I picked up a .030 over 340 block which the machine shop says needs to go to 4.080 to avoid piston slap. Here's a recipe I'm considering:
Stock stroke cast crankshaft,
steel I beam connecting rods,
4.080 D.S.S. forged flat top 4032 alloy pistons with valve reliefs zero-decked,
.051 compressed head gasket
Stock Magnum heads, measured at 64 cc chambers, with Hughes 1110 valve springs,
Hydraulic roller cam 270/278 Adv. 212/220 @ .050, .485/.506 gross lift on 110 LSA, 106 ICL,
Hydraulic roller retrofit lifters,
Nice pushrods,
Edelbrock Performer RPM airgap intake,
650-750 CFM Edelbrock carb,
Stock electronic ignition appropriately curved
Long tube 1-5/8" headers into cutouts/2.5" exhaust,
A904 with mild shift kit & +1 thin frictions and steels,
2500 stall A and A torque converter
3.23 sure grip in an 8 3/4 rearend
26" tall tire
Otherwise stock 67 4 door Dart
On paper this engine yields: 10.1:1 Static CR, 8.23:1 Dynamic CR, 167.57 PSI Dynamic Cranking Pressure, 138 Volume/Pressure Index
I want to: run pump gas, smoke tires from a dead stab, cruise at reasonable RPM for 60 MPH, have respectable 1/4 mile passes (would love to get in the 100mph club, but not required), not overheat in traffic running a mechanical fan and shroud on a 22" radiator, re-use many current in-use parts
Is the quench I will achieve adequate?
Is that kind of cranking pressure manageable?
What potential street/cruising reliability issues am I overlooking.