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#1 Old 03-21-2010, 12:50 PM
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Largest Cam/KB Hypereutectic Pistons

I am using Keith Black Hypereutectic pistons in my Magnum 408 with no valve reliefs cut into the pistons. Im currently using a 220/230 .512/.512 108 LSA camshaft.

What I am wondering: has anyone installed a larger cam in this type of setup without cutting deeper valve reliefs and if so what are the cam specs.

I want to install a larger cam without notching the pistons. I will use clay to double check the piston to valve clearance to be sure but Id rather not spend money on a cam, install it, to find out it wont work. I may have to cut reliefs anyway but would like to avoid it if possible.

Thanks in advance!

Richard

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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#2 Old 03-27-2010, 12:49 AM
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I would give Dave Hughes of Hughes Engines a call (309) 745-9558, He does offer longer duration camshafts with the same lift your presently running provided your using 1.55:1 rockers netting 1.5:1 lift figures on the Magnum Engine.
Alternatively I would give Marty Fletcher of KRC a call (321) 267-6950, however Marty can be somewhat awkward to get a hold of and you might have to e-mail him at krcperformance@krcperformance.net.
My engine clearance data is measurement of clay thickness to the bottom of my valve relief on KB Forged Step Dish Pistons and is of no use since I don’t know the valve relief depth.

1999 DODGE DURANGO SLT
ENGINE: HUGHES 360/426 MAGNUM STROKER * RACE PREPPED LONG BLOCK * STAGE II OILING * K1 FORGED CRANK * KB 10.39 FORGED PISTONS * K1 H BEAM RODS * MAIN BEARING GIRDLE * CYCO PRO/STREET DAMPER * PROGEAR 7 KEY TIMMING CHAIN SET * HYDRAULIC ROLLER CAM HER3642ALN * PRW SS 1.65 ROLLER ROCKERS * EDELBROCK MAGNUM PERFORMER RPM HEADS W/STAGE III CNC PORTING (2.08") INTAKE VALVES
INDUCTION: FUEL INJECTED HUGHES/EDELBROCK RPM AIR GAP INTAKE MANIFOLD WITH STAGE II PORTING * HUGHES STAGE III (55MM) BILLET THROTTLE BODY * K&N COLD AIR INTAKE
IGNITION: MSD DIGITAL 6 PLUS IGNITION BOX * MSD BLASTER HVC 8252 IGNITION COIL * TAYLOR SPIRO-PRO 8MM IGNITON WIRE SET * NGK V-POWER 5671A-7 PLUGS
ENGINE MANAGEMENT: SCT DCX XCALIBRATOR 2 / SCT CUSTOM FLASH DYNO TUNING * EAS POST CAT O2 SIMM
FUEL MANEGEMENT: ACCEL 32# FUEL INJECTORS * IN-TANK HOLLEY 255LTR/HR ELECTRIC FUEL PUMP * 92 OCTANE PREMIUM PUMP GAS
COOLING: FLOWKOOLER 1790 WATER PUMP * GRIFFIN 5-897GG-BAX DUAL 1.5" ROW ALUMINUM RADIATOR W/AUTO TRANS COOLER * MOTORAD FAIL-SAFE 180 DEGREE THERMOSTAT * FLEX-A-LITE 15" BLACK MAGIC EXTREME 180 ELECTRIC FAN
EXHAUST: SPINTECH 1 7/8" PRIMARY X 3" COLLECTOR LONG TUBE HEADERS * 3" SPINTECH TRUE DUAL EXHAUST, X-PIPE, DUAL 3" IN & OUT MUFFLER & 3" DUAL TAIL PIPES W/RESONATORS
TRANSMISSION: PATC 46RE CONVERTED TO LEVEL 4 EXTREME DUTY 48RE AUTO TRANS * MIDWEST 2000RPM STALL 10" BILLET CONVERTER W/12" LOCK-UP CLUTCH * DERALE 13503 AUTO TRANS AUXILLARY COOLER
DRIVETRAIN: 9.25" CHRYSLER REAR END W/4.88:1 YUKON RING & PINION & TRACTECH TRUETRAC GEAR DRIVEN LIMITED SLIP * DANA 35 IFS FRONT END W/4.88:1 YUKON RING & PINION
WHEELS & TIRES: STOCK 15" X 8" ALUMINUM WHEELS * GOODYEAR 32X11.50R15LT WRANGLER MT/R W/KEVLAR
SUSPENSION: EDELBROCK PERFORMER IAS FRONT & REAR SHOCK ABSORBERS * FIRESTONE REAR SPORT-RITE AIRIDE HELPER SPRINGS
EXTERIOR: PIAA XTREME WHITE PLUS BLUE HEADLIGHTS * LUMINICS TITANIUM WHITE 893 FOG LAMPS * WOLO BAD BOY AIR HORN
INTERIOR: TEKONSHA PRODIGY TRAILER BRAKE CONTROLLER * PIONEER AVIC-Z110BT MULTIMEDIA AV NAVIGATION RECIEVER / SIRIUS & XM SATILITE RADIO / BLUETOOTH / VOICE ACTIVATED * ALPINE BACK-UP CAMERA * ALPINE DIGITAL AMP 150W X 4 CHANNELS * FOCAL 6 1/2" 2-WAY COMPONENT SPEAKERS IN FRONT & 6 1/2" COAXIAL SPEAKERS IN REAR DOOR PANNELS * JBL DUAL 12" SUB W/600W ALPINE DIGITAL AMP * ESCORT 9500ix PASSPORT RADAR DETECTOR * BLINDER M47 X-TREME LASER SHIFTER
MUSTANG CHASSIS DYNAMOMETER TEST: 360RWHP @ 5300-5600RPM / 395RWTQ @ 3400-4600RPM
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#3 Old 03-27-2010, 07:28 AM
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Thanks for the reply!

