Take a close look at the intake runners where they meet the heads. The truck/station wagon engines have oval ports, actually more like rounded rectangle ports which are a bit wider than tall. The high flow, high comp heads are call "D" port. The intake runners are significantly taller than wide. These indications tell you if it's the truck or performance engine. The truck engine would be better for your application.
Although the heads can be interchanged, the rest of the engine won't support the hi flow D port heads very long. I did this on an old jet boat I had, and it didn't last long before a piston got loose in the bore, and started rocking and knocking. Of course, I beat that poor boat motor like a rented mule, so that might have done it too.
Some 454s as mentioned had a skirt ring. Three rings on top, and an oil skirt ring to keep oil consumption from becoming an issue. The 3 ring truck 454s could use oil after hard work. Really wasn't a problem, they never fouled the plugs, it just would burn some oil. The feds didn't like that of course, and it could never play in the cat laden engines, so the skirt ring was a 'solution'. Didn't change compression, but also lowered the crankcase blowby.
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Today's Featured Article - Hydraulics - Cylinder Anatomy - by Curtis von Fange. Let’s make one more addition to our series on hydraulics. I’ve noticed a few questions in the comment section that could pertain to hydraulic cylinders so I thought we could take a short look at this real workhorse of the circuit. Cylinders are the reason for the hydraulic circuit. They take the fluid power delivered from the pump and magically change it into mechanical power. There are many types of cylinders that one might run across on a farm scenario. Each one could take a chapter in
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