mt,did you ever consider m4 prochargers for the 540s,there is a pair for sale in swap&shop.

I have considered them, but I prefer to take my friends for a ride on my boat, not for a ride on the dyno. :)

ouch!:boat:

yes imco manifolds, don't think I will ever run headers with all the leaks they have. people also underestimate manifolds too.



That is my engine Bob posted above. It is 25% overdriven.

Good stuff. Im pleasantly surprised with your setup. I hear ya on the headers. Other than looking cool, my next exhaust purchase will be the Stainless marine Gen III's more than likely. I'd imagine your Daytona is rockin with that mill init

Fires up like stock and the idle is pretty much like stock (around 800 rpm). No problems at all around the docks. As far as how much more fuel burned I haven't really tracked it, since I still have some prop tuning to do and I really didn't get to use it that much this summer. If I remember, the dyno sheet had it burning around 25-30gph around 3500-4000 rpm. I am also running the v6 module on my tbolt 4 ignition.

wait till you see the EFI setup, I will post up some pics when I get it completed.

Are blowers hard on starters?

No. There's a reason tons of people use them. From the average boater upgrading, marine engine builders, Mercury marine, etc. Properly setup , they work great. You can rotate a blower with little effort. Actually, a low compression supercharged engine will crank easier than a high compression N/A engine

Heads
 

Mike,

The cylinder heads were box stock AFR 325 cc with the CNC chamber port option. This head is the base casting for the 335 fully CNC head with the exception of the porting program run only through the combustion chamber, seat, throat, and bowl area.

Ultimately the decision was made to go these heads due to the fact that I had seen them support well in excess of 1100 hp in prior testing. The efficiency of this exhaust port is certainly key in handling the volume of spent charge at outputs of exceeding 1000 hp. The fact was, at some point we would run out of blower before we would run out of cylinder head. While there may have been some incremental gains to be had by expanding the cylinder head program, given budgetary considerations, and that the target 1000 hp was obtained, the “bang for the buck quotient” for this package is right on the money.

To reiterate what MT has already mentioned, the Imco manifolds exceeded everyone’s expectations. Given the capability of the selected head easily surpassed the target for the project, the additional resources available from utilizing this head were diverted toward valvetrain optimization.

The valve size is the standard 2.300” intake with the SS exhaust swapped out for the proprietary 1.880” Ferrea tulip valve. The spring package was also optimized toward stabilizing the dynamic mass of the valvetrain. The fuel curve is confirmation the valvetrain was very “quiet”.

Bob