@FinnegansGarage I feel you here brother. I've been down that road so many times back in the early LSx days... Awesome work. Steve you are the real deal.
I'm willing to bet it's for a modern multi stage axial pump. Contrary to what you would think, they actually turn lower rpm than modern mixed flow pumps. 6500 is right about the top of their race built operating range for a two or three stage.
You’re a stand up guy. We’ve seen you fly to help Cleetus, stayed late to get engine done for Tom and now the never ending hemi. I’ve always said you would do well because you stand behind your work and aren’t hiding mistakes or playing the blame game. You tell it how it is and you get it fixed And you teach us along the way
.930 intake lift at 285* duration @ .050 lift .940 exhaust lift at 295* duration @ .050 lift 118-120* LSA 116* ICL Nice to watch a builder walk us little guys through the ups and downs on a project that is giving him fits, but still press on for the customer, the job you signed on to do for him, no matter the obstacles! You Steve Morris are the man! And you are showing Kyle and all your employees the never give up attitude of a businessman with integrity, honesty, and grit! We as subscribers commend you on your work ethic and keep doing what you do!
Most people go to NasCar races for the wrecks and some go to see their fav driver win....Either way you slice the bread Steve gets a video he can make money from....If he didnt air the mistakes etc Steve would have no content to show but I do applaud his gusto and moxxy showing the trials and tribulations hes endured but if he wasnt making $$$ do you think we'd be seeing this?...
Steve you are the only legendary engine builder with guts to never give up until it's right.. 3 cheers mate or 4 in this case. What an attitude.. Keep it chewing at it... From Australia. 🇦🇺🇦🇺
Grown arse man weighing in. @ 19:52 when you said 3/4 race cam I was reduced to tears as my deceased father would frequently say that about his 69 Chevelle 396/375 or his Camaro 302cid. He’d flap his right arm as he was ready to dump the clutch on the big block. It was exhilarating and looking back extremely funny. I took him out in my built 87 Buick Grand National and had him clawing and pleading with me to release him from the boost. Miss that misunderstood fella. Thx SM!
What I love about Steve's videos is that he's just so open and honest about everything he talks about. He knows how much he knows and knows when he doesn't know, and isn't afraid to admit it. Then there's the aspect of it sfeeling like you're sitting in the shop over smoko having him enthusiastically regale you with the latest developments. Real home grown wholesome vibes. I love it.
iv had shop's quit on me in fact my ( corvette drop-out 7speed Z51 .42od + hybridisation/starter-motor-engine as i needed room for boost to fit "winking" )TR6060 ( and other parts like engine but engine/body-and or painting ( got stolen/chopped. mad-me ) is kinda on me/$$ as my focus is on getting it to the ground-ect ) is still not quite right minty after paying 2k~+core of 600usd-2~k and missing ( and started around 2019~ so yeah not funny that my daily's been apart for 3~years now and a shop/garden-ornament ) part's now like DMF/flywheel's and i did warn them about my charger 60's / D8-hemi 540ci~ not being the easiest project ( yes part of it im poverty's class but they wouldn't know* as i payed-in-usd/upfront, family-court/covid for me was a grinch-ect ) as my background is 3d-party repairing Chevy's/caddy's 500ci+northern-star/DSM and manufacturing millwright/maintenance and my home-shop doesn't have the tooling needed and some parts that need scanned/cad is honestly a little bit outdated/outside of my education/abilities so i was willing to hire it done to speed up progess-ect rather than being in school for 1-4 more years+5-50k-usd~ just to get at the starting point/line
It's amazing how some projects go so badly wrong you're left with no choice except to cry/laugh hysterically! I've lost track of the number of times I've stood in stunned silence thinking "How is that even possible!?!"
Ok, here’s my guess, Intake lift, a whole bunch, duration, about a week and a half, exhaust lift, around 250 pounds, duration I say about 3/4 of the way around. Lobe separation, don’t separate, stay together for the kids!!!! Set it up like this and it’ll run better than 2.7l in my Bronco. You’re welcome.
Kudos to you for hanging in there and not giving up. As you know, this is how we learn. Just remember, with the next Hemi that graces your presents, you'll be well armed with knowledge and won't have to struggle through it. I guess what I'm getting at, is that you may have come up short monetarily on this engine, you got paid with knowledge. Knowledge that you can use over and over again.
.900 lift intake 300* duration .910 lift exhaust 315* duration 120* separation No substitution for cubic inches! Love the channel Steve! Education is the most expensive part of life!❤
@@FINALROUNDPERFORMANCE remember this isn’t going to 8000 or 9000rpm it’s peak power is supposed to be in 6500 range. I’ve mostly worked on dirt 4 cylinders at 9500-10500 rpm, that’s a whole different hairy mess!
Your closing comment…”have a better day than me”, I already have since I got a Steve Morris video. Always educational and informative. Here’s to tomorrow! God bless.
Steve. You’re a good man for taking it on the chin and making it right. Even the stuff that’s not your fault. That’s why your where your at. Wish there was more out there like you across all industries
The issue here is you're helping designi a completely new engine. Engineers spend years getting them to do what they want, and sometimes never get the most out of them. I wish you the best of luck getting this right. Your honesty and transparency will bring in so many people to your door because you do the right thing.
Steve, on a copper head gasket you just need to anneal them before use. Go around each cylinder with a torch until you get a slight purpling of the gasket. Do this on all cylinders and then drop it in cold water. I learned this thirty years ago when working on turbo drag bikes that were o ringed in the cylinder head and receiver grooved in the block. Thanx for the entertaining vids. Keep up the good work!
Your patients and understanding is amazing Steve Sir. That is why you are #1 in the Engine industry is because you stand behind your ethics and work. You all take care and stay safe. NOTE i would have made it a boat anchor long ago
The complete honesty, transparency and humbleness of you Steve is what the world needs more of. I do restoration and unforeseen things happen all the time, self inflicted, mistakes ect. It costs us a ton of money and makes us a lot of money and a lot of times we are banging our heads against the wall but we keep on going! Great job guys because it’s definitely a team effort!
Steve, I’ve built many engines nowhere on your level but I love the way that you use this platform to show people mistakes and problems that you run into were so many people would do everything they could to hide that really shows how down to earth you are really enjoy everything I learn from here
My hat is off to you for being an honest man , and true to your word.Having been a small business owner I feel your pain. Your customer must be a good person. Many thanks.
Steve, I used to own my own business. I totally agree with you. The school of hard knocks is the best lesson learned. I understand what you're going through with hours worked and not billed. I told many people I worked for free some weeks! Keep up the hard work, and keep your head up. There are always the keyboard warriors out there who know everything. Thanks for the great content!
I do construction and I just gave a customer one full week of labor free. The job was a mess before I started and I had to work around a lot of screw ups of other people. But the job I had to do shouldn’t have taken as long as it did. Weather also played a factor. It was all problems that were out of my control but I was ultimately the one who had to step up to keep the customer happy. They ended up with a product they loved and I still made some money but I hemorrhaged some of my profit to make sure the customer was happy and would tell others how good I did on their project. It just happens that way sometimes.
Steve Morris, what a guy! So many places would just pull the plug on this project but not Steve. Seeing it through to the end. Awesome. This vid is best bit of advertising he could ever do for his business.
Got my wife the isms shirt the nope shirt a green hoodie and a red cap for her birthday this month and she absolutely loves them so thanks for making her day guys. Lsa 109 in lift 945 ex 930 in duration 330 ex 300
the lesson i took away from this, when enough money leaves your personal pocket because of something you end up getting really really good at solving that problem
@Dr.Unsteady watch the series of videos...then watch this one... when has steve never made things right with customers...? what engines hes built have set records...simple search...
