Pontiac V8 engine
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| − | [[File:Pont twin turbo eng.jpg|right]] | + | [[File:Pont twin turbo eng.jpg|right]]<br style="clear:both"/> |
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| + | ---- | ||
| + | |||
| + | {{warning|Be sure to verify '''all''' Pontiac info found on the internet, in print, or by word of mouth. There is a lot of erroneous and misleading info out there- even from so-called experts, pros and gurus. '''Remember''': ''Trust but verify!''}} | ||
| + | |||
| + | ---- | ||
==Overview== | ==Overview== | ||
| − | + | The Pontiac engine has long been recognized as being a good engine for making a lot of torque at a relatively low RPM. Recent advances in aftermarket parts in general and cylinder heads in particular have given new life to this venerable platform. While turning your Pontiac 400 into a fire-breathing BBC eating machine can be accomplished given enough dedication and money, the Pontiac engine remains a viable ''economical'' option for building a lot of torque using basically stock castings, including blocks, heads and cranks. | |
| + | |||
| + | As for the current (ca. 2000-up) aftermarket support given to the Pontiac engine, suffice to say that a Pontiac engine- much like a BB or SB Chevy- can be assembled using basically NO factory production parts whatsoever. Never before has the Pontiac engine enjoyed such aftermarket support, and it can truly be said that the golden years for building a Pontiac is... NOW! | ||
==Pontiac engine history== | ==Pontiac engine history== | ||
*[http://www.pontiacsafari.com/L1EarlyV8Pontiacs/V8%20Engines/index.html Pontiac V-8 Engines] by Larry Gorden, 2007; updated April 2009 | *[http://www.pontiacsafari.com/L1EarlyV8Pontiacs/V8%20Engines/index.html Pontiac V-8 Engines] by Larry Gorden, 2007; updated April 2009 | ||
*[http://en.wikipedia.org/wiki/Pontiac_V8_engine Pontiac V8 engine] Wiki article | *[http://en.wikipedia.org/wiki/Pontiac_V8_engine Pontiac V8 engine] Wiki article | ||
| − | |||
==Pontiac engines by year== | ==Pontiac engines by year== | ||
| − | <table class="style119" style="width: | + | <table class="style119" style="width: 620px" border="2" cellpadding="2" cellspacing="0"> |
| − | <tr bgcolor="# | + | <tr bgcolor="#DDDFFF"> |
| − | <td class="style128" style="width: 81px" valign="bottom">''' | + | <td class="style128" style="width: 81px" valign="bottom">'''YEAR'''</td> |
| − | <td class="style128" style="width: 48px" valign="bottom">''' | + | <td class="style128" style="width: 48px" valign="bottom">'''CID'''</td> |
| − | <td class="style128" style="width: | + | <td class="style128" style="width: 94px" valign="bottom">'''BORE''' (in.)</td> |
| − | <td class="style128" style="width: | + | <td class="style128" style="width: 125px" valign="bottom">'''STROKE''' (in.)</td> |
| − | <td class="style128" style="width: | + | <td class="style128" style="width: 90px" valign="bottom">'''MAIN''' (in.)</td> |
| − | <td class="style128" style="width: | + | <td class="style128" style="width: 90px" valign="bottom">'''ROD''' (in.)</td> |
<tr> | <tr> | ||
<td style="width: 81px">'''1955'''</td> | <td style="width: 81px">'''1955'''</td> | ||
| Line 24: | Line 31: | ||
<td style="width: 49px">2.50</td> | <td style="width: 49px">2.50</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1956'''</td> | <td style="width: 81px">'''1956'''</td> | ||
<td style="width: 48px">316</td> | <td style="width: 48px">316</td> | ||
| Line 38: | Line 45: | ||
<td style="width: 49px">2.623</td> | <td style="width: 49px">2.623</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1958'''</td> | <td style="width: 81px">'''1958'''</td> | ||
<td style="width: 48px">370</td> | <td style="width: 48px">370</td> | ||
| Line 52: | Line 59: | ||
<td style="width: 49px">3.00</td> | <td style="width: 49px">3.00</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1961-'66'''</td> | <td style="width: 81px">'''1961-'66'''</td> | ||
<td style="width: 48px">421</td> | <td style="width: 48px">421</td> | ||
| Line 66: | Line 73: | ||
<td style="width: 49px">3.00</td> | <td style="width: 49px">3.00</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1967-'69'''</td> | <td style="width: 81px">'''1967-'69'''</td> | ||
<td style="width: 48px">428</td> | <td style="width: 48px">428</td> | ||
| Line 80: | Line 87: | ||
<td style="width: 49px">3.00</td> | <td style="width: 49px">3.00</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1968-'77'''</td> | <td style="width: 81px">'''1968-'77'''</td> | ||
| − | <td style="width: 48px">350</td> | + | <td style="width: 48px">350'''***'''</td> |
<td style="width: 54px">3.875</td> | <td style="width: 54px">3.875</td> | ||
<td style="width: 60px">3.75</td> | <td style="width: 60px">3.75</td> | ||
| Line 89: | Line 96: | ||
<tr> | <tr> | ||
<td style="width: 81px">'''1969'''</td> | <td style="width: 81px">'''1969'''</td> | ||
| − | <td style="width: 48px">303</td> | + | <td style="width: 48px">303'''**'''</td> |
| − | <td style="width: 54px">4. | + | <td style="width: 54px">4.120</td> |
<td style="width: 60px">2.84</td> | <td style="width: 60px">2.84</td> | ||
| − | <td style="width: 49px"> | + | <td style="width: 49px">2.50</td> |
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1970'''</td> | <td style="width: 81px">'''1970'''</td> | ||
| − | <td style="width: 48px">366</td> | + | <td style="width: 48px">366'''**'''</td> |
<td style="width: 54px">4.153</td> | <td style="width: 54px">4.153</td> | ||
<td style="width: 60px">3.375</td> | <td style="width: 60px">3.375</td> | ||
| Line 108: | Line 115: | ||
<td style="width: 49px">3.25</td> | <td style="width: 49px">3.25</td> | ||
<td style="width: 53px">2.25</td></tr> | <td style="width: 53px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 81px">'''1977-'81'''</td> | <td style="width: 81px">'''1977-'81'''</td> | ||
<td style="width: 48px">301</td> | <td style="width: 48px">301</td> | ||
| Line 114: | Line 121: | ||
<td style="width: 60px">3.00</td> | <td style="width: 60px">3.00</td> | ||
<td style="width: 49px">3.00</td> | <td style="width: 49px">3.00</td> | ||
