Fishing on a 532

I have been reading up on some of the bigger engines and cu. in combinations w. various cylinder heads here and I really can not find any reference to this engine:

Block: D0VE- A four bolt main
Heads: DO0E-R SCj / Cj

I want to put a 532 inch kit into this combination of parts to use in a 1970 Torino. I want this engine to look factory stock, except for maybe the intake. I have a Weiand Stealth 8021 that I may use.

This engine will be run with a C-6 and a 4.30 ratio.

What are your views on cam specs?

Does this kit work in a 3.850lbs car? (I ask this because I have already used 429´s and 466 and up to 474 CID combinations and I need more horsepower)

GCJ

IMO you will need to spend some money on porting heads, for 532, I had a 532 with ported victor heads it made around 850hp on motor and picked up well with nitrous, but i still feel the ported aluminum heads held it back, on the street a good roller cam and some well prepared steel heads should make 600hp easily but you will need a good exhaust and intake to feed the cubic inches

Why not go all out to a 545-557? You can get alot of power out of iron CJ heads ported right, and keep the stock appearance. The iron head truck pull guys do anyway.

http://www.hemmings.com/mus/stories/2011/01/01/hmn_feature5.html This one is a 588 CID and goes 9's in a heavy car.

I wouldn't bore it that much, only bore it enough to clean the cylinders up if it needs it.

A 4.300 stroker kit will work great in what your describing. I have similar parts lying around I was going to do a 521 (.030 over) with CJ heads, intake Carb and Exhaust manifolds for a 70 I had.

If your going to use the aftermarket intake, go with headers too as they are worth a but load of prowler and the engine will respond to more conventional cam specs.

Also may want to back off the gearing with the stroker engine, it won't need it like a 429 would. Especially if it's a street ride on street tires.

I have been looking at prices and specs on various stroker kits.

Titan Engines has a large selection of kits on EBAY. I like the 532 because it only requires a ,030 overbore, plus the stroke is within the comfortable range for the D0VE block. The last I read on the 557" and bigger was that the 4,50 stroke ruins the block in about a 1.000 miles of driving.

I want this motor to look like a bonafide 429CJ at the pop of the hood, down to the ram air system, D0OE-R heads and such. I already have headers and other parts necessary to make this engine breathe decently. I have both CJ and SCJ intakes as well as a Weiand 8021. If I go with the Holley pattern I suppose a 950CFM would be required. Is that a fair assessment?

You mention camshafts. I have a number of cams available, including a solid roller Crane w. 214 / 222°@ ,050 w. lift figures around ,550/,560; a Crane hydraulic (354551) which is 226 / 230° ,050 and a lift in the ,540-560-range; a Comp solid lifter 252°/ 260°@ ,050 and ,660 / 680 lift - all w. 1,73 ratio rocker arms.

The car currently has a 3.00 final gears, but I have a complete center section w. 4.30 gears, No-Spin w. 3,25 bearings in a Harwood "N" chuck and Daytona pinion carrier.

G

gcj wrote:I have been looking at prices and specs on various stroker kits.

Titan Engines has a large selection of kits on EBAY. I like the 532 because it only requires a ,030 overbore, plus the stroke is within the comfortable range for the D0VE block. The last I read on the 557" and bigger was that the 4,50 stroke ruins the block in about a 1.000 miles of driving.

I want this motor to look like a bonafide 429CJ at the pop of the hood, down to the ram air system, D0OE-R heads and such. I already have headers and other parts necessary to make this engine breathe decently. I have both CJ and SCJ intakes as well as a Weiand 8021. If I go with the Holley pattern I suppose a 950CFM would be required. Is that a fair assessment?

You mention camshafts. I have a number of cams available, including a solid roller Crane w. 214 / 222°@ ,050 w. lift figures around ,550/,560; a Crane hydraulic (354551) which is 226 / 230° ,050 and a lift in the ,540-560-range; a Comp solid lifter  252°/ 260°@ ,050 and ,660 / 680 lift - all w. 1,73 ratio rocker arms.

The car currently has a 3.00 final gears, but I have a complete center section w. 4.30 gears, No-Spin w. 3,25 bearings in a Harwood "N" chuck and Daytona pinion carrier.

G

A 532 is an .080" overbore;  4.440" bore x 4.300'" stroke.

A .030" overbore with that 4.300" stroke is 521 cubic inches.

I'd suggest you get with a vendor here for the stroker kit and valve train parts, they will get you everything and get it right. You will also get service with the sale and a person who has put many ford strokers together. Not an internet salesperson who worked at a 7-11 prior to selling parts.

I also suggest you take the cams you have on the shelf and put them on eBay and get a cam ground specifically for the application and parts you intend to use, it can be worth a substantial amount if power for very little investment

The weiand stealth will not work with the shaker it's too tall, I suggest using a factory SCJ intake and a 950-1050 4150 carb. Everything will bolt together and fit and the factory intakes are decent.

