Here is a 482 inch FE that made 700 hp on pump gas. The big solid roller might not fit into your plans but it sounds like the rest of it should work for you. This is an EFI engine. You can probably hit the number with carbs but EFI has a lot of advantages.

http://www.hotrod.com/articles/dyno-tested-make-700-hp-trick-flows-new-fe-heads/

Oh, forgot.

I have a older FAST set-up. 53lb. injectors, pump etc. Everything but fuel lines.
I can use it as is, order a up grade or my buddy is a dealer of a top end stand alone computer system. Can't recall whom right now.
His cost is $900.

Get your FAST stuff together then call Rich at FAST Man EFI and tell him what you have and what you are trying to do. He can steer you down the correct path and get you the parts you need.

Shouldn't be any problem to buy a cam that has a little bit of rumble at idle but works fine with the FAST system. The EFI setups are pretty good at dealing with performance cams. If the cam is too big you can just kick the EFI out of closed loop at idle and run it off of the fuel table.

If you were building a all most unstreetable 482 street engine, manual trans, 3200lbs, would you use a BBM or unmolested Ford manifold ?

Out of the box BBM tunnel wedge worked great on this 482 inch FE. 640 ft-lbs of torque at 5400 rpm:  http://www.hotrod.com/articles/dyno-tested-make-700-hp-trick-flows-new-fe-heads/

If you really want to get on it then shift at 6500 and drop back to the torque peak in the low 5000 range. Should make a 3200 lb car stand up and go.

Dual throttle bodies would be a good solution, otherwise just stick with the Edelbrock carbs. That intake is a good match for a street rod or a cruiser. Edelbrock carbs work just fine for street rods or cruisers so it is a good match. If you want a race intake then buy a race intake. You can train a donkey all day long and it still won't be a race horse........

I'm as interested in that comp rocker setup. But I can't find it anywhere.

Used to be t&d or bust on an engine with this kind of power lift etc.

Both Jegs and Summit have the Comp rocker arms:  http://www.jegs.com/i/COMP-Cams/249/19046/10002/-1

That is good insight Scott and I think you are spot on. I was pretty sure I had the cam timing correct for the build but I did not know if the street roller lobes would be a good match for these heads. I took a gamble on that since I figured the 1.76 rocker arms would speed them up enough to work. I'm sure there is power left on the table with this build but it is going into a street car so I don't think anyone involved really cares. The street roller lobes should be a good fit for intended use of the engine.

On my Mopar dyno mules I spend a fair amount of time trying different lobe profiles and different rocker arm ratios to see what works. Sometimes I find something that works and sometimes I don't. Billy Godbold just sent me a cam with some new lobes for my 470 engine so we'll get that on the dyno in a week or two to see if it picks up some power. The more aggressive lobes sometimes pick up power and sometimes they don't. I'm not smart enough to know when they'll work and when they won't. I did an infamous article for Car Craft last year where I spent a ton of time (and money) testing all sorts of different rocker arm ratios and had zero power difference between them. That was a case where the engine did not want more aggressive valve action or more lift. It just didn't care.

I thank Andy for sharing this engine build. One thing I was wondering about was the BBM tunnel wedge intake. The large ports did not seem to hurt. I know it is not like driving to see how throttle response is, but the manifold seems to work at least for a combination like this 482.

We won't know throttle response until in the car but we did run blip tests on the dyno to check AFR against TPS rate of change. All of that looked good and the engine responds very quickly. In a heavy Galaxie with highway gears it could be an issue. I wouldn't be surprised if we have to drop the camshaft size one step to make the car really responsive. We won't know that for several months.

I do think the intake manifold is absolutely key to these power numbers. I was blown away with the 1 kPa delta between baro and MAP. On my single carb engines we would kill for 1 kPa delta. Usually it is 4 or 5 kPa with a 2000 cfm throttle body. Also, the intake port alignment was perfect between the intake manifold and the cylinder heads. It took a fair amount of work to get that perfect alignment but I think it is important enough to work on it until it is correct. A little bit of mismatch there can cost 10 or 15 hp on an engine like this.

Honestly, I don't see any of this as bickering.  It's just honest and intense discussion.   I think it's good.  I did notice that the only professional engine builder that has actually put his hands on these heads is withholding final judgement, pending more testing.  That seems logical to me.

paulie

The guy who built this 482 is a professional engine builder and he is a FE guy. He has a FE in his shop truck and a 428 CJ in his Mustang. He has been building FE engines for 30 years. The world is larger than just the guys who log into this corner of the internet.