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B2 Motorsports 529ci Engine Build - Muscle Builder
How to build 529 inches of metal-slinging might!
While the 427 FE engine often gets its share of fame when seen between two Mustang fenders, the Dominate 429 is probably equally equally popular. For a while, though, it was easier to build a 427, just thank you to Jon Kaase Racing Engines, information technology'due south at present more feasible to put the monstrous Boss engine back into your Mustang or classic Ford vehicle.
Mark Kassab, a previous B2 Motorsports customer, contacted B2'southward Brent Lykins about edifice a Boss ix engine for his Boss 429 Mustang clone. As Lykins had built a pretty stout 427 pocket-size-cake for Kassab's Cobra replica, Kassab wanted to encounter what Lykins had for the Mustang as well.
It goes without saying that a Boss 429 clone deserves a Dominate engine, right? Beyond that, Kassab had three criteria that the engine had to meet.
Streetability-the engine had to run on 91- to 93-octane pump gas. Information technology also needed to exist docile to the betoken where a prowl-in or parade would exist a pleasure instead of a burden. The engine would accept to run full accessories, including air workout every bit well.
Horsepower-a muscle car deserves muscle. Mark wanted 500 to 600 hp with comparable torque.
Way-The goal hither was to not get nuts with chrome and polished aluminum, but to take something that would most definitely be an eye-catcher.
With a program laid out, Lykins let us in on the build and so we could show you lot what is involved with creating such a potent powerplant.
The build is in the details, and the more thought that you or your engine builder puts into an engine, the better the results volition be, and the happier that y'all will be. That said, we're going to walk through the decisions that were made (and why) regarding this Boss 529 engine build.
The Short-Block
The foundation of any engine build is the cake. Careful attention needs to be paid here in both cake selection and machine work, peculiarly when aiming for big horsepower numbers. For instance, information technology's not a good thought to shoot for 600 hp with your product 302 block, for you lot soon may notice that you own two halves of an engine instead of a whole engine. With this build, the goal of edifice a Boss nine engine limits us to a 385 series engine block-i.eastward. a 429 or 460. When prepped well, a production 460 block will provide a very skilful basis for major horsepower production, and given the horsepower goal for this application, that is what Lykins started off with. The D1VE 460 block was magnafluxed, and pressure-tested prior to whatsoever machine work. For added insurance, Lykins switched the factory main bolts to ARP chief studs.
Staying with the underlying goals, Lykins chose to become with a forged crankshaft, H-beam rods, and, of grade, forged pistons. This engine is expected to make at least 700 hp at a very streetable rpm.
"In my mind, a cast Scat crankshaft and forged I-beam rods would undoubtedly agree this amount of horsepower," notes Lykins, "notwithstanding, for growing room, added protection, and overall engine value, I went with a forged 4340 4.300-inch-stroke crankshaft and forged 6.800-inch H-axle connecting rods."
For the pistons, the slugs had to fill the cavernous 4.420-inch bore and fit the Kaase Boss nine cylinder heads, just they needed to provide the right chamber volume (flat-top, dome, dish, or inverted dome) to piece of work with the established parameters. Streetability means it needs to run pump gas, so Lykins decided on a 10.75:1 SCR (static pinch ratio).
"I found that with an 87cc combustion sleeping room, a 4.500x0.040-inch head gasket, and a plan to put the pistons 0.005-inch in the pigsty, nosotros would need a piston volume of nearly 12 cc's," says Lykins of the Diamond forged slugs.
Breathing Apparatus
With the short-block squared away, it'due south time to address the cylinder heads. Building a Boss engine requires Boss heads, plain and simple. Coming up with a set of vintage Boss 429 heads would not be a minor feat. Luckily, Jon Kaase has been reproducing them for a few years now. Featuring 87cc heart-shaped combustion chambers, 2.300-inch intake valves, and 1.900-inch exhaust valves, these heads movement some serious air (more than 400 cfm out of the box on the intake side).
Usually, when building a street-only engine, yous have to pay attention to cylinder head intake port volume. When very large port volumes show upwardly, port velocities can go down, making an engine less responsive or fussy in the lower rpm range and in office-throttle situations. However, in this case, 529 cubic inches of volume volition help tame larger camshaft sizes, larger port volumes, and single plane intake manifolds.
Since nosotros're going to be running a hydraulic roller camshaft (more on that afterward), the heads demand to be fitted with the proper valvetrain parts to support that determination. For heavier valvetrain components used in Fords, Lykins prefers 160-170 pounds of seat pressure on hydraulic rollers, with effectually 385-400 pounds of open pressure.
Springs need to be selected based on the spring's installed height, and all other valvetrain components (spring locators, retainers, locks, and shims) need to support the springs that volition be used. Once more, go on details in mind here based on what you want the engine to practise and what rpm range you desire the engine to run in without event.
On street cruiser engines, Lykins prefers to limit the height hp to effectually 5,500-half dozen,000 rpm. This by and large provides a lot of power available downwards in the depression- and mid-rpm ranges, and encourages higher and broader torque curves. Following this line of thought, in that location'south no utilize in absorbing the risk of running a solid roller camshaft for such low rpm ranges. A hydraulic cam will piece of work only fine in this scenario and will aid ensure a lower maintenance program for the engine.
