Gimme Fuel
Well-known member
Alright, the plan is being finalized and parts are starting to come together on might as well be a fresh build of a naturally aspirated, pump gas, 540 cu. in. big block chevy with ~10.5-10.7 compression ratio. The goal to hit is 700 hp and with the components I am using, that should be easily obtainable and more. I have been doing a bunch of research and discussions with Bob Madera of Marine Kinetics and others to get a game plan finalized. This is what the finalized plan is:
Short Block: (still waiting on block to be done at machine shop
)
Gen VI 502 block bored .030 over. Oil bypass valve is blocked off to prevent any unfiltered oil from entering the block. Running coated cam bearings and Clevite performance series main bearings. Ohio Crank 4340 forged 4.25" stroke crankshaft. Manley 6.385" h-beam rods. Keith Black (Probe) forged flat-top pistons with -3 cc single valve relief. Rings are Total-Seal Maxx-Seal gapless ring set. All internally balanced. Stock merc 8 qt. oil pan and Melling high volume pump.
Heads: Air Flow Research (AFR) 335 cc intake runner rectangle port CNC ported aluminum heads with severe duty stainless intake valves and Inconel exhaust. Springs are yet to be determined when cam is finalized by Bob. Setup will be for hydraulic full roller.
Valve-train & Cam: Full hydraulic roller custom ground cam from Marine Kinetics. Grind profile TBD but it he said it will be big. Comp hyd. roller lifters, hardened pushrods, Harland-Sharp 1.7 ratio roller rockers on ARP studs.
Intake: After lengthy discussions with Bob Madera, I have decided to abandon the modified MPI setup due to it's limitations and am going with a large single plane Offenhauser Super-Sonic rectangle port intake with Dominator (4500) flange. I will weld injector bungs on this intake and install fuel rails to accommodate tall Bosch style 68#/hr injectors. A dominator flange 4-barrel progressive 2200 cfm throttle body will sit on top.
EFI system: This is where things are getting fun. I have decided to use Holley's new HP series ECU. It has amazing abilities and is completely self tuning. From what I am hearing, it is extremely fast to adjust and completely eliminates lengthy dyno sessions.
http://www.holley.com/550-602.asp
I have decided to eliminate problem prone MSD ignition setups entirely and utilize a LS1 coil-on-plug ignition system allowing for full sequential EFI and not batch-fire like the stock MEFI controllers. There will be a crank trigger and the factory Merc/Delphi dual connector distributor will just become an oil pump drive and use the built in cam sync sensor. This system has proven itself many times now in the marine world frankly I'm excited to use it. It has so many programmable options and features that it can handle anything I throw at it, is more user friendly and less expensive than the FAST EFI systems.
Fuel System: Aeromotive A1000 pump, 1/2" NPT fittings and 1/2" ID hose. 1/2" NPT high flow Derale Performance fuel/water separator/filter. Aeromotive A1000 adjustable regulator. Fuel will go from tank, through filter unit, into pump, through 10x2" fluid cooler, tee into the two fuel rails, tee back into single line, through regulator, and excess will be plumbed back to filter head. decided not to return excess to tank, technically not USCG approved plus it is a PITA. This method is commonly used by many top builders with no issues.
Oil system: Melling high volume pump, Derale Performance block adaptor, all 1/2" NPT fitting with 5/8" ID barbs and hose. Will run through Derale Performance dual/parallel oil filter mount with two 1/2 to 3/4 quart capacity filters with ~30 psi bypass valves. Will then go through Derale Performance 180* oil thermostat and either back to the block adapter or through a 3x18" Teague oil cooler then back to block.
Exhaust: I will be using my current EMI Thunder manifolds an long tube stainless steel risers. I am sending my risers to EMI to be extended through transom making the exhaust truly dry to the tip to prevent any reversion issues when using 4" Gaffrig Performance Series switchable mufflers. This will be similar to the old style Gil offshore pipes.Tips in transom will be removed and riser pipe will go through transom and be sealed with flange gaskets. I will more than likely have the exhaust work done next year due to time constraints and needing engine in the boat to measure for exact tailpipe dimensions. I considered full dry headers but ultimately I was willing to sacrifice a little hp for not having to worry about leaks, plus this should be a little quieter.
I'm sure some components are a bit overkill, but I would rather be overbuilt than have future issues considering my past screw-ups. While I am waiting for my block, I am going to order fuel rails and injector bungs this weekend and get those welded on and ready. I also need to measure the exact combustion chamber size of my heads because they are not stock AFR sized chambers. I will get that done this weekend and post the results. I am hoping to have this running by July so we will see how things go. Better late than never I guess.
