...tseller=Y&js=n (x2)
Undecided on the rings still. Open to suggestions!

For my top end I was originally going to run my peanut ports that are on the motor now and make a torque monster but now I'm thinking about investing in some aftermarket heads. I'm young so $17/hour only goes so far and I remember reading that the Patriot Freedom series flow great (although I've heard they are garbage quality) and for $1,400 it's a hell of a deal and it's within my budget.
This article builds a very streetable 496 with the Patriot heads that puts down 596HP/593?TQ fully dressed:
http://superchevy.automotive.com/983...r-rockers.html

I'm going to run retro-roller rockers:
http://www.summitracing.com/parts/CCA-854-16/

Obviously the Patriot heads (which brings me to my first concern):
Do I run .600" lift springs and follow the article or run .700" lift springs with bigger rockers? What kind of power gains will I really see from 1.7 to 1.8 and will it affect streetability?
https://www.patriot-performance.com/...&cat=33&page=1
https://www.patriot-performance.com/...&cat=33&page=1


And what would be a good streetable cam for this build? I'm looking to stay under a 3-3,500 RPM stall... leaning more towards 2,500.
The article used this cam:
http://www.autozone.com/autozone/acc...ntifier=894019

I figure I can do this for about 2-2.5 grand out of pocket after I sell the Jeep I plan on running a stock TH400 and 10 bolt until they let go. And I'm still undecided between a 3rd gen or Monte Carlo but I value a few members word's like gold on this forum so I figured I'd ask here.

 

Nobody?

 

I am considering a Stroker kit myself. Im using the iron heads that are ported & polished.
Cam will be very mild, staying between 2500 - 6500 power band for daily use.

Aluminum heads with .700 would be sweet!!
I like the " Top End " kits from Brodix & Patriot.

Our build will start with a 454 + .030, 4.25 crank, 6.385 H beam rods,
forged dome pistons.

If you do a thread or updates, I definatly will follow along. Ours will be next spring =(

 

We'll see how everything plays out, I'm looking for roughly the same power band. Patriot's top end kits don't seem very streetable. I think the rotating assembly I selected is good for about 6,500 RPM and right around 600 horse; after that I'd be looking at way more money for a forged crank.
I'm looking to get around the same power levels as that article with the stiffer springs and larger rockers.

 

I used Total seal rings on the last build 11 yrs ago.
This time, I'm going to use the gapless street // strip rings.

For rockers, I was thinking Compcams stock looking but roller tip.

 

I'm looking into using moly rings for the first time ever.
What's the advantage of gap-less rings? (I imagine a slower bleed down and less blow-by but I can't see it showing any true power gains; in fact I can only really see it showing more stress on the rings).

 

As for running .700 lift on the Patriot Heads. Check flow data on those heads first to be sure you don't go into stall at the higher lift. Any given port&valve will gain flow to a ceratin lift then actually lose flow(stall) above that lift point. To get the port to flow at higher lift generally requires further port work and possibly larger valves. If Super Chevy stayed at .600, they may have had good reason.

 

I would op for the forged crank. Why? 1 less thing to upgrade later. As for your heads, if you have the larger rockers, then if you pick these heads, you will have to get springs. The heads will like the aditional lift. Just make sure you have them completely checked out and water pressure tested to ensure there is no leaks or perosity issues. Should be a good street combo.

 

Alright thanks.
As for the lift on the Patriot heads; their bench flow shows these heads making power until .700". They stayed at .600" because they were trying to keep it as streetable as possible.

 

IDK if it would make a street performance diff using gapless rings.
Good point! 1 of the local guys used them in his 532(?) street 68 Camaro.