"For our Dominate 529, which is going to be driven a lot in a finish/go scenario, through prowl-ins, through parades, and then on, we demand a less fussy engine with great bottom end characteristics and a broader torque bend," says Lykins.
Equally far as the intake manifold, in that location are simply a few choices from Jon Kaase to match the cylinder heads. He offers a nice unmarried-plane intake, similar to the Edelbrock Victor 460 intake. It's offered in either a 4150 or a 4500 (Dominator) flange.
Normally, a unmarried-plane intake isn't the all-time pick for a street engine. Just as we talked about before, a large displacement engine can help keep the air/fuel mixture velocity up, which greatly lessens the poor off-idle and low-rpm manners that tin can be exhibited by using a large intake with a small displacement. In improver, Jon has the intake manifolds cast with a port tongue in the floor. This raises the flooring of the intake runner, helps increase velocity, and helps bending the incoming mixture toward a more desirable position in the cylinder head port.
Carbs need to exist chosen with the driving style in mind besides. Along with cams, intakes, and heads, carburetors tend to be selected that are a petty on the large size. This can lead to poor throttle response and situations where the air/fuel tuning is a little harder to nail down. A 529 cubic inch engine needs to be fed appropriately and the 4150-style carburetors ordinarily cap out at effectually 950-1,000 cfm. For our Boss 529, we chose to go with a Dominator-style flange on the intake manifold and we will be running a Quickfuel Technologies i,050-cfm dominator- style carburetor.
Testing
The width of a large-block with Boss 9 heads volition pelting on a lot of parades. Not only volition it completely make full upwardly the engine bay of a vintage Mustang, but it will also ensure that yous tin can't physically fit the engine on a lot of dyno carts. The issue isn't the size of the engine itself, simply it'due south the fact that normal headers will hit the upright stands used to bolt the engine to the cart. Nosotros had even borrowed some dyno headers from Jon Kaase's shop, but to no avail.
So how many dynos did this engine come across? Iii. The headers hit the dyno cart on the first dyno (an older Stuska). At the second dyno store, nosotros had to turn the headers upside downwards for it to fit (a DTS dyno) and if y'all plow the headers upside down, information technology blocks about of the exhaust port. The owner of this engine (and the 'lxx Boss 429 Mustang clone that information technology's going in) Mr. Mark Kassab, resides in the Florida panhandle, and so nosotros made arrangements to come across halfway at Jon Kaase's shop in Winder, Georgia.
Later an 60 minutes of bolting the engine up to the dyno cart, we were ready to light a fire in the beast. Mixture screws were set up, float levels were checked, and the ignition timing was gear up with some advance so it would start quickly. A couple revolutions of cranking and our Boss 529 came to life and settled into a running rpm. Total timing was fix with a timing light (finally settling in at 33 degrees total time at 2,800 rpm) and the engine was run with a low-cal load on it for a little run and suspension-in time before getting down to business.
Lykins's preferred dyno regimen includes a lower rpm, short pull initially, just as a shakedown pass. A quick spin upwards to around 5,000 rpm to listen for anything abnormal, check A/F ratios, get a good baseline, so shut it down.
Pulling to the meager 5,000 rpm offered upwards a stout 680 hp. Nosotros really could take stopped right there, but the engine sounded similar it had simply got upwardly on the cam, so we had to pull a little higher. Lykins was expecting a elevation hp rpm of around 5,800-half-dozen,000 rpm, and then we knew it had a little more left in it. From there on, the engine was pulled from three,500-6,500 rpm. What did nosotros end up with? How nigh 740 hp at six,000 rpm and 700 lb-ft of torque at 4,800 rpm? Even at our starting rpm of 3,500, torque was more than 620 lb-ft. What a monster.
The Results
So did nosotros meet all of our goals that we outlined in the first function of this article? If you can remember, we set three goals: 1. Streetability, 2. Horsepower, and 3. Fashion.
In terms of streetability, we pretty much hit the nail on the caput. This is an engine that will idle at 950 rpm, run (difficult) on pump gas (dyno pulls were made with 93-octane), pull plenty vacuum to run power brakes, and take enough torque available off idle to pull a stump out of the ground. As Lykins put it, "Mark has a gooseneck motorcar hauler that he pulls effectually. I suggested that he just mount a fifth wheel to the top of his Mustang equally the 529 would accept enough torque to lug most anything around."
Do we really need to say anything about horsepower? We had 740 hp at half dozen,000 rpm. Proceed in mind here that we didn't have to spin the engine to the moon to make power. That's the do good of a big displacement engine and ultra-loftier-performing cylinder heads. At 3,500 rpm, we were at more 400 hp. At 4,800 rpm, we had already surpassed Chevy'southward Corvette ZR1 638hp rating.
We have an engine that's as wide as a double-wide trailer, with silver powdercoated valve covers, a silver powdercoated intake manifold, polished aluminum accessory drives, a gorgeous Ford blue engine block, and enough anodized aluminum to accentuate the other colors. When Mark throws open the hood to his 'seventy Boss nine clone, we doubtable a lot of jaws will drop. Nosotros think Lykins hands accomplished the style request.
Source: https://www.motortrend.com/how-to/mdmp-1112-b2-motorsports-529ci-engine-build/
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