STEVE MORRIS I really feel for you and have for quite some time on this PITA which has turned into a RIGHT ROYAL PITA bucket with holes in the bottom that keeps getting bigger. I’m a total MOPAR nut , i really hope this next episode in this saga is the end of it for you. The only light at the end of this very dark tunnel is that someone else may want one of these engines and you recoup some of the massive losses you have suffered. Watching from QUEENSLAND Australia, good luck mate. Also thank you for the incredible honesty you have shown people around the world in all your videos warts and all. Very few companies would do this and I currently fail to think of another, I know from when I owned businesses that being honest with your customers always pays off and leads to more customers.
@@doncarlson8391 oxymoron. One can never be too honest. You either are, or you aren't. No shades. Now if you mean "too revealing to a fault", that's a different story. I personally think it's great and nets him in the end. God likes that stuff. 💯
One of the reasons I enjoy your channel is that you don't try to hide the mistakes. I really appreciate your honesty! My gues for the cam would be 276 at .950 lift for the intake, 284 at .980 for the exhaust with 102LSA
I don't know about Jet boats, but I know about race boats with outdrives and you don't limit the rpm with the camshaft. You use the cam to control where you want max hp and tq. You control the rpm with the propeller, through size and pitch. I hope that the 4th try is the charm. Cheers
A jet boat is similar to a turbo the engine turns a pump that compresses water through a pump and like a turbo you can only flow so much or it will not perform correctly or you will over speed it and blow the pump. There's a video that compares all this but that's the short version of me owning a speedboat with 2 572s and 10/71s also a wake boat with 2 basically supercharged Corvette engines max rpm is 6200/ jet 5500/ 42 fountain
That's the whole point. The cam is laying over before 6500. It makes good power at 4500 but falls on its face before getting to 6500. He's not trying to limit rpm with the cam, he's just saying what it does past 6500 doesn't matter because it's going to be limited to 6500 max or it would blow up the pump. Now this is just speculation on my part but I suspect the problem is that 6500 number sounds really low to his drag racer mind so he thought less rpm means smaller cam and that just isn't working.
How many race boats have you set up? I come from a family of European powerboat racers, and I have set up boats with everything from Bravo drives to Arnesons. We do not limit the RPM with the prop. We create an engine that makes the maximum power we can, and the longevity limits what we can do. That means we shoot for a specific RPM, just like Steve does here. He wants an engine that makes peak power at 6500 rpm. What we would normally do is this. We would cam it ever so slightly above the desired peak RPM number and then take away a bit of timing to create less cylinder pressure and thus move the peak power RPM down a bit. Then we test props until we find the prop that sits at the RPM we designed the engine for and carries the boat as best as possible. Powerboat race engines are typically built to run 7500-8000 rpm if you use the old school V8's. It's a bit of a different story with modern turbo engines, being it from Merc or Sterling for example. They often run more like 6500-7500 rpm. At any rate, you prop for the boat and the RPM, not the other way around. If you build an engine that peaks at 6500 rpm but want 5700 rpm for a pleasure boat application, not only do you end up with an engine that is very sluggish out of the hole, you end up with an engine that knocks way too easy, and the valvetrain will be needlessly aggressive. Why build a 1200 hp engine that peaks at 6500 which needs a solid roller setup, when you can build an engine for a pleasure boat that will peak at 5800 using a hydraulic roller setup, and not have issues with water reversion? And why build a race engine that peaks at 8200 rpm if 7500 is what you want?
Love your channel Steve! Showing the real world struggle of learning and perseverance to get to the finished product is commendable, not many would show the mistakes. That's what makes you great, being humble and kind. Intake 1.05 lift 315 @ .050. Exhaust 1.25 325 @.50 115 lsa
When you said this is the kind of job that can put a small shop out of business I felt that in my soul. I run a small shop building land speed and racing motorcycles and I have definitely had those jobs that put me on the edge of closing my doors because I was hemorrhaging money trying to get the job completed I've got one right now customer had me build a 700 horsepower Turbo Hayabusa that thing blew up three different times on the dyno wound up being a bad fuel pressure regulator that when you snap the throttle would push fuel through the vacuum line and it would hydrolock breaking rings now the customer got it home rode it 12 times and it blew the cases in half cases in half I'm going to have to build him another motor the fortunate thing is when you have customers that are understanding that they are pushing limits that this is a completely off the wall irregular thing to do making 700 horsepower out of a bike that from the factory made 160 and he understands the situation has been calm about the situation and is even willing to help financially with the situation no I'm not going to make a penny I'm going to lose money but he is going to be the difference between me closing or not
& Berm blaster just proved all I understood from that which you posted in response to Steve's situation. Berm blaster, dirt bike guy knows of all Insane Road bike motors. Commenting negatively of your technical focus. ✨🤬✨
Thanks to Steve Morris for showing us behind the scenes, where things don't just always go to plan. In this business of racing we know how much stuff goes wrong at the cutting edge.. Everyone is image conscious/ego driven so it rarely gets talked about openly, because business.. Steve is just being real with us..
All I know about the old Hemi is that you have to watch the overlap with high lift cams because the valves will hit one another. So besides piston to valve clearances you have to allow quite a bit of clearance between the valves which really limits the overlap you can run. So...I'd begin by determining how much overlap the heads will take before they clash, which then will determine what kind of lobe separation you need to run. How much lift the springs and valves can take and the acceleration and deceleration ramps will help determine the duration you can run with the limitations we've already mentioned about the overlap. I'm wondering if trying to spec the cam for max power at 6500 NA isn't maybe a bad idea seeing as it's going to be blown so it won't need nearly as aggressive cam timing to fill the cylinders well. More power to you Steve! I'm impressed that you took on the Big Black Hemi in the first place....and carrying through on it as you are shows a lot of spine and conviction. Good on you man!
Steve you are a stand up guy for both showing and sharing your mistakes, definitely something I wouldn't expect out of some builders, and also finishing what you started. Some projects end up being a massive PITA with things breaking or not working properly. Live and learn and the next time someone asks you to build them a 903 you run the other way as fast as you can.
It's hard to find people who have pride in their work nowadays...! It's even harder to find someone who will stand up, admit their mistakes, and make it right...!! But that goes back to having pride in the job you do, no matter what it is...! Thanks for sharing... Keep up your awesomeness...!!!
This man has changed my mind about successful people. I always said you have to be a greedy, corrupt pos to get to that upper lvl but maybe there is a way. Steve you are a true inspiration!
No idea of numbers you need but a great video and very informative. Your promo at the start of each video stating you might learn something by watching is spot on and its so refreshing to watch an expert work through the problems in real time without just making a look at me video that doesnt show what actually goes into building engines as high spec as yours Thanks for your effort, I am actually learning heaps from watching you.
Intake 308@50 1.090 exhaust 312@50 1.180 114 Lsa. I am probably totally wrong. But for a whole box of Merch... might as well give it a go. Steve thanks for being a good Christian and an honest man. Very few men like you left in the world selling performance. God Bless you and your family!!!
