[napster]

Building the following:

455 block from 1974 Catalina. Will end up at 496 cubes. Using #16 heads (SD) will have a valve job, no porting. Domed pistons will be used to achieve 9.9 compression. 1.5 roller rockers will be empolyed. SD 2.5 inch exhaust manifolds are going on. Holley carb and repro RA IV intake are going to be used. Transmission is a m-20 muncie and a 3.08 rear gear. I think I covered what I know right now.

The cam is a Butler custom grind Part # 3317/3318. 293/300, 242/248, .540/.563 112 or 114 LSA.

Thanks for your input.

[Dave M]

Just curious what stroke? 4.25" or 4.5"? As we discussed the other day, I'm considering this came for my next engine.


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[napster]

Dave,

I think it will be 4.5.

[krisr]

I ran that cam in my 400 with Edelbrock heads but on 110LSA and it was a very good cam in my smaller engine but I ended up going proper solid roller. Your motor is considerably bigger, it's not too much cam IMO but as with any engine combination, make sure you have the supporting cast in your driveline so the combination works else it'll be a pig.

[TCSGTO]

Should be ok. I have a few more degrees @.050 with 19 more cubes and it’s pretty mild. I’d be more concerned with the Muncie.

[steve25]

I have not done the math, but with that many cid and around 75 CC heads you should not need any kind of dome on the Pistons to get 10 to 1 comp I would think!

And in answer to your question, that is not too much Cam , but not enough head in terms of air flow and port size!

With a stock D port head will need to be content with about 425 to 445 hp out of that build as you stated it!

If you want to go by factory guide lines for a great street head without running over a 3.08 gear then look at the 1971/72 455 HO motors and there head.
They had a Intake port of some 172 CCs which was 10% larger then a high Comp D port , post 1967 head at 154 CCs on average.

Your 496 will be near 10% larger cid wise then a 455 so a head of 188 CCs like what the 455 SD heads where is what you need to keep things Apples to Apples if your looking for rising power above 5400 rpm while having more bottom end then you know what to do with!

[equidr]

Looks like too many mismatched parts to me. Those heads and intake unported were designed to support 400 ci. Your engine at almost 500 ci is 25% larger. A spread bore intake with a square bore carb. is also a mismatch. . I also assumed you meant dished pistons not domed. At best it will be a low RPM tractor motor. IMHO

[74Grandville]

I think a few are missing that these are 73/74 Super Duty #16 heads. not the 1968 #16 head.

will be a nice torque monster, but if it were me, i'd go bigger. DD2000 is showing a 4,500 rpm peak. Also, being an extreme energy cam, 9.9:1 might actually be a little high for this size cam in that monster engine for 93 octane.

[Murf]

Guys, he's talking about Super Duty # 16's, I believe. Not D ports.

Don't know about the cam. I'd think the exhaust would be the limiting factor. A guy could try it. If it's a HFT, you could always put Rhoades lifters in it if you had to.

I do know too little cam is easier to live with than too much cam.

Murf
ETA, I got treed!


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[napster]

Originally Posted by 74Grandville

I think a few are missing that these are 73/74 Super Duty #16 heads. not the 1968 #16 head.

will be a nice torque monster, but if it were me, i'd go bigger. DD2000 is showing a 4,500 rpm peak. Also, being an extreme energy cam, 9.9:1 might actually be a little high for this size cam in that monster engine for 93 octane.

Originally Posted by Murf

Guys, he's talking about Super Duty # 16's, I believe. Not D ports.

Don't know about the cam. I'd think the exhaust would be the limiting factor. A guy could try it. If it's a HFT, you could always put Rhoades lifters in it if you had to.

I do know too little cam is easier to live with than too much cam.

Murf
ETA, I got treed!


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Correct I am talking about super duty heads #16 not the D-port version.

[steve25]

Sorry, I missed that SD note, so that's a Hourse of a different color then !

[Navy Horn 16]

Originally Posted by napster

Building the following:

455 block from 1974 Catalina. Will end up at 496 cubes. Using #16 heads (SD) will have a valve job, no porting. Domed pistons will be used to achieve 9.9 compression. 1.5 roller rockers will be empolyed. SD 2.5 inch exhaust manifolds are going on. Holley carb and repro RA IV intake are going to be used. Transmission is a m-20 muncie and a 3.08 rear gear. I think I covered what I know right now.

The cam is a Butler custom grind Part # 3317/3318. 293/300, 242/248, .540/.563 112 or 114 LSA.

I have the same cam (112 LSA) from Butler in my 469. You must be getting the 4.5 inch crank, I've got the 4.25.

I've got ported E-heads, an auto, and 3.42 gears. My only regret is that I kept compression at 10.1:1. Wish I'd have gone 11:1.

It'll scream for you.

[Formulajones]

Originally Posted by napster

Building the following:

455 block from 1974 Catalina. Will end up at 496 cubes. Using #16 heads (SD) will have a valve job, no porting. Domed pistons will be used to achieve 9.9 compression. 1.5 roller rockers will be empolyed. SD 2.5 inch exhaust manifolds are going on. Holley carb and repro RA IV intake are going to be used. Transmission is a m-20 muncie and a 3.08 rear gear. I think I covered what I know right now.

The cam is a Butler custom grind Part # 3317/3318. 293/300, 242/248, .540/.563 112 or 114 LSA.

Thanks for your input.