| − | <td style="width: 53px">2. | + | <td style="width: 53px">2.00</td></tr> |
<tr> | <tr> | ||
<td style="width: 81px">'''1980-'81'''</td> | <td style="width: 81px">'''1980-'81'''</td> | ||
| Line 121: | Line 128: | ||
<td style="width: 60px">3.00</td> | <td style="width: 60px">3.00</td> | ||
<td style="width: 49px">3.00</td> | <td style="width: 49px">3.00</td> | ||
| − | <td style="width: 53px">2. | + | <td style="width: 53px">2.00</td></tr> |
</table> | </table> | ||
| − | + | '''NOTES:'''<br> | |
| + | '''*'''The 1963 "326" engine had an actual displacement of 336 ci due to its 3.78" bore.<br> | ||
| + | '''**''' The 303 and 366 were not productions engines.<br> | ||
| + | '''***'''The 350 engine actually displaced 354 ci. | ||
| + | <br> | ||
==Pontiac engines by displacement== | ==Pontiac engines by displacement== | ||
| − | <table class="style119" style="width: | + | <table class="style119" style="width: 620px" border="2" cellpadding="2" cellspacing="0"> |
| − | <tr bgcolor="# | + | <tr bgcolor="#DDDFFF"> |
| − | <td class="style64" style="width: | + | <td class="style64" style="width: 48px" valign="TOP"><p class="style129">'''CID'''</p></td> |
| − | <td class="style64" style="width: | + | <td class="style64" style="width: 81px" valign="top"><p class="style129">'''YEAR'''</p></td> |
| − | <td class="style64" valign="bottom"><p class="style129">''' | + | <td class="style64" style="width: 94px" valign="bottom"><p class="style129">'''BORE''' (in.)</p></td> |
| − | <td class="style64" style="width: | + | <td class="style64" style="width: 125px" valign="bottom"><p class="style129">'''STROKE''' (in.)</p></td> |
| − | <td class="style64" style="width: | + | <td class="style64" style="width: 90px" valign="bottom"><p class="style129">'''MAIN''' (in.)</p></td> |
| − | <td class="style64" style="width: | + | <td class="style64" style="width: 90px" valign="bottom"><p class="style129"> '''ROD''' (in.)</p></td> |
</tr> | </tr> | ||
<tr><td style="width: 38px">'''265'''</td> | <tr><td style="width: 38px">'''265'''</td> | ||
| Line 140: | Line 151: | ||
<td style="width: 60px">3.00</td> | <td style="width: 60px">3.00</td> | ||
<td style="width: 46px">3.00</td> | <td style="width: 46px">3.00</td> | ||
| − | <td style="width: 26px">2. | + | <td style="width: 26px">2.00</td></tr> |
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 38px">'''287'''</td> | <td style="width: 38px">'''287'''</td> | ||
<td style="width: 62px">1955</td> | <td style="width: 62px">1955</td> | ||
| Line 154: | Line 165: | ||
<td style="width: 60px">3.00</td> | <td style="width: 60px">3.00</td> | ||
<td style="width: 46px">3.00</td> | <td style="width: 46px">3.00</td> | ||
| − | <td style="width: 26px">2. | + | <td style="width: 26px">2.00</td></tr> |
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
| − | <td style="width: 38px">'''303'''</td> | + | <td style="width: 38px">'''303**'''</td> |
<td style="width: 62px">1969</td> | <td style="width: 62px">1969</td> | ||
| − | <td>4. | + | <td>4.120</td> |
<td style="width: 60px">2.84</td> | <td style="width: 60px">2.84</td> | ||
| − | <td style="width: 46px"> | + | <td style="width: 46px">2.50</td> |
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
<tr> | <tr> | ||
| Line 169: | Line 180: | ||
<td style="width: 46px">2.50</td> | <td style="width: 46px">2.50</td> | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
| − | <td style="width: 38px">'''326''' | + | <td style="width: 38px">'''326*'''</td> |
<td style="width: 62px">1963-'67</td> | <td style="width: 62px">1963-'67</td> | ||
<td>3.71875</td> | <td>3.71875</td> | ||
| Line 183: | Line 194: | ||
<td style="width: 46px">2.623</td> | <td style="width: 46px">2.623</td> | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
| − | <td style="width: 38px">'''350'''</td> | + | <td style="width: 38px">'''350***'''</td> |
<td style="width: 62px">1968-'77</td> | <td style="width: 62px">1968-'77</td> | ||
<td>3.875</td> | <td>3.875</td> | ||
| Line 191: | Line 202: | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
<tr> | <tr> | ||
| − | <td style="width: 38px">'''366'''</td> | + | <td style="width: 38px">'''366**'''</td> |
<td style="width: 62px">1970</td> | <td style="width: 62px">1970</td> | ||
<td>4.153</td> | <td>4.153</td> | ||
| Line 197: | Line 208: | ||
<td style="width: 46px">3.00</td> | <td style="width: 46px">3.00</td> | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 38px">'''370'''</td> | <td style="width: 38px">'''370'''</td> | ||
<td style="width: 62px">1958</td> | <td style="width: 62px">1958</td> | ||
| Line 211: | Line 222: | ||
<td style="width: 46px">3.00</td> | <td style="width: 46px">3.00</td> | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 38px">'''400'''</td> | <td style="width: 38px">'''400'''</td> | ||
<td style="width: 62px">1967-'79</td> | <td style="width: 62px">1967-'79</td> | ||
| Line 225: | Line 236: | ||
<td style="width: 46px">3.25</td> | <td style="width: 46px">3.25</td> | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td style="width: 38px">'''428'''</td> | <td style="width: 38px">'''428'''</td> | ||
<td style="width: 62px">1967-'69</td> | <td style="width: 62px">1967-'69</td> | ||
| Line 240: | Line 251: | ||
<td style="width: 26px">2.25</td></tr> | <td style="width: 26px">2.25</td></tr> | ||
</table> | </table> | ||
| − | + | '''NOTES:'''<br> | |
| + | '''*'''The 1963 "326" engine had an actual displacement of 336 ci due to its 3.78" bore.<br> | ||
| + | '''**''' The 303 and 366 were not productions engines.<br> | ||
| + | '''***'''The 350 engine actually displaced 354 ci. | ||
| + | <br> | ||
==Engine ID== | ==Engine ID== | ||
| + | *[http://www.teufert.net/identify/identify.htm Identify the year and size of your Pontiac engine] | ||
*[http://www.pontiacpower.net/castnum01.html Transfer lug, VIN, casting number, block, and date code locations] | *[http://www.pontiacpower.net/castnum01.html Transfer lug, VIN, casting number, block, and date code locations] | ||
*[http://www.pontiacpower.net/engcode01.html Engine codes] | *[http://www.pontiacpower.net/engcode01.html Engine codes] | ||
| Line 261: | Line 277: | ||
==Bore and stroke== | ==Bore and stroke== | ||