Steve, I feel for the pain you are going through. Over a half century ago I, and a lot of other people, were attempting to get the then relatively new 426 Hemi to perform in the mid and upper engine speeds. Long story short, the engine wanted a surprisingly tight LSA (104˚), as much lift as we could get with the then basically stock valve gear (0.750"), 296˚ of duration at 0.050", and a lot of valve spring, spring rate to control the whole mess. I think your Big Black Hemi will respond to similar specs. I would suggest you want a 104˚ LSA. I think the engine would actually like a tighter LSA. However, I suspect you are going to be limited by intake valve to exhaust valve clearances during overlap. If you have the clearance, I would go as tight as a 95˚ LSA, valve-to-valve clearances permitting. However, I suspect that will potentially be physically impossible. I would look for a lobe duration @ 0.050" lift that was between 290˚ to 300˚ and favoring 300˚. I would be looking at that duration for both cylinder filling and also smoothing out the valvetrain dynamics as much as possible for reliability and service life. Both in the reliability column and in the cylinder filling column, I would shoot for a 0.800 valve lift. With today's profiles and springs 0.800" lift is much more doable and reliable than in years gone by. I think the engine will likely be capable of significantly more engine speed than 6500 rpm. That said, the jet drive is still going to be the limiting factor for engine speed, as you have already indicated. Additional engine speed availability, notwithstanding the power at 6500 engine rpm, should be fairly impressive. At 6500 rpm with a Ve between 95 and 100%, the engine should be processing between 113 and 119 lbs of air per minute, which translates into 1130 to 1190 HP n/a and properly fueled. Your pull produced 969 HP but laid over on top, which is saying you are running out of breathing, i.e., camshaft. The tightened LSA will improve cylinder filling, while the extended duration will aid upper rpm breathing (which you already know from SMX experience). When you put the blower back on the engine, the HP will be essentially linear with the BAR of boost you add to the intake. 1 BAR. would be roughly 2260 to 2380 HP at 6500 before accounting for the power to drive the blower. 3 BAR of boost would look more like 3300 HP at 6500 rpm again give or take some loss to drive the blower. My suggestion: Duration: 290˚ to 300˚ @ 0.050" LSA: 104˚ or tighter, clearances permitting Lobe lift: 0.800" at the valve Springs: 350 lbs per inch spring rate, higher is potentially too hard on the valve train at startup. I am interested in how this effort plays out. Great channel! Great information! And great delivery. Thank you for all the time and effort you put into your channel. Your work product and educational skills are impressive!
Steve, I got my PSIA and PSIG mixed, Denver Omelet Style, in the reply above. The Reference to 1BAR should be 2 BAR absolute. I was thinking gauge and intermixed PSIA and PSIG in my commentary. The 3 BAR numbers are, in fact, PSIA, and the 1BAR PSIG (which wasn't ID'd) is, in fact, 2 BAR PSIA. Soooo, n/a (1 BAR PSIA) should approximate 1150 HP. At 14.7 lbs of boost PSIG (2 BAR PSIA), the engine should approximate 2300 HP, less the power to drive the blower. At 29.4 lbs of boost PSIG (3 BAR PSIA), the engine should approximate 3450 HP, less the power to drive the blower. I am not familiar enough with the compressor you are using to know if it is capable of processing that much air mass. If it is, those should be pretty realistic numbers. If it is not then the numbers will become proportionately lower.
Man, am I clumsy - arrrrgh! Additional corrections: The 350 lbs. figure for springs is not the spring rate; it is the seat pressure I would be looking for. The spring rate I would want to see would be between 550 and 650 lbs per inch which should keep your open pressure somewhere around 830 lbs on the nose. With the rockers and valves you appear to be using, that should be adequate to maintain good valve train dynamics at 6500 rpm.
If I was in a type of racing where I needed this type of motor you're the guy I would want in my corner building my motor. Just the fact you can stand there like a man and admit failure then chart a path forward is a testament to your name and business. Good shit right there! Look forward to seeing the results when the 4th cam comes in.
Just a somewhat educated guess. I never worked on anything gas this big. 632 was about it for me back in the day. 903cu and 6500rpm Intake 295*@.50 .875 lift 125* center Exhaust 315* @50 .890 lift 116 lobe separation
Left im actually thinking I may be in the starting cam range. Not in the finishing cam range. I basically took known specs for a pretty radical BB cam and pushed them out some for the added Cubic inches. Then cut them back a little for the relatively low RPM.
Oh Stevo I can see your pain regarding this motor. So glad your knowledge will make it all work out. I’ll say 118 LSA 1.290 IN @ 290 1.300 EX @ 310 Thanks for the opportunity to win.
If I had the money you would be my engine builder. You are a stand up guy in an area of industry that is loaded with crooks and jerks. I’ll keep watching you videos and tell all my buddies to as well. Thanks Steve for being a light in a dark world of race car builders.
One of my favorite videos Steve! I have found the best trait a craftsman can have in their line of work is.... stubbornness! If you don't give up almost everything can be fixed
$20,000?! Even if his burdened labor rate is only $100 per hour which is really low, 600 hours would come up to $60,000. Another, say, $20,000 for 4 cams and you're well on your way to a hundred grand. By the time he delivers this engine, I'm guessing Steve is going to be, at the very minimum, $50,000 in the red. Probably a lot more than that.
These corrupt alphabet agencies …they will never own up to their mistakes and I don’t think they were mistakes. I think they were actually an assassination attempt.
This is a ONE OFF BUILD. Only one in the world. Only a person of Steve's caliber could take on a project like this. How many other shops would even show the challenges of this kind of a build. says that there needs to be a special t-shirt made for this build.
Your wisdom outshines most, if not many of us Steve. I would say this isn't your first rodeo with a Hemi, but perhaps not at this size/scale as this thing should be larger than even your TopFuel spec, but suffice's to say, everything has a learning curve, and I'm blown away at your ability to archive the journey.
Im sorry you are struggling with this job you will get through it and it will get better .... I know by watching you that you are a man of integrity and that you are not a quitter... hang in there... I try not to quote jobs in my tiny shop... everything I do is different (fab, machine and tune) you know what to do when something else like this comes through from now on...
Chat GPT says this for full race: Edited out original numbers 7/20/2024 @9:51PM EST NOTE: I have little idea what most of that means lol I just watch for the cool big motors and cool info. EDIT: I asked it a more specific question and it gave me this. Option 1: High-Performance Street/Strip Intake Duration: 280° @ 0.050" Exhaust Duration: 290° @ 0.050" Intake Lift: 0.880" Exhaust Lift: 0.880" LSA: 118° Option 2: Dedicated Race Build Intake Duration: 295° @ 0.050" Exhaust Duration: 305° @ 0.050" Intake Lift: 0.920" Exhaust Lift: 0.920" LSA: 120°
That is way too small.. This will have over a 1.000 cam in it. This is 903 cid hemi headed bbc. What you call a dedicated race cam, we run in a 540 f3-140 bbc, and we have a 588 f3-140 bbc race dedicated 3600 hp that has a 1.000 cam in it.
Kudos Steve. Good to see you handling it right, that's why they got you into the build. Shame about the 2+ wasted cams but it'll be a beast when it's all done and dusted.
Great insight into the dark and ominous world of specialty engine building. So glad you can "afford" to finish the build and share the hellish ride with all of us. Through "suffering" we GROW/GAIN!! VERY interesting video all the way through.
Steve has the patience of Job! I've NEVER learned anything by what I've done right. I ALWAYS have the opportunity to learn something from what I do wrong. Wow, what a storey! What a BEAST of an engine! Lesson learned measure twice, maybe three times, cut once, dyno 20 plus times. Done! As Always, May God Bless you and yours! 😇
Fair play Steve you show the good and the bad, but you never quit or give in,great work ethics, taking care of the customer even though it's costing you to get this one done.
