Its interesting Brian. They all got into it with S30 on PB forum got him banned and then followed him to BF's. I asked them nicely to share info, told them we didn't care what happened elsewhere and no pissing contests. That lasted about a week, before they were all "asked" to leave.

Ok...........really, does anyone have any ideas?

Callie's crank and rods. SRP pistons. 10:1 compression cam in the [email protected] 112 Lsa 6200 rpm should go a tick over 700.

Okay, somebody school me here, Bob m. used to give similar question information on threads and got railed against as a “designer“ now it's all different, why?
No dog in the fight but very curious as I'm sure many others may be.
Hp1 seems to know his chit, but bm had many happy customers as well and is now a.pariah in somes eyes.
I seriously hope this forum can get back to tech some day,but it's not looking good. At the end of the day we're boaters and want to maximize performance, isn't it easier to help each other than spend so much energy bashing.

I'd look at the Callies Compstar line, as I know you are on a budget dale. More than enough crank for what you're doing. I believe you'll tear up that Gen V production block long before the crank would be an issue.

As far as cam durations go, just for conversation. A couple recent roots blower builds we dynoed.

First one. 540ci, 7.5:1 static compression, Dart 345 Iron eagles, Crane shelf 244/256 114 LSA camshaft 8lbs boost. 10-71 blower. Peak horsepower was at 6400-6500RPM, torque peaked at 4500RPM.

Second one. 522ci (4.00x4.560), 8.25ish static compression, AFR 315 heads. 10-71 blower. Buddy ordered a custom cam from Bob M. Cam was 245/253 114 LSA. We did not see a peak. At 6700RPM, it was still climbing, but just about done. Torque peaked at 4500RPM also.

Another buddy of mine, had some 540ci N/A engines. Dart 320 heads (race series not pro 1s). Static was somewhere in the 9.25 range, flat top piston. He originally had some 250/260ish cams in them, dominator carb...they were not the best around the docks, but ran good. When freshening the engines, he wanted to focus on a more user friendly rpm range, he called bob for cams. new cams were around 240ish 248ish. Its been a while, and dont remember the exact numbers. Engines made 680-690hp at 6000. Now, his boat, didnt gain any top speed with the smaller cams (30ft vee straight bottom coupled to SSM drives running 90ish mph), however, what he did gain, was a better idle, and acceleration thru the rpm range, with less camshaft.

Something to remember, our boats aren't dynos. You want to look at the full picture. Losing 10HP at peak, might not be worth losing 30-40 ft lbs of average torque. I agree with what KVogt said earlier, about things being a compromise. In marine offshore, when it comes to cams and heads, usually erroring to the smaller side of things, is a better bet, than erroring to the large side of things.

Speed wise, a very rough rule of thumb, is it takes around 25HP, to gain 100RPM with your props. The average offshore boat, that might be 1, maybe 2 mph. The difference between a 675hp engine, and a 700HP engine, might not net you the speed gains you might expect. Most of the time, there's more to throwing HP at your boat, to increasing speed.

Dale, bigboat28, I would focus on reliability, after all the BS you've been thru the past year with engines. A mild camshaft setup, may cost you a little power, but it can pay off in the long run. How many hours would you be happy with, before replacing valvetrain components?

You guys have to much time on your hands! Cabin fever already? Someone bring me up to speed on who's the trouble maker here. I don't have time to read 33 pages of BS to moderate it.

Clown Zone obviously has A.D.D. Just doesn`t know when to shut the hell up.
Jesus dude go get a hobby.

I wanna go!

dan,if you could reach through the screen who would be the first to get slapped?

just read the last 4 pages,then tell us who you think is the troublemaker.

Dale, whatever you do try not to save a buck at this point, have good help with assembly and make sure all things are checked and logged. good luck bud!!

I agree. He needs to get back on the water having fun.

make no mistake,bob madera still has ton,s of happy customers.the pricing on a custom camshaft from him is sometimes less than some off the shelf crane cams and his pricing on afr heads can,t be beat.you are correct about the tech section not looking good lately,maybe some day the troubled ones will be gone and guys will be willing to give info again.it,s a shame when guys like mild thunder give great tech advice and a hand full of clowns have smart azz comments,makes a guy say f##k it.

I'm thinking we should all be banned for being dumb enough to respond, but hey jerry springer has a following too.:picard1:

This thread resembles a bowl of dicks.

and you wonder why all your posts in this thread were getting deleted.

I was recently reading a thread on one of the other forums. I dont recall all of the details. But I remember horsepower1 being the main guy posting, and it was regarding some of the design issues with afrs casting, or what he felt were issues. What i found interesting, was Tim, from air flow research, chimed in on the thread, thanking him for bringing the issues up, and said that on their next run of bbc head castings, they would be making the according changes, based on that information.

