AFR 325 flow sheets.... anyone ever flow these heads?
01-29-2017, 05:30 PM
#521
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I was just giving SB a hard time. All in good fun. I ran 1.8's for years (5 maybe 6?) I ran them to 6500 RPM's with my old Ultradyne cams. Cruise RPM's were mid 4000's. I'm switching to the Yella Terra's this summer and probably will go with the 1.75/1.7 combo. Also the Scorpion 1.8's I believe are closer to 1.83. I'll try to remember to measure the full valve lift before I pull them off.
If I stay NA I'm without a doubt gonna be going one route or the other but I know it's not going to involve a stud and rocker arm. Btw your buddy trying to get me into tunnel rams. I sent him a SV and he didn't like it. Said I need to find taller longer runner single plane or else...
Monies keep adding up. Shoulda listened to mt while back and just go sc. probably would be money ahead. Problem is my ssm3 drives would not be digging the extra hp. 750 ok. 1,000 hp I have my doubts. I just would like first summer back on the water to be cool in the gang. Right...
Last edited by getrdunn; 01-29-2017 at 05:38 PM.
01-29-2017, 06:49 PM
#522
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Yeah, MT is kind of smart about that. That's why I'm not building big cu" engines for my AT. I'm eventually going to strap on some 8-71's. Also, I believe 750HP NA vs 750 blown there is a difference. Lower RPM more TQ is tough on drives.
Last edited by Rookie; 01-29-2017 at 06:52 PM.
01-29-2017, 06:51 PM
#523
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One of my favorite parts about a S/C engine, is the power is adjustable with a pulley change.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
Last edited by MILD THUNDER; 01-29-2017 at 06:57 PM.
01-29-2017, 07:26 PM
#524
Registered
iTrader: (7)
One of my favorite parts about a S/C engine, is the power is adjustable with a pulley change.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
""""""""""""""Simple... Call Bob M. Hah"""""""""""""
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
""""""""""""""Think of king of the drive in?"""""""""""""
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
""""""""""""""Simple... Call Bob M. Hah"""""""""""""
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
""""""""""""""Think of king of the drive in?"""""""""""""
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
Were hearing you though. Trust me....""""""""""""
01-29-2017, 08:56 PM
#527
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One of my favorite parts about a S/C engine, is the power is adjustable with a pulley change.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
The 1036HP 522 I mentioned earlier. It was a new build, and you roughly know where to start with pulleys, but , its not an exact science.
First round of dyno pulls, she made 870ish hp. was making 6psi of boost. Pulleys changed to speed blower up. Now made 8lbs, and 930hp. Then once again, changed pulleys. Finally hit 1036hp, with 10lbs boost and some fine tuning.
Where in the heck, can ya find 150hp on a N/A engine, with 10 minutes worth of work.
Now, lets say you have drive limitations. A valid concern for many. Lets just say for a minute, we are building some 565ci mills. You can make 750hp, with the most easy going station wagon like valvetrain, and a set of as cast cylinder heads. No porting, no high lift cams, no rocker arm trickery, just basic stuff, and low boost. A 8-71, 10-71, gone thru that has fresh bearings and seals. You can build some engines, that simply last a LONG time, if you're not greedy. Engines that idle like cream puffs, shift in and out of gear like butter, and so on.
As much as I love watching the big NA builds in a quest for HP thru R&D, it kinda ends there for me. I see guys spend bags of money, on 55mm cam upgrades, tons of porting costs, high dollar jesel and T&D shaft systems, dry sump oiling, intake porting, nasa like induction development, and all kinds of stuff, and end up with less power, than the guy who slapped on a 2.3 whipple on a bone stock 500efi.
01-29-2017, 09:14 PM
#529
Registered
Here is what happens in real terms. It happened to me, so I had a SC boat with a speedy ran great no breakdowns in all the years I had it, sold it got a bigger boat NA, it was ok, sold it got the 38 foot boat I currently have, built 2 stout NAs ran it for a few years and said F--k it no the same had to pressurize it, started a 3 lbs, now at 4.5 with lot's of boost to go as time requires! Once you go SC its hard to go back. I think it's must be like what substance addiction must feel like?
