SoCal Jet Boats
Tech Talk => Engine Mechanical / Electrical => Topic started by: bertus on March 31, 2009, 04:14:47 PM
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Has anyone done this? Whats the difference in reliability and hp between the two? Would it require some type of adapter plate for the berk jet to still work properly? You guys have got me pondering on switching
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oh boy....you just opened a big ol can of worms
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just do it ;)
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LOL. I just want to figure out what the best choice is going to be. Everyone seems to bash the 460 (ford motors in general), so I figured that if that many people have bad stuff to say about it maybe it might be worth it to switch to a 454.
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Berkley wont have to change, will need new motor mounts and other misc parts.
As far as reliability....Its like beauty, in the eye of the beholder! Run the 460 till you blow it up (shouldnt take long ;) ) and then switch!
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the kona that I have had a 460 in it, so all i had to do is get a rail kit (motor mount setup but really nice lol) for a 454 and you gotta buy an adapter that will let the U joint bolt up to the flexplate or flywheel on the back of the engine (460 and 454 are different) but they arent very much money, so change lil parts of the wiring and you should be good. Ull also need a 454 starter, flexplate, and all the other goodies. Both types of engines are good. Some like 460 some like 454. Im just running what came in my other boat lol. Be glad that its a ford motor instead of an olds lol :-D
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so basically as long as i dont push the 460 too much i should be okay for a season?? I would rather run it for a season and then sell it with some life in it then use that cash to buy the 454
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did the boat come with the 460 in it when you got it? have you taken the boat out yet since you got it? if you havent taken it out yet, just change the oil, pull the valve covers off and take a look at the rockers to see if they need adjustment if its a solid setup, change your plugs, and fire it up. :-) you should be good. Does the 460 have any mods done to it or is it basicially stock?
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LOL. I just want to figure out what the best choice is going to be. Everyone seems to bash the 460 (ford motors in general), so I figured that if that many people have bad stuff to say about it maybe it might be worth it to switch to a 454.
Dont worry about what other people say about your anchor ;D whoops i mean your engine ;D
If i had a ford i would dog chebby..... Plain and simple ;)
But im smarter :D
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By the way , if you had a Olds 455 i could see the swap..... But Fords are good runners..
So go run the bitch :sly:
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It all depends how your motor is built.. If you kill your motor, it'll be because its worn, it was pushed to hard or not built right for a marine application, not because its Ford or Chevy. I have a very healthy (mainly stock) ford 460 and haven't had any problems with the motor.. It's designed to run at 5k all day (about 400+ HP), but I don't run it to kill it either.. Talk to Paul Kane (lakesonly on this board), he's who built my motor, dude is a ford mastermind and knows what he's doing.. :) You may be able to just freshen your motor up for a lot cheaper than scrapping and replacing the whole thing! He does some stuff (oiling mods, etc) to the block to make them very reliable for the punishment they take in a boat vs a car..
Here's his site..
http://www.highflowdynamics.com/
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I've always been a Chevy guy couldn't see running anything else until this season when I came across a good deal on my boat which has a BBF 460. I was clueless on the motor but thanks to this great site I had some help tuning the motor,the boat ran ok,but there was a lot left on the table with the motor,turn out to be a 514 Ci Ford runs strong and its reliable,So to shine a light on things Chevy are no better then Fords,and if you ask me its how you tune the motor that makes the difference .So I am happy with the Fords,hopes this helps.
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Dont listen to those guys the have their dizzys at the wrong end :screwy: They dont know what they is yapping about ;D If ya read some of the threads on this site you will see that there is alot of chebby bashing ;D also if ya read what boost said, you get her tuned right she will haul the mail :o
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By the way , if you had a Olds 455 i could see the swap..... But Fords are good runners..
So go run the bitch :sly:
HEY NOW ! I almost didn't even read this thread, good thing I did tho huh? Talk yer talk Bahner Boy but how many boats do you have that are still running the original early 70's powerplant just the way Olds built it? I DO and I see many boats still running the 455. Very few Chevy or Fords are still the original ones are they?
That being said I am still looking for a set of exhaust for either a Pontiac or a Mopar. When I find them watch out baby! O0
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also if ya read what boost said, you get her tuned right she will haul the mail :o
Right up till when it implodes! ;)
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stock motor to stock motor......Ford will kill the chevy >:D And I have both..ford trucks (2) and a buggy (chevy 350) a 509 blown injected big block (chevy) on a stand...(in wait) ;D
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HEY NOW ! I almost didn't even read this thread, good thing I did tho huh? Talk yer talk Bahner Boy but how many boats do you have that are still running the original early 70's powerplant just the way Olds built it? I DO and I see many boats still running the 455. Very few Chevy or Fords are still the original ones are they?