Stay tuned for updates, pictures, and progress reports. I am going to try and do a good job documenting this build.
Short Block: (still waiting on block to be done at machine shop
)Gen VI 502 block bored .030 over. Oil bypass valve is blocked off to prevent any unfiltered oil from entering the block. Running coated cam bearings and Clevite performance series main bearings. Ohio Crank 4340 forged 4.25" stroke crankshaft. Manley 6.385" h-beam rods. Keith Black (Probe) forged flat-top pistons with -3 cc single valve relief. Rings are Total-Seal Maxx-Seal gapless ring set. All internally balanced. Stock merc 8 qt. oil pan and Melling high volume pump.
Heads: Air Flow Research (AFR) 335 cc intake runner rectangle port CNC ported aluminum heads with severe duty stainless intake valves and Inconel exhaust. Springs are yet to be determined when cam is finalized by Bob. Setup will be for hydraulic full roller.
Valve-train & Cam: Full hydraulic roller custom ground cam from Marine Kinetics. Grind profile TBD but it he said it will be big. Comp hyd. roller lifters, hardened pushrods, Harland-Sharp 1.7 ratio roller rockers on ARP studs.
Intake: After lengthy discussions with Bob Madera, I have decided to abandon the modified MPI setup due to it's limitations and am going with a large single plane Offenhauser Super-Sonic rectangle port intake with Dominator (4500) flange. I will weld injector bungs on this intake and install fuel rails to accommodate tall Bosch style 68#/hr injectors. A dominator flange 4-barrel progressive 2200 cfm throttle body will sit on top.
EFI system: This is where things are getting fun. I have decided to use Holley's new HP series ECU. It has amazing abilities and is completely self tuning. From what I am hearing, it is extremely fast to adjust and completely eliminates lengthy dyno sessions.
http://www.holley.com/550-602.asp
I have decided to eliminate problem prone MSD ignition setups entirely and utilize a LS1 coil-on-plug ignition system allowing for full sequential EFI and not batch-fire like the stock MEFI controllers. There will be a crank trigger and the factory Merc/Delphi dual connector distributor will just become an oil pump drive and use the built in cam sync sensor. This system has proven itself many times now in the marine world frankly I'm excited to use it. It has so many programmable options and features that it can handle anything I throw at it, is more user friendly and less expensive than the FAST EFI systems.
Fuel System: Aeromotive A1000 pump, 1/2" NPT fittings and 1/2" ID hose. 1/2" NPT high flow Derale Performance fuel/water separator/filter. Aeromotive A1000 adjustable regulator. Fuel will go from tank, through filter unit, into pump, through 10x2" fluid cooler, tee into the two fuel rails, tee back into single line, through regulator, and excess will be plumbed back to filter head. decided not to return excess to tank, technically not USCG approved plus it is a PITA. This method is commonly used by many top builders with no issues.
Oil system: Melling high volume pump, Derale Performance block adaptor, all 1/2" NPT fitting with 5/8" ID barbs and hose. Will run through Derale Performance dual/parallel oil filter mount with two 1/2 to 3/4 quart capacity filters with ~30 psi bypass valves. Will then go through Derale Performance 180* oil thermostat and either back to the block adapter or through a 3x18" Teague oil cooler then back to block.
Exhaust: I will be using my current EMI Thunder manifolds an long tube stainless steel risers. I am sending my risers to EMI to be extended through transom making the exhaust truly dry to the tip to prevent any reversion issues when using 4" Gaffrig Performance Series switchable mufflers. This will be similar to the old style Gil offshore pipes.Tips in transom will be removed and riser pipe will go through transom and be sealed with flange gaskets. I will more than likely have the exhaust work done next year due to time constraints and needing engine in the boat to measure for exact tailpipe dimensions. I considered full dry headers but ultimately I was willing to sacrifice a little hp for not having to worry about leaks, plus this should be a little quieter.
I'm sure some components are a bit overkill, but I would rather be overbuilt than have future issues considering my past screw-ups. While I am waiting for my block, I am going to order fuel rails and injector bungs this weekend and get those welded on and ready. I also need to measure the exact combustion chamber size of my heads because they are not stock AFR sized chambers. I will get that done this weekend and post the results. I am hoping to have this running by July so we will see how things go. Better late than never I guess.
Stay tuned for updates, pictures, and progress reports. I am going to try and do a good job documenting this build.
You do realize RossCo will probably beat you onto the water.