| − | <table border=" | + | <table border="2" cellpadding="2" cellspacing="0" > |
| − | <tr align=" | + | <tr align="center" bgcolor="#DDDFFF" valign="center"> |
| − | <td | + | <td>'''CID'''</td> |
| − | <td | + | <td >'''BORE''' (in.)</td> |
| − | <td | + | <td >'''STROKE''' (in.)</td> |
| − | <td | + | <td >'''MAIN''' (in.)</td> |
| − | <td | + | <td >'''ROD''' (in.)</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''265'''</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.00</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''287'''</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.25</td> |
| − | <td | + | <td >2.50</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''301'''</td> |
| − | <td | + | <td >4.00</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.00</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''303**'''</td> |
| − | <td | + | <td >4.120</td> |
| − | <td | + | <td >2.840</td> |
| − | <td | + | <td >2.50</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''316'''</td> |
| − | <td | + | <td >3.9375</td> |
| − | <td | + | <td >3.25</td> |
| − | <td | + | <td >2.50</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''326*'''</td> |
| − | <td | + | <td >3.71875</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''347'''</td> |
| − | <td | + | <td >3.9375</td> |
| − | <td | + | <td >3.5625</td> |
| − | <td | + | <td >2.623</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''350***'''</td> |
| − | <td | + | <td >3.875</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''366**'''</td> |
| − | <td | + | <td >4.153</td> |
| − | <td | + | <td >3.375</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''370'''</td> |
| − | <td | + | <td >4.0625</td> |
| − | <td | + | <td >3.5625</td> |
| − | <td | + | <td >2.623</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''389'''</td> |
| − | <td | + | <td >4.0625</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''400'''</td> |
| − | <td | + | <td >4.12</td> |
| − | <td | + | <td >3.75</td> |
| − | <td | + | <td >3.00</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''421'''</td> |
| − | <td | + | <td >4.09375</td> |
| − | <td | + | <td >4.00</td> |
| − | <td | + | <td >3.25</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr bgcolor="#F1F1F1" align="center" valign="bottom"> |
| − | <td> | + | <td>'''428'''</td> |
| − | <td | + | <td >4.12</td> |
| − | <td | + | <td >4.00</td> |
| − | <td | + | <td >3.25</td> |
| − | <td | + | <td >2.25</td></tr> |
| − | <tr align=" | + | <tr align="center" valign="bottom"> |
| − | <td> | + | <td>'''455'''</td> |
| − | <td | + | <td >4.15</td> |
| − | <td | + | <td >4.21</td> |
| − | <td | + | <td >3.25</td> |
| − | <td | + | <td >2.25</td></tr></table> |
| − | </table> | + | '''NOTES:'''<br> |
| − | + | '''*'''The 1963 "326" engine had an actual displacement of 336 ci due to its 3.78" bore.<br> | |
| + | '''**''' The 303 and 366 were not productions engines.<br> | ||
| + | '''***'''The 350 engine actually displaced 354 ci. | ||
<br> | <br> | ||
==Heads== | ==Heads== | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
| + | |||
===6X heads=== | ===6X heads=== | ||
| − | Casting 6X heads and similar heads from the "smog era" generally all have hardened exhaust seats, screw-in rocker studs and guide plates, with 2.11" intake x 1.66" exhaust valves. See [http://www.pontiacstreetperformance.com/psp/6XheadID.html ''How to Identify Pontiac's Small Chambered 6X Head''] for more info on ID'ing 6X heads. | + | Casting 6X heads and similar heads from the "smog era" generally all have hardened exhaust seats, screw-in rocker studs and guide plates, with 2.11" intake x 1.66" exhaust valves. See [http://www.pontiacstreetperformance.com/psp/6XheadID.html '''''How to Identify Pontiac's Small Chambered 6X Head'''''] for more info on ID'ing 6X heads. |
When inspecting 6X head and Pontiac heads in general, check the spring installed height to be sure it is equal between the valves. The spring's seat and open pressure is also important but all but impossible to measure unless the springs are checked w/a spring gauge. There are spring gauges that can be used on an assembled head. When buying assembled heads, demand a receipt showing part numbers. That will not guarantee anything but will cut down on the BS. | When inspecting 6X head and Pontiac heads in general, check the spring installed height to be sure it is equal between the valves. The spring's seat and open pressure is also important but all but impossible to measure unless the springs are checked w/a spring gauge. There are spring gauges that can be used on an assembled head. When buying assembled heads, demand a receipt showing part numbers. That will not guarantee anything but will cut down on the BS. | ||
===4X heads=== | ===4X heads=== | ||
| − | <table border=" | + | <table border="2" cellpadding="2" cellspacing="0"><tr bgcolor="#DDDFFF"> |
<td align="center"><strong>Stamped ID</strong></td> | <td align="center"><strong>Stamped ID</strong></td> | ||
<td align="center"><strong>Application</strong></td> | <td align="center"><strong>Application</strong></td> | ||
| Line 381: | Line 401: | ||
<td align="center">Pressed-in*</td> | <td align="center">Pressed-in*</td> | ||
</tr> | </tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td align="center">3H</td> | <td align="center">3H</td> | ||
<td align="center">400 4-bbl Manual</td> | <td align="center">400 4-bbl Manual</td> | ||
| Line 393: | Line 413: | ||
<td align="center">Pressed-in*</td> | <td align="center">Pressed-in*</td> | ||
</tr> | </tr> | ||
| − | <tr> | + | <tr bgcolor="#F1F1F1"> |
<td align="center">7H</td> | <td align="center">7H</td> | ||
<td align="center">400 4-bbl Auto</td> | <td align="center">400 4-bbl Auto</td> | ||
| Line 400: | Line 420: | ||
</tr> | </tr> | ||
<tr> | <tr> | ||
| − | <td colspan="4" align="center | + | <td colspan="4" align="center">*All rocker arms studs are threaded beginning with unit number 709986, assembled on or about May 7, 1973<br></td> |
</tr> | </tr> | ||
</table><br> | </table><br> | ||
| − | === | + | ===Secondary head code identifiers=== |
| − | + | ||
| − | + | ||
