JMHO: FEs are torque monsters and they fight like hell to retain their roots dispite the directions owners take them. I've studied FE graphs for years and noticed that owners tend to believe and build engines under the impression that big RPMs are neccessary to make power. This is further messed up with the fact that a large chunk of FEs are "street cars w/ exhaust systems and mufflers) This is not exactly open headers
The Cam in this 428 is no slouch though it of course is Hyd and but pretty radical for a Hyd short of going to a Hyd Roller. These tests say that 4000 to 5700 you better hang on tight for your going for a ride which is good for a amatuer racer like most of us. Logic says that a solid flat tappet cam would wake the motor up more for what? an additional 300-500 RPM but the very infrastructure Intake Manifold, Headers etc are all going to hold things back. Most importantly the low end of this motor at 2500-3000 I think shows it would be street OK as that would be an acceptable cruise ----- I don't know about you but cruising down the highway at much more the 3000 in a big block is a bit rough and that would be 55 65 MPH with most cars let alone if you pull over into the left lane and cruise at 80 or so as all seem to do in Florida.
The cam and power band of this engine looks to me pretty much as far as you can go w/o the addition of greater compression, wicked gears and open exhausts for a greater cam to work which means it gets tougher to make streetable. The shocker is the Perf RPMs lack of HP/Torque below 2900/3400. Man the allignment of the stars: headers/intake/manifold/etc are out to lunch on this combo at lower RPMs
All is a compromise If your willing to buy Race Gas, high compression, steep gears, accept the shortfalls of heavy valve springs.worn cam lobes etc,or trailering the car a hundred miles or so to a track and running open headers then the additional components for more RPM all fall into place and 6500+ comes into play..
This message has been edited by qikbbstang on Apr 17, 2006 6:46 AM
