Well, Im throwing around the idea of a head and cam swap. With the stock CR being 9.5:1 what would happen to the CR with either the Edelbrock 6085 with 60cc chamber or the TFS 23* with 64 cc.
I thought I had heard that when going over to aluminum you should definately raise it up by .5-1.0 point.
I don't know what the size of the chamber is on the stock iron heads.
Oh, and the cam I'm thinking of is the CC XR269HR.

Bob

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350 TPI, 700R4(rebuilt), K&N's, MSD 6AL, Headers, Flowmaster, 160* stat, airfoil, MAF screens cut out. 13.88 @ 101.18 mph

 

When going with aluminum, you often run a much thicker head gasket. So take that into account when calculating your final compression.

I run 9.75:1 compression. (Edelbrock 6089) No problems.

Mark.

 

The stock cc is 64 on a 350, so with the trick flows it would be the same if you used the same thin factory gasket, but I wouldnt do that... probably be around 9.1, with the 60cc chamber it would be 9.9 with a thin gasket or 9.5 with a normal gasket.

Cam looks good, the TFS would probably work better if you want my .02

 

Stay on the conservative side of compression. The little bit of power you gain by going high on compression will be lost and then some if you have detontation problems with 93 octane. Unless you plan on running so type of booster at each fill up.

IM using the trickflows on my 406 with flat-top pistons and having to cut the timing alot in the chip to stay out of detonation.

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90 IROC
SuperRamed 406
Trickflow 23* heads

 

I second what MikeH said. When the engine builder and I were looking at pistons for my 355, we chose a certain SpeedPro piston with a slight dome that would've given me 10.4 compression with the 66cc combustion chambers (TF 23* heads with the CNC-ported chambers) and standard deck height. Well, the block had to be decked to zero (not that I minded, since it gives a smaller quench area for better combustion), which gave me 11.1 compression. I can't run over 26 degrees of total timing at WOT due to detonation, although I think I can get more by richening it up some. If I would've calculated the CR before the final assembly, I would've ordered different (flat-top) pistons.

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Greg Westphal
'87 IROC 355TPI/A4