I did call Hughes Engines and was told that customers have run their 1418 cam without any issues. A safe and understandable answer.

Haven't gotten ahold of Marty yet.

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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#4 Old 03-27-2010, 09:16 AM
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There is another option, go to Comp Cams web site at http://www.compcams.com/CAMQUEST/ and download the CAMQUEST software, enter your engine specifications and see what recommendations they have or contact them directly. Chances are that this is in part how KRC established there product line. I might mention if your currently running a cast crank, best stay below 500 gross horse power at the crank. Above 500hp typically requires a forged crank with main bearing girdle installation. If you look at my signature as a guide and don't exceed these parameters you will be all right because I'm right at the break line, even though I am running an all forged bottom end with girdle. I might also mention what ever you do stay away from nitrous oxide your Keith Black Pistons are known to have issues if you do. Also if you are running the Edelbrock valve springs that came with your heads best change them out if you upgrade your cam, otherwise they will float at a very low rpm. Forgive me if I'm telling you info that your already aware of, just trying to help with what little info I've been given in doing my own build.
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#5 Old 03-27-2010, 10:13 AM
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Looks like you have a nice build.

Yes I have been on the Comp Cams site using their Camquest software. I have contacted them directly and have gotten someone who hates their job, is sick up cam questions...and hasn't been any help whatsoever. Aside from that, I have noticed over the years that there are certain cam specs that work well for Chrysler and Chevy alike. Such as a 220/230 duration @ .050 for example. I presume there are certain specs for combinations that have be found to work consistantly well over the years.

Yes there are limitations to the cast (stroker) crank and the potential danger of nitrous (which I am staying away from), especially on the harder (more brittle) Hypereutectic pistons.

I checked with Edelbrock the other day and was told the springs that come with the heads are good for .580 lift, have 320# of open spring pressure...and the max rpm is 6500.

I am basically looking for a more aggresive cam to use with the dual throttle body tunnel ram I am fabricating and don't want to tear the engine down to notch the pistons or even while the engine is still assembled.

Camquest has specified great fits in the range of 236/242 to 242/248 and around .544 lift. I am hoping to pick a cam that when checking the PVC with clay, has enough clearance.

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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#6 Old 04-02-2010, 09:35 AM
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Sorry, that I am only now responding to your last post. Normally, I receive an e-mail notification, upon a response being made to any post that I have responded too, didn't happen in this case?
Marty Fletcher was the one that warned me about the Edelbrock valve springs on there preassembled heads. Hughes Engines automatically replaced these springs on my brand new preassembled Edelbrock Magnum Performer RPM Heads with the following:
HUG 1111 SPRING, VALVE DOUBLE (QTY 16)
140# @ 1.800" INSTALLED 315# @ .550" LIFT
I can confirm 7,000 rpm operation with no problems using these springs (HUG 1111), HER3642ALN camshaft, 2.08" intake valves and 1.65:1 roller rockers (one turn preload, .050") netting approximately .550" lift at the valve. I did notice a fair amount of wear on one of the push rod guides on my last tear down after only 15,000 miles, fortunately, I had followed Edelbrocks recommendations to use hardened pushrods.

