Baqk to the 18:1 CR ratio. When I decided to lower my CR I bought some Zollner pistons off of E-Bay. Excellent pistons and they would have dropped my CR to around 20:1. Too bad the machine shop decided to ignore my written instructions and force me to move to a larger set of pistons. I went back to Peter Bierman's article of how he measured his final CR. The heads I bought from CCH had a larger precup area so I decided to CC the heads and Ricardo cup area. Wound up with 29 cc's for the head, 4 for the piston ricardo area and area from piston ring up, .010 gasket and piston depth(machined .020 off and ceramic coated) at -.018 gave me another 15 cc's. 820 + 48 / 48 gave me around 18.1:1. I also reduced my height of the pistons by relocating the pin bushings .010.
I'm glad that I had to do some measuring after the machine shop so efficiently hosed me over because my CR might have been much lower had I gone with true 18:1 pistons. Lots of ways to get down there and my method is far from the ideal setup but was born out of necessity.
1994 K2500 ext cab. Recently repowered with; Non-cracked 599 block, factory compression, used old DSG girdle for main caps. Factory for what remains. Changed diffs to 3.42. Fuel economy Hwy 22.5 mpg US, in town without lcokup in 2nd/3rd - 18 mpg US.
1994 K3500 CC LB Silverado. Next project. Built for endurance, power and gearing. Plan on opened up intake and exhaust sytem, best cooling mods, 4.11 gearing 4L80E, followed by Gear Vendors OD. Need to be able to split all gears and have lockup in 2nd/3rd/4th. Tan interior cloth, Bad ass dark blue (coming) aluminum wheels and air ride (coming)