Is the 300 a 1982 engine?
If so the distributor doesn't have points unless someone changed distributor.
If the distributor has a vacuum advance canister it should be a Duraspark 2 that uses 6 reluctors and a pickup coil.
Which Holley EFI system are you lookind at using?
The stock crank is cast iron so the only way to stroke it is to use a different connecting rod with a smaller rod journal and offset grind the crank rod journal which weakens the crank.
The extra few cubes doesn't do anything for the performance of a 300 six since the bottleneck for power is the cylinder head.
Since there aren't any "Off the shelf" forged 300 pistons, is your machinist lookins at custom pistons?
The only other option is to bush the stock rods for either Chevy or Ford V8 pistons.
In either case the cylinder head needs to be completed first so you know what the finished combustion chamber volume is.
You will need that piece of info first so you can calculate the piston dish volume to get the correct compression ratio.
If you use ARP studs for the main caps the oil pump will need a spacer under it so the pump body clears the top of the stud and nut.
On the last engine I ground the stud even with the top of the nut but the clearance is with the side of the nut.
https://www.dropbox.com/s/zt7gze7xqc447 ... e.jpg?dl=0
If so the distributor doesn't have points unless someone changed distributor.
If the distributor has a vacuum advance canister it should be a Duraspark 2 that uses 6 reluctors and a pickup coil.
Which Holley EFI system are you lookind at using?
The stock crank is cast iron so the only way to stroke it is to use a different connecting rod with a smaller rod journal and offset grind the crank rod journal which weakens the crank.
The extra few cubes doesn't do anything for the performance of a 300 six since the bottleneck for power is the cylinder head.
Since there aren't any "Off the shelf" forged 300 pistons, is your machinist lookins at custom pistons?
The only other option is to bush the stock rods for either Chevy or Ford V8 pistons.
In either case the cylinder head needs to be completed first so you know what the finished combustion chamber volume is.
You will need that piece of info first so you can calculate the piston dish volume to get the correct compression ratio.
If you use ARP studs for the main caps the oil pump will need a spacer under it so the pump body clears the top of the stud and nut.
On the last engine I ground the stud even with the top of the nut but the clearance is with the side of the nut.
https://www.dropbox.com/s/zt7gze7xqc447 ... e.jpg?dl=0