1999 DODGE DURANGO SLT
ENGINE: HUGHES 360/426 MAGNUM STROKER * RACE PREPPED LONG BLOCK * STAGE II OILING * K1 FORGED CRANK * KB 10.39 FORGED PISTONS * K1 H BEAM RODS * MAIN BEARING GIRDLE * CYCO PRO/STREET DAMPER * PROGEAR 7 KEY TIMMING CHAIN SET * HYDRAULIC ROLLER CAM HER3642ALN * PRW SS 1.65 ROLLER ROCKERS * EDELBROCK MAGNUM PERFORMER RPM HEADS W/STAGE III CNC PORTING (2.08") INTAKE VALVES
INDUCTION: FUEL INJECTED HUGHES/EDELBROCK RPM AIR GAP INTAKE MANIFOLD WITH STAGE II PORTING * HUGHES STAGE III (55MM) BILLET THROTTLE BODY * K&N COLD AIR INTAKE
IGNITION: MSD DIGITAL 6 PLUS IGNITION BOX * MSD BLASTER HVC 8252 IGNITION COIL * TAYLOR SPIRO-PRO 8MM IGNITON WIRE SET * NGK V-POWER 5671A-7 PLUGS
ENGINE MANAGEMENT: SCT DCX XCALIBRATOR 2 / SCT CUSTOM FLASH DYNO TUNING * EAS POST CAT O2 SIMM
FUEL MANEGEMENT: ACCEL 32# FUEL INJECTORS * IN-TANK HOLLEY 255LTR/HR ELECTRIC FUEL PUMP * 92 OCTANE PREMIUM PUMP GAS
COOLING: FLOWKOOLER 1790 WATER PUMP * GRIFFIN 5-897GG-BAX DUAL 1.5" ROW ALUMINUM RADIATOR W/AUTO TRANS COOLER * MOTORAD FAIL-SAFE 180 DEGREE THERMOSTAT * FLEX-A-LITE 15" BLACK MAGIC EXTREME 180 ELECTRIC FAN
EXHAUST: SPINTECH 1 7/8" PRIMARY X 3" COLLECTOR LONG TUBE HEADERS * 3" SPINTECH TRUE DUAL EXHAUST, X-PIPE, DUAL 3" IN & OUT MUFFLER & 3" DUAL TAIL PIPES W/RESONATORS
TRANSMISSION: PATC 46RE CONVERTED TO LEVEL 4 EXTREME DUTY 48RE AUTO TRANS * MIDWEST 2000RPM STALL 10" BILLET CONVERTER W/12" LOCK-UP CLUTCH * DERALE 13503 AUTO TRANS AUXILLARY COOLER
DRIVETRAIN: 9.25" CHRYSLER REAR END W/4.88:1 YUKON RING & PINION & TRACTECH TRUETRAC GEAR DRIVEN LIMITED SLIP * DANA 35 IFS FRONT END W/4.88:1 YUKON RING & PINION
WHEELS & TIRES: STOCK 15" X 8" ALUMINUM WHEELS * GOODYEAR 32X11.50R15LT WRANGLER MT/R W/KEVLAR
SUSPENSION: EDELBROCK PERFORMER IAS FRONT & REAR SHOCK ABSORBERS * FIRESTONE REAR SPORT-RITE AIRIDE HELPER SPRINGS
EXTERIOR: PIAA XTREME WHITE PLUS BLUE HEADLIGHTS * LUMINICS TITANIUM WHITE 893 FOG LAMPS * WOLO BAD BOY AIR HORN
INTERIOR: TEKONSHA PRODIGY TRAILER BRAKE CONTROLLER * PIONEER AVIC-Z110BT MULTIMEDIA AV NAVIGATION RECIEVER / SIRIUS & XM SATILITE RADIO / BLUETOOTH / VOICE ACTIVATED * ALPINE BACK-UP CAMERA * ALPINE DIGITAL AMP 150W X 4 CHANNELS * FOCAL 6 1/2" 2-WAY COMPONENT SPEAKERS IN FRONT & 6 1/2" COAXIAL SPEAKERS IN REAR DOOR PANNELS * JBL DUAL 12" SUB W/600W ALPINE DIGITAL AMP * ESCORT 9500ix PASSPORT RADAR DETECTOR * BLINDER M47 X-TREME LASER SHIFTER
MUSTANG CHASSIS DYNAMOMETER TEST: 360RWHP @ 5300-5600RPM / 395RWTQ @ 3400-4600RPM
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#7 Old 04-02-2010, 10:20 AM
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I appreciate the info. Thanks!