That being said I am still looking for a set of exhaust for either a Pontiac or a Mopar. When I find them watch out baby! O0
how much WATER is in your oil??????
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None. How much is in yours?
;D
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you must be lucky... one of my first jet boats was a olds.. It got water in the oil all the time and many of my buddy's did to.. plus alot that come into the shop did also........ ;D ;)
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None. How much is in yours?
;D
both of my motorS are two strokes and they run fineeeee!!!!!!! :sly: no water in oil (water separators)O0
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HEY NOW ! I almost didn't even read this thread, good thing I did tho huh? Talk yer talk Bahner Boy but how many boats do you have that are still running the original early 70's powerplant just the way Olds built it? I DO and I see many boats still running the 455. Very few Chevy or Fords are still the original ones are they?
That being said I am still looking for a set of exhaust for either a Pontiac or a Mopar. When I find them watch out baby! O0
i was waiting for this ::) ;D
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LOL...I guess brad was right when he said i opened a can of worms. The motor is pretty much stock right now no mods as far as i know. I pick it up tomorrow evening and will know more then. I will also post pics of the motor, etc tomorrow as well. The guy just had the motor gone through and changed the oil, plugs, wires, etc. So hopefully it won't Implode on me. I have to run the 460 this season no matter what anyways. I'm not too sure if the boat came with the 460 stock or if someone along the line put it in.
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Many boat builders installed the 460 as there standard engine and used the 454 when requested.
There is really no reason to switch to the BBC from the Ford.
Good aftermarket parts are plentiful and many are available used at the hot rod swap meats.
Besides, we need another Ferd guy to tease about his dizzy being in the wrong location >:D ;D
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i was waiting for this ::) ;D
::) :-*
I know it is hard for some guys to give up what they know. 454 455 460
They are all just numbers. I just keep my expectations kinda low . . .
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Many boat builders installed the 460 as there standard engine and used the 454 when requested.
There is really no reason to switch to the BBC from the Ford.
Good aftermarket parts are plentiful and many are available used at the hot rod swap meats.
Besides, we need another Ferd guy to tease about his dizzy being in the wrong location >:D ;D
Oh come on now, you got that asbackwards, its the cheeby guys with the dizzy at the wrong end ;D ;D
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::) :-*
I know it is hard for some guys to give up what they know. 454 455 460
They are all just numbers. I just keep my expectations kinda low . . .
I run a 460" Chevy, otherwise known as a .030" over 454... ;D
Oh come on now, you got that asbackwards, its the cheeby guys with the dizzy at the wrong end ;D ;D
I don't have a dizzy in my "end" :P
GT
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Im assuming you guys are talking about the distributor being at the wrong end?
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BOTTOM LINE....THEY ALL BREAK...Go with what ya want and build it right and you should do just fine :sly: Sometimes it's personal preference and sometimes it's what ya can afford ;D Run what ya got and see how it goes and make yer mind up from there! ;) ;D No matter who you'se talk too,there will be a different opinion :banghead: :mad: :screwy: :sly: :-\ ::) ;D :D ;) :) Tracy
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And we're all just having fun about whose is better, because everyone knows that (insert favorite mfg.) is the best ;D
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And we're all just having fun about whose is better, because everyone knows that (insert favorite mfg.) is the best ;D
Well said! 8) ;D
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BOTTOM LINE....THEY ALL BREAK...
X2. And they can all be built to haul the mail. I've learned THAT much. I wouldn't change out to a Chevy if everything is already there for the Ford. Unless you work for GM, that could be an issue.
There's plenty of support, parts and upgrades to be had for the 460, and the 455, why add to the costs with a new bellhousing, rail kits, motor mounts, driveline, let alone all the wiring will need changing because of the ignition location (See, I didn't mention anyones end on that) Unless you're building a racer? Even at that all those engines would work fine.
I think I'm repeating myself, but my uncle is a devout Chebbie guy, and my first instinct was to change everything out to the 454. He stopped me, and I'm glad I did. My boat runs like a female ape at the zoo on Viagra day, and with the new tunnel, I'm probably gonna need some serious Jet work done to keep up with it. If I don't kill it first. Tom might have to hide this thing in the back of his shop for awhile.
