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- 700hp+ 535ci Pump Gas Engine w/ IAII Aluminum Block
700hp+ 535ci Pump Gas Engine w/ IAII Aluminum Block
Pontiac V8 700hp+ 535ci Pump Gas Engine w/ IAII Aluminum Block
New Block, Big Inches — 700hp+ 535ci Pump Gas Engine w/ IAII Aluminum Block for Pontiac V8s
This is Butler's 700hp+ 535 cu. in. pump gas Pontiac, built on the IA II aluminum block. Going aluminum buys a new casting with no core unknowns and takes serious weight off the front of the car, which is the argument for it in a Firebird or a road-course build.
The list is a complete engine: a 4.500" stroke balanced rotating assembly, 340+ cfm CNC ported round port heads, a custom billet hydraulic roller cam on a 50mm core, a Northwind 4150 intake, EFI-ready Hyperspark ignition, five-layer MLS head gaskets and the IA II specific parts a factory block never needed.
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More About 700hp+ 535ci Pump Gas Engine w/ IAII Aluminum Block
1. What the Aluminum IA II Gets You
At this power level the factory casting is the limit, not the budget. The aluminum IA II removes the block from the list of things that can go wrong, and takes a lot of mass off the nose of the car while it does it.
| Weight | the single biggest reason to pick the aluminum block over the cast version. In a first- or second-gen F-body it changes how the car turns, not just how it accelerates. |
| No core lottery | a new block means no sonic testing surprises, no core shift, no corrosion in the water jackets. |
| Displacement | a 4.500" stroke in a 4.350" to 4.380" bore puts this build at 535 cu. in., with Butler's aftermarket-block assemblies covering 511 to 541. |
2. The Rotating Assembly
The bottom end is Butler's balanced 4.500" stroke stroker assembly for the aftermarket block.
| Stroke and crank | a 4340 forged 4.500" stroke crank on 3.00" mains with a 2.200" big-block Chevy rod journal. |
| Watch the main size | this build runs the small-main rear main seal, the same 3.00" main one-piece dual-lip Viton part used on a 350 through 400, not the 3.25" version. Check which seal your assembly calls for before you order. |
| Pistons | Ross pistons cut for the bore and the compression target, which on a 700hp pump gas engine is a number Butler sets deliberately rather than inherits. |
| A 389 option exists | Butler also builds a 4.500" stroke assembly for a 389 block at 473-480 cu. in., which is a different build entirely but worth knowing about. |
3. Heads, Cam and Valvetrain
Five hundred and thirty-five inches will swallow anything a stock-port head can supply, so this build goes round port and CNC.
| Heads | CNC ported round port heads in the 340+ cfm class, with matching SPM intake gaskets cut for a 340cfm+ CNC head in standard and thin thicknesses. |
| Camshaft | a Comp Cams and Butler custom billet hydraulic roller on a 50mm core. The big core is what lets a hydraulic roller carry this much lift and spring pressure. |
| Rockers and thrust plate | 1.65 roller rockers and a high-load nickel bronze cam thrust plate, which is a different part from the stock steel one for a reason. |
| Lifters | hydraulic roller lifters matched to the billet core. |
4. Induction and Fuel Injection
The intake on this engine has to feed 535 inches and clear the water crossover, which rules out most shelf manifolds.
| Intake | the Butler Northwind 4150 intake with a water crossover, sized and port matched for the CNC heads. |
| Fuel injection | an EFI throttle body on the 4150 flange with a Holley Hyperspark EFI-ready ignition kit, so the ECU owns the timing curve. |
| Fuel supply | the list includes EFI-ready Firebird fuel tanks for 1979-81, 1982-92, 1993-97 and 1998 cars, because an engine like this needs a tank that can feed it and a return it can use. |
5. IA II Parts That Do Not Interchange
This is the section to read twice. An aftermarket block is not a factory block with a different casting number, and several stock parts will not work.
| Oil pump driveshaft | IA II blocks take a hardened driveshaft 1/8" longer than the factory part. A stock shaft is the wrong length. |
| Head gaskets | Cometic round-bore MLS gaskets in a 4.380" bore, in .040" and a five-layer .044", built to Butler's spec for aftermarket blocks. Factory-bore gaskets do not cover this bore. |
| Dipstick tubes | Butler's replacement dipstick tube kits for factory 350-455 blocks are not for use with aftermarket aluminum blocks. |
| Valley pan | the Tomahawk stock-appearing valley pan can be modified to work with aftermarket blocks, but check the fit rather than assuming it. |
6. Oiling, Exhaust and the Car Side
The last few lines are about getting this engine into a car and keeping oil where it belongs.
| Oil pan | a Canton shallow road race pan, chosen for clearance and for oil control in corners rather than raw capacity. |
| Headers | 1-7/8" four-tube full-length round port headers for a 1970-81 Firebird, in ceramic coated or stainless. |
| Starter | a 1.4 kW mini starter. At this compression a stock starter is working too hard and sitting too close to the header. |
| Break-in | Driven break-in and run oils, and a plan for the first fire-up before the engine is in the chassis. |
7. Dress Parts and Fasteners
The tail of the list is hardware, and on an aftermarket block a few pieces are specific enough to be worth calling out.
| Valve covers | fabricated aluminum covers in two heights with a billet fill cap, or stock-style covers if the build is staying subtle. Roller rocker clearance decides the height. |
| Gaskets | high density valve cover gaskets, the correct intake gaskets for a 340cfm+ CNC head, and exhaust gaskets cut for the round port flange rather than a D-port. |
| Fasteners | ARP distributor and crank hardware, a crank washer that works with any Pontiac balancer including an ATI, and a stainless accessory bolt kit. |
| Handling the engine | a Butler engine cradle for transport and storage, which is the same cradle that ships under a Butler crate engine. |
An engine at this level is specified, not ordered. Bring the chassis, the transmission, the fuel system and the octane you will run to the first phone call, and let Butler set the compression and cam around them.
Not sure what your Pontiac needs?
Email our tech team at tech@butlerperformance.com. Tell us your engine, heads, car, and power goal, and we will put the parts together as one combination that works.