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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#8 Old 04-02-2010, 11:09 AM
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In regards to intake manifold. Check out the following website:
http://www.hughesengines.com/TechArt...st10272006.php
Ever consider flow balancing a Edelbrock 340 Victor manifold, port match to the magnum heads, have the magnum heads machine tapped for installation of the LA manifold, machine manifold for fuel injector bungs and use a 1000cfm 4 barrel throttle body?

Engine RPM
Torque
Power corrected
Horsepower Volumetric
Efficiency

4700
541.9
484.9
101.2

5700
492.2
534.2
101.8

The test shown above used our HER4246Al cam, beehive valve springs, our flow balanced 340 Victor Intake , our 1.6 roller rocker kit and again, the "wrong" pan combination.

A torquey engine is a lot of fun to drive on the street. It will be very throttle responsive and quick accelerating because of the torque. For a truck or heavy weight street cruiser this would be a tire destroyer at the tip of your toe, and it is a pump gas small block or at least it looks like one.

Or if you really want to go hog wild check out this website: http://www.kinsler.com

1999 DODGE DURANGO SLT
ENGINE: HUGHES 360/426 MAGNUM STROKER * RACE PREPPED LONG BLOCK * STAGE II OILING * K1 FORGED CRANK * KB 10.39 FORGED PISTONS * K1 H BEAM RODS * MAIN BEARING GIRDLE * CYCO PRO/STREET DAMPER * PROGEAR 7 KEY TIMMING CHAIN SET * HYDRAULIC ROLLER CAM HER3642ALN * PRW SS 1.65 ROLLER ROCKERS * EDELBROCK MAGNUM PERFORMER RPM HEADS W/STAGE III CNC PORTING (2.08") INTAKE VALVES
INDUCTION: FUEL INJECTED HUGHES/EDELBROCK RPM AIR GAP INTAKE MANIFOLD WITH STAGE II PORTING * HUGHES STAGE III (55MM) BILLET THROTTLE BODY * K&N COLD AIR INTAKE
IGNITION: MSD DIGITAL 6 PLUS IGNITION BOX * MSD BLASTER HVC 8252 IGNITION COIL * TAYLOR SPIRO-PRO 8MM IGNITON WIRE SET * NGK V-POWER 5671A-7 PLUGS
ENGINE MANAGEMENT: SCT DCX XCALIBRATOR 2 / SCT CUSTOM FLASH DYNO TUNING * EAS POST CAT O2 SIMM
FUEL MANEGEMENT: ACCEL 32# FUEL INJECTORS * IN-TANK HOLLEY 255LTR/HR ELECTRIC FUEL PUMP * 92 OCTANE PREMIUM PUMP GAS
COOLING: FLOWKOOLER 1790 WATER PUMP * GRIFFIN 5-897GG-BAX DUAL 1.5" ROW ALUMINUM RADIATOR W/AUTO TRANS COOLER * MOTORAD FAIL-SAFE 180 DEGREE THERMOSTAT * FLEX-A-LITE 15" BLACK MAGIC EXTREME 180 ELECTRIC FAN
EXHAUST: SPINTECH 1 7/8" PRIMARY X 3" COLLECTOR LONG TUBE HEADERS * 3" SPINTECH TRUE DUAL EXHAUST, X-PIPE, DUAL 3" IN & OUT MUFFLER & 3" DUAL TAIL PIPES W/RESONATORS
TRANSMISSION: PATC 46RE CONVERTED TO LEVEL 4 EXTREME DUTY 48RE AUTO TRANS * MIDWEST 2000RPM STALL 10" BILLET CONVERTER W/12" LOCK-UP CLUTCH * DERALE 13503 AUTO TRANS AUXILLARY COOLER
DRIVETRAIN: 9.25" CHRYSLER REAR END W/4.88:1 YUKON RING & PINION & TRACTECH TRUETRAC GEAR DRIVEN LIMITED SLIP * DANA 35 IFS FRONT END W/4.88:1 YUKON RING & PINION
WHEELS & TIRES: STOCK 15" X 8" ALUMINUM WHEELS * GOODYEAR 32X11.50R15LT WRANGLER MT/R W/KEVLAR
SUSPENSION: EDELBROCK PERFORMER IAS FRONT & REAR SHOCK ABSORBERS * FIRESTONE REAR SPORT-RITE AIRIDE HELPER SPRINGS
EXTERIOR: PIAA XTREME WHITE PLUS BLUE HEADLIGHTS * LUMINICS TITANIUM WHITE 893 FOG LAMPS * WOLO BAD BOY AIR HORN
INTERIOR: TEKONSHA PRODIGY TRAILER BRAKE CONTROLLER * PIONEER AVIC-Z110BT MULTIMEDIA AV NAVIGATION RECIEVER / SIRIUS & XM SATILITE RADIO / BLUETOOTH / VOICE ACTIVATED * ALPINE BACK-UP CAMERA * ALPINE DIGITAL AMP 150W X 4 CHANNELS * FOCAL 6 1/2" 2-WAY COMPONENT SPEAKERS IN FRONT & 6 1/2" COAXIAL SPEAKERS IN REAR DOOR PANNELS * JBL DUAL 12" SUB W/600W ALPINE DIGITAL AMP * ESCORT 9500ix PASSPORT RADAR DETECTOR * BLINDER M47 X-TREME LASER SHIFTER
MUSTANG CHASSIS DYNAMOMETER TEST: 360RWHP @ 5300-5600RPM / 395RWTQ @ 3400-4600RPM
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#9 Old 04-02-2010, 11:38 AM
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Quote:
In regards to intake manifold. Check out the following website:
http://www.hughesengines.com/TechArt...st10272006.php
Ever consider flow balancing a Edelbrock 340 Victor manifold, port match to the magnum heads, have the magnum heads machine tapped for installation of the LA manifold, machine manifold for fuel injector bungs and use a 1000cfm 4 barrel throttle body?

