REMEMBER . . . all of that "quoted horsepower" ONLY happens at elevated rpm levels. NOT at 2000rpm, typically. What you feel when you floor the throttle is TORQUE, not horsepower, especially at lower rpms.
Stroker motors, typically, have lower rod rations than the stock motors did, so that means "more torque" and the added displacement (along with the need for increased intake and exhaust system FLOW) gets the top end horsepower.
Using some light-weight pistons AND piston pins are advantageous as that takes "rotating mass" out of the motor, but that also means a re-balanced crankshaft (which knife-edging the counterweights can help facilitate). Several entities sell "rotating assemblies" in this orientation so they are supposed to be "plug and play" in nature. In many cases, you can get something similar with stock engine sizes, rather than just "stroker" motors.
AND then, you've got to effectively and reliably get that power to the ground (NOT just with wider tires, but with suspension upgrades) for it to work . . . unless you just want to do giant smoky burnouts in the parking lots. These upgrades to use all of that potential power might somewhat compromise the street driving configuration and comfort. Have to have "the total system" for best performance, or blendings of each side as possible.
If all you want to do is bracket race, then finessing what you have can be just as much fun (lasting a little longer on each pass). Racing for "heads up" can be much more expensive, as there is typically no end to "getting there", which in this case might mean a move to something lighter than a C-body car. If "size matters", you money and judgment calls.
Just some thoughts,
CBODY67
