509 BBC Build
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509 BBC Build

  1. #1
    It's what we do BDMarine's Avatar
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    Default 509 BBC Build

    This engine started out as a Mercruiser 502 MAG. We wanted to see what we could do with a semi budget upgrade. I say semi budget because of using the stock block, heads, crank, rods, and pan. We dynoed it with the stock single throttle body top and the dual throttle body top we custom made.
    The difference with the two tops was about 20 lb. ft. of torque and 18 HP.

    Build was targeted for a Bravo application. Target idle was 800 and max RPM of 6000.

    509 CI
    SRP Pistons
    9.0:1 CR
    990 cast iron heads very mild "econo" porting
    11/32 x 2.250 Manley SD intake
    11/32 x 1.880 Manley SD exhaust
    ARP rod bolts
    Mel 10770 oil pump blueprinted
    Custom Comp Cam
    Note: Special Hyd roller lobes....
    Comp SBC full body solid rollers
    48 lb. injectors

    Camshaft is a 111.0 Lobe Sep. Approx .600 lift
    Sorry about being so vague about the camshaft. I have spent years working on camshaft design and this one is a home run for this application.

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    B & D Marine Performance
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  3. #2
    It's what we do BDMarine's Avatar
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    The engines have approx 60 hours run time and no, there is no reversion.
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  4. #3
    Can't re-Member 28Eliminator's Avatar
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    Quote Originally Posted by BDMarine View Post
    The engines have approx 60 hours run time and no, there is no reversion.
    Very nice

    Now your just rubbing salt in the wound
    I'd agree with you, but then we would both be wrong

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  6. #4
    It's what we do BDMarine's Avatar
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    Quote Originally Posted by 28Eliminator View Post
    Very nice

    Now your just rubbing salt in the wound
    Thank you!

    Sorry, no salt meant! Besides, you didn't have reversion either!
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  7. #5
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    Nice square power on that one. I would call it the HP600.
    Chris Straub
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  8. #6
    It's what we do BDMarine's Avatar
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    Quote Originally Posted by cstraub View Post
    Nice square power on that one. I would call it the HP600.
    I am very happy with the linear torque curve. One of the goals was to keep the torque from falling off in the 5000 to 6000 range and have the HP increase up to 6000 to allow the engine to pull larger props to 5900 - 6000.
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  9. #7
    gn7
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    Quote Originally Posted by BDMarine View Post
    The engines have approx 60 hours run time and no, there is no reversion.
    Of course your vaque on the camshaft. With only 200o@ .006 and still manage .600 lift I would be tight mouthed too. Otherwise with a 111 LSA and those risers on it the experts would be calling BS on the reversion!
    Of course it never hurts to have installed so far advanced that the exhaust valve completely seated before the piston even its TDC

    Nice built Brian. The dual throttle bodies may only be worth 18HP on the dyno, but they are worth 40HP + in the visual alone.



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  10. #8
    It's what we do BDMarine's Avatar
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    Quote Originally Posted by gn7 View Post
    Of course your vaque on the camshaft. With only 200o@ .006 and still manage .600 lift I would be tight mouthed too. Otherwise with a 111 LSA and those risers on it the experts would be calling BS on the reversion!
    Of course it never hurts to have installed so far advanced that the exhaust valve completely seated before the piston even its TDC

    Nice built Brian. The dual throttle bodies may only be worth 18HP on the dyno, but they are worth 40HP + in the visual alone.
    hahaha Yeah there might be a little more than 200o @ .006. The inner pipe goes all the way to within 1/2" of the tail pipe end before it mixes water with the exhaust. Even the cam at the bottom of the last page in the catalogue wont revert.
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  11. #9
    Can't re-Member 28Eliminator's Avatar
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    Quote Originally Posted by BDMarine View Post
    hahaha Yeah there might be a little more than 200o @ .006. The inner pipe goes all the way to within 1/2" of the tail pipe end before it mixes water with the exhaust. Even the cam at the bottom of the last page in the catalogue wont revert.
    That reminds me...
    I'd agree with you, but then we would both be wrong

  12. #10
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    Really nice power. Nice build for sure. How much do you think the EFI contributes to maintaining that torque?
    I'd really like to see a build like this with a set of large ovals.
    If God is your co-pilot, change seats!
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  13. #11
    It's what we do BDMarine's Avatar
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    Quote Originally Posted by steelcomp View Post
    Really nice power. Nice build for sure. How much do you think the EFI contributes to maintaining that torque?
    I'd really like to see a build like this with a set of large ovals.
    I really don't know how the EFI effects the torque curve. It definitely helps being able to fine tune every area of the map optimizing the torque. I think having the long runner intake with the ability to give it as much air as it wants could be a big advantage over carbs. With port injection, the engine will only take the air it wants and we add the fuel. Those are (2) 1200 cfm throttle bodies and are not dependent on vacuum to function or determine the A/F mix.
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  14. #12
    gn7
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    Quote Originally Posted by BDMarine View Post
    The inner pipe goes all the way to within 1/2" of the tail pipe end before it mixes water with the exhaust. Even the cam at the bottom of the last page in the catalogue wont revert.
    I have always maintained that duration and overlap have nothing to do with reversion, its all in the exhaust system. Of course that kind of talk can get one banned for life from some boat sites.





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  15. #13
    cfm
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    BD - did you study and find what was happening at 5600-5700rpm ? Or any theories/thoughts ?

    Was the intake a 500EFI or 525EFI ? Did you use the top from Tyler Crockett ?

    What do you think the outcome would be with using a good hydraulic roller lifter in place of the solid roller lifter ?

    BTW: I'd take the IMCO's (you used) hands down over the Gills (especially the 'shorts') any day. Very decent exhaust. Just not Db legal around here unfortunately.

  16. #14
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    Quote Originally Posted by cfm View Post
    BD - did you study and find what was happening at 5600-5700rpm ? Or any theories/thoughts ?

    Was the intake a 500EFI or 525EFI ? Did you use the top from Tyler Crockett ?

    What do you think the outcome would be with using a good hydraulic roller lifter in place of the solid roller lifter ?

    BTW: I'd take the IMCO's (you used) hands down over the Gills (especially the 'shorts') any day. Very decent exhaust. Just not Db legal around here unfortunately.
    Everytime I see something like that I have ask did the computer see a voltage anomaly it didn't like or a solar flare. Whats up. What does the oil pressure have to with the intake tract or the valve train, yet it steady as a rock, went down 3/4 lb and came back.



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