Thanks for the great content as usual! We all learn a ton from your videos. My thought given the displacement, RPM ceiling and boost: .960 intake lift at 285* duration @ .050 lift .965 exhaust lift at 295* duration @ .050 lift 128 Lobe Separation Looking forward to the update!
Steve, you are amazing for all that you share and the integrity you have. That motor is so far out of my knowledge base but here it goes.... Intake .988 lift with 278 dur @.050 Exhaust .998 lift with 285 dur @ .050. With 115 Lsa. Can't wait to see if my limited BBC knowledge helps at all here. That thing is a monster.
That job looks difficult to press through and not give up on. So good you published the hard bits and speak with hope that you are going to figure it out. Keep going you will win. Rex in NZ.
Steve your an inspiration & a testamony to what it really takes to be a Car Guy - it always takes longer to do it than think about doing it - Your such a Cool Dude even under the worst of frustrations. Cam Selection from N.Z. Lift 1.2"Inlet, 1.0"Exhaust. LSA 112, Inlet Duarion 298, Exhaust 290 @ 0.050"
Yessir, those kinds of problems with the camshaft, and all of the other issues like the head gaskets I could see where it is a giant headache for everyone involved. Isn't it strange how some things are such a big problem over others.
1.105 lift intake @295 1.140 lift exhaust @315 118 LSA Can't wait see the next video of the big black Hemi. You are the moat entertainer engine builder. Love each video you share. Really good explanation and really funny video at same time.
Thanks for sharing the true challenges of your world. I think the biggest thing is you will get it. Ill be here to watch that also. Glad you can handle it. Good luck
I appreciate the candidness of your videos and explaining the issues that go on. I spent a few years working for a shop that built cars and we found ourselves in various similar situations where there were issues ranging from it being our fault, part supplier fault, outside contractors at fault and even the customer at fault. We were a small shop and you're bang on correct about when you have to throw chargable hours in the trash for nothing it puts a huge strain on the entire business and the stress of that ultimately was why I left. It's tough because the customer sees their bill in the tens of thousands of dollars and thinks we're making money hand over fist however the reality is the margins are so thin. Plus the amount of youtube videos that leave out the problems and make everything look streamlined and easy don't help with their expectations.
Steve you have a great team mate and how refreshing to see a man of integrity and honesty and honour. This is why you Sir are one of the best engine builders on the planet mate. 🙏🇦🇺
Love the channel and all the information you provide! After the contest please do a video on how you figured the cam specs for the first cam and for the new cam. So much info! Keep it coming!
This is the hardest part of building anything really. One problem can haunt you or 5 problems can almost make ya walk away. Until you have built something do you truly understand how much work goes into something. I salute you Steve, you truly are one of the greatest🇺🇲
This type of thing and how you acted during the process is exactly why so many trust you so much to work on their engines, good on you Steve for doing what you say! Even if it sucks!
I loved Steve's comment on making mistakes. This is right way to approach things in any industry you are in. Mistakes happen, the best of us make mistakes. What really counts is how you deal with mistakes. That is what sets apart the great from the average and then from the bad. Doing business with integrity and honesty are always the right choices.
Make more videos, can't get enough! Intake- 288@.050", exhaust- 303@.050", Intake lift- 1.275" Exhaust- 1.25" LSA 114. 4th time's a charm, boat will barrel-roll due to the torque! 😂
The real valueble learnings does not come for free. They usually come at significant cost/pain, just like the one Steve is going through now. Thanks for sharing with us Steve!
Intake .910 lift, 320@.50 Exhaust 930 lift, 325 @ .50 124 ls I have no clue but hay a swag bag would be awesome. Sending love for your work and entertainment from muskegon also
Steve-why is the customer telling you the jet drive can only spin 6,500 rpm? Modern jet drives routinely spin 8,500 rpm in drag boats.
Well I don’t know?
He might Jump on here and say.
🧐🧐🤔
@@stevemorrisracing Give it an 1.00 lift, a shitload of duration and let it eat! john partridge is the man. love bullet jet boat cams. :)
@FinnegansGarage I feel you here brother. I've been down that road so many times back in the early LSx days... Awesome work. Steve you are the real deal.
I'm willing to bet it's for a modern multi stage axial pump. Contrary to what you would think, they actually turn lower rpm than modern mixed flow pumps. 6500 is right about the top of their race built operating range for a two or three stage.
The fact that you use this to learn and also teach us instead of hiding it shows your real character. You a good dude Steve. We appreciate it.
Yes thank God someone else sees this and appreciate it
100%
He wants everyone to go fast not just himself
@@hankwinters5787 no fun to do it alone
Everyone gets an ass kicking occasionally. Think how much more you know now! Thanks for sharing your ups and downs. Live and learn.
You’re a stand up guy. We’ve seen you fly to help Cleetus, stayed late to get engine done for Tom and now the never ending hemi. I’ve always said you would do well because you stand behind your work and aren’t hiding mistakes or playing the blame game. You tell it how it is and you get it fixed And you teach us along the way
World needs more stand up dudes like Steve
sure.. hard gaskets are good they just need a trick to go to their places
Every time I watch you I never see ego, but I always see integrity.
This is the true TELL of a REAL MAN.
That's why you're successful is because you stand behind your work and there's not many left that does that
yes but Crank was a huge fkup
@@LSturboguyYes and Steve did what men do and owned up to it and paid to have it fixed!
Not many Americans like Steve and Dewey ❤! Someone else would blame someone 🙈
@@bigboreracing356 he would order a new one but it would take a year to be made. If you can fix it and save time that's worth it.
@@bigboreracing356 it is balanced so it is fixed.
.930 intake lift at 285* duration @ .050 lift
.940 exhaust lift at 295* duration @ .050 lift
118-120* LSA
116* ICL
Nice to watch a builder walk us little guys through the ups and downs on a project that is giving him fits, but still press on for the customer, the job you signed on to do for him, no matter the obstacles! You Steve Morris are the man! And you are showing Kyle and all your employees the never give up attitude of a businessman with integrity, honesty, and grit! We as subscribers commend you on your work ethic and keep doing what you do!
I guessed the same exact thing with just more lift
I figured 900+ lift
Thank you Bullet Cams. Thank you Steve Morris. Integrity!
Steve is a great guy and an honest guy. I pray that his business continues to grow because of his integrity and his honesty. Thanks Steve.🙏
Everyone hating on Steve. Show me another engine builder that shows the mistakes and how they got fixed.
Steve is an upstanding guy.
I don't think they exist.
Most people go to NasCar races for the wrecks and some go to see their fav driver win....Either way you slice the bread Steve gets a video he can make money from....If he didnt air the mistakes etc Steve would have no content to show but I do applaud his gusto and moxxy showing the trials and tribulations hes endured but if he wasnt making $$$ do you think we'd be seeing this?...
Steve you are the only legendary engine builder with guts to never give up until it's right.. 3 cheers mate or 4 in this case. What an attitude.. Keep it chewing at it... From Australia. 🇦🇺🇦🇺
Grown arse man weighing in. @ 19:52 when you said 3/4 race cam I was reduced to tears as my deceased father would frequently say that about his 69 Chevelle 396/375 or his Camaro 302cid. He’d flap his right arm as he was ready to dump the clutch on the big block. It was exhilarating and looking back extremely funny. I took him out in my built 87 Buick Grand National and had him clawing and pleading with me to release him from the boost. Miss that misunderstood fella. Thx SM!
Buick boost is best❤🏁🇺🇲
@@stephenhans189 No lies were told!!