I am a 1970 Torino owner with a 521 and dfree383 is absolutely correct here. The stealth wont work unless you machine the carb flange down and then you cant use a spacer. If you cant find the CJ intake then use an Edelbrock torker II. The cam grinds that you have dont fit your build.  As mentioned why overbore and reduce the life of the block.

How fast do you want the car to be? Are you running it in the 1/4 mile?

I also am a 1970 Torino owner, and I've gone the 521 route with CJ iron heads, and tried all different combinations of intakes, cams, etc on it.

The Torker II is a great intake choice for this combo that works well with a shaker.

I think I still have a factory intake on the shelf if he needs one, but will have to check...

If you use the factory SCJ intake and a 850-950cfm carb you will need a spacer to clear the 50cc accelerator pump on the rear fuel bowl. Or at least I did when i put a 850cfm double pumper carb on my 429SCJ torino. The shaker looked better I thought sticking up above the hood more. Lots of knowledge on here listen to them!!! Good luck.

I have both the original CJ spread bore as well as a correct SCJ intake.

Thanks for the input on the cams.

Those of you who use the 521 combinations, what cam figures are you working with?

I want the added torque that comes with the bigger stroke, plus the inherent higher volumetric efficiency.

I do not want to bore beyoned ,030, which leaves me with the perfectly acceptable 521 CID

It may seem like a strange approach, but in the final analysis, I am letting the breathing limitations of the 1970-71 configuration govern the CID limit.

An engine of this size is what the Cobra and the Cyclone should have been available with. That is what Ford had in mind for this engine. You all know that.

You are totally wrong in your assumption of the top end limiting your displacement

The iron CJ heads with a good valve job and a blend flow plenty of air to feed a much larger engine in a street application where you are looking for power in the 2000-6000 rpm range.

Just get rid of the exhaust manifolds and install a nice set of big tube headers and a monster exhaust system.

I think a good approach would be to decide how much hp you want and then decide on compression ratio and cam.

If, for example, 600 hp to 650 hp is your goal, then that 252/260 cam with 10 to 1 compression and a Torker II, a mild port job, and 850 to 1000 cfm carb, and headers should get you in that vicinity.

If your goal is closer to 700 hp, then probably a 265/275 cam with 11.5 to 1 compression, and more porting, etc.

For 800+ hp, it takes a really good port job, 275/285 roller cam with 13+ compression, Victor or TFS Mafia intake, dominator carb, and larger headers.

These are just some general ideas. As others have said, once you figure out the rest of the combination, it really pays to get a cam that fits all the components.

In your Torino, with the 600 to 650 combo I mentioned, that should put your Torino easily into the 11s. Additionally, it would have lots of torque, and allow you to get away with something like a 3.25 rearend gear for street driving and still feel plenty of power.

OK, I understand about the displacement.

As for the 429 engine in general, I have always come to the conclusion that the cylinder heads, bore spacing, valve sizes and the bore / stroke ratio as well as the various statistics indicated that much bigger things were planned for it than just 429 CID. So, the point on the iron D0OE-R heads is well taken. The basic stroke ratio on the 429 is the same or very close to the same as on the 283 Chevy. That means bigger things were in store.

The constraints are - as I stated in the beginning, externally stock appearing parts. DO0E-R heads, DO0OE intake (SCJ) max overbore of ,30. The best gas I have access to is aviation low lead 115/145. Other types are available by the barrel, but that is not practical, so CR has to stay in the high 11 range. I have already tried running a 474 w. 12:1 and it was impossible. Constantt detonation, overheating, starting and cranking problems and eventual piston failure.

The horsepower figure, realistically speaking could be in the 600 range. This is a 95% street operation, with one muscle car meet per summer and one or two runs.

Lincoln - Mercury fielded a fleet of Cyclones with blueprinted 429 Cobra Jets in 1970. I have seen observations on this forum that these cars ran in the 11´s

They ran Holman Moody blueprinted dead stock CJ engines...... How could they reach these times ... considering one statement here that to run in the 11 sec. range with the Torino / Cyclone, you need close to 600 horses?

To stay on topic for the eventual purchase; BF Evans Ford is the choice, but there are many, many more very good people here with whom I have exchanged information over the years. Suggestions?

G.

It could run good like this one w/only 514 ci.

They ran Holman Moody blueprinted dead stock CJ engines...... How could they reach these times ... considering one statement here that to run in the 11 sec. range with the Torino / Cyclone, you need close to 600 horses?

I think your idea and purpose for wanting to build a 521 is exactly right. You can build a relatively mild 521 with 10 to 1 that runs on pump gas and runs in the 11s pretty easily. You could accomplish the same thing with a 429 or 460 ci, but it will need more compression ratio, won't idle as smooth, will have to turn a lot more RPM, much lower gear, etc.

As for it taking 600 hp to get into the 11s with your (heavy) car. What I meant was, if you build a 600 hp engine, that should be enough to go comfortable into the 11s. That won't be enough to go into the 10s.

Thanks again ... I want to look at the best vendors here on the site. Another reason I think it is necessary to set the boundaries fairly strict in the beginning is cost. If you don't set any, you run out of both.

Big blue oval: