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Originally Posted by getrdunn
(Post 4657220)
Thanks for catching my mistake on the intake and carb combo. For some reason I thought you stayed 4150. You did forget to mention your custom made hatch air ports. That boat starved for air after your engine swaps. Makes ya wonder if most consider after almost doubling NA power. When in doubt crack the hatch. lol :faint2: |
Lets look at the published flow data from both heads. Both with the cnc chamber option.
' 305/325 .200=168/170 .300=242/242 .400=303/304 .500=339/342 .600=360/372 at .600 lift or more, the 325 starts to outflow the 305 on the flow bench. But, its not that simple. The 305, has a smaller 2.25 valve, and a port thats 20cc less in volume. So, you have a head, thats flowing as much air, from the time the valve opens, till .600 lift, and its doing it thru a smaller hole, with a smaller valve. Which port you think is more efficient? Thats what we want, efficency. Anyone can make a big hole, with a big valve, and move tons of air on the flow bench. Its port efficiency that you want. The valve spends very little time at peak lift. Personally, out of those two options you gave, Id go for the 305cc head. Unless, you are looking for a 7000rpm 502, I doubt youll gain a thing from the 325cc with larger valve, besides being more reversion prone, slight loss of low end torque, and slightly worse idle, thanks to the larger valve. Big valves work great when you need high rpm power, small valves work great when you want low speed torque. |
An AFR 305 on a performance marine 502 is a marriage made in heaven. An AFR 315cc will make it achieve a little more, like 15-20hp on top of a 625hp engine.....but only worth the extra $$$ to a few.
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The 325 is great if you have a blower or spend all of your time between 5k to 7k going down the 1/4 mile. Motorcylce racers had had a period where technology let them leap up huge numbers in overall power. The dyno numbers where impressive but the lap times got worse until they realized it was acceleration that they needed. If you spend all of your time wfo then the 335 heads may be of help. I personally spend 95% of my time not at wfo so I’d opt for the smaller heads myself. |
While the 325 is a bit big, it still would outperform a GM rectangle iron head on a 502. The gm iron head was around 325ish cc if i recall give or take. It ran well on 5200rpm max 454s and 502s for what it was. Made a bunch of torque too for such a large head. They just dont flow well though, and imo, a 325 afr or dart would work totally fine on a 502. Its just i feel the 305 would be a little better fit.
I dont get too worked up over the CC part of the head, as long as its not way out in left field. Like some 360cc ports on a 396ci. look at the torque at 4000rpm between a 308cc summit/dart and a 360cc trick flow. Within a foot lb of torque. Big-Block Heads Shootout - The Big O Vs. The Big R - Super Chevy Magazine |
I ran 305's on my 540's they made 630hp through a stock 500 EFI TB and plenum.
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Thanks again for taking the time to help out. You guys have made this a great thread and a lot of great advice for rookies like me ���� |
Good luck . Keep us posted with the results
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Good luck man. Fill us in on the specs when you make your final decisions. |
Originally Posted by endeavour32
(Post 4657215)
Here are the specs on my old engines.
509 CI 10:1 compression (I think) Crane 741 cam 1.8/ 1.7 Crane Gold rockers Brodix HPV 2001 intakes Dart Pro 1 310 heads- ported by Jim Valako (320 cc after porting) Dominator AED carbs 1050's Daytona Sensor Ignition with stock thunder bolt distributor Eickert Exhaust This was a he!! of a combo- originally it came with Dart single plane intakes and Holley 950 hp carbs. Moving up to dominators really helped pick up some power. This combo pushed a Formula 292 to 88 mph. That is not a fast hull, and needs around 650 hp a side to hit those speeds. If you are only building one engine, I have a new in the box Daytona ignition I'll make you a deal on. |
This is the exhaust system in that build. Bar none best manifold setup out there. Only long runner style and will be mandatory for those power numbers. Plus Bill is a great guy to deal with. Thunder-N-Lightning Cast Aluminum Exhaust Headers :: Thunder & Lightning Headers :: Exhaust Systems :: Diamond Performance Parts |
Damn those things look sick !!!😳 |
If I had to purchase new exhaust/headers those are the only ones I'd consider. They are difficult to find used but if you stay on it you can run across a set here and there. |
Originally Posted by F-2 Speedy
(Post 4657296)
I ran 305's on my 540's they made 630hp through a stock 500 EFI TB and plenum.
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Originally Posted by getrdunn
(Post 4657421)
If I had to purchase new exhaust/headers those are the only ones I'd consider. They are difficult to find used but if you stay on it you can run across a set here and there. I've ran these on three boats, for an N/A application, there is nothing better. https://cimg1.ibsrv.net/gimg/www.off...ec66d6210d.jpg |
Looking for some clarity on oil bypass vavles do you plug them or run 30 psi bypass. So many different discussions on it but they all seem to lead in circles. |
According to eddie young at young performance leave center hole open and plug side hole. That’s what I did to mine. |
double post
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No bypass at all in center |
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Yes. Leave center open and plug side one. Just like the pic above.
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Following.
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Thanks again will post some pics soon ���� |
Connecting rods clearances
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A clearance of .015 would be the minimum I’d use. I think my last one was set up at .020. Too tight is bad. |
Originally Posted by TomZ
(Post 4686583)
A clearance of .015 would be the minimum I’d use. I think my last one was set up at .020. Too tight is bad. |
https://cimg2.ibsrv.net/gimg/www.off...23e354d6b.jpeg It’s starting to come together thanks for all the help and advice guys 👍🏻 |
Any tips on figuring out head gasket thickness. Bought comp piston tool and degree wheel set. |
Originally Posted by 92Cole
(Post 4687006)
Any tips on figuring out head gasket thickness. Bought comp piston tool and degree wheel set. |
https://cimg0.ibsrv.net/gimg/www.off...f0c269587.jpeg Water jackets are not matching up trying to figure out if AFR sent me wrong heads. Parts number is for a gen6 https://cimg1.ibsrv.net/gimg/www.off...a1ea26147.jpeg |
What do ya mean not matching up?
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Left and right sides |
Probably rite heads call them. Should check valve guide clearance. And remove paint from China wall. |
Had machine shop go thru heads and check valves and all scrape off that paint. May cause leaks ? Thanks for the help |
https://cimg0.ibsrv.net/gimg/www.off...9f7f744fa.jpeg Just finished up dyno last week 670TQ and 720 HP @6500RPM !! Thanks for all the help guys great advice. Now I’m running into issues with brackets who is a good choice to go with and areomotive A1000 fuel pumps pros cons ?? TIA |
Unless I missed it what was your final combo? |
Originally Posted by Crude Intentions
(Post 4707310)
Unless I missed it what was your final combo? 720 HP @6500RPM for a NA 502 I/O application is a schit ton. IE: More than a lot. :) |
Do you have the sheets or curves? I would like to see what the TQ curve looks like. |
The aeromotive pump and bypass regulator have served me very well. The cons are that it’s not cheap and there is a lot of plumbing involved by the time you include the in line filters and return lines. |
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