Horsepower with mileage options

Please don't hate me, but: this story has a simple solution.
Here are your options;
For more performance; moreTM (Torque Multiplication),bigger engine,more air thru-put, more compression.
>For more fuel economy; Smaller engine, lower rpm, more compression
>notice more compression is on both lists.
If you want to spend money, get the compression up.That's a triple whammy; More torque, more power, and more mpgs.
this story has a simple solution;
a bone stock LA360 with a 318 cam and no more than 3.23s. I'd even put the 318heads on her.
It costs pretty much the same to repiston a 360 as it does a 318,and it's way easier to make compression with the larger swept volume of the 360.
A big engine operating at a lower rpm might make at least as much economy as a smaller engine operating at a higher rpm. The problem often is that the smaller engine suffers in the performance arena.
A 360 has no problem pulling even 2.76s with the tallest tires you can fit. But 2.94s will get you about 50mph@5000 rpm,in first gear, so I like those.And yes the 318 cam will go to 5000, even 5500. but it's kindof done at 4500 to 4800 with the stock 318 heads.
Then a matching port-size intake,a metering-rod carb,a free-flowing exhaust, plus I'm a huge fan of fresh cold air into the carb.
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Aluminum heads on a low compression teener with a stock cam is IMO; now how do I say this delicately?, um, not the best engineering. Whatever you might gain in the compression is lost to the increased heat loss from the chamber. And since the stock cam is in there, The advertised head flow will never be achieved, or at least not for very long. And if you upsize the cam, then the cylinder pressure drops, and the low-rpm torque falls into the basement. So no matter how you slice that pie, it will leave you with a bad memory. Aluminum heads work best with high compression; they are a match made in heaven.
Those are my opinions.
loosly based on my experiences.