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Discussion starter · #21 ·
cfm said:
You have the scoops - what about adding some 8-71's?

Okay, way more money but your motors have the right stuff in them to beat some 'snot.'

By the time you have your heads set up right and some porting you'll be at 1k or so per pair. Edging up on the price of all together better heads with new HD components.

With heads and matching camshaft (hydraulic roller) you can be at/near 630 horsepower / 600+ft/lbs torque and still be easy around the docks.

The power figure on these motors seems strange to me - I really think I'd dyno them first to see what I'm up against.

Find/answer me one last question - what is the compression of these motors ?
Click to expand...

Compression is 8.6:1. This is what the merc manual states. States that both the 500 bulldog and 575 motors are the same compression and same bore and stroke.

Bore 4.440 (113)
Stroke 4.375(111)


But like before, the manual could be wrong. The manual was printed in 1995 but the service rep say's that it cover the 98 540 Bulldogs.
 
#22 ·
That OE cam is a lot for that low of compression. Bleeding off some cylinder pressure.
Sounds like a supercharger motor that doesn't come with a supercharger. :shocked:

Anyway - the 540 is a great base, and with that low of compression and staying NA a cam can be better made that will build some cylinder pressure back + feed enough air to make more torque and hp.

BTW: Chris was stating his package for 540 motors that he R&D'd for a big engine manufacturer. You have the shortblocks - all you need is to bolt on his stuff.
 
Discussion starter · #23 ·
cfm said:
That OE cam is a lot for that low of compression. Bleeding off some cylinder pressure.
Sounds like a supercharger motor that doesn't come with a supercharger. :shocked:

Anyway - the 540 is a great base, and with that low of compression and staying NA a cam can be better made that will build some cylinder pressure back + feed enough air to make more torque and hp.

BTW: Chris was stating his package for 540 motors that he R&D'd for a big engine manufacturer. You have the shortblocks - all you need is to bolt on his stuff.
Click to expand...
Can you have chris pm me with info on his products and prices. thanks
 
#24 ·
When I was looking for a blue motor, I found the basic specs for the Bulldog as well.

Here they are as from Mercury:
PSHP: 470
RPM range: 4800-5200
Displacement: 8.9/542
Bore: 4.44
Stroke: 4.375
Compression ratio: 8.6:1
Ignition: T-bolt V
Carb: 800 Holley

The intake on the picture I have looks the same as the 502 HP500. A single plane.

I never understood why these motors didn't have far more power than the 502 HP500...

Kent
 
#26 ·
With that much camshaft I think it's just where they did the dyno reading. If they went higher in the rpms they could show more power. +, from staements made earlier it sounds like they took a blower motor and removed the blower. So the camshaft may be optimized for a blower and thus not for NA application.

And no, they don't show the public the whole dyno chart - sugs, but understandable.

Anyway - by seemingly taming this beast it will make much more power in the intended rpm ranges.

Back to what it is:
A 540 with superb internals.

Drop better heads on it and a matched camshaft
It will make much better power everywhere and still have dockside manners.

Combination, Combination, Combination
 
#27 ·
Air flow you would require to reach peak HP at 5200 RPM with a 540 would be 305 CFM through the intake manifold. This should be accomplished before you order a cam for best results. Shoulnt be to hard to do with stock heads.
 
Discussion starter · #29 ·
Here are the cam specs from Crane on the stock cam in this motor. The cam is set up to run 3500-7000.They said I should change the rev limiter up to 6000 and should be able to run the motors the way they sit now with no problems. I also spoke to Canfield and they suggested to use there 310cc head with 119. They said I could use these heads with the stock cam, but the pushrods would need to be changed to longer ones. Would need to ck the geometry of the valvetrain to see how much longer I would need to go. Heads would be $1900.00 with new studs and guide plates. Additional $150.00 for Inconel valves.




Crane Camshaft Specification Card
Part Number: 13H000036
Grind Number: H-240/329-2-10 T1.2
Engine Ident: 1967-95 CHEVROLET V8 396 THRU 454 CU.IN.



