540 BBC
09-04-2003, 09:46 AM
#21
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I'd love to, but being as I took the engine's and tranny's out of the boat last weekend, I won't be able to make it this year.
I would love to check out your boat sometime, and if you're ever in the Michigan City/New Buffalo area, let me know. We can take a ride out to the warehouse where I store mine and you can see mine.
I would love to check out your boat sometime, and if you're ever in the Michigan City/New Buffalo area, let me know. We can take a ride out to the warehouse where I store mine and you can see mine.
09-04-2003, 07:16 PM
#22
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Keep an eye on the thread about the C.O.P.S. run over to Michigan City saturday and come over and meet us for lunch. The more the merrier. I find it pretty interesting what all you are doing to your boat. Been there done that. I'm running 540's and TRS. Rebuilt or replaced everything and I mean everything on the boat. If you want my cell # 765-506-0672 call me anytime. If you think you might meet us for lunch call me around noon saturday to see if plans changed because of water conditions. Catch you later. Doug
09-04-2003, 07:39 PM
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Doug,
Thanks for the offers. I'll keep it in mind, I've got some family and volunteer obligations this weekend so my schedule is kinda' tight.
Sounds like I'm heading down a path you've already traveled. I'd definitely like to get together sometime and talk boats.
Thanks for the offers. I'll keep it in mind, I've got some family and volunteer obligations this weekend so my schedule is kinda' tight.
Sounds like I'm heading down a path you've already traveled. I'd definitely like to get together sometime and talk boats.
09-05-2003, 06:05 PM
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I ordered the remainder of the bottom end today. A pair of Lunati Pro-series 4340NT 4.25" cranks, Crower 6.386" 4340 billet rods, and JE pistons which will yield almost exactly 9.0:1 static compression ratio with the AFR's 119cc chambers.
The next issue is the intake manifold and carbs. There isn't much clearance between the top of the flame arrestors and the inside of the engine hatches as it is with the ultra-short cast iron intake manifolds, so even an Edelbrock Performer (Victors are what AFR recommends with these heads, not a chance they'll fit)will probably require me to remove some of the ribbing/bracing on the underside of the hatch covers, although I may be able to mill it down a bit. I know my wife wouldn't be too keen on doing away with the sun pad and adding scoops, so I may have to deal with choking the engines with the stock manifolds - worst case. Any ideas?
The next issue is the intake manifold and carbs. There isn't much clearance between the top of the flame arrestors and the inside of the engine hatches as it is with the ultra-short cast iron intake manifolds, so even an Edelbrock Performer (Victors are what AFR recommends with these heads, not a chance they'll fit)will probably require me to remove some of the ribbing/bracing on the underside of the hatch covers, although I may be able to mill it down a bit. I know my wife wouldn't be too keen on doing away with the sun pad and adding scoops, so I may have to deal with choking the engines with the stock manifolds - worst case. Any ideas?
09-05-2003, 06:44 PM
#27
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Originally posted by free
And what would it do with 15 lbs of boost from twin turbochargers?
And what would it do with 15 lbs of boost from twin turbochargers?
09-05-2003, 10:58 PM
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^^ hmmmm, I have been runing a pair of 510 ci BBC with twin turbos at around 15 lbs all summer and only this past weekend did I damage an engine, and that was because of a dropped valve in my starboard engine.
Most of the innards of the engine were basically stock with some porting of the heads. I was running cp12 fuel at a 1:4 mix with 93 octane gas. Normally aspirated compression was about 7:1.
Got to believe with a beefier engine it would sing like a newly released canary.
Most of the innards of the engine were basically stock with some porting of the heads. I was running cp12 fuel at a 1:4 mix with 93 octane gas. Normally aspirated compression was about 7:1.
Got to believe with a beefier engine it would sing like a newly released canary.
Last edited by free; 09-05-2003 at 11:00 PM.
09-06-2003, 09:56 AM
#29
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Here they be:
Gayle Banks Turbo Engines
I have a 1987 38kv Scarab that will top out at around 77 mph with these engines.
