RAMM
Well-Known Member
This is the latest build that came together and surprised me. I was given an opportunity to build an engine based off a 318 Magnum block '(95) that is slated for use in a '73 A-body. The owner and I spoke in depth as to what his true expectations for the engine were. He specified long road trips all over the U.S. and Canada, daily driver reliability and ease of use, decent mileage, and of course power. He also told me about his previous engine build that was basically a total disaster. He entrusted some guy to build up his 318 into a hot rod and received an engine that failed and of course didn't contain many of the parts claimed. The engine was supposed to have EngineQuest heads and were in fact some kind of Chinese knockoffs. This is where he was put in touch with me via EngineQuest when he called them looking for info.
Every engine is unique and this one featured one that is new territory for me--A SNOW meth injection system. Knowing this I settled on an abnormally high static compression ratio and an extremely modest camshaft. How modest? How about 205/210 @ .050" on a 112 LSA hydraulic roller regrind on the original Magnum core. I told the customer that I felt this engine would be doing well at 1 hp/ci for a target of 349 peak HP. The customer also specified the EZE-EFI system to be used which also influenced my cam choice.
Some very unique machining was employed and it was experimental in many aspects. I used cast pistons wanting a tight skirt clearance and machined them to a 1.650 comp height and a CNC concave dish .05" deep in the center to "capture and center" the combustion force directly over the rod and crank throw. Final compression measured in at 10.7 which was little higher than the 10.5 target I had in mind.
Some "special" machining was employed on the fantastic EQ heads with respect to the valve job. Also Ferrea 2.02/1.60" valves were used. Another interesting component used was the old Weiand X-celerator intake manifold. Prior experience taught me this manifold is an excellent all around manifold. Its the single plane that thinks its a dual plane.
To cut to the chase the engine made 370 HP and 380 ft/lbs with a QFT 600 carb on the first pull. I couldn't believe it because the idle vacuum of 15" and smoothness of the engine through the pull was so belying. I promptly went through the calibration procedure and hung the 300 lbs of weights on the calibration arm. It is supposed to display 900 ft/lbs and it was off showing 902 ft/lbs.
On goes the EZE-EFI and with the high manifold vacuum the EFI had zero trouble figuring out the fuel mapping. Wow smoother, starts at the slightest touch of the button, super sharp throttle response, and more power to boot. How much power showed up? Well I did 4 back to back pulls at 160-166 F water temp and the last pull was the best --383 hp and 398.8 ft/lbs.
I cannot believe a camshaft this small afforded this kind of power and at 5800 no less. I told the customer a week before that if it did not produce the power I wanted I was pointing my finger squarely at the cam and that it was coming out for a more suitable grind. I am glad I did not have to tear it open as it did not leak a single drop of oil. It's Miller time! J.Rob
Every engine is unique and this one featured one that is new territory for me--A SNOW meth injection system. Knowing this I settled on an abnormally high static compression ratio and an extremely modest camshaft. How modest? How about 205/210 @ .050" on a 112 LSA hydraulic roller regrind on the original Magnum core. I told the customer that I felt this engine would be doing well at 1 hp/ci for a target of 349 peak HP. The customer also specified the EZE-EFI system to be used which also influenced my cam choice.
Some very unique machining was employed and it was experimental in many aspects. I used cast pistons wanting a tight skirt clearance and machined them to a 1.650 comp height and a CNC concave dish .05" deep in the center to "capture and center" the combustion force directly over the rod and crank throw. Final compression measured in at 10.7 which was little higher than the 10.5 target I had in mind.
Some "special" machining was employed on the fantastic EQ heads with respect to the valve job. Also Ferrea 2.02/1.60" valves were used. Another interesting component used was the old Weiand X-celerator intake manifold. Prior experience taught me this manifold is an excellent all around manifold. Its the single plane that thinks its a dual plane.
To cut to the chase the engine made 370 HP and 380 ft/lbs with a QFT 600 carb on the first pull. I couldn't believe it because the idle vacuum of 15" and smoothness of the engine through the pull was so belying. I promptly went through the calibration procedure and hung the 300 lbs of weights on the calibration arm. It is supposed to display 900 ft/lbs and it was off showing 902 ft/lbs.
On goes the EZE-EFI and with the high manifold vacuum the EFI had zero trouble figuring out the fuel mapping. Wow smoother, starts at the slightest touch of the button, super sharp throttle response, and more power to boot. How much power showed up? Well I did 4 back to back pulls at 160-166 F water temp and the last pull was the best --383 hp and 398.8 ft/lbs.
I cannot believe a camshaft this small afforded this kind of power and at 5800 no less. I told the customer a week before that if it did not produce the power I wanted I was pointing my finger squarely at the cam and that it was coming out for a more suitable grind. I am glad I did not have to tear it open as it did not leak a single drop of oil. It's Miller time! J.Rob
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