| − | <tr bgcolor="# | + | ====1973-'74 4X, 46, 4C, 16/X==== |
| + | <table border="2" cellpadding="2" cellspacing="0"><tr bgcolor="#DDDFFF"> | ||
<th align="center">Stamped ID</th> | <th align="center">Stamped ID</th> | ||
<th align="center">Head #</th> | <th align="center">Head #</th> | ||
| Line 415: | Line 434: | ||
<th align="center">Valve Length<br>(in.)</th> | <th align="center">Valve Length<br>(in.)</th> | ||
<th align="center">CID</th> | <th align="center">CID</th> | ||
| − | |||
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center">1H / 1 </td><td align="center">4X </td><td align="center">112.30</td><td align="center">2.11/1.66</td><td align="center">4.78</td><td align="center">455 </td> | + | <td align="center">'''1H / 1'''</td><td align="center">4X </td><td align="center">112.30</td><td align="center">2.11/1.66</td><td align="center">4.78</td><td align="center">455 </td> |
| + | </tr> | ||
| + | <tr bgcolor="#F1F1F1"> | ||
| + | <td align="center">'''2H'''</td><td align="center">46</td><td align="center">96.17</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">350</td> | ||
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center"> | + | <td align="center">'''3H / 3'''</td><td align="center">4X</td><td align="center">98.21</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">'''4H / 4'''</td><td align="center">4X</td><td align="center">98.94</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">350/400</td> |
| − | <td align="center"> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center"> | + | <td align="center">'''5H'''</td><td align="center">4C (AIR)</td><td align="center">96.17</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">350</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">'''6H''' </td><td align="center">46</td><td align="center">96.17</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">350</td> |
| − | <td align="center"> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center">6H </td><td align="center"> | + | <td align="center">'''6H'''</td><td align="center">16/X</td><td align="center">110.74</td><td align="center">2.11/1.77</td><td align="center">4.97</td><td align="center">455 SD</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">'''7H'''</td><td align="center">4X</td><td align="center">98.21</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
| − | <td align="center"> | + | |
</tr> | </tr> | ||
| − | |||
| − | |||
| − | |||
| − | |||
<tr> | <tr> | ||
| − | <td align="center">8H / 8</td><td align="center">4C (AIR)</td><td align="center">98.94</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">400</td> | + | <td align="center">'''8H / 8'''</td><td align="center">4C (AIR)</td><td align="center">98.94</td><td align="center">1.96/1.66</td><td align="center">4.86</td><td align="center">400</td> |
| − | </tr> | + | </tr></table><br> |
| − | + | ====1975 (early) 5C, 51==== | |
| − | + | <table border="2" cellpadding="2" cellspacing="0"><tr bgcolor="#DDDFFF"> | |
| − | + | <th align="top">Stamped ID</th> | |
| − | + | ||
| − | + | ||
| − | ====1975 (early) 5C, 51 | + | |
| − | <tr bgcolor="# | + | |
| − | <th align=" | + | |
<th align="center">Head #</th> | <th align="center">Head #</th> | ||
<th align="center">Chamber Volume<br>(cc)</th> | <th align="center">Chamber Volume<br>(cc)</th> | ||
| Line 466: | Line 471: | ||
<th align="center">Valve Length<br>(in.)</th> | <th align="center">Valve Length<br>(in.)</th> | ||
<th align="center">CID</th> | <th align="center">CID</th> | ||
| − | + | </tr> | |
| − | </tr> | + | |
| − | + | ||
<tr> | <tr> | ||
| − | <td align="center"> 4</td><td align="center">5C</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | + | <td align="center">'''4'''</td><td align="center">5C</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">'''6'''</td><td align="center">5C / 51</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> |
| − | <td align="center">6 </td><td align="center">5C / 51</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center">7 </td><td align="center">5C (AIR)</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | + | <td align="center">'''7'''</td><td align="center">5C (AIR)</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">'''8'''</td><td align="center">5C</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
| − | <td align="center"> 8</td><td align="center">5C</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center"> 9</td><td align="center">5C (AIR)</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | + | <td align="center">'''9'''</td><td align="center">5C (AIR)</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> |
</tr> | </tr> | ||
</table><br> | </table><br> | ||
| − | + | ||
====1975-'79 6X, 6H==== | ====1975-'79 6X, 6H==== | ||
| − | <tr bgcolor="# | + | <table border="2" cellpadding="2" cellspacing="0"><tr bgcolor="#DDDFFF"> |
<th align="center">Year</th> | <th align="center">Year</th> | ||
<th align="center">Stamped ID</th> | <th align="center">Stamped ID</th> | ||
| Line 499: | Line 498: | ||
<th align="center">Valve Length<br>(in.)</th> | <th align="center">Valve Length<br>(in.)</th> | ||
<th align="center">CID</th> | <th align="center">CID</th> | ||
| − | + | </tr> | |
| − | </tr> | + | |
| − | + | ||
<tr> | <tr> | ||
| − | <th rowspan="6 | + | <th rowspan="6" >1975-'76</th> |
<td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | <td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | ||
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">6</td><td align="center">6X</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> |
| − | <td align="center">6 </td><td align="center">6X</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center">6 </td><td align="center">6H</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> | + | <td align="center">6</td><td align="center">6H</td><td align="center">124.51</td><td align="center">2.11/1.66</td><td align="center">4.71</td><td align="center">455</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | <td align="center">7</td><td align="center">6S (AIR)</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