I want to be in the 90s by next spring. A pair of beefed up 540s standard deck is what I am looking at, while still using the turbos, intake, top end.
Are my expectations too high? Is 95 mph a fantasy dream?
I also plan on upgrading the outdrives to a set of #5s or #6s unless someone convinces me the IIIa will work.
I would love to be able to spray a semi rooster tail with this thing, but I still want to be able to come out of the hole in a decent manner. External hydraulic steering gets added on also.
And of course something reliable (if that is even possible) would be nice!
I think someone said that they knew a guy who had a pair of 1000s and #5s on their 38kv and it was pusing 96mph on the GPS.
Don't mean to highjack the thread Monty. I am following your progress with great interest. At least trying to keep this topic punted to the top of the forum list!
Anyone out there with the experience to be able to steer me in the right direction as far as engine internals are concerned?
Gayle Banks Turbo Engines
I have a 1987 38kv Scarab that will top out at around 77 mph with these engines.
I want to be in the 90s by next spring. A pair of beefed up 540s standard deck is what I am looking at, while still using the turbos, intake, top end.
Are my expectations too high? Is 95 mph a fantasy dream?
I also plan on upgrading the outdrives to a set of #5s or #6s unless someone convinces me the IIIa will work.
I would love to be able to spray a semi rooster tail with this thing, but I still want to be able to come out of the hole in a decent manner. External hydraulic steering gets added on also.
And of course something reliable (if that is even possible) would be nice!
I think someone said that they knew a guy who had a pair of 1000s and #5s on their 38kv and it was pusing 96mph on the GPS.
Don't mean to highjack the thread Monty. I am following your progress with great interest. At least trying to keep this topic punted to the top of the forum list!
Anyone out there with the experience to be able to steer me in the right direction as far as engine internals are concerned?
Last edited by free; 09-06-2003 at 10:01 AM.
09-08-2003, 08:33 AM
#30
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I've pretty much accumulated all the parts for my 540's, the only thing left is the camshaft.
I'm looking at two cams and the sfollowing is predicted by DD2000. Assuming an 8500# non-step with TRS/ BW drives (reliability is a concern and priority over top speed), which would you choose? Redline will be ~5000rpm.
................731.......................741
RPM.......HP.....TQ..............HP.....TQ
2000....255....670............245....644
2500....323....679............315....661
3000....386....675............377....660
3500....442....663............438....651
4000....496....651............496....651
4500....537....626............547....638
5000....557....585............581....610
5500....554....529............587....560
AVG......444....635............448....635
I'm leaning towards the 731, it's the smaller of the two, although both are relatively mild hydraulic rollers. The performance derived using either cam is very similar and the difference in boat speed would only be 1-2 mph which isn't that important to me. Obviously the smaller cam would have better throttle response, less chance of water reversion, etc but I wonder if it has too much low rpm torque for the TRS drives. The 741 cam is only advantageous during the last 1000 rpm or so of the operating range, worth maybe 2 mph top speed, estimated to be 80 mph vs. 82 mph on the go-fast.com speed calculator.
I'm looking at two cams and the sfollowing is predicted by DD2000. Assuming an 8500# non-step with TRS/ BW drives (reliability is a concern and priority over top speed), which would you choose? Redline will be ~5000rpm.
................731.......................741
RPM.......HP.....TQ..............HP.....TQ
2000....255....670............245....644
2500....323....679............315....661
3000....386....675............377....660
3500....442....663............438....651
4000....496....651............496....651
4500....537....626............547....638
5000....557....585............581....610
5500....554....529............587....560
AVG......444....635............448....635
I'm leaning towards the 731, it's the smaller of the two, although both are relatively mild hydraulic rollers. The performance derived using either cam is very similar and the difference in boat speed would only be 1-2 mph which isn't that important to me. Obviously the smaller cam would have better throttle response, less chance of water reversion, etc but I wonder if it has too much low rpm torque for the TRS drives. The 741 cam is only advantageous during the last 1000 rpm or so of the operating range, worth maybe 2 mph top speed, estimated to be 80 mph vs. 82 mph on the go-fast.com speed calculator.