What I love about Steve's videos is that he's just so open and honest about everything he talks about. He knows how much he knows and knows when he doesn't know, and isn't afraid to admit it. Then there's the aspect of it sfeeling like you're sitting in the shop over smoko having him enthusiastically regale you with the latest developments. Real home grown wholesome vibes. I love it.
I can’t stop working on this. NEEDS TO BE ON A SHIRT
I was thinking "Fourth times a charm" with a camshaft on it.
Help me help this engine LEAVE!
I'd buy that shirt. Especially if there is a chance I get one of those f*ck-ups!! That would be a wicked wall ornament!
iv had shop's quit on me in fact my ( corvette drop-out 7speed Z51 .42od + hybridisation/starter-motor-engine as i needed room for boost to fit "winking" )TR6060 ( and other parts like engine but engine/body-and or painting ( got stolen/chopped. mad-me ) is kinda on me/$$ as my focus is on getting it to the ground-ect ) is still not quite right minty after paying 2k~+core of 600usd-2~k and missing ( and started around 2019~ so yeah not funny that my daily's been apart for 3~years now and a shop/garden-ornament ) part's now like DMF/flywheel's and i did warn them about my charger 60's / D8-hemi 540ci~ not being the easiest project ( yes part of it im poverty's class but they wouldn't know* as i payed-in-usd/upfront, family-court/covid for me was a grinch-ect ) as my background is 3d-party repairing Chevy's/caddy's 500ci+northern-star/DSM and manufacturing millwright/maintenance and my home-shop doesn't have the tooling needed and some parts that need scanned/cad is honestly a little bit outdated/outside of my education/abilities so i was willing to hire it done to speed up progess-ect rather than being in school for 1-4 more years+5-50k-usd~ just to get at the starting point/line
It's amazing how some projects go so badly wrong you're left with no choice except to cry/laugh hysterically! I've lost track of the number of times I've stood in stunned silence thinking "How is that even possible!?!"
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,are you from peejays machine shop,,,,originally in bklyn ny .....????
@@ThomasELeClair No, I'm from Australia
Ok, here’s my guess,
Intake lift, a whole bunch, duration, about a week and a half, exhaust lift, around 250 pounds, duration I say about 3/4 of the way around. Lobe separation, don’t separate, stay together for the kids!!!! Set it up like this and it’ll run better than 2.7l in my Bronco.
You’re welcome.
Is that why they call it a 3/4 race cam? Lol
lmao it already ran better then your bronco with the very first cam sry not sry
Your comment was very funny!
@@Hoaxer51 Maybe thats the problem, it needs the Purple cam not the 3/4 cam :)
Yes , LSA will definitely be crucial
Kudos to you for hanging in there and not giving up. As you know, this is how we learn. Just remember, with the next Hemi that graces your presents, you'll be well armed with knowledge and won't have to struggle through it. I guess what I'm getting at, is that you may have come up short monetarily on this engine, you got paid with knowledge. Knowledge that you can use over and over again.
.900 lift intake 300* duration
.910 lift exhaust 315* duration
120* separation
No substitution for cubic inches!
Love the channel Steve! Education is the most expensive part of life!❤
I remember being told “experience don’t come cheap”. It pays to listen and learn.
And people wonder why Hondas are cheap to work on.
Over inch lift I bet, my 632 is .910 at valve
@@FINALROUNDPERFORMANCE remember this isn’t going to 8000 or 9000rpm it’s peak power is supposed to be in 6500 range. I’ve mostly worked on dirt 4 cylinders at 9500-10500 rpm, that’s a whole different hairy mess!
.95 lift intake 310 duration
.97 lift exhaust 330 duration
At least 125 separation
That is if this old brain is working at all
Your closing comment…”have a better day than me”, I already have since I got a Steve Morris video. Always educational and informative. Here’s to tomorrow! God bless.
Steve. You’re a good man for taking it on the chin and making it right. Even the stuff that’s not your fault. That’s why your where your at. Wish there was more out there like you across all industries
The issue here is you're helping designi a completely new engine. Engineers spend years getting them to do what they want, and sometimes never get the most out of them. I wish you the best of luck getting this right. Your honesty and transparency will bring in so many people to your door because you do the right thing.
Steve, on a copper head gasket you just need to anneal them before use. Go around each cylinder with a torch until you get a slight purpling of the gasket. Do this on all cylinders and then drop it in cold water. I learned this thirty years ago when working on turbo drag bikes that were o ringed in the cylinder head and receiver grooved in the block. Thanx for the entertaining vids. Keep up the good work!
Your patients and understanding is amazing Steve Sir. That is why you are #1 in the Engine industry is because you stand behind your ethics and work. You all take care and stay safe. NOTE i would have made it a boat anchor long ago
patience
How many race engines have ya owned?
@@patrickcardon7114 Want to be a teach go be one. Nobody asked for you or your spell check. So take your crap and ,,l,, off
@@racing4recovery593 Owned enough, Built my share. Do i claim to be a expert no. How about YOU?
The complete honesty, transparency and humbleness of you Steve is what the world needs more of. I do restoration and unforeseen things happen all the time, self inflicted, mistakes ect. It costs us a ton of money and makes us a lot of money and a lot of times we are banging our heads against the wall but we keep on going! Great job guys because it’s definitely a team effort!
Steve, I’ve built many engines nowhere on your level but I love the way that you use this platform to show people mistakes and problems that you run into were so many people would do everything they could to hide that really shows how down to earth you are really enjoy everything I learn from here
My hat is off to you for being an honest man , and true to your word.Having been a small business owner I feel your pain. Your customer must be a good person. Many thanks.
Steve, I used to own my own business. I totally agree with you. The school of hard knocks is the best lesson learned. I understand what you're going through with hours worked and not billed. I told many people I worked for free some weeks! Keep up the hard work, and keep your head up. There are always the keyboard warriors out there who know everything. Thanks for the great content!
I do construction and I just gave a customer one full week of labor free. The job was a mess before I started and I had to work around a lot of screw ups of other people. But the job I had to do shouldn’t have taken as long as it did. Weather also played a factor. It was all problems that were out of my control but I was ultimately the one who had to step up to keep the customer happy. They ended up with a product they loved and I still made some money but I hemorrhaged some of my profit to make sure the customer was happy and would tell others how good I did on their project. It just happens that way sometimes.
Steve Morris, what a guy! So many places would just pull the plug on this project but not Steve. Seeing it through to the end. Awesome. This vid is best bit of advertising he could ever do for his business.
One thing about this channel is honesty and it goes along way! Good 👍 content
Got my wife the isms shirt the nope shirt a green hoodie and a red cap for her birthday this month and she absolutely loves them so thanks for making her day guys.
Lsa 109 in lift 945 ex 930 in duration 330 ex 300
the lesson i took away from this, when enough money leaves your personal pocket because of something you end up getting really really good at solving that problem
@@huckwild6464 trying to make sense of this comment gave me a stroke.
@@Dr.Unsteady I think he's saying Steve is paying to learn. If not, I'm going to have a stroke too.
@Dr.Unsteady watch the series of videos...then watch this one...
when has steve never made things right with customers...?
what engines hes built have set records...simple search...
I think that is a great way of looking at this... been there...done that... sometimes challenges are a blessing in disguise
When you have a customer that pays you, you make sure you get it right so they come back.
STEVE MORRIS I really feel for you and have for quite some time on this PITA which has turned into a RIGHT ROYAL PITA bucket with holes in the bottom that keeps getting bigger.
I’m a total MOPAR nut , i really hope this next episode in this saga is the end of it for you.
The only light at the end of this very dark tunnel is that someone else may want one of these engines and you recoup some of the massive losses you have suffered.