MIght be interesting to see a Mopar in the mix, I'm a HUGE fan. Not the Hemi, been overdone. Would be nice to see a well built 340 or 440 shaft head tearing it up! Now that I say that, how about a 426 Stage III MAx wedge, how cool would that be? ;D
Dunno about the Pontiac though. Great engines, and I saw a complete set of mounts for one on Ebay awhile back. Built a 67 GTO and 69 Firebird 400 Convertible back in High school, ( both long gone) and Hi-po parts were scarce. Save for the oiling probelms we would have at around or above 5k rpm, they ran very strong (The GTO was built with a 428 SD block and 69 Ram Air IV heads). There was a place back in those days, can't remember their name though, that specialized in Pontiac performance stuff. I wanna say they were in Chatsworth Cali, but that's been 20 years ago or more.
Bottom line, stick with whats in it until it breaks, and breaks beyond all repair. Always easier to rebuild/upgrade what you got than changing everything all out.
Just my .02
Ray
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I say Pontiac cuz I just happen to have one AND this guy is 10 minutes away . . .
Check out all of his site , you WILL be surprised!
http://www.pontiacpower.com/LatestDyno.htm
http://www.carcraft.com/techarticles/672hp_pontiac_350s/index.html
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I say Pontiac cuz I just happen to have one AND this guy is 10 minutes away . . .
Check out all of his site , you WILL be surprised!
http://www.pontiacpower.com/LatestDyno.htm
http://www.carcraft.com/techarticles/672hp_pontiac_350s/index.html
As far as Pontiacs are concerned Bruce is one of the best around. Back in the mid 90's we use to sell him the Edelbrock alumunum heads that he was building at the time. Glad to see he is still around and doing well.
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I couldn't believe all the crap he has squeezed into that little shop. He sure seems to know his stuff tho. I have been looking for a long time for a way to get maximum torque into my boat for the least amount of money. Chevy/Ford both require a lot of $ in exhaust and mounts and such so I figured I would have to stick with the Olds. But then I kinda had a Poncho fall into my lap and I came across his website. Not too many guys build mountains of cheap torque and he does it without sacrificing reliability. The bummer came when I found out that everything is different between Olds and Pontiac heads. So now I am back to slowly piecing together a killer Olds.
It sux to be poor >:(
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Has anyone done this? Whats the difference in reliability and hp between the two? Would it require some type of adapter plate for the berk jet to still work properly? You guys have got me pondering on switching
The 460 is a newer design and is newer technology than the 454; the OEM passenger car 460 is created with parts that have the ability to make WAY more power than the passenger car 454; the 460 has a bigger standard bore and unshrouds the valves far better than the 454; the 460 can be stroked to 557 cubes EASY (and even more is possible) and without having to clearance the crankcase; the 460 drives the oil pump and distributor from the front of the camshaft where the timing chain is, not the 454 which loads/twists the cam because the pump/distibutor drive is at the opposite end of the cam from the timing chain; the 460 has a gerotor oil pump while the 454 has a cavitation-prone spur gear pump; the 460 has a taller deck than the 454; the 460 can get big compression ratios with inexpensive flat top pistons while the 454 needs a heavy dome-top piston to get the same compression ratio; the 460 blocks are made of material that is so hard that after boring just two cylinders we need to lap our bits...while with the same bits the 454 block can be bored non-stop and the block material turns to dust as we bore it; the 460 head bolts anchor into blind threads in the block while the 454 head bolts screw into the water jacket and so the both bolt threads and block threads strip routinely; the 460 head bolts are 9/16-inch and hold 140 foot-pounds of clamping force while the 454 has wimpy 7/16-bolts and manage 65-75 foot pounds only; the 460 has preferred 0.875" diameter lifters while the 454 has leser 0.842" diameter lifters; the 460 has a superior 1.72 rod ratio while the 454 has an average 1.53 rod ratio, etcetera, etcetera, etcetera, etcetera, etcetera...
Bottom Line: If you see people on this Forum jabbing each other in good, fun banter, please do not confuse it with a serious debate; we're just clowining around. On the other hand, if you see anyone anywhere involved in a heated argument and they seriously believe that the 454 is a superior example in engineering, then my money says that person is an ingorant, stupid-ass, dum-fuk poseur that has built little more than chebby's, hasn't a clue of all the great engines that are out there, and is mistaking engine "popularity" as "superior engine design," which of course it is NOT.
LO
p.s.: Either engine will work excellently in a pleasure boat such as yours. Keeping either engine running in a jet boat requires preventive maintenance. If you cannot keep a Ford or chebby alive in a jet boat, chances are that it ain't the engine's fault if you know what I mean.