| − | <td align="center">7 </td><td align="center">6S (AIR)</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | + | |
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <td align="center"> 8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | + | <td align="center">8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> |
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | |
<td align="center"> 9</td><td align="center">6S (AIR)</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | <td align="center"> 9</td><td align="center">6S (AIR)</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350</td> | ||
</tr> | </tr> | ||
| − | |||
| − | |||
<tr> | <tr> | ||
| − | <th rowspan="2 | + | <th rowspan="2">1977</th> |
<td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350 / 400 W72</td> | <td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">350 / 400 W72</td> | ||
</tr> | </tr> | ||
| − | + | <tr bgcolor="#F1F1F1"> | |
| − | <tr> | + | |
<td align="center"> 8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | <td align="center"> 8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | ||
</tr> | </tr> | ||
| − | |||
<tr> | <tr> | ||
| − | <th | + | <th >1978</th> |
| − | + | ||
<td align="center"> 8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | <td align="center"> 8</td><td align="center">6X</td><td align="center">100.04</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400</td> | ||
</tr> | </tr> | ||
| − | + | <th rowspan="2">1978-'79</th><tr bgcolor="#F1F1F1"> | |
| − | <th rowspan="2 | + | |
<td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400 W72</td> | <td align="center"> 4</td><td align="center">6X</td><td align="center">93.74</td><td align="center">2.11/1.66</td><td align="center">4.86</td><td align="center">400 W72</td> | ||
| − | </tr> | + | </tr></table><br> |
| − | </table><br> | + | |
===Valve sizes=== | ===Valve sizes=== | ||
| Line 579: | Line 564: | ||
===Original head applications=== | ===Original head applications=== | ||
| − | <table border=" | + | <table border="2" cellpadding="2" cellspacing="0"><tr><td colspan="5" align="center" bgcolor="#DDDFFF"><font size="4"><strong>CYLINDER HEAD APPLICATIONS</strong> </font></td></tr><tr><td bgcolor="#FFF8DC"><strong>Casting</strong></td><td bgcolor="#FFF8DC"><strong>Secondary ID</strong></td><td bgcolor="#FFF8DC"><strong>Valve diameter (in.)</strong></td><td bgcolor="#FFF8DC"><strong>Chamber volume</strong></td><td bgcolor="#FFF8DC"><strong>Original application</strong></td></tr><tr bgcolor="#F1F1F1"><td>4X</td><td>1/1H</td><td>2.11/1.66</td><td>112 cc</td><td>1973-'74 455ci 4-bbl</td></tr><tr><td>4X</td><td>3/3H</td><td>2.11/1.66</td><td>98-99 cc</td><td>1973-'74 400ci 4-bbl manual trans.</td></tr><tr bgcolor="#F1F1F1"><td>4X</td><td>4/4H</td><td>1.96/1.66</td><td>98-99 cc</td><td>1973-'74 400ci 2-bbl</td></tr><tr><td>4X</td><td>7/7H</td><td>2.11/1.66</td><td>98-99 cc</td><td>1973-'74 400ci 4-bbl auto trans.</td></tr><tr bgcolor="#F1F1F1"><td>4C</td><td>5/5H</td><td>1.96/1.66</td><td>96 cc</td><td>1973-'74 350ci 2-bbl w/A.I.R.</td></tr><tr><td>4C</td><td>8/8H</td><td>1.96/1.66</td><td>98 cc</td><td>1973-'74 400ci 2-bbl w/A.I.R.</td></tr><tr bgcolor="#F1F1F1"><td>46</td><td>6/6H'''*'''</td><td>1.96/1.66</td><td>96 cc</td><td>1973-'74 350ci</td></tr><tr><td>5C</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>1975 350ci</td></tr><tr bgcolor="#F1F1F1"><td>5C</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>1975 400ci w/A.I.R.</td></tr><tr><td>5C</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>1975 400ci</td></tr><tr bgcolor="#F1F1F1"><td>5C</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>1975 350ci w/A.I.R.</td></tr><tr><td>6X</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid 1975-'77 350ci; 1977-'79 W72 400ci</td></tr><tr bgcolor="#F1F1F1"><td>6X</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid 1975-'78 400ci</td></tr><tr><td>6S</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid 1975-'76 400ci w/A.I.R.</td></tr><tr bgcolor="#F1F1F1"><td>6S</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid 1975-'76 350ci w/A.I.R.</td></tr><tr><td>51</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>1975 455ci</td></tr><tr bgcolor="#F1F1F1"><td>6H</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>Late 1975-'76 455ci</td></tr><tr><td colspan="5">'''*'''Some reported to have a secondary stamp of "'''2'''"</td></tr></table> |
<br> | <br> | ||
| Line 588: | Line 573: | ||
====The bottleneck stud==== | ====The bottleneck stud==== | ||
| − | [[File:Pont stk stud.jpg|thumb|500px|Stock type Pontiac bottleneck stud]]Pontiac heads like the 6X and practically all other production Pontiac heads likely to be used in a performance-orientated build originally had screw in ''bottleneck'' studs and steel guideplates. There are some exceptions to this, like the Ram Air IV and "Ram Air II" round port heads, which used a straight 7/16" stud with an adjuster nut/lock nut. | + | [[File:Pont stk stud.jpg|thumb|500px|Stock type Pontiac bottleneck stud]]Pontiac heads like the 6X and practically all other production Pontiac heads likely to be used in a performance-orientated build originally had screw in ''bottleneck'' studs and steel guideplates. There are some exceptions to this, like heads having pressed in bottleneck studs, and the Ram Air IV and "Ram Air II" round port heads, which used a straight 7/16" stud with an adjuster nut/lock nut arrangement. |
The usual stock D-port arrangement is a "net lash" set-up. Because the rocker stud is 7/16" OD at the bottom, the rocker arm and pivot ball is also made to fit a 7/16" OD stud, so the stock rocker arm and ball can be reused with a straight 7/16" stud. The '''top''' of the bottleneck stud is threaded for a 3/8-24 nut, to be torqued to 15 ft/lb to retain the rocker arm. | The usual stock D-port arrangement is a "net lash" set-up. Because the rocker stud is 7/16" OD at the bottom, the rocker arm and pivot ball is also made to fit a 7/16" OD stud, so the stock rocker arm and ball can be reused with a straight 7/16" stud. The '''top''' of the bottleneck stud is threaded for a 3/8-24 nut, to be torqued to 15 ft/lb to retain the rocker arm. | ||