VALVE SETTING: INTAKE .000 EXHAUST .000 ----> HOT

LIFT: INTAKE @CAM 329 @VALVE 559 ROCKER ARM RATIO
EXHAUST @CAM 340 @VALVE 578 1.70
ALL LIFTS ARE BASED ON ZERO LASH AND THEORETICAL ROCKER ARM RATIOS

CAM TIMING OPENS CLOSES ADV DURATION
@ .0042 INTAKE 43.0 BTDC 77.0 ABDC 300 °
TAPPET LIFT EXHAUST 88.0 BBDC 42.0 ATDC 310 °

SPRING REQUIREMENTS
TRIPLE DUAL OUTER INNER
PART NUMBER 99893

LOADS:
CLOSED 120 LBS @ 1.875 OR 1 7/8"
OPEN 336 LBS @ 1.315
RECOMMENDED RPM
RANGE WITH MATCHING COMPONENTS
MINIMUM RPM 3500
MAXIMUM RPM 7000
VALVE FLOAT 7200

CAM TIMING OPENS CLOSES MAX LIFT DURATION
@ .050 INTAKE 15.0 BTDC 45.0 ABDC 105 °ATDC 240 °
TAPPET LIFT EXHAUST 60.0 BBDC 10.0 ATDC 115 °BTDC 250 °

REMARKS:
CAMSHAFT IS GROUND WITH .0012" LOBE TAPER.






Crane Cams continuously improves and upgrades its cam designs. In some cases this may mean that two Crane Cams with the same part number may actually be different grinds. You must check the GRIND NUMBER stamped on the front of the camshaft and check it against the Grind Number near the top of the Spec Card. For more information on the finest available camshafts, valve train components, and automotive ignition products, visit your local Crane dealer or call the Crane Cams tech line at (904) 258-6174 or FAX (904) 258-6167.


















turbo2256 said:
Air flow you would require to reach peak HP at 5200 RPM with a 540 would be 305 CFM through the intake manifold. This should be accomplished before you order a cam for best results. Shoulnt be to hard to do with stock heads.
Click to expand...
 
#30 ·
Actually the 310CC Canfield works good on a 540CID:

This was the 540CID:
8.5 to 1
Canfield 310CC heads unported
950 HP out of the box
4.250 stroke with 6.385 rods
Stock GM Gen 6 block
12 qt oil pan
Team G single plane intake
Chris Cam, very low 230ish, 1.8 rocker, around .620" lift singal pattern.
These dyno figures are with dry headers/ 94/94 jets / 38 degrees total and 102 octane turbo blue. Correction factor was 1.2%

RPM Torque HP BSFC
3600 639 438 .43
3700 642 452 .42
3800 645 467 .42
3900 647 480 .41
4000 653 497 .40
4100 669 522 .41
4200 672 537 .40
4300 672 551 .40
4400 678 568 .41
4500 680 583 .41
4600 681 596 .42
4700 679 608 .43
4800 681 622 .43
4900 674 628 .42
5000 672 640 .42
5100 663 644 .42
5200 652 645 .42

They make for a nice package.
 
#33 ·
Thunder,
Both heads are good heads, the key is getting a good combination as CFM pointed out. You can have killer heads but it the cam is not designed to work with the combination then you've just spent alot of money and not gone any faster.

Chris
 
#34 ·
Brodex and Canfield are it there isnt any thing any better. I would have to check But Canfields had the hard anodizing option not shure about the Brodex. Both are avaliable with inconel exhaust valves a necessity in HP marine stuff not shure but I believe the Bull Dogs have them from the factory. Push rod lenghts should always be checked to inshure proper lift vs. proper valve contact patch. A night mare I am currently going through with the 351 C Ford I am currently assembling. Stock push rods are 8.5 on these engines and to correct the contact patch ended up with 9.0 and had to install lash caps on the valves to reduce push rod lengths closer to stock (8.7) and provide more rocker slot clearance. Still fell short of the cams advertized lift. The real issue here is they dont make proper rocker arms for these engines.
 
#35 ·
Go with:
Hard Anodize option
CNC Chamber Option

Don't run an aluminum head on a boat without hard anodizing !
CNC chamber pick up important low/mid lift flow - cheap $$ for the upgrade

You should check pushrod length always - no matter what you do !

Busy day - gotta go - will check in later. You are in good hands with Cstraub and RMBuilder on your side.
 
Discussion starter · #37 ·
Just wanted to say thanks for everybodies input on helping me with my questions for my motors. It will make my decesion alot easier and also gave me some very good advice on what I need to do and what not to do. I will be contacting a few of you in regards to getting this project finished. Thanks :D
 
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Thunderman98
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