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Ummm.....WOW????.......Thank god I have a Ford?
2sav?
Ray
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The 460 is a newer design and is newer technology than the 454; the OEM passenger car 460 is created with parts that have the ability to make WAY more power than the passenger car 454; the 460 has a bigger standard bore and unshrouds the valves far better than the 454; the 460 can be stroked to 557 cubes EASY (and even more is possible) and without having to clearance the crankcase; the 460 drives the oil pump and distributor from the front of the camshaft where the timing chain is, not the 454 which loads/twists the cam because the pump/distibutor drive is at the opposite end of the cam from the timing chain; the 460 has a gerotor oil pump while the 454 has a cavitation-prone spur gear pump; the 460 has a taller deck than the 454; the 460 can get big compression ratios with inexpensive flat top pistons while the 454 needs a heavy dome-top piston to get the same compression ratio; the 460 blocks are made of material that is so hard that after boring just two cylinders we need to lap our bits...while with the same bits the 454 block can be bored non-stop and the block material turns to dust as we bore it; the 460 head bolts anchor into blind threads in the block while the 454 head bolts screw into the water jacket and so the both bolt threads and block threads strip routinely; the 460 head bolts are 9/16-inch and hold 140 foot-pounds of clamping force while the 454 has wimpy 7/16-bolts and manage 65-75 foot pounds only; the 460 has preferred 0.875" diameter lifters while the 454 has leser 0.842" diameter lifters; the 460 has a superior 1.72 rod ratio while the 454 has an average 1.53 rod ratio, etcetera, etcetera, etcetera, etcetera, etcetera...
Bottom Line: If you see people on this Forum jabbing each other in good, fun banter, please do not confuse it with a serious debate; we're just clowining around. On the other hand, if you see anyone anywhere involved in a heated argument and they seriously believe that the 454 is a superior example in engineering, then my money says that person is an ingorant, stupid-ass, dum-fuk poseur that has built little more than chebby's, hasn't a clue of all the great engines that are out there, and is mistaking engine "popularity" as "superior engine design," which of course it is NOT.
LO
p.s.: Either engine will work excellently in a pleasure boat such as yours. Keeping either engine running in a jet boat requires preventive maintenance. If you cannot keep a Ford or chebby alive in a jet boat, chances are that it ain't the engine's fault if you know what I mean.
so there ya go!!!! btw your website is great. im doing your oiling mods on the engine im building right now. how much is the dizzy relocate thingy??? i have a tunnel ram but i want to run hei
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im doing your oiling mods on the engine im building right now. how much is the dizzy relocate thingy??? i have a tunnel ram but i want to run hei
repoman,
Although not needed for the typical jet boat engine, you will find the oiling mods easy to do and "cheap insurance."
In regards to the "dizzy relocation thingy," I believe you mean the offst mag drive that positions the mag in front of the engine?
(https://www.socaljetboats.com/proxy.php?request=http%3A%2F%2Fhome.earthlink.net%2F%7Ekaneofthenation%2Fsitebuildercontent%2Fsitebuilderpictures%2Fhomepagemotor.jpg&hash=2daf2e3745620088ffd6429e88ef9eac7bb5f52a)
(https://www.socaljetboats.com/proxy.php?request=http%3A%2F%2Fhome.earthlink.net%2F%7Ekaneofthenation%2Fsitebuildercontent%2Fsitebuilderpictures%2Fmagsingle1w.jpg&hash=aecfa2a8f80b6f1784b94e3a698e5f75d036db92)
Sorry, but that is not a distributor drive, it's a mag drive and is made to accept a Mallory Super Mag only, no HEI. We are finishing up half a dozen of them right now (5 single mag drives and one dual mag drive), and even test fit them in a block today. The single mags had a gilmer belt (as most all offset mag drives to) but we have eliminated the gilmer belt as of this production run and they are now 100% gear driven. 8)
Price wil be in the 4-figure range (single mag) on up (dual mag) and you'll still need to purchase the magneto(s). You are looking at our blown fuel style racing parts, not HEI distributors. :)
If you want an electronic distributor, then get the OEM Ford Dura-Spark electronic distributor and box. Quality parts that are so good that Dura-Spark electronics are actually used in MSD distrbutors...where do you think MSD get's their magnetic pickups and reluctors? ;) This is a big part of why MSD disriutors can be wired to Dura-Spark boxes and MSD boxes can be used with Dura-Spark distributors. So, you can go spend $400 on MSD stuff or you can spend $25 for a Dura-Spark box and distributor at a wrecking yard and just install a $10 recurve kit. The big diameter cap and associated components can be removed from the distributor and replaced with the small cap stuff, which should clear your tunnel ram. :)
LO
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The bummer came when I found out that everything is different between Olds and Pontiac heads.