Sorry, but I have to think, if horsepower1 made posts, that the manufacturer of the said product, is going to actually make a change based upon his findings, i would think "this guys no dummy"

Maybe he can talk about that, i dont recall the details of the whole thing.

I tried starting a thread with some good Info to help protect ourselves from these engine developers who can easily point the finger at the builder, the assembler, the machinest, or even thier own customer not standing behind what they helped design. But unfortunately it was deleted.

I don't care if it's Bob or Straub/Foxwell.....

It would be great for all of them to share free info that we can choose to do whatever we want with, besides argue over

They ALL have mad mistakes, its how they handle those mistakes that matters to me.

And if someone wants to warn us of a company's mistake, great, warn us, we should openly accept the warning, lets thank them, doesn't matter if we agree or disagree and move on.

Well said.

I'm pretty sure the o.p. bought the heads 13 pages ago.

op.heads?is that what this thread is about?

I have not seen you give one bit of technical advice in this thread or for the matter any other threads.
All I've seen you do is bash those that you do not agree with. You do not even post any facts about why you disagree.

As far as doing my "job," I just got home from 9 hrs of doing that.

If you want the mods to control the BS, we can start with you. You have chosen to be an outspoken participant in the BS.

Who the trouble makers are depends on one's perspective :lolhit:
IMO, its a long list but some stand out more than others.

Griff, There is one with multiple posts in this thread. .

Without keeping score on this thread I would bet I have about 90% less posts on this thread than any of the other "participants" yet again I get picked out of the crowd by YOU and as soon as I spoke up for a friend. Another member openly bashed Articfriends and you do nothing about that but come after me for having a friends back.......... makes me wonder what your agenda is or what I ever did to you.

Great post MT. I especially like the example of smaller cams not losing anything upstairs but gaining in low speed and acceleration. With heads that are a little on the large side for the application, the shorter duration actually helps port airspeed and cyl filling. Better VE = better torque through the curve.
On cranks, my .02 is that I'd also look at Scat. Many don't know, but they have some really nice American forgings with center counter weights, and they also have an import forging with center counter weights that I've used in a couple high hp applications. I'd put these forgings up against any American forging and Scat finishes these in house so the finish work is as good as any. See maybe .0002 variation (+/- .0001) the entire crank. I know of several cases where these cranks have seen in excess of 2K hp.
Not sure if you're familiar with Molnar rods, but I've been impressed with them so far as well.

I just thought the heads could use a little more open area for crank case ventilation. Crank case pressure is developed in the bottom end and typically vents out the valve covers. It has to pass through the heads to do that and while most heads have a lot of open area around the push rods, the AFR heads don't. The only area they have for ventilation is the area through the push rod holes and the two oil drain back holes. When you have a push rod in each push rod hole, (especially a 7/16" push rod) then the only real area for ventilation is the oil drain backs and that would be working against the oil trying to return to the pan. AFR has addressed the issue by machining a few extra holes in the casting area between the push rods and allowing more ventilation.

Scat makes some VERY nice stuff for the money! FAR superior to Eagle junk. In our hi-end stuff, Bryant Cranks all the way!

I wish I would have use scat over eagle in my builds

I just wish scat offerered a center counterweighted crank option. They do, but only on the american made forging, which is priced in the callies magnum range. Eagle, compstar, molnar, manley, and a couple others have the center counterweights if not mistaken.

Eagle cranks make nice door stops or anchors, that's about it:D

Get em out of here, personally I'm sick of it, a guy cant even start a thread without someone taking it to the crapper within a matter of a few post,

They do. Post 346...^

I know of a few of them that have held up just fine in 900 plus hp roots blower engines. There tolerances used to leave something to be desired though.

In the 800 dollar priced imported versions ? I dont see it in my scat catalog, is there a number for it ? Mine only shows the non coubterweighted version

That's what we use, center counterweight, nice piece! Only complaint is we ALWAYS seem to have to ADD metal when balancing, rather take away (drill). Cost less!

No, not 800.00. More like 1200 retail. They're comparable to a Lunati Pro series which sell for 1900.00. You can see the listing on the Scat website. Bottom of the page under 4340 forged: http://www.scatcrankshafts.com/about...y-crankshafts/

If your spending 1200 why not buy Callies, I think I paid around 700 for my scat cranks, the only issue we had was S Power getting them balanced

These are fully counter weighted, gun drilled, radius nosed cranks that are as good as any American forging and IMO the finish is nicer than the Calleis I've used. The 700.00 Scat cranks are their basic standard weight, non-center counter weight forged cranks. Excellent crank for the price. A lot of it is just personal preference.

Excellent info. Thanks !