557 BBB

Nice, looks like a scotty cam

 

You are correct

 

Could you share your cam specs? Not the top secret lobe profiles just the usual lift, duration, lobe centers of an awesome 557" machine.

 

Scott Brown delivers the cool stuff!

 

Around 270/280 ..700 112

 

Jim, do you still sell these manifold flanges? Cost? Availability?

 

Some minor progress ..manifold is welded up with valley plate cover ..also made up a tidy little stand for the thermostat housing ..

 

Just opened up this beauty from SRE
.

 

I have a cam for sale that fits those specs it was designed around the same combo.take a look at it in the for sale section. Cody Gamble made it and Bullet Cams ground it.if you are interested reach out to me. Thanks, Tom

 

Nothing much happening other than I received my new Dale Cubic Dominator today

 

This intake and carb are going on the old 464 for this year .poor thing is not gonna know what hit it ..I'm tempted to dyno it but fear the crank may fall out with the big vacuum pump and enormous carb and manifold.

 

The crank will take the hp to a degree. just as long as the timing is low & you do not rattle it. i am curious what the intake & carb does on the smaller engine.

 

She's on and running.i am curious to see aswell how it reacts .to be honest I think the intake isn't crazy big . probably moved the power up tho

 

So interesting enough this manifold/carb intake on the 464 drives every bit as well compared to the sp2 4150 deal..surprisingly .
WOT is unreal ,I think these combos need a real intake no downside other than cost and hood clearance

 

Yup, the big intake is the key to increased performance above the airflow levels it takes to make about 750 HP and up on a big inch combo NA. Back to back tests I have performed on a 800 HP Tomahawk bracket motor indicated on that application, the unported RB Mopar manifold was worth a solid 20 HP, over a fully ported SP-2. While some may say "We made X hp with X manifold" the reality of it is, unless you have tested and confirmed that something else is not better, than that statement is rather pointless. And then there is the ever present question.. "and exactly how much time did we spend with the grinder in your hand, or how much did you pay someone else to do it?"

Plus the converted RB intake is easier to do, and on par, or possibly less expensive than the fully ported smaller intake. Porting an intake manifold sucks. Not difficult to spend 1K+ doing a competition port job on an intake. The Mopar RB manifold I reference in the above test, was "as cast" with only a slight bit of cartridge roll work to blend in the adapter plates. NO Plenum work, NO runner work.

Here's the test:


SP-2, Fully ported plenum and runners (by wilson manifolds)



TSP RB converted intake, no porting.

As one would expect when intake manifold volume is the issue, Tq at peak is similar, the big intake shines above 5500 rpm.

And this dyno testing does not tell the whole story.. in the typical fast bracket car, that needs to trap at 6800-7000 rpm, the big intake holds on to the power as airflow increases, whereas the smaller intake will really nosedive in power beyond the peak. In previous work, I have seen the difference be 60 HP at 7000 rpm

JW

 

That's some great info that you shared Jim.i really thought driveability would suffer on the 464 but just wasn't the case at all..the real shocker yesterday on our poker run cruise out in the country it managed to pop the wheels up into third on the gear change .has never done that before .can't wait to finish off the 557 as it's out of machine shop prison now haha