V8 configuration

Mike Kimball · Post by **Mike Kimball** » Fri Feb 17, 2012 9:22 pm

This email is primarily directed at John Worden since he has already gone
down the V8 path for his Super Rebel, but there are a lot of very
knowledgeable people on this list and I welcome all input. John pointed me
towards a company called Dart that produces an aluminum block Chevy which
appears to be based on the iron block series that has remained virtually
unchanged since the 1950s. I am very interested in this engine versus the
LS1/LS6 series because of the compatibility with the standard Chevy line.
The LS1/LS6 isn't compatible with anything.

My question is how do I pick the best heads, cam, etc.? Assuming I want,
say, a redline of 4500 which would put 75% cruise at 3375RPM and assuming a
max prop RPM of 2700, I would be using a 1.67:1 reduction unit. That would
put 75% cruise at just over 2000RPM. That's a bit lower than I would like,
but would be in keeping with my philosophy that reliability is way more
important than eeking out max performance from the engine. With all these
assumptions, I think I am ready to choose a cam with the right profile but I
have no idea how to do that.

Dart offers 18 degree and 23 degree heads among others. I don't know how to
choose. Not to mention all the other stuff like oil sumps, oil pumps,
intake manifolds, etc. I've heard that you shouldn't tell them you want to
put the engine in an airplane or they won't sell it to you. So I can't ask
them. So I'm seeking help from the best source I know. You all...

Thanks.

Mike Kimball
SR #044

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Peter Cowan/Lexi Cameron · Post by **Peter Cowan/Lexi Cameron** » Fri Feb 17, 2012 9:22 pm

Mike, do you get Contact magazine (mag dedicated to auto engine
conversions)? Tim England put a v6 in a velocity or something like it and
used a racing guy by the name of Doug Lipps to build up the engine. He is
located near Toronto 905 889 0486
Peter
-----Original Message-----
From: Mike Kimball <mkimball@gci.net>
To: murphy-rebel@dcsol.com <murphy-rebel@dcsol.com>
Date: November 22, 2001 3:11 PM
Subject: V8 configuration

This email is primarily directed at John Worden since he has already gone
down the V8 path for his Super Rebel, but there are a lot of very
knowledgeable people on this list and I welcome all input. John pointed me
towards a company called Dart that produces an aluminum block Chevy which
appears to be based on the iron block series that has remained virtually
unchanged since the 1950s. I am very interested in this engine versus the
LS1/LS6 series because of the compatibility with the standard Chevy line.
The LS1/LS6 isn't compatible with anything.

My question is how do I pick the best heads, cam, etc.? Assuming I want,
say, a redline of 4500 which would put 75% cruise at 3375RPM and assuming a
max prop RPM of 2700, I would be using a 1.67:1 reduction unit. That would
put 75% cruise at just over 2000RPM. That's a bit lower than I would like,
but would be in keeping with my philosophy that reliability is way more
important than eeking out max performance from the engine. With all these
assumptions, I think I am ready to choose a cam with the right profile but

I

have no idea how to do that.

Dart offers 18 degree and 23 degree heads among others. I don't know how

to

choose. Not to mention all the other stuff like oil sumps, oil pumps,
intake manifolds, etc. I've heard that you shouldn't tell them you want to
put the engine in an airplane or they won't sell it to you. So I can't ask
them. So I'm seeking help from the best source I know. You all...

Thanks.

Mike Kimball
SR #044

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John Worden · Post by **John Worden** » Fri Feb 17, 2012 9:22 pm

Mike,
I had many of the same questions as you. I decided to start with
a recipe from Edelbrock (but chose a Holley 600 cfm carb since there
are leaning devices available for these). This simplified the decision
making as
heads, camshaft, and intake manifold come as a matched set. I went with a
conservative
compression ratio - 9:1.

Holley does a similar thing. Both companies(as well as GM) offer complete
crate engines as well. You could buy one of these and replace the cast iron
block with
the Dart or a GM performance products block.

I believe the performance that we desire is typical of "marine"
applications so if
you are shopping for cams and pistons start there.

If the cam grind turns out to be wrong for the airplane application I will
mess with
that later - Either by advancing the cam timing or buying a different
grind. Using
small diameter headers will also boost torque at lower RPMs - rather than
giving
you power at 6000. The after market blocks can also be taken out to 400 cu
inches
using a longer stroke crank - there's another 50 HP.

I decided to go with 2:1 ratio redrive as I would rather have the engine
spinning a little
faster rather than possibly "lugging". I also plan to redline at 4500
(with 5000 as a reserve)
and hope that the constant speed prop will provide lots of pull at 2250 rpm
takeoff
and cruise ~3800 engine rpm/1900 prop. I found a 20 year old - brand new
Hartzell 3 blade
of 89 inch diameter which was intended for a scale warbird.
We shall see.

John
http://www.edelbrock.com/automotive/index.html
http://www.holley.com/HiOctn/ProdLine/P ... 0-503.html

At 12:11 PM 11/22/01, you wrote:

This email is primarily directed at John Worden since he has already gone
down the V8 path for his Super Rebel, but there are a lot of very
knowledgeable people on this list and I welcome all input. John pointed me
towards a company called Dart that produces an aluminum block Chevy which
appears to be based on the iron block series that has remained virtually
unchanged since the 1950s. I am very interested in this engine versus the
LS1/LS6 series because of the compatibility with the standard Chevy line.
The LS1/LS6 isn't compatible with anything.

My question is how do I pick the best heads, cam, etc.? Assuming I want,
say, a redline of 4500 which would put 75% cruise at 3375RPM and assuming a
max prop RPM of 2700, I would be using a 1.67:1 reduction unit. That would
put 75% cruise at just over 2000RPM. That's a bit lower than I would like,
but would be in keeping with my philosophy that reliability is way more
important than eeking out max performance from the engine. With all these
assumptions, I think I am ready to choose a cam with the right profile but I
have no idea how to do that.

Dart offers 18 degree and 23 degree heads among others. I don't know how to
choose. Not to mention all the other stuff like oil sumps, oil pumps,
intake manifolds, etc. I've heard that you shouldn't tell them you want to
put the engine in an airplane or they won't sell it to you. So I can't ask
them. So I'm seeking help from the best source I know. You all...

Thanks.

Mike Kimball
SR #044

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klehman · Post by **klehman** » Fri Feb 17, 2012 9:22 pm

Mike
If you can start with a new marine version of the engine it might save
you much effort and cash as it will be optimised for high power high rpm
cruising already. I've heard stories of US$2k or so several times over
the last several years. If you can stand a little extra weight initially
(probably well under 100#) you could always upgrade to aluminum later if
you are happy with the engine.
Ken

Mike Kimball wrote:

This email is primarily directed at John Worden since he has already gone
down the V8 path for his Super Rebel
snip

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