Which intake

I’m building a 429 with the following components.
Stock C9VE 429 with fresh rings and bearings
Heads are A429 CJ heads that have been ported and gasket matched.
Cam is a Complete 320H hyd flat tappet with .620 lift if I remember correctly I’d have to check the cam card.
Holley sniper 4150 flange EFI

I have 2 intakes to choose from, first is a 4500 flange Motorsports “Victor” intake. Has been ported and gasket matched. With a 4150 adapter.

Next is an Offy port-0-sonic that has been gasket matched.

While I don’t think either would be optimal which one would be better in a 95%street 5%strip car?

268/268 at .050" .610"/610", if it's a Comp Cams 320H-10. That's a big HFT. I'd go with the Victor.

PS: I would check my PTV clearance if you are running stock pistons, also.

curiousgeorge wrote:I’m building a 429 with the following components.
Stock C9VE 429 with fresh rings and bearings
Heads are A429 CJ heads that have been ported and gasket matched.
Cam is a Complete 320H hyd flat tappet with .620 lift if I remember correctly I’d have to check the cam card.
Holley sniper 4150 flange EFI

I have 2 intakes to choose from, first is a 4500 flange Motorsports “Victor” intake. Has been ported and gasket matched. With a 4150 adapter.

Next is an Offy port-0-sonic that has been gasket matched.

While I don’t think either would be optimal which one would be better in a 95%street 5%strip car?

What are you planning on using for a transmission and rear end gearing?That cam will need a good converter stall if using an automatic?I would say the Victor for the Intake although i think the Port-o-Sonic would also work ok maybe not as good as the Victor though!!And FWIW i have a 4150 Flange Victor Intake that is gasket matched to CJ size For Sale on here!!

That cam will test stock cast pistons and rods if he uses it's full RPM potential in a 429 also. It will sound good though.

Yes it was the largest HFT they made at the time. I also have a 292H-10 sitting around with nothing to do. I have went back and forth on which to use.

Yes it will be backed up with a C6 and probably stay with the 3:55 gears for street use.

The MSD box should keep me from letting it get to those rpm levels 🤪. I’m thinking a 6 chip will live in it until I build a new bottom end.

curiousgeorge wrote:I’m building a 429 with the following components.
Stock C9VE 429 with fresh rings and bearings
Heads are A429 CJ heads that have been ported and gasket matched.
Cam is a Complete 320H hyd flat tappet with .620 lift if I remember correctly I’d have to check the cam card.
Holley sniper 4150 flange EFI

I have 2 intakes to choose from, first is a 4500 flange Motorsports “Victor” intake. Has been ported and gasket matched. With a 4150 adapter.

Next is an Offy port-0-sonic that has been gasket matched.

While I don’t think either would be optimal which one would be better in a 95%street 5%strip car?

I would first try to find a "Torquer II" and have it port matched on 4 runners ... runners 1,3 and 6,8.

YES ... that cam is to big.

curiousgeorge wrote:Yes it was the largest HFT they made at the time. I also have a 292H-10 sitting around with nothing to do. I have went back and forth on which to use.

Yes it will be backed up with a C6 and probably stay with the 3:55 gears for street use.

The MSD box should keep me from letting it get to those rpm levels 🤪. I’m thinking a 6 chip will live in it until I build a new bottom end.

It sounds like you have some parts you would like to use on hand, and get something going, until you build something better. Nothing wrong with that. The economy sucks and parts prices are through the roof. With the 3.55 gears the 292H10 and Offy would be more street friendly.
The dynamic compression between those two cams at 11.0/1 static is (292)8.16/1 and (320)7.04/1, both on a 106ICL, for what its worth. I'd still go with the 292. You would be better in the PTV clearance department with the 292 but, I would still check it. The 2.20"/2.25" in the A429's valves and the small stock diameter valve notch's cause problems on the radial edge with the big cams. If you go smaller on the cam the dynamic compression will go higher, so you are in a Catch 22 deal all around.