Engine RPM
Torque
Power corrected
Horsepower Volumetric
Efficiency

4700
541.9
484.9
101.2

5700
492.2
534.2
101.8

The test shown above used our HER4246Al cam, beehive valve springs, our flow balanced 340 Victor Intake , our 1.6 roller rocker kit and again, the "wrong" pan combination.

A torquey engine is a lot of fun to drive on the street. It will be very throttle responsive and quick accelerating because of the torque. For a truck or heavy weight street cruiser this would be a tire destroyer at the tip of your toe, and it is a pump gas small block or at least it looks like one.

Or if you really want to go hog wild check out this website: http://www.kinsler.com
Pretty impressive figures. Yes I have been on the Kinsler site. Actually I only live a few miles from their shop.

What I am working on is modifying a dual quad tunnel ram to work with the EFI and two modified OEM throttle bodies that I machine for increased flow. And I’m trying to do this on a budget. I have also cut the plenum down so it fits under the hood. Since I am not worried about an air/fuel mixture at that point, I don't think I require such a large plenum. (The following link is another thread where I have been going over this intake manifold project: http://www.dodgetalk.com/forums/showthread.php?t=274045 )

This is partly why I am considering a larger cam. However, using Compcams Camquest shows that with my current combination, the cam I am running puts out pretty impressive numbers, 575 hp and 519 tq at 360 cu in displacement, up to 6500 rpm. I realize it is theoretical hp and tq but it is still a reasonable tool to gauge possible differences between cams.






Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.

