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- 700hp+ 535ci Pump Gas Engine w/ IAII Cast Block
700hp+ 535ci Pump Gas Engine w/ IAII Cast Block
Pontiac V8 700hp+ 535ci Pump Gas Engine w/ IAII Cast Block
Iron and Attitude — 700hp+ 535ci Pump Gas Engine w/ IAII Cast Block for Pontiac V8s
The IA II cast block is the iron version of Butler's 535 cu. in. pump gas engine, and it is a genuinely different build from the aluminum car. Iron costs less, weighs more and is more forgiving about clamping load and head gasket sealing, which suits a drag or street car where nose weight is not the enemy.
This list is carbureted and solid roller: a 4.500" stroke rotating assembly, a custom billet solid roller camshaft on a 50mm core, Crower stainless roller rockers, an Edelbrock Victor single-plane, a 950 CFM Holley Ultra XP and a dead-head fuel pressure regulator.
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More About 700hp+ 535ci Pump Gas Engine w/ IAII Cast Block
1. Cast IA II Versus Aluminum IA II
Both blocks get you to 535 cu. in. The choice between them is not really about power, it is about weight, cost and how the engine is going to be used.
| Iron is cheaper and stiffer | for a car where the extra weight over the front wheels is acceptable, the cast block leaves budget for the top end. |
| Same displacement window | a 4.500" stroke in a 4.350" to 4.380" bore, so the cubic inches are identical to the aluminum build. |
| Same core advantage | a new block, not a fifty-year-old casting that has to pass a sonic test before you can trust it. |
2. The Rotating Assembly
The bottom end is a 4.500" stroke package, balanced and built for a solid roller engine that will see rpm.
| Crank | a Scat 4340 forged 4.500" stroke crank on 3.00" mains with a 2.200" big-block Chevy rod journal. |
| Rear main seal | because it is a 3.00" main assembly, it uses the small-main one-piece dual-lip Viton seal, not the 3.25" main part that a factory 455 takes. |
| Pistons | Ross pistons machined to the bore and to a compression ratio Butler picks around the fuel and the cam, with the 30cc and 87cc chamber numbers on this build reflecting a dome piston against a CNC chamber. |
| Crank bolt and damper hardware | the grade 8 crank bolt and ARP crank washer are on the list, and they are not optional at this power level. |
3. Solid Roller Valvetrain
This is the clearest split from the aluminum block build, which runs a hydraulic roller. A solid roller asks more of you and gives more back.
| Camshaft | a Comp Cams and Butler custom billet solid roller on a 50mm core, ground for this combination rather than pulled off a shelf. |
| Rockers | Crower Enduro stainless steel rollerized 1.65 rockers, built for the spring pressure a solid roller runs. |
| Heads | CNC ported round port heads in the 340+ cfm class, with SPM intake gaskets cut for a 340cfm+ CNC head in standard and thin thicknesses. |
| Head studs | ARP round port head studs for Edelbrock RPM round port heads with 12-point nuts, which also fit KRE D-ports. |
| Maintenance reality | a solid roller needs lash checked. If that is not something you want to do, the hydraulic roller build is the better choice. |
4. Carbureted Induction and Fuel Delivery
Nothing on this engine is self-tuning, and that is deliberate. It is a carbureted combination sized to 535 cubic inches.
| Carburetor | a 950 CFM Holley Ultra XP, with the matching dual fuel lines with -8 O-ring bowls and an 8AN inlet. |
| Intake | an Edelbrock Victor Series single-plane for standard flange carburetors, which is the manifold that suits this displacement and cam. |
| Fuel pressure | a RobMc billet dead-head fuel pressure regulator for carbureted use, plus a mechanical pump to carb inlet kit in -6AN. |
| Ignition | a complete MSD Pro Billet kit, with the BOP composite .500" distributor gear so a bronze gear is not wearing into the oil. |
5. Sealing an Aftermarket Iron Block
An IA II takes its own sealing parts. Substituting factory-block pieces here is the most common way to lose a weekend.
| Block plugs | aluminum O-ringed screw-in block plugs made for IA II and Butler aluminum blocks. These blocks are not drilled for press-in factory freeze plugs. |
| Head gaskets | Cometic round-bore MLS gaskets in a 4.380" bore, .040" and five-layer .044", to Butler's spec for aftermarket blocks. |
| Exhaust gaskets | Ram Air IV and Super Duty pattern exhaust gaskets for Edelbrock round port heads, because the round port flange is not the D-port flange. |
| Oil pump driveshaft | the 1/8" longer hardened driveshaft for IA II blocks only. |
6. Oiling, Starting and Break-In
The last section is the same discipline any big-inch Pontiac needs, with the loads turned up.
| Oil pan | an 8" high capacity Canton pan, for volume and for keeping the pickup covered. |
| Cam bearings and pump | fresh Pontiac cam bearings and a high pressure Butler oil pump, with the correct drive shaft. |
| Starter | a Butler mini starter, which clears headers and spins a high-compression engine that a factory starter will struggle with. |
| Break-in oil | Driven break-in and run oils are on the list. On a solid roller with heavy springs, the first twenty minutes matter. |
7. Dress Parts, Gaskets and Fasteners
The rest of the list is the hardware that turns a long block into a running engine, and on an aftermarket block several pieces are specific.
| Valve covers | fabricated aluminum covers in two heights with a billet fill cap. With a solid roller and heavy springs, cover height is a clearance question, not a styling one. |
| Gaskets | high density valve cover gaskets, intake gaskets matched to the CNC head port, and the round port exhaust gaskets already noted. |
| Fasteners | ARP flywheel bolts, crank washer and stainless accessory bolt kits, plus the correct cam bolt and thrust plate for the billet core. |
| Cooling and front cover | a high-flow aluminum water pump, a swivel water neck or billet thermostat housing, and a new timing cover with sleeves and divider plate. |
Decide the fuel, the rpm ceiling and the transmission before anything is machined. On a 535 with a solid roller those three set the cam, the compression and the spring package, and everything else on this list follows from 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.