What I am concerned about is that the loaded cycle intake, compression and combustion is cushioned by the charge as the piston at TDC cushions the yank on the pistons, and rods. Power as it combusts at the bottom and the exhaust valve opens it gets within 30 degrees BTDC exhaust to TDC, there is a period where the pressure unloads and the pistons and rods are compressing an empty chamber or detonation that is sending harsh intermittent waves to the rod during overlap and at thrust can break a rod or a bolt. spike to temperature and hole a piston. Turbocharging is a very good cushion, but I have slowed down the exhaust by smaller exhaust valves like 2.19/1.6 and getting the exhaust to only flow 65-68 percent of the intake and run the cam straight up to have a greater force of pulling in the intake charge with a much stronger velocity. Like 110/110 instead of 106/110. You can pull more air and a stronger signal to the carb than what your static 28 in bench flow because of the large intake valve and the velocity. I also have used V- grooves to evacuate the air/ fuel that can centrifuge out of the mixture and create end gas and pockets of combustible mixture to stay in the centrifuge of mix by the V- grooves emptying the quench. It s usually just in the valley side crevice and the smack of a good tight squish can force the whole valley side of the chamber to rush the slow area into the main mix centrifuge prevents detonation and the rod and piston yank on the exhaust stroke and at least be strong enough to get through the short empty period with no detonation waves that cause overlap to cause interference in pulling new mixture in and keeps the centrifuge from forming. So I want strong enough rods that are light . I want as little extra weight as possible. An FE at 428 ci is perfect for reciprocal weight and strength.