A while back I purchased a motor and trans for my 1971 Mach 1, at the time a lot of details were unlcear but now we've had the time and money to dig into it and here's what we've found.
D1ve 6015 a2b block, 460 crank with truck rods and trw forged pistons all internally balanced. Roughly 11 to 1 compression D0ve-c heads with 2.19 and 1.76 valves, looks to be a fair bit of portion on the exhaust side akin to what the mad Porter has published in his index but may not be to the extent that he would like, that being said I do not have a trained eye, just can see what areas material was removed at. Did come with headers, I don't have the measurements on hand but looks to be 1 ⅞ primary and maybe 3 collector, could be 2.5, probably whatever is more common. Motor came with a solid lifter cam in it, about .600 lift etc, but he gave me a spare cam, comp 280h magnum, 530 lift, 280 duration, 110 separation, hydraulic lifter. There are 1.73 roller rockers installed, one may be bad, to be determined. On top there is a stealth 8012 and no carb.
My immediate thoughts were to Port match the heads, intake, headers etc, smooth out the exhaust ports to some extent, and plop down a 750 dp.
But the more reading I do the less sure I become.
The car will probably have a curb weight close to 4000lbs, there's a toploader behind the 460, and a gear ratio of 3.89 to 1.
I will primarily drive this car on the street, would like to take it a couple hundred miles to various events and drag races, nothing serious. Will be a tire melter 99% of the time.
Long story short I'm unsure if the cam, carb, and intake combo. I understand a stealth intake needs a lot of cam to be worth it, and a 850 vacuum secondary on a dual plane may be more preferable than a jetted up 750 mechanical secondary?
Is my logic right? Is there a better route I'm missing? Obviously I'd like to minimize what I'm leaving on the table and I'm at the point to make a change or two if it would be beneficial.