Nice video. Your neighbors must really love you. You have a great setup for a clamp-on muffler shoot-out. Looking at HP loss and noise reduction.

The merc mpi stuff with some modification will do quite alot,I proved it 2 years ago on Crocketts dyno. I didn't wan't to buy all new efi stuff either so I worked with what I had. I'm taking it 1 step further this year with a full port job to the manifold on top of the work I have already done and a modified throttle body. I used 60 lb high impedance injectors with a boost referencing regulator and a voltage booster to the fuel pump plus home built twin rails for the fuel injection,Smitty

I also bought a spare mefi3 and I'm going to dyno motor N/A to see how much power its making on its own as I'm contemplating offering some of these modifications thru my business,Smitty

smitty thats cool so your still running that setup? I was unsure about the manifold because of the port size where they meet the heads. The pressure must overcome that restriction. How much fuel pressure are you running with those 63# injectors? I did dyno my motor before the blower and it made 556 hp at 5500 10.9:1 mix (rich) with 8.25 pistons. maybe I should consider that intake.? What were you able to produce?

Searay Jim nice video, I'll bet your neighbors love you! Nice touch with the exhaust tips.

It's not mine! It's Full Throttle Marine(owed by member "bobl") just outside Austin.

He's got the fastest sounding shop around!

I'm still running this set-up,made 944 hp at 5600/962 ft lbs tq at 4700 on crocketts dyno 2 years ago with less than 3% correction factor and cmi headers.Other than comp cams rocker nuts cracking and backing off 3 times causing valve train problems (arp nuts fixed that and I'm going to t&d shaft rockers this time) and my procharger m3sc head unit having a bearing fail after 6 years (I guess I should have had it rebuilt before that happened) my motor has ran pretty reliable for 2 seasons/114 hours. The ports on the afr heads I'm running are bigger than the manifold runners,well let me re-state that,I opened up the intake ports to match the afr's and cut down the plenum/dividers/runners to match the intake manifold. I also blended my work into the intake ports BUT did not full port the intake all the way thru as I am not a full out head porter. My next step this year while freshening the motor is as follows: Std stuff on the bottom end (new rod bolts,brgs,oil pump,rings,re-coat pistons at swain tech,clean everything,inspect for cracks),having my afr heads flowed in a "as ran" condition to see what they were flowing previously,then bolt my modified intake on and see what kind of flow drop it causes,bolt on a stock intake,see what kind of flow drop it causes,then my intake is being professionally ported,then bolted back on the heads to see what kind of flow drop happens,heads cleaned up ever so slightly to optimize flow ( I don't buy this crap that the exhaust ports fall way short of whats advertised on the afr's so I'm NOT having the ports redesigned/ruined,just very lightly massaged enough to take out any obstructions caused by the cnc process) then reflowed by them selves and with a stock then the modified intake. I'm also having a spare throttle body modified to try in back to back testing on the dyno. I am then dynoing the motor N/A to see what kid of power it makes on its own,with and w/o the modied throttle body. I might bolt the stock intake on too just to see what that does. Then I'm putting the belt on the blower and going to dyno tune it with the stock then modified throttle body. If the manifold and throttle body offer much gain I may have the spare untouched manifold full out ported then digitized for a cnc program. My goal is to keep all the hp and tq I had previously but stretch the power band out slightly higher with a little more top end hp (maybe 945 instead of 944 ). Rm builder is working closely with me on this with cam design and other technical support,Smitty

Fuel pressure-I'm running 60 lb injectors at 45 psi idle and light cruising,75 psi under full boost (usually see 10 psi at wot). I'm using the bigger aeromotive fuel pump and I also use a kenne bell voltage booster that bumps fuel pump voltage up to 15.5-16 volts at 4-5 psi. If I remember Tyler still had a little more left in the fuel tables he could add to my injectors,seems like we were around 75-85%,Smitty

For anyone reading my info I have posted on this thread to clear up any confusion here are some facts on my motor (I have been contacted by a few people wondering how a 502 made this kind of power). The motor is a 540,not a 502,I'm using a aftermarket merlin 2 block,everything is studed,the heads are afr 315 cnc's,very good 4340 sreel crank,14 qt pan,top notch oil system with large cooler,billet filter and block oil adapters with all -12 oil lines,ultimate duty hrc rods, regular j/e dished blower pistons (not srps) coated at swaintech,billet flywheel,ati super dampner,m-3sc procharger turning just about 55,000 rpm's at engines red-line plus the efi modifications I mentioned previously. When I first took it to Crocketts dyno I told him RM builder figured it should make 950 hp,I could tell he really didn't believe me,he said it was going to be hard to make much more than 800 hp because of the mpi top end stuff and procharger( he prefers whipple chargers or roots type blowers).When he first started mapping the ecu and doing pulls to 4800 and we made over 900 ft lbs of tq it got his attention and everyone in his shop gathered around at that point to watch,it was pretty cool. Here is one of the early dyno sheets from the 4800 rpm pulls before we got the fuel and timing perfect,Smitty

Nice combo!
Centrificals make power look at what KE is using now.