To sum up what I am reading here:
Valve train;
Lighter is better, titanium retainers and keepers if the budget allows
Lighter valves if budget allows
Stiffer valve springs a must
stronger shaft blocks
Rotating assembly;
Longer rod puts pin higher in the piston for lighter piston
Lighter aluminum rods
slightly increase bearings tolerances for better oiling
good oiling system a must
Stronger main caps if budget allows
So why I am asking is this. My 69 RR Vert came to me with a damaged 528 Hemi. The damage was caused by probably more than one thing. Someone installed an F1 Procharger on it. Poorly tuned, and the engine not built for it. had 3 pistons with broken ring lands and pushing oil badly. That is my best guess as to why the Hemi broke.
I pulled it for rebuild. Wanting to lower the compression to run the Procharger is becoming a problem. It will need custom made pistons, and a very well thought out build. Keep in mind, this was in a convertible.
I am having second thoughts about building it for a Procharger and putting it back in this car. 800+ HP in in a convertible? You tell me?
So, last year I picked up a 75 motor home 440. Something to put in the car while the Hemi is out for rebuild. The 440 is freshened up with a basic rebuild, bearings and seals, opened ring gaps to the max on the chart that came with the rings. 452 heads with a good valve job and nice springs. I dont know the springs, but the heads had been redone in the past with a very nice valve job. ARP main cap bolts.
I have been running this engine with the Procharger turned down to 5 to 10 PSI by putting a 5" pulley on it. I have the FBO ignition box limiter set at 5200. It is not enough. The engine revs right to the limiter before the automatic trans can shift gears. I want to turn up the limiter to around 6000 maybe a bit higher. I dont know if the engine take it.
I am really thinking to build the Hemi back to a normal 10.5 ish compression and put it in something else.
Thoughts, ideas, concerns?