Since you brought up these Old School parts I will throw this one in the mix, just because.

https://www.ebay.com/itm/314082128015

It's 7.85/1 dynamic on a 108ICL/108LSA and 8.16/1 on a 104ICL. 296/305 246/253 .588"/.585". If you want some more exhaust duration and a little more low end torque at for $177.50/to your door, it's out there, and might even be a U.S. core. May not be a too bad of a choice for you next bottom end also. I am tempted to buy it myself, the way parts prices are going.

supervel45 wrote:

curiousgeorge wrote:Yes it was the largest HFT they made at the time. I also have a 292H-10 sitting around with nothing to do. I have went back and forth on which to use.

Yes it will be backed up with a C6 and probably stay with the 3:55 gears for street use.

The MSD box should keep me from letting it get to those rpm levels 🤪. I’m thinking a 6 chip will live in it until I build a new bottom end.

It sounds like you have some parts you would like to use on hand, and get something going, until you build something better. Nothing wrong with that. The economy sucks and parts prices are through the roof. With the 3.55 gears the 292H10 and Offy would be more street friendly.
The dynamic compression between those two cams at 11.0/1 static is (292)9.72/1 and (320)9.02/1 for what its worth. I'd still go with the 292 and run better fuel if needed. You would be better in the PTV clearance department with the 292 but, I would still check it. The 2.20"/2.25" in the A429's valves and the small stock diameter valve notch's cause problems on the radial edge with the big cams. If you go smaller on the cam the dynamic compression will go higher, so you are in a Catch 22 deal all around.

Since you brought up these Old School parts I will throw this one in the mix, just because.

https://www.ebay.com/itm/314082128015

It's 9.77/1 dynamic on a 108LSA 246/253. If you want some more exhaust duration and a little more low end torque at for $177.50/to your door, it's out there, and might even be a U.S. core. May not be a too bad of a choice for you next bottom end also. I am tempted to buy it myself, the way parts prices are going.

That’s exactly what I have a bunch of parts laying around and a 2006 V6 mustang. So far the only parts I’ve had to buy was an 8.8 rearend that had bad gears in it but I had the 3:55 rear laying outside. I figure if I get the 429 together for the price of gaskets rings and bearings I can get the car together and start working some bugs out of it while gathering parts for the next engine. The plan is to keep the stock V6 look and have as much of the factory options work as possible.

I have a D9 460 but it had water sit in a cylinder and it needs bored. That will be the block for the next one.

I have been researching E85 since the comp will be up there.

http://www.wallaceracing.com/dynamic-cr.php

I used the .050" duration by mistake. The Comp. 292 is 8.16/1, you should be good. As for the PTV, I would still check it with a solid lifter to see were your at. I will edit the dynamic compression above with mentioned cams.

Sometimes just using parts laying around can make-up a decent combination but, not this time.

supervel45 wrote:That cam will test stock cast pistons and rods if he uses it's full RPM potential in a 429 also. It will sound good though.

Back in about 1984 I had a 69 Mach1 I built a 429 for. It was 1970 "2 bolt CJ" out of a '70 Torino. Nothing really special about the engine other than it was the D0 block with the thick webs. Had the original flat top cast pistons, shoulder cut rods, stock crank, standard D0 heads, etc. I cleaned up the heads a little, cut the ridge off the back of the stock intake valves, bought a .560" 250* Isky SFT, converted the rockers to Boss 351 w/Motorsports guide plates and Isky 5/16" pushrods. Had 8005A springs with Isky retainers. LOL...I knew nothing about "proper installed height" or rocker geometry, anything like that back then. Put it together like the instructions said.  I bought the cutter and cut the guide tops with a hand drill for the old teflon "PC" seals. I had a dual quad Buddy Barr intake for it and a pair of 1850's that a guy told me how to set up. With the stock bottom end and basically stock heads it had near 11:1 c/r and I tell you what. That thing would turn 7K+ in an instant! Had a top loader and 3.89 gear. In those days I would just let it rev till the valves floated, then shift. LOL...I was the burn out king. Point being, that stock bottom end took everything I could throw at it and then some. Drove it across country from CA to VA, thrashed it for over a year in VA street racing, went through a couple transmissions, ended up with a C6 behind it, yada yada...car was fast. Good combination that just worked. Drove it back to CA and beat on it for another year. Finally wrecked the car in a fluke. Engine was tired, lot of blowby, down on power, flat wore out. When I pulled it apart, the caps would just fall off the rods but that bottom end never came apart!

