Jay, do you have any install pics from when you had this kit? I feel kinda dumb asking, but I'm trying to figure out the orientation of the caliper brackets.

Thanks for the info guys. I don't usually put too much faith in the pictures, because most of the time they are just stock photos anyway. And Jay, summit shows another version with aluminum calipers, but it's backordered and I'm not sure how much weight it would save over the regular calipers. Thanks again.

X2 on what Brent says. I'm building a similar 445, with a slightly bigger solid roller, planning to spin it to almost 7k, and I doubt it will get to 600 hp.

Think about the hemi chamber and how a piston must meet it in order to get high compression.
now think about how the flame will move vs with a really nice closed chamber.
Plus to make such a big dome in a piston makes it heavy.

but otherwise, yeah, stuff massive air into hemi chamber..... but at a cost, it aint 1964.

What about a nice flattop or small dish in a SOHC package? I think that would lend itself perfectly to a boost friendly compression ratio, coupled with all that head flow would make a sweet package. I just really would love to see a turbocharged SOHC, I can always dream right? lol.

Sorry to resurrect an old thread, but I'm about to start ordering parts for this thing, and I've got some more questions. The static compression ratio that I'm coming up with for my planned combo is coming out to 10.87:1. Is this too high for pump gas? (91/93 octane). I know that until I cc everything and blueprint the engine, I won't have an exact CR number, but I'm just trying to get a good idea for now. I know that with the right cam I can get the DCR numbers to the "right" levels for pump gas, but it seems like everyone on some of the other engine forums has a different opinion on whether or not DCR is something is be concerned with or not. Any help would be appreciated and for anyone who wants to double check my calculations, I've listed the combo below. Also, JamesonRacing, you said your street Fairlane is at 11:1, just curious as to what fuel you're running.

The tentative parts list:
.030 over 390 block milled for zero deck
Survival stroker kit, 4.25 in crank, 6.7in rods, 1.330 in compression thickness flat top pistons with 6cc valve reliefs
.041 in compressed thickness head gasket 4.400 in bore
Survival heads Nominal 76cc chamber

I've heard you'll get the most accurate reading with the bung in one of the primary pipes. The only downside is that you're only seeing a reading from one cylinder rather than the whole bank.

The small block Motown with 9.5 deck , 351 Cleveland mains,  4 bolt steel caps, 9.5 deck, one piece rear seal and completely redesigned oiling ( not just modified). Also thicker deck , rails, walls, webbing,  jackets and Siamesed bores. All that bang for $2700.00 bucks. The best Pond has a lot less for three times more. Even the same block in a 460 is less than $4000,00. That is very reasonable for a true race block that can handle about anything you throw at it without block fill. I fully agree that Dart, World, or even Ford Performance can make a good part that is reasonably priced. That was my point exactly, so much more could be done for a whole lot less than $8000.00 bucks in a FE Block.

Exactly, if FE blocks were cheaper, I'd definitely be building a 482+ rather than a 445. I hate being stuck with a 4.080 bore. It's a vicious circle though, Dart, etc. doesn't build FE blocks probably because of low demand compared to a sbf or bbf, but in turn, less people build FE's because there are fewer options for parts suppliers, and those few options cost significantly more.

I still don't consider $3600 a good deal for a block, when you can get dart sbf blocks for $2600. Not that I'd abandon an FE to build a lame Windsor, but I'm just saying.