| Line 601: | Line 586: | ||
*Valve stem length | *Valve stem length | ||
*Head gasket thickness | *Head gasket thickness | ||
| − | So if any of the above changes are made, the stock Pontiac bottleneck stud/net lash set-up may no longer preload the lifter properly. Unless the studs are changed to allow for an adjustable valve train, different length push rods may be needed to set the lifter preload. For that reason it is | + | So if any of the above changes are made, the stock Pontiac bottleneck stud/net lash set-up may no longer preload the lifter properly. Unless the studs are changed to allow for an adjustable valve train, different length push rods may be needed to set the lifter preload- but changing the length of the push rod can adversely affect the '''[[valve train geometry]]'''. For that reason it is advisable to use straight studs to replace the bottleneck studs. A good replacement is ARP '''p/n 190-4003''' w/hex nuts, or p/n '''190-4203''' w/12-point nuts. Be aware that there can be clearance issues between the polyloc and valve cover if polylocs are used. Check the clearances carefully; you might be able to use a shorter polyloc. If possible (and the valve cover are so equipped) keep the oil drippers. The oil drippers are a separate piece from the valve covers on the RA II/IV engines. |
While it is not recommended, the bottleneck studs will sometimes work as an adjustable valve train if a stock SBC lock nut is used and the camshaft is very mild. But this does nothing for the inherently weaker design of the bottleneck stud. | While it is not recommended, the bottleneck studs will sometimes work as an adjustable valve train if a stock SBC lock nut is used and the camshaft is very mild. But this does nothing for the inherently weaker design of the bottleneck stud. | ||
| Line 628: | Line 613: | ||
*Best exhaust port: 1968 1/2 Ram Air II | *Best exhaust port: 1968 1/2 Ram Air II | ||
*Best D-port head: No.16, No.48, No.12 (tie) | *Best D-port head: No.16, No.48, No.12 (tie) | ||
| − | *Best low | + | *Best low compression D-port head: No.96(1971) |
| − | *Best low | + | *Best low compression post-1972 head: No. 6X |
*Best balanced head (exhaust to intake): 1963 421 SD | *Best balanced head (exhaust to intake): 1963 421 SD | ||
*Best low-lift (under .400) head: 1967 No.670 | *Best low-lift (under .400) head: 1967 No.670 | ||
| Line 637: | Line 622: | ||
*Biggest disappointment: 1969-70 RA V, 1973-74 455 SD (tie) | *Biggest disappointment: 1969-70 RA V, 1973-74 455 SD (tie) | ||
*Biggest "sleeper": 1975 No. 5C | *Biggest "sleeper": 1975 No. 5C | ||
| − | *Most | + | *Most under-cammed: 1963 SD, 1971 455 HO, 1973-74 455 SD (tie) |
| − | *Most | + | *Most under-exhausted: 1964 GTO (No.9770716) |
*Most potential for porting: 1973-74 455 SD, 1968 1/2 RA II (tie) | *Most potential for porting: 1973-74 455 SD, 1968 1/2 RA II (tie) | ||
| Line 645: | Line 630: | ||
A dual pattern cam like Comp Cams' XE series or a Lunati Voodoo would be good cams to look into. For info on Comp Cams XE series of cams you can contact Butler Performance for good solid info. For info on Crower cams contact Kauffman Racing Engines or Spotts Performance. These shops can be contacted via phone or email. | A dual pattern cam like Comp Cams' XE series or a Lunati Voodoo would be good cams to look into. For info on Comp Cams XE series of cams you can contact Butler Performance for good solid info. For info on Crower cams contact Kauffman Racing Engines or Spotts Performance. These shops can be contacted via phone or email. | ||
| + | |||
| + | List of camshafts: http://www.pontiacpower.org/PontiacCams.htm | ||
| + | |||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
==Intakes== | ==Intakes== | ||
With the D-port heads, unless they've been heavily ported, an RPM intake is a good choice. It will hit harder off idle and gives up nothing to a single plane at the modest peak rpm the 455 is going to be turning (5000-5500 rpm in street trim), built as described here; harnessing the torque by using sticky drag radial tires will give the maximum all-around performance. There might be an argument made for a single plane to "tame the torque". But that might be better left until all other avenues have been exhausted. | With the D-port heads, unless they've been heavily ported, an RPM intake is a good choice. It will hit harder off idle and gives up nothing to a single plane at the modest peak rpm the 455 is going to be turning (5000-5500 rpm in street trim), built as described here; harnessing the torque by using sticky drag radial tires will give the maximum all-around performance. There might be an argument made for a single plane to "tame the torque". But that might be better left until all other avenues have been exhausted. | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
===Heat cross over=== | ===Heat cross over=== | ||
| Line 653: | Line 643: | ||
[[File:PONT HEAT X-OVER BLOCK-OFF 005.jpg|thumb|300px|left|Heat riser block off schematic]] <br style="clear:both"/> | [[File:PONT HEAT X-OVER BLOCK-OFF 005.jpg|thumb|300px|left|Heat riser block off schematic]] <br style="clear:both"/> | ||
| − | [[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | + | |
| + | <table border="2" cellpadding="2" cellspacing="0"> | ||
| + | <tr><th colspan="3"><font color="black" size="4">Exhaust Crossover Port Match Ups</font></th> | ||
| + | </tr><tr><td><font color="black">'''HEAD'''</font></td><td><font color="black">'''MANIFOLD'''</font></td><td><font color="black">'''USE INT. GASKET'''</font></td></tr> | ||
| + | <tr><td><font color="black">1965-'71</font></td><td>1965-'71</td><td>1965-'71</td></tr> | ||
| + | <tr><td><font color="black">1965-'71</font></td><td>1972-'79</td><td>1972-'79</td></tr> | ||
| + | <tr><td><font color="black">1972-'79</font></td><td>1972-'79</td><td>1972-'79</td></tr> | ||
| + | <tr><td><font color="black">1972-'79</font></td><td>1965-'71</td><td>1965-'71'''**'''</td></tr> | ||
| + | </table> | ||
| + | |||
| + | '''**''' Use stainless steel sheet block-off plate | ||
| + | <br> | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
==Pistons== | ==Pistons== | ||
