[DavidNJ]

Bore and stroke are kinda irrelevant directly. Indirectly, bore affects how big the valves are and how close they are to the cylinder walls. Stroke affects displacement, friction (rings to cylinder wall), stress on rotating parts.

Horsepower is the deciding factor. But not the peak...the area under the curve. Since power coming out of the turns counts more than the end of the straight, power at the bottom of the used rev range counts a little more.

In many engines, the peak torque is close to the bottom of the rev range (typically 35-45% less than the peak engine speed) so traditionally has been a decent indicator. But this has been misunderstood into a common misunderstanding which sees print to often. When the legend becomes fact, print the legend. (Trivia question: who in 1492 thought the world was flat?)

Building a motor to the same rules, a 496 beats a 482 beats a 468 beats a 427. Modern big blocks come in size like 572, 632, and 675. I think I saw an ad for an 802 the other day. Race motors with less are built to strict rules.

The author whats to know how FE owners picked your bore and stroke, if the parts were readily available, and how driveable it is (rather than raceable).

Just a note: a SCAT kit for a 428 stroked to 462--cast crank, H-beam rods, Mahle pistons, with rings and balance--is around $1800. Not sure of availability. A 427 block and a change of pistons would make it a 482 or 496.