It occurs to me that I should let you guys know a bit of my background so that you know where I'm coming from on this....for those who wish to skip a blog about myself, jump down below the dotted line.
I have built several small blocks now for myself and others. All have been in the 300-450hp range... I have spent a good deal of time working with a retired weekend racer of no significant fame turned carb tuner and engine builder in my late teens and assisted in several engine and carb buildups of his for his customers. Many of these engines were in the 400-500hp range. I do agree with the way you explain the difference in how an engine should be built for someone else vs for myself. I have seen engine failures due to pure stupidity on the operators behalf on a few engines which were built by myself or Robert... many people just have no concept of how to treat an engine and are only too eager to blame the engine builder for a failure.
-Bracing for the backlash- As much as I hate to admit this....I do have my mechanical engineering degree (every time someone finds this out it seems I get someone instantly assuming I have no common sense, or that I am unwilling to listen, or some other fabricated image they wish to paint me with
). Its usually best to just leave that point out....but I bring it up only to mention that I have spent hours in engine labs and I am a decently capable tuner, not to mention I am very familiar with modes of mechanical failure and the importance of lubrication. I do tend to avoid EFI due to the cost, and cost only.
Nonetheless, this is my first build of this power level, so I am bound to learn alot. I am always wanting to learn more and it drives me crazy when I see someone who is no longer willing to try something different....
I have no interest in building a motor less than 500hp again for my toy. Its time to move up. Regular maintenance is expected, lash adjustment, oil changes, spring checks, rocker arm checks, occasional teardown for inspection....and so on.
It sounds like I will have to focus on the solid roller lifter lubrication if this engine is to survive street duty. Knowing what to expect is half the battle on this engine. I will have to see what I can do to to minimize the chance of failure with the cam. ie billet cam good, cast cam bad. Solid rollers will need help to survive, particularly at idle.
The 950 carb a better choice?? Wow, I did not see that coming. I figured a 750 would be suggested... But that's why I'm here asking questions. perhaps a Bg race demon RS will be my carb of choice. That way I can try several different cfm combinations.
Titanium retainers may not be necessary with the new AFR's 8mm valvetrain (like gen III sbc), but at this level why risk it....titanium retainers it is.
I will mention again, the 700r4 is more or less expected to fail. And I am fully aware that my chassis will not be anywhere close to optimized for this combination. The 200 4R is an interesting option that I had not looked at, but a standard trans is really my ultimate goal. A 600hp standard shift street car running plain street tires will in no way be competitive at the track, but it sure makes for a fun toy!
Ed, Harley, Wolfplace, Silverfox, Cobra, Joe, Alex, Eric, 69RS502 ad Longrodsbc thank you all for helping me out with the suggestions and comments. It's really got me thinking. Please do not hesitate to give more feedback. I guess cam selection is my primary area of focus now, along with making it survive street duty.