Watching from QUEENSLAND Australia, good luck mate. Also thank you for the incredible honesty you have shown people around the world in all your videos warts and all. Very few companies would do this and I currently fail to think of another, I know from when I owned businesses that being honest with your customers always pays off and leads to more customers.
Steve, you truly are an honest man to a fault. Intake 1.080 lift 268 at .050, Exhaust 1.100 lift 272 at .050 114 LSA. Good luck with your next cam.
@@doncarlson8391 oxymoron. One can never be too honest. You either are, or you aren't. No shades. Now if you mean "too revealing to a fault", that's a different story. I personally think it's great and nets him in the end. God likes that stuff. 💯
One of the reasons I enjoy your channel is that you don't try to hide the mistakes. I really appreciate your honesty! My gues for the cam would be 276 at .950 lift for the intake, 284 at .980 for the exhaust with 102LSA
I don't know about Jet boats, but I know about race boats with outdrives and you don't limit the rpm with the camshaft. You use the cam to control where you want max hp and tq. You control the rpm with the propeller, through size and pitch. I hope that the 4th try is the charm. Cheers
A jet boat is similar to a turbo the engine turns a pump that compresses water through a pump and like a turbo you can only flow so much or it will not perform correctly or you will over speed it and blow the pump. There's a video that compares all this but that's the short version of me owning a speedboat with 2 572s and 10/71s also a wake boat with 2 basically supercharged Corvette engines max rpm is 6200/ jet 5500/ 42 fountain
That's the whole point. The cam is laying over before 6500. It makes good power at 4500 but falls on its face before getting to 6500. He's not trying to limit rpm with the cam, he's just saying what it does past 6500 doesn't matter because it's going to be limited to 6500 max or it would blow up the pump. Now this is just speculation on my part but I suspect the problem is that 6500 number sounds really low to his drag racer mind so he thought less rpm means smaller cam and that just isn't working.
How many race boats have you set up? I come from a family of European powerboat racers, and I have set up boats with everything from Bravo drives to Arnesons. We do not limit the RPM with the prop. We create an engine that makes the maximum power we can, and the longevity limits what we can do. That means we shoot for a specific RPM, just like Steve does here. He wants an engine that makes peak power at 6500 rpm. What we would normally do is this. We would cam it ever so slightly above the desired peak RPM number and then take away a bit of timing to create less cylinder pressure and thus move the peak power RPM down a bit. Then we test props until we find the prop that sits at the RPM we designed the engine for and carries the boat as best as possible. Powerboat race engines are typically built to run 7500-8000 rpm if you use the old school V8's. It's a bit of a different story with modern turbo engines, being it from Merc or Sterling for example. They often run more like 6500-7500 rpm.
At any rate, you prop for the boat and the RPM, not the other way around. If you build an engine that peaks at 6500 rpm but want 5700 rpm for a pleasure boat application, not only do you end up with an engine that is very sluggish out of the hole, you end up with an engine that knocks way too easy, and the valvetrain will be needlessly aggressive. Why build a 1200 hp engine that peaks at 6500 which needs a solid roller setup, when you can build an engine for a pleasure boat that will peak at 5800 using a hydraulic roller setup, and not have issues with water reversion? And why build a race engine that peaks at 8200 rpm if 7500 is what you want?
Wow that is crazy the time spent on the learning curve but you never gave up!! Bullet Cams in all our race stuff!
We need more businesss like SM! All I care about is Steve’s honesty and professionalism!!!
Wow this is crazy cool thank you Steve for being transparent! It is so much knowledge in a quick video.
That younger guy helping you is sharp, I remember he said you should check number six also the first time it wasn’t running very good.
Love your channel Steve! Showing the real world struggle of learning and perseverance to get to the finished product is commendable, not many would show the mistakes. That's what makes you great, being humble and kind. Intake 1.05 lift 315 @ .050. Exhaust 1.25 325 @.50 115 lsa
When you said this is the kind of job that can put a small shop out of business I felt that in my soul. I run a small shop building land speed and racing motorcycles and I have definitely had those jobs that put me on the edge of closing my doors because I was hemorrhaging money trying to get the job completed I've got one right now customer had me build a 700 horsepower Turbo Hayabusa that thing blew up three different times on the dyno wound up being a bad fuel pressure regulator that when you snap the throttle would push fuel through the vacuum line and it would hydrolock breaking rings now the customer got it home rode it 12 times and it blew the cases in half cases in half I'm going to have to build him another motor the fortunate thing is when you have customers that are understanding that they are pushing limits that this is a completely off the wall irregular thing to do making 700 horsepower out of a bike that from the factory made 160 and he understands the situation has been calm about the situation and is even willing to help financially with the situation no I'm not going to make a penny I'm going to lose money but he is going to be the difference between me closing or not
I have never ever seen or heard of a busa making 700 horsepower. Max I've seen is between 300-400hp. I feel like 700 might be a bit exaggerated...
I watched a guy blow up a 360 sprint car engine 3 times spending $90k rebuilding it.
A -12 oil line was collapsing.
You get it....!
This is a Man's Worth others are judging.
A stray action can finish years of integrity & work built upon professionalism.
& Berm blaster just proved all I understood from that which you posted in response to Steve's situation.
Berm blaster, dirt bike guy knows of all Insane Road bike motors.
Commenting negatively of your technical focus.
✨🤬✨
Exactly, a simple short circuit can cause Engine detonation , based upon Techniques & Technology @@riccocool
Thanks to Steve Morris for showing us behind the scenes, where things don't just always go to plan. In this business of racing we know how much stuff goes wrong at the cutting edge.. Everyone is image conscious/ego driven so it rarely gets talked about openly, because business.. Steve is just being real with us..
All I know about the old Hemi is that you have to watch the overlap with high lift cams because the valves will hit one another. So besides piston to valve clearances you have to allow quite a bit of clearance between the valves which really limits the overlap you can run. So...I'd begin by determining how much overlap the heads will take before they clash, which then will determine what kind of lobe separation you need to run. How much lift the springs and valves can take and the acceleration and deceleration ramps will help determine the duration you can run with the limitations we've already mentioned about the overlap.
I'm wondering if trying to spec the cam for max power at 6500 NA isn't maybe a bad idea seeing as it's going to be blown so it won't need nearly as aggressive cam timing to fill the cylinders well. More power to you Steve! I'm impressed that you took on the Big Black Hemi in the first place....and carrying through on it as you are shows a lot of spine and conviction. Good on you man!
Steve you are a stand up guy for both showing and sharing your mistakes, definitely something I wouldn't expect out of some builders, and also finishing what you started. Some projects end up being a massive PITA with things breaking or not working properly. Live and learn and the next time someone asks you to build them a 903 you run the other way as fast as you can.
That camshaft would make a SWEET lamp
It's a major award!
LoL good luck drilling it all the way through for the power cord 🤣
@@AIM54A Frageelee, It must be French! 😂
Cam specs @.050 286 IN. 302 EX. 1.080 IN. 1.106 EX. on 45 degree lifter angle
i work in a foundry that makes camshafts here in Muskegon, MI and We get a camshaft lamp when we retire
It's hard to find people who have pride in their work nowadays...! It's even harder to find someone who will stand up, admit their mistakes, and make it right...!! But that goes back to having pride in the job you do, no matter what it is...! Thanks for sharing... Keep up your awesomeness...!!!
3/4 race cam Steve! You already know. Love your videos brother. You are by far the most in depth engine builder I know of. Keep up the good work!
When customers would say things like that at my first job, the boss would ask what the other 1/4 was.
