Boy I don't miss the anxiety of tech inspections, But I do miss the feeling of the "Okay, you guys are all set." You felt like you won a comtest, LOL, At one stretch I had a 'grab and run' technique for one part at a certain track. Oh, I don't miss the running either. Hah.

Wow this is a great video. Another must see is there forced induction part 10 "Detonation" and forced induction part VIII " camshaft an head selection " .

Good find MT.

Yes. Good stuff. Lengthy series of videos, but worth it. If you care to learn something. Alot of guys already know everything already though.

I agree if building a street/strip engine. As he says "cylinder filling at low RPM, 2200-2500 RPM" boat engines are rarely under 3000 RPM
Shoot, only time mine are under 3500 RPM is when getting on plane.
Gotta spin my little 454's lol! I like his statement "over sized runners can kill TQ under 4000 RPM.
Great info,
Thanks!

I need to buy some engines to put back in the Panther. Either going with stock power or pull it's old engines back out of the Active Thunder and build some 540's-572's for the AT. I like the 557 Jim built last year. I don't know just looking at options, I'm in no hurry. 2 short blocks would be nice to have laying around just in case.

Exactly. Kind of why i often wonder why theres so much stress and concern for "low end" power, when most of us, have an operating range of 3000-6000.

What would maybe make a street car that gets lugged around at 1800rpm soggy, doesnt necessarily mean the same will hold true to an offshore boat engine.

He does mention how the valve itself, can dictate velocity much more so than the port volume. Which is interesting, because on one of my cam software programs, you can change throat diameter, valve diameter, valve to csa %, and see big changes in FPS measurements of port velocity, curtain velocity, etc, without actually changing the ports cross sectional area. The reason that is in the program, is to help with cam design. The average cam guy simply picks a cam based on cfm at 28", but i think the high end guys, wanna know more about whats going on. It appears, that basically the higher the velocity, the shorter the cam can be.

Maybe thats why Jimv's 565 can pull to 6000rpm making power with a cam that typically falls off at 5500rpm in the average 540 build.

Most of this stuff is way over my head, but its still cool to even try and attempt to understand it lol

What would the duration be. 236/242 with 1.85 rockers vs 1.70 at 0.3837"/0.3827" lobe 0.710"/0.708" lift. Your software should be able to spit that out. His cam may be a little deceiving.

Did you ever figure out what bearings you had in the engine you posted a pic of the bearings out of.

If you get in a bind and wanna keep it low budget for the panther let me know cause I have 2 two bolt main blocks, cranks, rods, and 049's. Cranks, rods perfect low hour. Blocks come from Jims years ago. Just an option.

Do the blocks need work? PM me details $$$. Thanks

Doesn't it just change slightly @.050. This always confuses me. I've read about it and seems even the experts come up with a different equation most generally. Total duration from open to close stays the same. We also have hyd roller with solids in the mix going on which takes a little strain off the the valvsltrain.