WT
Engine science is only second to engine mythology. My understanding is:a 428 crank will fit the 427 and the 428. .30 over Aries pistons and Eagle rods couldn't cost any different whether they were installed in a 427 or a 428.
I don't know what the heads would cost for a 428. A pair of CJ heads should fit a 428 or a 427 or even a 390. (Am I wrong). Even if I was, I was able to buy a set of low riser heads for under $600.00. I can't imagine they cost any less for a 428.
Then there were the valves and springs. Again I couldn't imagine using anything different if I was doing the valves for either engine. Point being the machine shop would not have given me a break if the valve job was for a 428. Cheaper springs maybe? How much could that have saved me?
I suppose only thing I could have saved money on would have been skipping sonic testing of the block. Again I couldn't imagine saving $50.00 if the block was a meatier 428. Good insurance before I spent the money rebuilding a 35 year old block. So far very little variation in cost. They both would need gaskets and
oil pans and spark plugs etc.
As for the tunnel port not being streetable. Hog wash. I rode in Bill Malone's TP Cobra. It seemed to be viciously streetable.
By the logic of TP not being able to get up the maximum peak performance points on the street because you can't rev it high enough to take advantage of the power band, I suppose you could apply the same argument to every Cobra we drive. They can not be taken to the maximum performance peaks on the street therefore Cobras are NOT streeable.
I am very much considering the stroking of the TP. I din't know your brother had a TP in his too. No denying in copying his paint scheme to a T. He has good taste.
TURK