Scott Foxwell wrote:

supervel45 wrote:That cam will test stock cast pistons and rods if he uses it's full RPM potential in a 429 also. It will sound good though.

Back in about 1984 I had a 69 Mach1 I built a 429 for. It was 1970 "2 bolt CJ" out of a '70 Torino. Nothing really special about the engine other than it was the D0 block with the thick webs. Had the original flat top cast pistons, shoulder cut rods, stock crank, standard D0 heads, etc. I cleaned up the heads a little, cut the ridge off the back of the stock intake valves, bought a .560" 250* Isky SFT, converted the rockers to Boss 351 w/Motorsports guide plates and Isky 5/16" pushrods. Had 8005A springs with Isky retainers. LOL...I knew nothing about "proper installed height" or rocker geometry, anything like that back then. Put it together like the instructions said.  I bought the cutter and cut the guide tops with a hand drill for the old teflon "PC" seals. I had a dual quad Buddy Barr intake for it and a pair of 1850's that a guy told me how to set up. With the stock bottom end and basically stock heads it had near 11:1 c/r and I tell you what. That thing would turn 7K+ in an instant! Had a top loader and 3.89 gear. In those days I would just let it rev till the valves floated, then shift. LOL...I was the burn out king. Point being, that stock bottom end took everything I could throw at it and then some. Drove it across country from CA to VA, thrashed it for over a year in VA street racing, went through a couple transmissions, ended up with a C6 behind it, yada yada...car was fast. Good combination that just worked. Drove it back to CA and beat on it for another year. Finally wrecked the car in a fluke. Engine was tired, lot of blowby, down on power, flat wore out. When I pulled it apart, the caps would just fall off the rods but that bottom end never came apart!

It's been a long time since I thought about a 8005A Isky spring:D

I’m going to revive this for another question rather than start a new thread.

I tore the 429 down today and found that the cam that is in it is a Comp 288H12 rather than the 320 I thought was in it. (That cam is MIA at the moment).

Would using a rotating assembly from an early 80’s 460 in the C9 block be a better than the higher compression 429?

Double post.

curiousgeorge wrote:I’m going to revive this for another question rather than start a new thread.

I tore the 429 down today and found that the cam that is in it is a Comp 288H12 rather than the 320 I thought was in it. (That cam is MIA at the moment).

Would using a rotating assembly from an early 80’s 460 in the C9 block be a better than the higher compression 429?

For the extra cubic inches, yes. But the 80's 460's are externally balanced, so be sure to use all the parts from it, or have it re-balanced!

I would think it would especially if you want to run cheaper gas. Should be around 9.4/1 static compression. The Xtreme Marine cam is a dual pattern 244/254 that everyone around here likes with a wider LSA to further lower the dynamic compression.

And what BBFTorino said about the balance components.

If you had some 460 flat top pistons. Check out how close your 288H-12 cam is. Victor intake on this one also.
It's the old 460SVO Crate Engine.


https://members.tripod.com/crim_auto/460svo.html

Yes I have all of the external balance stuff.

I had originally tore the 460 down but it had a bad cylinder wall from water sitting in it. Today I decided to swap rotating assemblies and put the 429 stuff in the corner of the shop.

That build looks a lot like this one, I was shooting for 500-550hp and thought it would get there. The only 460 flattops I have are .060 over unfortunately.

I bet it will crack over 500HP even with the 22cc dished pistons. Some sources have the crate engines at 10.5/1 on a 16cc dish. I'd go for it, it's a temp. deal anyway.