This man has changed my mind about successful people. I always said you have to be a greedy, corrupt pos to get to that upper lvl but maybe there is a way. Steve you are a true inspiration!
Common phrase in our shop "why should today be different than any other day" the struggle is real. Never give up Mr Morris
No idea of numbers you need but a great video and very informative. Your promo at the start of each video stating you might learn something by watching is spot on and its so refreshing to watch an expert work through the problems in real time without just making a look at me video that doesnt show what actually goes into building engines as high spec as yours
Thanks for your effort, I am actually learning heaps from watching you.
Steve ,you are the most honest person I have ever known.
I`ll give this guy credit, He demonstrates total transparency
I’ve had 2 cams made from bullitt hands down the best customer service!!
Intake 308@50 1.090 exhaust 312@50 1.180 114 Lsa.
I am probably totally wrong. But for a whole box of Merch... might as well give it a go. Steve thanks for being a good Christian and an honest man. Very few men like you left in the world selling performance. God Bless you and your family!!!
Thats was going to say you beat me to it.
@usv568 sorry man. I don't think I am that far off now that I spoke to my engine guy
Steve,
I feel for the pain you are going through.
Over a half century ago I, and a lot of other people, were attempting to get the then relatively new 426 Hemi to perform in the mid and upper engine speeds. Long story short, the engine wanted a surprisingly tight LSA (104˚), as much lift as we could get with the then basically stock valve gear (0.750"), 296˚ of duration at 0.050", and a lot of valve spring, spring rate to control the whole mess.
I think your Big Black Hemi will respond to similar specs. I would suggest you want a 104˚ LSA. I think the engine would actually like a tighter LSA. However, I suspect you are going to be limited by intake valve to exhaust valve clearances during overlap. If you have the clearance, I would go as tight as a 95˚ LSA, valve-to-valve clearances permitting. However, I suspect that will potentially be physically impossible.
I would look for a lobe duration @ 0.050" lift that was between 290˚ to 300˚ and favoring 300˚. I would be looking at that duration for both cylinder filling and also smoothing out the valvetrain dynamics as much as possible for reliability and service life.
Both in the reliability column and in the cylinder filling column, I would shoot for a 0.800 valve lift. With today's profiles and springs 0.800" lift is much more doable and reliable than in years gone by.
I think the engine will likely be capable of significantly more engine speed than 6500 rpm. That said, the jet drive is still going to be the limiting factor for engine speed, as you have already indicated. Additional engine speed availability, notwithstanding the power at 6500 engine rpm, should be fairly impressive.
At 6500 rpm with a Ve between 95 and 100%, the engine should be processing between 113 and 119 lbs of air per minute, which translates into 1130 to 1190 HP n/a and properly fueled. Your pull produced 969 HP but laid over on top, which is saying you are running out of breathing, i.e., camshaft. The tightened LSA will improve cylinder filling, while the extended duration will aid upper rpm breathing (which you already know from SMX experience).
When you put the blower back on the engine, the HP will be essentially linear with the BAR of boost you add to the intake. 1 BAR. would be roughly 2260 to 2380 HP at 6500 before accounting for the power to drive the blower. 3 BAR of boost would look more like 3300 HP at 6500 rpm again give or take some loss to drive the blower.
My suggestion:
Duration: 290˚ to 300˚ @ 0.050"
LSA: 104˚ or tighter, clearances permitting
Lobe lift: 0.800" at the valve
Springs: 350 lbs per inch spring rate, higher is potentially too hard on the valve train at startup.
I am interested in how this effort plays out. Great channel! Great information! And great delivery.
Thank you for all the time and effort you put into your channel. Your work product and educational skills are impressive!
Steve, I got my PSIA and PSIG mixed, Denver Omelet Style, in the reply above. The Reference to 1BAR should be 2 BAR absolute. I was thinking gauge and intermixed PSIA and PSIG in my commentary. The 3 BAR numbers are, in fact, PSIA, and the 1BAR PSIG (which wasn't ID'd) is, in fact, 2 BAR PSIA.
Soooo, n/a (1 BAR PSIA) should approximate 1150 HP. At 14.7 lbs of boost PSIG (2 BAR PSIA), the engine should approximate 2300 HP, less the power to drive the blower. At 29.4 lbs of boost PSIG (3 BAR PSIA), the engine should approximate 3450 HP, less the power to drive the blower.
I am not familiar enough with the compressor you are using to know if it is capable of processing that much air mass. If it is, those should be pretty realistic numbers. If it is not then the numbers will become proportionately lower.
Man, am I clumsy - arrrrgh!
Additional corrections:
The 350 lbs. figure for springs is not the spring rate; it is the seat pressure I would be looking for. The spring rate I would want to see would be between 550 and 650 lbs per inch which should keep your open pressure somewhere around 830 lbs on the nose. With the rockers and valves you appear to be using, that should be adequate to maintain good valve train dynamics at 6500 rpm.
If I was in a type of racing where I needed this type of motor you're the guy I would want in my corner building my motor. Just the fact you can stand there like a man and admit failure then chart a path forward is a testament to your name and business. Good shit right there! Look forward to seeing the results when the 4th cam comes in.
Just a somewhat educated guess. I never worked on anything gas this big. 632 was about it for me back in the day.
903cu and 6500rpm
Intake 295*@.50 .875 lift
125* center
Exhaust 315* @50 .890 lift
116 lobe separation
id think you are somewhere in the ballpark. hard to be accurate without more info.
Left im actually thinking I may be in the starting cam range. Not in the finishing cam range. I basically took known specs for a pretty radical BB cam and pushed them out some for the added Cubic inches. Then cut them back a little for the relatively low RPM.
@@rodneygreen3388 without knowing what the heads flow, and where they flow it, its like throwing darts with the lights off.
I try to look at these difficult situations as basically "going to school" !! It's tough but you learn so much ! Well done guys !!!
Oh Stevo I can see your pain regarding this motor.
So glad your knowledge will make it all work out.
I’ll say 118 LSA
1.290 IN @ 290
1.300 EX @ 310
Thanks for the opportunity to win.
This sounds about right.
I think you’re close. I guessed almost exactly that with just a bit less duration
Steve good job sticking with it and not giving up on the build and customer. Turning wrenches sure has its share of speed bumps.
If I had the money you would be my engine builder. You are a stand up guy in an area of industry that is loaded with crooks and jerks. I’ll keep watching you videos and tell all my buddies to as well. Thanks Steve for being a light in a dark world of race car builders.
One of my favorite videos Steve! I have found the best trait a craftsman can have in their line of work is.... stubbornness! If you don't give up almost everything can be fixed
FBI , Secret Service Needs to watch this, "How to Stand Up" own the mistake. , That's what I say.
Cam Spec OH! about $20,000 For this build
$20,000?! Even if his burdened labor rate is only $100 per hour which is really low, 600 hours would come up to $60,000. Another, say, $20,000 for 4 cams and you're well on your way to a hundred grand. By the time he delivers this engine, I'm guessing Steve is going to be, at the very minimum, $50,000 in the red. Probably a lot more than that.
$20 grand may get you into the heads maybe
@@johnnickerson6522 You got it right, the 20 was just the out-pocket for the cams
These corrupt alphabet agencies …they will never own up to their mistakes and I don’t think they were mistakes. I think they were actually an assassination attempt.
Hey Steve,
Appreciate what you do and the way you and your crew stand behind all of your work!🇺🇸🤙
Loved the LS vs Traditional SBC Shootout💪
This is a ONE OFF BUILD. Only one in the world. Only a person of Steve's caliber could take on a project like this. How many other shops would even show the challenges of this kind of a build. says that there needs to be a special t-shirt made for this build.