I like the sound of that engine combo. Stock appearing and should have a nice broad torque curve.
I run a similar cam, duration wise, with tighter LSA in a 454 here with 10:1 compression. It's a custom grind 242/248 but on a 110, and the lobes are nearly 640 lift with a 1.7 rocker. It makes about 10 inches of vacuum, idle is a little rambunctious but is daily drivable if I wanted to, and makes power up to 6500 and pushes a 4100 lbs car to mid 11's, and runs the factory AC.
Point being, a similar cam, with a wider LSA, and being in a much larger 500 ci engine, it'll soak up that camshaft, should idle much better for you, probably a very mellow lope, and produce another 4-5 inches of vacuum or more depending on the LSA chosen wouldn't surprise me. I personally would bring the LSA in myself. I wouldn't want a really long broad power curve that wants more rpm for peak power with a 4.5" crank in a stock block. Don't think I'd be interested in spinning that real tight.
The repo RAIV intake is a good piece. I've been experimenting with one for the past year. Maybe I got a good one but I didn't see any of the horror stories that were once posted all over here. The port alignment on mine was pretty nice. I mainly switched to it for the separate heat cross over experimenting with daily driving and crappy pump gas. So far the results have been excellent. Although the plenum volume is shallower than my factory iron intake, it hasn't appeared to have affected my combo, albeit a smaller engine set up for PS racing, it's running the numbers the faster guys with RAIII engines are turning. If it has hurt HP I can't wait to see how it runs with the iron intake back on, lol.
My goal at some point is to build a stock appearing sleeper engine such as yours for some fun.

[Baron Von Zeppelin]

Domed pistons will be used to achieve 9.9 compression.

What would the CR be if you didn't use domed pistons ?

[napster]

Originally Posted by Baron Von Zeppelin

What would the CR be if you didn't use domed pistons ?

Don't know the answer to that. Will have to get back to on that.

[napster]

Originally Posted by Formulajones

I like the sound of that engine combo. Stock appearing and should have a nice broad torque curve.
I run a similar cam, duration wise, with tighter LSA in a 454 here with 10:1 compression. It's a custom grind 242/248 but on a 110, and the lobes are nearly 640 lift with a 1.7 rocker. It makes about 10 inches of vacuum, idle is a little rambunctious but is daily drivable if I wanted to, and makes power up to 6500 and pushes a 4100 lbs car to mid 11's, and runs the factory AC.
Point being, a similar cam, with a wider LSA, and being in a much larger 500 ci engine, it'll soak up that camshaft, should idle much better for you, probably a very mellow lope, and produce another 4-5 inches of vacuum or more depending on the LSA chosen wouldn't surprise me. I personally would bring the LSA in myself. I wouldn't want a really long broad power curve that wants more rpm for peak power with a 4.5" crank in a stock block. Don't think I'd be interested in spinning that real tight.
The repo RAIV intake is a good piece. I've been experimenting with one for the past year. Maybe I got a good one but I didn't see any of the horror stories that were once posted all over here. The port alignment on mine was pretty nice. I mainly switched to it for the separate heat cross over experimenting with daily driving and crappy pump gas. So far the results have been excellent. Although the plenum volume is shallower than my factory iron intake, it hasn't appeared to have affected my combo, albeit a smaller engine set up for PS racing, it's running the numbers the faster guys with RAIII engines are turning. If it has hurt HP I can't wait to see how it runs with the iron intake back on, lol.
My goal at some point is to build a stock appearing sleeper engine such as yours for some fun.

Formula Jones,

I was expecting to hear the stock Super Duty head would not flow enough air to support the cam and the exhaust manifolds would diminish output to the point of being a real negative.

Jim

[Formulajones]

Originally Posted by napster

Formula Jones,

I was expecting to hear the stock Super Duty head would not flow enough air to support the cam and the exhaust manifolds would diminish output to the point of being a real negative.

Jim

That may be the case...hard to say how much until you get those heads on a bench and tested. Me personally, if I were building a sleeper engine like this, I'd have the heads ported. But I'd still run those exhaust manifolds to complete the sleeper appearance, even if it gives up some power on an engine this big. I just like the concept of what you're doing, and plan to do something similar, but I'd like to do it with an original RA IV head or an aftermarket aluminum version if someone ever comes out with an iron look-a-like.

I run this cam with a set of AFR's that could actually use more camshaft, lol. So I'm in the opposite boat with that scenario on that engine I mentioned above.

[Kedavra]

I have followed this list with great interest and finally joined - this is my first post, so please be gentle!
I have a 400/468 Butler balanced 4.25 stroker kit with Mahle flat tops (6.4cc), old pre-02 87cc ported EHeads (2.19/1.77) that flow 325 at .700 but I am stopping a little over .600 at 315 (so I can reuse my springs set up). I have ported Victor, T2, and RPM intakes, a BG 850. I am getting a Butler custom grind that is similar to the ones discussed here - it’s a 242/250 112 LSA that I was going to install at 108 (.603/.608 via HS 1.65’s) My SCR is 10.34 and DCR looks to be a little shy of 8.32 at sea level. Allegedly this will still be pump gas friendly.
(Zero deck/0.040 Cometic 4.225 head gaskets).
I had been running the Victor but am gravitating towards the RPM this time. I would appreciate any thoughts on whether this is too much cam to keep this streetable (both manners and octane), on the intake, whether a lifter brace would be needed with this build. I will also be using the QF carb heat shield which will act as a 1/2” open spacer. This is going through a Megaraptor 700r4 Level 4 and 3.45 RE.
Thanks for any thoughts!

[25stevem]

Welcome to ya!
If you want all the HP that 315 Intake cfm has to offer then I would run the Victor if you can make the clearance for it.

The T2 would need to be ported pretty well to just get into the 280 cfm range.

In the end the judgement call is going to be all yours Intake usage wise in terms of how much throttle responce/ drivability you want below 2500 rpm.

Ps, you hacked this thread from the OP, you should have started your own new one , but maybe you don't know how yet?

[Cliff R]

Good cam choice for a 496cid build at 9.9 to 1 compression. I'd have it ground on a 114LSA and install it at 110ICL.......