Generally, using flat top pistons are the best way to go. There may be cases where a dished piston is needed, but the cost is generally higher than cast flat tops. | Generally, using flat top pistons are the best way to go. There may be cases where a dished piston is needed, but the cost is generally higher than cast flat tops. | ||
| − | + | In 1967 the 400 4bbl engines went to new valve angle and placement and all Pontiac V-8's 1968 and newer. Newer valves don't line up correctly with the 67 2bbl, any 326 or all 1966-back piston valve reliefs (and obviously vice-versa), the correct piston has to be used if any sort of aftermarket high lift cam is used, or else there may be destructive valve to piston interference. There are 8-valve relief pistons available to fit all the valve angle differences used through the years on Pontiac 400 engines. While these pistons will get the job done, from a high performance standpoint they are not desirable partially due to the lower compression. | |
| − | Pontiac went to 7.6:1 compression in about 1975, due in part to the design of the top of the pistons. Pontiac pistons from the low compression years have a 45 degree machined outer edge of the piston top. | + | Pontiac went to an advertised 7.6:1 compression in about 1975, due in part to the design of the top of the pistons. Pontiac pistons from the low compression years have a 45 degree machined outer edge of the piston top. |
{| | {| | ||
| Line 666: | Line 668: | ||
|[[File:8 vr pont.jpg|thumb|450|center|8 valve relief rebuilder-type piston, undesirable for high performance use]] | |[[File:8 vr pont.jpg|thumb|450|center|8 valve relief rebuilder-type piston, undesirable for high performance use]] | ||
|} | |} | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
==Rods== | ==Rods== | ||
There are now inexpensive, good quality Pontiac rods. Years ago all that was available were high dollar rods like Various aluminum rods, then Miller, etc. or the weak factory forged rods or weak factory cast rods. Neither the cast or forged production Pontiac rod is a good choice if the engine will see hard use or high rpm. At a bare minimum, cast rods need to be resized and ARP hardware installed, and the rpm has to be kept under 5500 rpm (455) or 5800 rpm (400). | There are now inexpensive, good quality Pontiac rods. Years ago all that was available were high dollar rods like Various aluminum rods, then Miller, etc. or the weak factory forged rods or weak factory cast rods. Neither the cast or forged production Pontiac rod is a good choice if the engine will see hard use or high rpm. At a bare minimum, cast rods need to be resized and ARP hardware installed, and the rpm has to be kept under 5500 rpm (455) or 5800 rpm (400). | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
==Cranks== | ==Cranks== | ||
The factory cranks are good. But if a crank is needed, it would be worth looking at a stroker to make a 400 into a small journal 455. Smaller main journals of the 400 make it a better foundation for building a high performance 455 than an OEM 455 block. | The factory cranks are good. But if a crank is needed, it would be worth looking at a stroker to make a 400 into a small journal 455. Smaller main journals of the 400 make it a better foundation for building a high performance 455 than an OEM 455 block. | ||
| − | + | This info on crankshafts is from the www.pontiacpower.org site. | |
{{Note1}}Starting around 1966-'67, not all cranks were machined for a pilot bearing, so be sure to check to see if the crank needs machining before installing the crank if a manual transmission is to be used. | {{Note1}}Starting around 1966-'67, not all cranks were machined for a pilot bearing, so be sure to check to see if the crank needs machining before installing the crank if a manual transmission is to be used. | ||
{{Note1}} Pre-'64 cranks are not machined for TH-type torque converter hubs. They can be machined to fit, though. | {{Note1}} Pre-'64 cranks are not machined for TH-type torque converter hubs. They can be machined to fit, though. | ||
| + | {{Note2}} 1963 389 crank pilot will not interchange with any other year. It is a smaller size than the rest of the 59-64 389 engines. | ||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
| + | |||
| + | ===Pontiac crank numbers=== | ||
| + | <pre> | ||
| + | Year Engine Material Crank# Notes | ||
| + | 1939-1954 all 6cyl 506176 | ||
| + | 1946-1949 all 8cyl 508454 | ||
| + | 1950-1954 all 8cyl 512512 | ||
| + | 1955 287 FS 518047 | ||
| + | 1956 317 FS 521602 | ||
| + | 1957 347 FS 530048 | ||
| + | 1958 370 FS 528527 | ||
| + | 1959-1962 389 AS 531369 except Super Duty | ||
| + | 1959-1960 389 SD,FS 533038 Limited production | ||
| + | 1961-1962 389 SD,FS 541649 Limited production | ||
| + | 1961-1963 421 SD,FS 542990 Limited production (approx 2000) | ||
| + | 1961-1962 215 542239 Tempest | ||
| + | 1961-1963 4cyl 1193645 Tempest | ||
| + | 1962-1963 421 AS 9770488 And HO engines | ||
| + | 1963 326 AS 545585 Special Tempest transaxle hub | ||
| + | 1963 389 AS 544191 Pontiac V8 except 421 | ||
| + | 1964-1965 6 cyl 3864465 Tempest; supplied w/o pilot brng | ||
| + | 1964-1965 V8 AS 9773382 Tempest inc. 389 Armasteel "400" | ||
| + | 1964-1965 389 AS 9773383 | ||
| + | 1964-1965 421 977384 And HO; might require different | ||
| + | connecting rod for balance | ||
| + | |||
| + | 1966 421 AS 9773384 1st Type: if using 1965 type | ||
| + | piston, different connecting rods are required | ||
| + | |||
| + | 1966-1967 326 AS 9782770 | ||
| + | 1966 389 N 9783786 | ||
| + | late 1966 421 AS 9783787 | ||
| + | 1966-1967 6 cyl 9782279 Firebird and Tempest; use pilot | ||
| + | bearing P/N 3752487 for MT | ||
| + | |||
| + | 1966-1968 421-428 AS 9783787 2nd type: AS long snout | ||
| + | 1967-1970 400 AS 97954 Except Ram Air, late | ||
| + | 1967-early '68 400 N 9773524 | ||
| + | 1968-1979 400 N 4813 Both "N" crank and standard | ||
| + | w/2-3/4" flange, early | ||
| + | |||
| + | 1968 350 N 9793573 Late | ||
| + | 1968-1970 350 N 9795479 | ||
| + | 1968 400 RA AS 9794054 WU, WY, XT, XW engines | ||
| + | 1968-1969 6 cyl 9790154 Firebird and Tempest; use pilot | ||