Intake 330° @ .050 with 1.200 Lift, Exhaust 340° @ .050 with 1.300 Lift with a 110 Center LIne
Holy crappola!
1.2"/1.3" of lift!!!! WOWWWWWWWW 😮
if you wanna turn 8000+ maybe.
In my opinion your not far off, but I've never even worked on one! If you look at mountain motors, these cam specs are common.
@@leftyo9589not with a 110 lsa. Thats too tight for 8000 rpm
Your wisdom outshines most, if not many of us Steve. I would say this isn't your first rodeo with a Hemi, but perhaps not at this size/scale as this thing should be larger than even your TopFuel spec, but suffice's to say, everything has a learning curve, and I'm blown away at your ability to archive the journey.
Here for the great content and SME haters 😂🤙🤙
Im sorry you are struggling with this job you will get through it and it will get better .... I know by watching you that you are a man of integrity and that you are not a quitter... hang in there... I try not to quote jobs in my tiny shop... everything I do is different (fab, machine and tune) you know what to do when something else like this comes through from now on...
Chat GPT says this for full race:
Edited out original numbers 7/20/2024 @9:51PM EST
NOTE: I have little idea what most of that means lol I just watch for the cool big motors and cool info.
EDIT:
I asked it a more specific question and it gave me this.
Option 1: High-Performance Street/Strip
Intake Duration: 280° @ 0.050"
Exhaust Duration: 290° @ 0.050"
Intake Lift: 0.880"
Exhaust Lift: 0.880"
LSA: 118°
Option 2: Dedicated Race Build
Intake Duration: 295° @ 0.050"
Exhaust Duration: 305° @ 0.050"
Intake Lift: 0.920"
Exhaust Lift: 0.920"
LSA: 120°
That is way too small.. This will have over a 1.000 cam in it. This is 903 cid hemi headed bbc. What you call a dedicated race cam, we run in a 540 f3-140 bbc, and we have a 588 f3-140 bbc race dedicated 3600 hp that has a 1.000 cam in it.
Asking a chat bot this question. 🤣🤣🤣👍
Good for about a 500ci motor. Max imo
this is land mower cam shaft
@@danmyers9372 right let chat thebuild a engine . And we’ll all run together
Kudos Steve. Good to see you handling it right, that's why they got you into the build. Shame about the 2+ wasted cams but it'll be a beast when it's all done and dusted.
Love the honesty Steve. Even when it is a cluster cuss.
Great insight into the dark and ominous world of specialty engine building. So glad you can "afford" to finish the build and share the hellish ride with all of us. Through "suffering" we GROW/GAIN!! VERY interesting video all the way through.
Steve has the patience of Job! I've NEVER learned anything by what I've done right. I ALWAYS have the opportunity to learn something from what I do wrong. Wow, what a storey! What a BEAST of an engine! Lesson learned measure twice, maybe three times, cut once, dyno 20 plus times. Done! As Always, May God Bless you and yours! 😇
It needs a 1 3/4 race cam :) Seriously though, thank you for your honesty! It's really refreshing.
Fair play Steve you show the good and the bad, but you never quit or give in,great work ethics, taking care of the customer even though it's costing you to get this one done.
Thanks for the great content as usual! We all learn a ton from your videos. My thought given the displacement, RPM ceiling and boost:
.960 intake lift at 285* duration @ .050 lift
.965 exhaust lift at 295* duration @ .050 lift
128 Lobe Separation
Looking forward to the update!
Steve, you are amazing for all that you share and the integrity you have. That motor is so far out of my knowledge base but here it goes.... Intake .988 lift with 278 dur @.050 Exhaust .998 lift with 285 dur @ .050. With 115 Lsa. Can't wait to see if my limited BBC knowledge helps at all here. That thing is a monster.
340@.050 int. And 350 exh, with an LSA of 114 and lift of 1.19int. exh. 1.1” Rediculous numbers for a rediculous BBH. Love your work Steve!
That job looks difficult to press through and not give up on. So good you published the hard bits and speak with hope that you are going to figure it out. Keep going you will win. Rex in NZ.
Steve your an inspiration & a testamony to what it really takes to be a Car Guy - it always takes longer to do it than think about doing it - Your such a Cool Dude even under the worst of frustrations. Cam Selection from N.Z. Lift 1.2"Inlet, 1.0"Exhaust. LSA 112, Inlet Duarion 298, Exhaust 290 @ 0.050"
Yessir, those kinds of problems with the camshaft, and all of the other issues like the head gaskets I could see where it is a giant headache for everyone involved.
Isn't it strange how some things are such a big problem over others.
1.105 lift intake @295
1.140 lift exhaust @315
118 LSA
Can't wait see the next video of the big black Hemi. You are the moat entertainer engine builder. Love each video you share. Really good explanation and really funny video at same time.
Thanks for sharing the true challenges of your world. I think the biggest thing is you will get it. Ill be here to watch that also. Glad you can handle it. Good luck
I appreciate the candidness of your videos and explaining the issues that go on. I spent a few years working for a shop that built cars and we found ourselves in various similar situations where there were issues ranging from it being our fault, part supplier fault, outside contractors at fault and even the customer at fault. We were a small shop and you're bang on correct about when you have to throw chargable hours in the trash for nothing it puts a huge strain on the entire business and the stress of that ultimately was why I left. It's tough because the customer sees their bill in the tens of thousands of dollars and thinks we're making money hand over fist however the reality is the margins are so thin. Plus the amount of youtube videos that leave out the problems and make everything look streamlined and easy don't help with their expectations.
Steve you have a great team mate and how refreshing to see a man of integrity and honesty and honour. This is why you Sir are one of the best engine builders on the planet mate. 🙏🇦🇺
Thank you for taking the time to explain it all
Love the channel and all the information you provide! After the contest please do a video on how you figured the cam specs for the first cam and for the new cam. So much info! Keep it coming!
Intake lobe 280 degrees at 50 with 900 lift. Exhaust lobe 290 degrees at 50 with 900 lift. Lobe separation 116 degrees. Great video Steve.
This is the hardest part of building anything really. One problem can haunt you or 5 problems can almost make ya walk away. Until you have built something do you truly understand how much work goes into something. I salute you Steve, you truly are one of the greatest🇺🇲
This type of thing and how you acted during the process is exactly why so many trust you so much to work on their engines, good on you Steve for doing what you say! Even if it sucks!
That cam is GIGANTIC😮
You are a gentleman and most people would have given up. That’s why you are the best! Integrity cannot be bought
Great song for the build section.
I loved Steve's comment on making mistakes. This is right way to approach things in any industry you are in. Mistakes happen, the best of us make mistakes. What really counts is how you deal with mistakes. That is what sets apart the great from the average and then from the bad. Doing business with integrity and honesty are always the right choices.
Make more videos, can't get enough! Intake- 288@.050", exhaust- 303@.050", Intake lift- 1.275" Exhaust- 1.25" LSA 114. 4th time's a charm, boat will barrel-roll due to the torque! 😂
The real valueble learnings does not come for free. They usually come at significant cost/pain, just like the one Steve is going through now.
Thanks for sharing with us Steve!
Top notch honesty and integrity. Do the giveaway! Would be happy to get some merch!
Intake .910 lift, 320@.50
Exhaust 930 lift, 325 @ .50
124 ls
I have no clue but hay a swag bag would be awesome. Sending love for your work and entertainment from muskegon also