You'd be surprised what can be done with standard Poncho heads. Or, I'd look for any version of Ram Air heads. (RA IV are best, and probably the best non-canted valve head design ever!) Exhaust is gonna be a problem with any of those, but maybe Ironman can come up with some plates to make your own headers? I would think a generous set of SBC headers could be readily modified to work with any poncho head, particularly the Ram Air heads.
Have torch and welder, will travel!
Ray
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repoman,
Although not needed for the typical jet boat engine, you will find the oiling mods easy to do and "cheap insurance."
In regards to the "dizzy relocation thingy," I believe you mean the offst mag drive that positions the mag in front of the engine?
(https://www.socaljetboats.com/proxy.php?request=http%3A%2F%2Fhome.earthlink.net%2F%7Ekaneofthenation%2Fsitebuildercontent%2Fsitebuilderpictures%2Fhomepagemotor.jpg&hash=2daf2e3745620088ffd6429e88ef9eac7bb5f52a)
(https://www.socaljetboats.com/proxy.php?request=http%3A%2F%2Fhome.earthlink.net%2F%7Ekaneofthenation%2Fsitebuildercontent%2Fsitebuilderpictures%2Fmagsingle1w.jpg&hash=aecfa2a8f80b6f1784b94e3a698e5f75d036db92)
Sorry, but that is not a distributor drive, it's a mag drive and is made to accept a Mallory Super Mag only, no HEI. We are finishing up half a dozen of them right now (5 single mag drives and one dual mag drive), and even test fit them in a block today. The single mags had a gilmer belt (as most all offset mag drives to) but we have eliminated the gilmer belt as of this production run and they are now 100% gear driven. 8)
Price wil be in the 4-figure range (single mag) on up (dual mag) and you'll still need to purchase the magneto(s). You are looking at our blown fuel style racing parts, not HEI distributors. :)
If you want an electronic distributor, then get the OEM Ford Dura-Spark electronic distributor and box. Quality parts that are so good that Dura-Spark electronics are actually used in MSD distrbutors...where do you think MSD get's their magnetic pickups and reluctors? ;) This is a big part of why MSD disriutors can be wired to Dura-Spark boxes and MSD boxes can be used with Dura-Spark distributors. So, you can go spend $400 on MSD stuff or you can spend $25 for a Dura-Spark box and distributor at a wrecking yard and just install a $10 recurve kit. The big diameter cap and associated components can be removed from the distributor and replaced with the small cap stuff, which should clear your tunnel ram. :)
LO
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your advise and knowledge is worth its weight in gold. thank you for your time to reply. one question....sooo that thingy cost 1000$ or more??? yikes!!! im not one to judge because i know nothing about that setup but all i do know is i dont want anything to do with it...lol. what year truck am i looking for??? like a 90 f350 with a 460 or something??? what about the vacum advance??? can i just do without it? i have a marine dizzy with a small top but im not to sure what it is are anything about it really....ill get some pix and part numbers up in a new thread here soon. thanks
my engine builder is doing the engine mods for free...the way i look at it...if i got the damn thing apart i might as well do everything can to make it its best.
maybe you can shed some light on this for me.
what are the main advantages of running a roller cam setup vrs doing a hydraulic flat tappet? there is a big price jump i am willing to wager but is it truly necessary??? my thoughts were this. less friction equals better engine response and longer life. but is it really worth it? what kind of money do you think it would cost to get a cam with all the needed items including new springs???
im really sorry if im thread jacking but this may be good all around info based on the original topic. ???
