Yea, so theres a LONG story, but lets just lay out the facts, because I have A LOT of catching up to do, since I last spun wrenches...

Gotta 305 motor:
Casting # LOOKS like 14102058 but COULD be 14*02058.
Production stamp is K0829FAJ / CHF 305127

THE HEADS are stamped 354484 / D28

SO. I was told the motor came out of a 98 Chevy Truck, heads are off a 75 Monte Carlo and shaved .030 with a 110 Cam. NO OTHER MODIFICATIONS and NO IDEA how many miles are on it.
350 trans

Added ceramic exhaust rams horns with 2.5" collectors.
Added Sniper EFI
New radiator

NOW we're about to drop a Weiand 142 on it just for fun.

I DO NOT expect a **** ton of HP for lighting up the tires ( except scratching every now and then ) because it's in a 1934 Ford truck and I still need to redo the back brakes and widget power steering in there.
I've read a bunch of the other posts about 305's and poor flow. So, I think I'll build be a 350 while I wait for this one to wear out, and then swap them. Until then whaddya got for advice on keeping this thing together? Should I drop some 350 heads on it right away to drop the compression ratio?

 

That's a seriously oddball block #. Never seen that one. Doesn't too much matter though; a block is a block is a block is a block, pretty much, for any given bore dia. What would matter more is what crank is in it, and what the pistons are. If indeed it's a 305 block, then the small bore is the limit to its potential, regardless of the crank (stroke).

Heads are actually 354434. They were slightly larger chamber than the later 305s, with smaller intake valves; 1.72" if memory serves, where later ones were 1.84". All in all some of the worst heads ever. But with a blower, and on top of a 305, and in an application where max power isn't the goal to begin with, it doesn't matter near as much.

Might be a good idea to stick a borescope in a cyl and see what the pistons are. It'll be hard to tell about the deck clearance very accurately, which is a YYYYUUUUUJJJJJJJE influence on the REAL compression ratio. But to put it into perspective, if they're flat-tops with 4 valve reliefs, your compression will be right at 9:1 with those heads, if the deck clearance is the "nominal" "stock" .025". If the motor has been rebuilt, as it virtually certainly has been by the "CHF" machine-shop stamp on the deck, then the deck clearance is almost certainly .020" greater than that, in which case your CR will be closer to 8.6x:1. Probably not a problem for a "show" vehicle that won't get driven much.

Never heard of a "110" cam. Can't offer any useful opinions on that.

As long as it doesn't smoke and doesn't ping it'll probably be "good enough" for what you're doing. It'll kinda move the truck around.