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Also you have to measure it to see what CC you are at now before you can even begin to think about it. And measure how far down your pistons are currently.
Without doing that you are kind of shooting in the dark and you could get lucky, or you could end up with an engine that pings all the time and isn't happy without octane booster.
I've already advised this...especially with regards to shooting in the dark on the actual SCR. Without doing that you are kind of shooting in the dark and you could get lucky, or you could end up with an engine that pings all the time and isn't happy without octane booster.
He's running all race so he's shooting for a 9.5:1+ DCR, which is fine on 110 leaded or the race fuels (C16)...
Either way he can't go too far below 36 cc in an earlier head (I know that I have one that is 38 cc and on the thicker deck of the peanut plug head at that thick of a cut it's a less than .010 before the coolant passages start to get 'wider'/ and the deck won't be much more than paper. I've seen one head that was 32 cc in the chamber...it won't take another cut ever again...(it was being used as a door stop in the machine shop...).
Until he does the measurement on the deck height he can't tell the machine shop what to shoot for anyway...so he's stuck until he does it
so he can help us help him. (Would suck if the rebuilt block had dished pistons and his deck height would have to come down to make up for it.)
-D.Idiot
When I was blindly going for compression with stock-type pistons I had .100" taken off the block and head both. With Ford 300 valves, home porting and a relatively mild cam (Oregon 819) it ran rather well. I should have measured the combustion chamber volume so I could calculate the compression ratio. This was in my road racing '66 Dart and I burned 100 octane low lead aviation fuel. It probably would have been fine on 92 octane pump gas, but we didn't put hard seats in the head.