Last edited by 98Dak408; 04-02-2010 at 11:48 AM.
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#10 Old 04-03-2010, 08:59 AM
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Looks very impressive, not to mention the quality level of your workmanship. A lot of folks might be critical of this set up being too much, that’s just carry over from the past carburetor days long gone. Using the SCT tuning along with your 2800 rpm torque converter my guess is this will work; the question of matching runner length & volume to camshaft & head flow pattern is a trial & error process at best. I have read that ideally you want approximately 20% to 25% more flow from your intake manifold & throttle body than what your heads will flow to achieve maximum volumetric efficiency. Looks like your there with this set up. You’re also now achieving a balanced flow into each intake port, unlike the dual plane set up I'm running which is a compromise given space restrictions, bottom end & top end performance needs; not to mention this is the bottleneck in my top end configuration.
If you are having hood clearance issues you might consider checking out the following website:
http://www.reflexxion.com/rfx/content/section/5/27/
For a cowl induction hood replacement check out page 23 of there downloadable catalog / Part Number: 701840.
In any case, let me know how this all works out.

1999 DODGE DURANGO SLT
ENGINE: HUGHES 360/426 MAGNUM STROKER * RACE PREPPED LONG BLOCK * STAGE II OILING * K1 FORGED CRANK * KB 10.39 FORGED PISTONS * K1 H BEAM RODS * MAIN BEARING GIRDLE * CYCO PRO/STREET DAMPER * PROGEAR 7 KEY TIMMING CHAIN SET * HYDRAULIC ROLLER CAM HER3642ALN * PRW SS 1.65 ROLLER ROCKERS * EDELBROCK MAGNUM PERFORMER RPM HEADS W/STAGE III CNC PORTING (2.08") INTAKE VALVES
INDUCTION: FUEL INJECTED HUGHES/EDELBROCK RPM AIR GAP INTAKE MANIFOLD WITH STAGE II PORTING * HUGHES STAGE III (55MM) BILLET THROTTLE BODY * K&N COLD AIR INTAKE
IGNITION: MSD DIGITAL 6 PLUS IGNITION BOX * MSD BLASTER HVC 8252 IGNITION COIL * TAYLOR SPIRO-PRO 8MM IGNITON WIRE SET * NGK V-POWER 5671A-7 PLUGS
ENGINE MANAGEMENT: SCT DCX XCALIBRATOR 2 / SCT CUSTOM FLASH DYNO TUNING * EAS POST CAT O2 SIMM
FUEL MANEGEMENT: ACCEL 32# FUEL INJECTORS * IN-TANK HOLLEY 255LTR/HR ELECTRIC FUEL PUMP * 92 OCTANE PREMIUM PUMP GAS
COOLING: FLOWKOOLER 1790 WATER PUMP * GRIFFIN 5-897GG-BAX DUAL 1.5" ROW ALUMINUM RADIATOR W/AUTO TRANS COOLER * MOTORAD FAIL-SAFE 180 DEGREE THERMOSTAT * FLEX-A-LITE 15" BLACK MAGIC EXTREME 180 ELECTRIC FAN
EXHAUST: SPINTECH 1 7/8" PRIMARY X 3" COLLECTOR LONG TUBE HEADERS * 3" SPINTECH TRUE DUAL EXHAUST, X-PIPE, DUAL 3" IN & OUT MUFFLER & 3" DUAL TAIL PIPES W/RESONATORS
TRANSMISSION: PATC 46RE CONVERTED TO LEVEL 4 EXTREME DUTY 48RE AUTO TRANS * MIDWEST 2000RPM STALL 10" BILLET CONVERTER W/12" LOCK-UP CLUTCH * DERALE 13503 AUTO TRANS AUXILLARY COOLER
DRIVETRAIN: 9.25" CHRYSLER REAR END W/4.88:1 YUKON RING & PINION & TRACTECH TRUETRAC GEAR DRIVEN LIMITED SLIP * DANA 35 IFS FRONT END W/4.88:1 YUKON RING & PINION
WHEELS & TIRES: STOCK 15" X 8" ALUMINUM WHEELS * GOODYEAR 32X11.50R15LT WRANGLER MT/R W/KEVLAR
SUSPENSION: EDELBROCK PERFORMER IAS FRONT & REAR SHOCK ABSORBERS * FIRESTONE REAR SPORT-RITE AIRIDE HELPER SPRINGS
EXTERIOR: PIAA XTREME WHITE PLUS BLUE HEADLIGHTS * LUMINICS TITANIUM WHITE 893 FOG LAMPS * WOLO BAD BOY AIR HORN
INTERIOR: TEKONSHA PRODIGY TRAILER BRAKE CONTROLLER * PIONEER AVIC-Z110BT MULTIMEDIA AV NAVIGATION RECIEVER / SIRIUS & XM SATILITE RADIO / BLUETOOTH / VOICE ACTIVATED * ALPINE BACK-UP CAMERA * ALPINE DIGITAL AMP 150W X 4 CHANNELS * FOCAL 6 1/2" 2-WAY COMPONENT SPEAKERS IN FRONT & 6 1/2" COAXIAL SPEAKERS IN REAR DOOR PANNELS * JBL DUAL 12" SUB W/600W ALPINE DIGITAL AMP * ESCORT 9500ix PASSPORT RADAR DETECTOR * BLINDER M47 X-TREME LASER SHIFTER
MUSTANG CHASSIS DYNAMOMETER TEST: 360RWHP @ 5300-5600RPM / 395RWTQ @ 3400-4600RPM
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#11 Old 04-03-2010, 10:30 AM
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Looks very impressive, not to mention the quality level of your workmanship. A lot of folks might be critical of this set up being too much, thats just carry over from the past carburetor days long gone. Using the SCT tuning along with your 2800 rpm torque converter my guess is this will work; the question of matching runner length & volume to camshaft & head flow pattern is a trial & error process at best. I have read that ideally you want approximately 20% to 25% more flow from your intake manifold & throttle body than what your heads will flow to achieve maximum volumetric efficiency. Looks like your there with this set up. Youre also now achieving a balanced flow into each intake port, unlike the dual plane set up I'm running which is a compromise given space restrictions, bottom end & top end performance needs; not to mention this is the bottleneck in my top end configuration.
If you are having hood clearance issues you might consider checking out the following website:
http://www.reflexxion.com/rfx/content/section/5/27/
For a cowl induction hood replacement check out page 23 of there downloadable catalog / Part Number: 701840.
In any case, let me know how this all works out.
Thanks! I've got to prepare the intake for welding and machine a few more throttle bodies since I sold the two 50mm TBs in the pic. Then do the linkage...etc.

