sounds like a nice billet cam core....  lol

Did some modifications to another TFS tunnel ram.   Had spacers built for the plenum. Changed runner length, entry area, entry angle, reduced taper.  It took quite a bit of epoxy work to get the spacers matched up to the new runner design.

Did a baseline with the old manifold. The engine was off 2% from last year. At 1,000 hp  2% equals 20 hp. We contribute the power loss to not having a fresh hone and valve job. It's not pulling the vac it once did, so I think it's going out in the rings.  Need to do a leak-down this coming weekend. The engine has several 100 miles on it from river running.

The goal was to build a better tunnel ram better suited for a 565" engine operating in the 5,000 -7,500 rpm range. Target was max HP at 7,200.  Still has the small cam in it 275/277 @ .050,  lobe lift .455-.420 with 1.8 rocker.  113 lc







Manifold swap  on the dyno:


Modified intake in red.  Baseline old manifold in blue:





I'm hoping with a bit of service this winter it picks some power backup and we can see 1,000 hp at 7,200 and 790 lbs ft at 5,600 -5,700.  It should be achievable. 

 just a bit of weight savings. The cast iron one was on the engine for years. 

My experience with Jones mechanical lifter camshaft was that the engine would pull cleanly to 6600 rpm, and crash.  It was supposedly designed to pull to 7200 rpm for the EMC competition build.  I had 1.94/1.56 light weight 5/16" valve stems, titanium retainers, LS beehive springs, Smith Brother's chromoly push rods, Trend Lifters, and Harland Sharp 1.6 roller rocker shaft mounted rocker arms.  I had three sets of heads ported, with all the light weight parts mentioned for each of them, and we tested 5 different sets of valve springs all with the same results that the engine would "pop" at 6600 rpm and nose dive.  I upped the seat pressure from 135# to 167# keeping the over the nose at a safe pressure of 430#.  After upping the seat pressure to 167#, the engine would pull to 6900 rpm and crash.  We entered the engine in that configuration and was able to make three successful pulls to 7100 rpm with the "pop" and roll over on the top end.  After the EMC, back at the shop, we installed a new Isky camshaft that was ordered but did not make it in time for dyno testing before the competition, and the engine responded with clean pulls to 7400 rpm without a single "pop" and picked up 12 horsepower.  Everything was just exactly as it was for the EMC except the camshaft.  Same Trend Lifters, everything.  We(Ted Eaton and I) did a degree wheel check of every lobe on the Jones camshaft and if you advanced or retarded it any from straight up, the lobes were all over the place with none of them falling into line with the cam card.  #1 was only correct at straight up, all the other cylinders were off as much as 8*+/-. 
When I questioned Mike about the results, he asked me a bunch of questions about the build, and then the lifter angle for the Y.  He ASSUMED the camshaft lobes were the same as the SBC, and they are not.  There is 3* difference between the lifter bore angles in the Y from the SBC.  He corrected his information, cut me two new camshafts, and I am going to test one of them in the next few days.  When I degreed it, I went ahead and checked #6 against #1, and it was spot on, correct.  We shall see.   Joe-JDC

Great info ... Good luck with the new test.

Look Like Some Nice Pieces. Is It The Photo Playing Tricks On My eyes, Or Are These Set Up With Offset Intake rockers to move the pushrods away fron the intake ports in the intake manifold? I know they make them, but wondering if you ordered them like this or is this how they usually build them?

There is an offset. They build them that way.  I'll get a closer picture of them.

Thank you.  That is a bit convoluted.   I'll give it a try:

IMG_3645"><img src="https://live.staticflickr.com/65535/52137183858_d06fc50b3a_z.jpg" width="640" height="480" alt="IMG

So much for that attempt .... I'll try again later.   Thanks

After many months of supply chain issues these babies were shipped on Tuesday and showed up today.

Nice looking piece to add to the Survival Motorsports MR heads I've had for quite a few years now. Maybe by the end of the year  we'll start bolting the engine together. I still need to figure out the cam I'm going to run.
https://www.flickr.com/photos/195460141@N05/52137655110/
https://www.flickr.com/photos/195460141@N05/52137183858/

Your power numbers are all the more impressive at 10.6:1 compression. 

Great combination.