Gary,

It is great to chat with you. I have to relearn a lot of stuff about modern rods. I am recently retired from a scholarly academic Chemistry environment and left U.S. street rodding around 1975, although I poured a ton of money into a dune buggy trying to make it perform like a Porsche S90 and then two tons of money restoring an MG midget. Along the way I missed some of the changes in U.S. engines. What you are saying now makes a lot of sense about the change in how the HP is reported. I checked

http://www.edelbrock.com/automotive/2102graph.html

and using that graph and the formula: HP = Tq x (rpm/5252) , I get a maximum HP of 279 at 4500 rpm assuming a torque of 326 ft. pound. Although that is for a Performer intake instead of the Performer RPM you have and I am assuming that the MTC-1 is indeed a knockoff of the Edelbrock cam, the picture of your engine on your webpage shows tubular headers as in the Edelbrock specifications so that value is very close to the 284 HP calculated above by Stepside454; indeed your Performer RPM intake probably favors higher rpm where HP is greater so again the 284 HP number Stepside454 estimated seems right on. May I say in a complimentary way that your kind of installation is more exciting to me than trailered show cars and I am glad to learn about the accessory A/C cooler since your practical installation (and reassurance of a lack of overheating) offers a way around the expense of some of the high buck radiators. Thanks for the diagram and measurement of the radiator, I will compare it to a Deuce shell and maybe that is the way to have a "cool-Deuce" front end, although I will probably go through a cut-and-try cycle as I proceed. I had dreamed of an esay way to get greater than 300 HP, but maybe 280 HP can still be a lot of fun.

Best Wishes,
Don Shillady