I think it will work with a progressive linkage. I've read articles where a properly tuned dual quad tunnel ram produced better hp and tq throughout the rpm range, bottom to top, than a single or dual plane manifold, so I don't feel it is only good for extremelely high rpm. http://www.moparmusclemagazine.com/t...t_numbers.html
As far as being too much, I guess I'll find out.

I've already got that Reflexxion hood on my truck.

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.

Last edited by 98Dak408; 04-03-2010 at 12:16 PM.
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#12 Old 04-05-2010, 01:22 PM
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As I stated before, If you use a progressive linkage the ECU will also need this abilty.
Also you will need a small cross-connection beteen the TB's for idle air balance.

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#13 Old 04-05-2010, 01:54 PM
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As I stated before, If you use a progressive linkage the ECU will also need this abilty.
If it is progressive for slight throttle tip-in it may not be a problem. The SCT may need adjusting for the air/fuel ratio. In any case, I'm willing to play with it and see what happens.
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Also you will need a small cross-connection beteen the TB's for idle air balance.
The plenum will suffice for that.

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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#14 Old 04-05-2010, 04:21 PM
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I missed that picture. For some reason I thought you TB adaptor plates were bolted directly to the tunnel ram and I see they aren't. (My mistake.)

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Last edited by B-300; 04-05-2010 at 06:31 PM. Reason: spelling
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#15 Old 04-05-2010, 05:33 PM
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I missed that picture. For some reason I thought you TB adaptor plates were bolter directly to the tunnel ram and I see they aren't. (My mistake.)
Previously I was considering various scenarios so you probably did see that possibility before.

Richard Nash--HiPoTek, http://www.hi-potek.com1998 Dakota R/T CC, Modified 408, KRC 220/230 108 LSA Cam and SCT Tune, Edelbrock 2.02 Ported Aluminum Heads, MP M1, HiPoTek 53.6mm TB, Hughes Stroker Kit, Schumacher 7 QT Pan, MP Headers, Single 3 1/2" Full Exhaust with Race Ready Cut-Out, Transgo, APS TV Valve, PATC 2800 Stall, Motive 4.56 Gear, Auburn LSD, Yukon Axles, Hotchkis TVS - 2/3 Drop, Sidewinder Customs 13" Viper Disc Brakes, HiPoTek X-Brace, Driveshaft Loops, Engine Torque Strap, and Differential Cover.
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