Ok. I would like to thank you guys for all the past help. So I'm back for more. I just dropped my block off to get it vatted and honed. The cranked is also at the shop waiting to be turned and re keyed. I have a monster commercial crank. The motor came out of a dump truck so I'm rebuilding it for a light truck. Keeping the crank cause I hear I can abuse the **** out of it. So. After it gets turned down can I use a regular passenger car timing cover? What are my best rod and piston combination if I want to run cobra jet heads. I really need to know what I can order after I have this work done. Here's some numbers I have. On the passenger side of the block I have D9TE-BB. On the rods that came out I have D9TE-AA. On the crank girdles I have C9AE! Can some body assist me in what I can run in there and the timing cover. Cause the original timing cover was also the motor mount. Thanks guys.

 

Supposedly you can machine it down to the same size as a regular seal, but I would talk to your machinist to be sure.

As for the goodies inside it depends on how hard you are wanting to abuse it. If you are planning on really making it scream (and it sounds like that might end up happening) then I would say go with some Eagle H beam rods and either a set of KB's (I have spun mine to 7000 plus on the 429) or a set of forged units.

Oh, and its not mine, but you gotta love a BBF when it starts singing at 7000-8000 rpms!! If that sound don't give you a woody somethin aint right!!

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Oh, and on the heads, while I like the Trick Flow units, these heads are also pretty impressive!!!



Ford Motorsport Super Cobra Jet Heads.

6049-SCJ Aluminum Heads

Revised valve angles and locations to reduce cylinder wall shrouding and improved flow. Redesigned combustion chambers to acommodate the more centrally located valves.

Uses same valves, valve springs, retainers and standard 7/16" stud mount rockers. Standard Cobra Jet intake and exhaust manifolds bolt on. Current valve covers fit.

Flows approximately 345cfm intake and 225 cfm exhaust. 72CC combustion chambers.

New Design By Jon Kaase Racing!

 

Thanks for the info. I've seen those heads in summit before and there on the list. I just wanted to know if those would mount right up on my block. So the passenger car timing cover would bolt right up aswell I just need to consult my machinist. What's a KB and would the stroke I've already got be enough to pull down around 450 hp with that set up? I'm new to this but I got passion and I want to see this thing purring in my truck soon

 

KB would be Keith Black pistons. They make some nice pistons and they are pretty tough too. I'm not sure on the timing cover, but the stroke you have should be enough to see 450hp without a problem. Get you some good rods(Eagle H-beams like mentioned above) and some nice pistons. When buying pistons and stuff consult your machinist to make sure you get the pistons you need to keep compression ratio to a reasonable amount for street driving.

 

You are going to need a crank. The snout on a meduim duty truck crank is longer then a "normal" crank.

And i hope you dont have any emmisions inspection

 

Hellyeah. I'm a little confused about compression but I'm always looking for answers and asking questions. Thanks for the tips. Will those cobra heads fit on top of my block? I just don't want to drop 1600 and deal with the headache of returns and such. Also is there a place where I can get crank specs andengine specs

 

It's getting turned down and re keyed brother. Anything else you know of that might help me. I've had tons of guys tell me to turn the one I got cause it's a beast

 

The Kasse SCJ heads will fit on your block, just keep in mind with a 72cc chamber you are going to be up there on the compression ratio. KB only has one piston listed for a 429 (p/n 368), and it will put your CR around 11.5:1, those were the ones I used and was very happy with them. Speed-Pro has a forged one available (p/n L2366F) which is a flattop that lists as 10.7-10.8:1 with the 72cc head. With those kind of CR's, unless you want to be running race fuel all the time, you are going to have to play with the camshaft to bleed the compression down at lower rpms. On my 429, I was running a Comp X4278H, with 278/288 duration. With overall advance dialed in at 32degrees it would run all day long loaded or empty on premium with no issues and on the interstate I could get by with mid grade as long as I was running empty. If I had gone to a cam with more duration, for example a XE284H with 284/296 duration, I could have probably gotten by with a little more timing or running mid grade all the time. Also, I added a adjustable timing control in the cab so I could dial back the timing if needed. The fun part was when I would roll up to the speedway and fill one of the tanks with race fuel and then bump the timing up to around 36degrees overall advance. The thing was just plain brutal then. Full throttle 1st to 2nd shift at 75mph and 6700rpm and it would leave a 10ft strip of rubber and feel like you were going to rip the rear end out of the truck it hit so hard.

As for breaking 450HP, Kasse has proven time and again that he can build big fords with the best of them. The SCJ heads with 12:1 compression and running 91 octane and a 256/262 (@.050) roller cam did well over 650hp. Altho I never put my 429 on the dyno, I have had other motors dynoed, and my experience between the actual dyno and desktop dyno's has shown that the more information you enter, the more accurate number the program gives you. If you take the time to enter all the lift and air flow rates, etc the desktop is usually good to within 10hp of what you will actually see on the dyno. That being said, I did enter all the information on my 429 when I first built it, and the desktop was calling for around 620hp. That was calculating with a dual plane intake too. If I changed over to a single plane, the numbers went even higher, but the lower end numbers really suffered.

One other thing to keep in mind on a motor like this, you are going to need a fair bit of carb to get the most out of it. While a stock 429 spinning 6000rpm at 80%VE only needs around a 600cfm carb, a 429 bored .030 over to 435, spinning 7000rpm at 95%VE needs 850-900cfm of carb to be happy. Once again using my 429 as an example, I ran an 870cfm Holley Vac secondary and it was very happy with it. The only thing I found was the thing was very fuel happy. When we were jetting the carb, the only thing that happened when we raised the jet size was we gained rpm's eventually hitting 7500rpms on the tattle tale on the tach. At that point we dropped the jets down to where it fuel starved out around 7200rpm max and then set the rev limiter for 7000rpm.

 

Man you have been a great help. I really do appreciate this. This 93 swb will be like no other