TorqStorm Supercharger build advice needed

Jerry Miller said
Yes. I know we went about things backwards. Originally he was just going to have a normally aspirated engine. When he got the truck, it was low on compression in one cylinder and none in another. We popped the head off and found some bad valves. Cylinder walls looked decent. His budget was much lower at the time (and we had body work and a lot of other stuff on the truck going on) So we gambled and just redid the head. He had no intention of forced induction at the time so we figured let's shave the head a bit. I'm glad he didn't do the full .090 that he was originally planning. Anyway, once the truck was back together it became clear that the bottom end, indeed needed attention. After playing with some online calculators (and stepping back and looking at the big picture) I realize 9:1 is is probably a bad idea once I figure in 6-7psi of boost. I think that puts the effective compression ratio close to 12:1 if I remember correctly. With .030 off the head and the felpro head gasket I believe he'll be around 8.25:1 (I have to check after it's apart) assuming my numbers are even close. This will be the safe bet for the supercharger I guess. Sorry, it's been a learning curve for me. I have not messed with this stuff in 20 years or so and certainly not on this engine.
I really appreciate the input. Another thing I was worried about it gapping the rings. At such a low boost, can we gap the rings to factory specs (maybe just on the higher side of the range) My concern is if he changes his mind about supercharging it half way through the build. This project has been a love/hate type of thing with him, LOL
Jerry

If I understand correctly, now the short block is being rebuilt. With that in mind I would talk to TotalSeal piston rings and discuss the build. For supercharged applications you definately want to open up the ring gaps. If they butt up under boost heat, your day falls into the outhouse basement real fast. With TotalSeal you could run gas ported top rings and gapless second rings to keep combustion gases in the cylinder rather than the crankcase. They manufacture gas ported gapless rings down to 1mm which is about 0.040". To make use of this friction reducing technology, custom pistons would be required. The piston and ring costs would be up a bunch.
Sounds like with restoration of the body your son intends to keep the truck so money spent now is more money saved later.
One thing I have learned being around the street rrod community is to sit back and look at other vehicles and determine what you like. Determine the engine and transmission. Formulate a plan and then stick to it. I have seen a number of people see something after completing most of their build and decide to change theirs. One thing if it is their labor but if a shop is doing the work, redoing something is real expensive.
It is like building a house. Changes to a stock plan while in the planning stage is minimal cost, but a change order once the basement is dug gets expensive, even if they have not gotten to that stage where the change is involved.
So now is the time to sit back with your son and plan this out. A week or two thinking and planning now will save time and money later.