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The 460 is a newer design and is newer technology than the 454; the OEM passenger car 460 is created with parts that have the ability to make WAY more power than the passenger car 454; the 460 has a bigger standard bore and unshrouds the valves far better than the 454; the 460 can be stroked to 557 cubes EASY (and even more is possible) and without having to clearance the crankcase; the 460 drives the oil pump and distributor from the front of the camshaft where the timing chain is, not the 454 which loads/twists the cam because the pump/distibutor drive is at the opposite end of the cam from the timing chain; the 460 has a gerotor oil pump while the 454 has a cavitation-prone spur gear pump; the 460 has a taller deck than the 454; the 460 can get big compression ratios with inexpensive flat top pistons while the 454 needs a heavy dome-top piston to get the same compression ratio; the 460 blocks are made of material that is so hard that after boring just two cylinders we need to lap our bits...while with the same bits the 454 block can be bored non-stop and the block material turns to dust as we bore it; the 460 head bolts anchor into blind threads in the block while the 454 head bolts screw into the water jacket and so the both bolt threads and block threads strip routinely; the 460 head bolts are 9/16-inch and hold 140 foot-pounds of clamping force while the 454 has wimpy 7/16-bolts and manage 65-75 foot pounds only; the 460 has preferred 0.875" diameter lifters while the 454 has leser 0.842" diameter lifters; the 460 has a superior 1.72 rod ratio while the 454 has an average 1.53 rod ratio, etcetera, etcetera, etcetera, etcetera, etcetera...
Bottom Line: If you see people on this Forum jabbing each other in good, fun banter, please do not confuse it with a serious debate; we're just clowining around. On the other hand, if you see anyone anywhere involved in a heated argument and they seriously believe that the 454 is a superior example in engineering, then my money says that person is an ingorant, stupid-ass, dum-fuk poseur that has built little more than chebby's, hasn't a clue of all the great engines that are out there, and is mistaking engine "popularity" as "superior engine design," which of course it is NOT.
LO
p.s.: Either engine will work excellently in a pleasure boat such as yours. Keeping either engine running in a jet boat requires preventive maintenance. If you cannot keep a Ford or chebby alive in a jet boat, chances are that it ain't the engine's fault if you know what I mean.
Holly sh't Paul ;)
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fuking paul getting all techy and shit ;) ;D
always a pleasure to read your post
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WOW.. Talk about a thread jacking but keep it up.. I have my first blue oval and so far I love it... Keep that info coming I would love to hear more on the junkyard dizzy swap... ::)... yeah baby
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Now I understand why Cheby is going bankrupt and Ford didn't take any taxpayer money ::)
Great post ;D
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one question....sooo that thingy cost 1000$ or more??? yikes!!!
Comparing to prices of electronic disributors is comparing apples to oranges. These are mag drives, not distrbutors, and they are boutique racing componentry at that. OUR COST on the materials alone for the single mag is damn-near $1000. The SINGLE mag has SEVEN gears in it...looks like a goddam swiss watch inside. :o AND, there is NOTHING in the mag drive that is used "as purchased" except the bronze drive gear and the roller bearings....the rest of the parts are made in-house from raw materials or purchased and then modified to be used in our mags. Billy (machinist) went to two different major gear manufacturers, and they both told him that two of the gears that we wanted made were "physically impossible to manufacture," and so he makes them himself from bar stock....god bless that guy he is a genius. While I our mag drive may be at the upper price range of the typical mag drives on the market, it is not at all outragously priced for what you get (remember we are talking super high-end drag racing componentry). Here's a pic from three weeks ago:
(https://www.socaljetboats.com/proxy.php?request=http%3A%2F%2Fwww.hotboatpics.com%2Fpics%2Fdata%2F500%2F5657MagHousing_01.jpg&hash=153678b89810567cab63d9885e188453fdcaa9ab)
what year truck am i looking for??? like a 90 f350 with a 460 or something???
Ford came out with the Dura-Spark electronic distributors around 1974, so 1974-up vehicles have them. The electronic box you want should have the blue strain relief. If you want to purchase a remanufactured/already recurved Dura-Spark distributor, my colleague Scott Johnston sells them.
what are the main advantages of running a roller cam setup vrs doing a hydraulic flat tappet? ... is it truly necessary???
Which camshaft you use depends on what your engine combo is. Bigger is not always better; further it is possible to have a poorly chosen combo of GOOD parts that HURT power. Selecting parts that are just right for your targeted build combo is what makes a good engine.
my thoughts were this: less friction equals better engine response and longer life. but is it really worth it? what kind of money do you think it would cost to get a cam with all the needed items including new springs???
Bigger cams, such as roller cams, require a valve train that dictates increased maintenace, not less. Bigger springs pound seats harder (etc) roller lifters means more moving parts in your engines. Generally, more horsepower means more maintenance. Put it this way: dime-a-dozen passenger car engines run hundreds of thousands of miles without a rebuild, while a top fuel engine is rebuilt after a one thousand foot pass. Your modified engine falls somewhere in between....the more modified, the more mantenance required (it's more complicated than that, but you get the idea).
LO
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thank you for all your help