murfman

Here is a link to my build thread in the Magnum Forum

http://www.offshoreonly.com/forums/m...ead-intro.html

ezstriper

I would Bob M. @ marine kinectics...nobody knows this stuff like him..

murfman

It is impossible to find anyone with a lot of knowledge on Mopar small blocks in a marine application, I never take the easy route...

kvogt

Bullet, Crane, or Comp would all be good calls to talk over your engines.

vintage chromoly

Hey murfman. Did you try Dwayne porter? He's mopar specific and may be able to help.

SB

Alright, just ran the larger cam and got the following values:

At .050" and installed per cam card ICL 110°
-8° Valve Overlap
IVO -1° BTDC
IVC 39° ABDC
EVO 49° BBDC
EVC -7° ATDC

SO, with a normal rate of fall (see my post on first page with exhaust installation link) or greater, you should be all set.

murfman

Thanks I am going with cams ground by Hughes engines first because thaey are somewhat close to me, 2nd they have done some cams for me in the past that worked great, and 3rd they are Mopar specific, and take advantage of the larger lifter diameter that Mopar uses compared to chevy allowing quicker ramps and more lift Vs duration.

f_inscreenname

I was using Hi Teks from Australia. Basically upside down headers with a water box built around them. Paid like $2600 for them a decade ago. Wasn’t a big fan. Fitting to the motor was horrible. They leaked after a season so I had to send them back (paying for shipping both ways from the east coast).Took months to get back. Never noticed any improvement to the motor.

murfman

Another unforeseen bonus for me, Hughes can regrind my stock cam cores into the larger cam and save me 200$ each! Extra 400$ towards some shaft mounted stainless roller rockers! I am dropping off the blocks, Scat cranks, Scat Rods, harmonic balances and flywheels off at the machine shop next week. I should have assembled short blocks by Valentine's Day.

turbo2256b

Your intake selection is not going to flow anywhere near the potential of the heads. The intake bolted on the head will only allow around 170 CFM give or take good port bad port. With a 400 CU IN engine around 235 CFM is needed to reach peak HP at 5200 RPM. Intake like a torker II is around 190, well ported maybe 220.