| + | bearing P/N 3752487 for MT | ||
| + | |||
| + | Late 1968-1969 428 N 9782769 | ||
| + | 1969 303 FS 546270 Limited production | ||
| + | 1969-1974 400 N 97954 2-3/4" flange | ||
| + | 1969 400 RA IV N 9795481 WH, WW, XN, XP engines, +0.001" | ||
| + | 1970 400 RA IV N 9795481 | ||
| + | 1969 400 RA V FS 545671 Limited production | ||
| + | 1970 366 FS Moldex forged, limited production | ||
| + | 1970-1979 350/400 9773524 Non "N" with 2-3/4" flange | ||
| + | 1970-1976 455 496453 | ||
| + | 1970-1976 455 N 9799103 Approx wt. 72 lbs. came both "N" | ||
| + | and standard | ||
| + | |||
| + | 1971-1974 350 N 4813 | ||
| + | 1971-1974 400 N 4813 | ||
| + | 1972 455 SD FS Kellog forged, limited production | ||
| + | 1973-1974 455 SD N 490164 W8, Y8, X8, Z8, ZJ, XD engines | ||
| + | 1973-1976 455 N 496453 Service replacement | ||
| + | 1975-early '76 350 N 496452 Thin counterweights | ||
| + | 1975-early '76 400 N 496414 Thin counterweights | ||
| + | 1975-1976 455 N 496415 Thin counterweights | ||
| + | 1975-1976 455 N 496453 Thin counterweights, late | ||
| + | 1976-1979 350 N 496452 Thin counterweights, late | ||
| + | 1976-1979 400 N 499864 Thin counterweights | ||
| + | 1977-1981 301 N 525887 End counterweights only | ||
| + | 1980-1981 265 N 525887 End counterweights only | ||
| + | NOTES: | ||
| + | SD: Super Duty | ||
| + | FSD: Forged steel | ||
| + | AS: Armasteel | ||
| + | N:Nodular | ||
| + | RA: Ram Air | ||
| + | MT: Manual transmission | ||
| + | </pre> | ||
===Pilot bearing=== | ===Pilot bearing=== | ||
The Pontiac uses a rolling element-type pilot bearing as opposed to a bushing. | The Pontiac uses a rolling element-type pilot bearing as opposed to a bushing. | ||
| − | [[File:BCA-7109.jpg|thumb|150px|BCA p/n 7109 pilot bearing]]Pilot bearing is BCA p/n 7109 (available from | + | [[File:BCA-7109.jpg|thumb|150px|BCA p/n 7109 pilot bearing]]Pilot bearing is BCA p/n 7109 (available from Summit and Ken's Speed and Machine, among others). The GM part number is 15533265. The dimensions are 1.3780" OD x 0.5906" ID x 0.3543" wide (35 mm OD x 15 mm ID x 9 mm wide). According to www.pontiacpower.org, the cheaper p/n 6202 bearing may be used, but the crank opening may need to be machined 2 mm deeper. The p/n 6202 is 35 mm OD x 15 mm ID x 11 mm wide. The 6202 is available with shields on both sides to keep dirt out. |
The outside of the crank opening is staked with a chisel in at least two places to hold the bearing in place because the pilot bearing is a slip fit into crank recess. | The outside of the crank opening is staked with a chisel in at least two places to hold the bearing in place because the pilot bearing is a slip fit into crank recess. | ||
| − | <br | + | <br style="clear:both"/> |
==Ignition== | ==Ignition== | ||
| Line 696: | Line 782: | ||
[[File:PONTIAC CCW ROTATOIN ADVANCE WEIGHTS.jpg|thumb|300px|left|CCW orientation of mechanical advance weights and cam]] | [[File:PONTIAC CCW ROTATOIN ADVANCE WEIGHTS.jpg|thumb|300px|left|CCW orientation of mechanical advance weights and cam]] | ||
<br style="clear:both"/> | <br style="clear:both"/> | ||
| − | See [[Hot rodding the HEI distributor]]. | + | ;See [[Hot rodding the HEI distributor]]. |
==Timing covers== | ==Timing covers== | ||
The following is from [http://forums.highperformancepontiac.com/70/6720258/the-general-discussion/water-pumps/#ixzz23bpSfjpr High Performance Pontac forums]: | The following is from [http://forums.highperformancepontiac.com/70/6720258/the-general-discussion/water-pumps/#ixzz23bpSfjpr High Performance Pontac forums]: | ||
| − | <blockquote>All of the timing chain covers from 1964 to 1979 will bolt up and interchange with any motor from those years. However, you must use the matching water pump, pulley and crank pulley to avoid alignment problems with the alternator and/or power steering pump. All of the water pumps from '64-'68 will interchange. These pumps have eight bolts and measure 3-5/8" long (from base to water pump pulley flange). The casting number for '64-'65 is 9772716 and for '66-'68 it is 4782482. The matching pulleys are 2" in height. From '64-'67 Pontiac used a small diameter (5.25") six bolt two-piece harmonic damper and from '68-'79 a large diameter (6.75"), four bolt one-piece damper was used. In '69 Pontiac changed to an 11-bolt water pump but the early '69 was different from late '69-on. Many early '69 Firebirds and GTOs used a pump that measured 4" long (casting #9796351) and the pulley was 2-1/4" in height. From late '69 to '79 only one pump style was used, it measured 4-1/2" long and there are at least two different casting numbers used: 482138 and 488296. The matching pulley should measure 2-5/8" in height. Always use the correct diameter and style crank pulley to match the water pump pulley and also use the same series timing chain cover and balancer to properly line up your timing marks. The same timing chain cover was used for both '64 and '65 and had just a simple pointer. These were cast with number 9773371. The timing cover used on '66 and '67 employed a small timing scale marked -4-0-+6 and is otherwise identified as casting #9783130. The '68, '69 and '70 timing covers look very similar with timing marks of 0-6-12 degrees BTDC and accommodated the large diameter damper. The '68 timing cover casting number is 9790347 and uses the 8-bolt water pump. The '69-'70 timing cover casting number is 9796346 and uses the improved 11-bolt pump. For '71-up the timing cover timing tab is marked from 4 degrees ATDC to 12 degrees BTDC and is graduated all the way to 16 degrees BTDC. As compression ratios were lowered to 8:1 and less there became a need for increased initial advance. Casting number for this cover is 482883. If you need to order a water pump the Federal Mogul part numbers are: '64-'68 is FP1388N, early '69 is FP1409N and late '69-on is FP1423. | + | <blockquote>All of the timing chain covers from 1964 to 1979 will bolt up and interchange with any motor from those years. However, you must use the matching water pump, pulley and crank pulley to avoid alignment problems with the alternator and/or power steering pump.<br><br> |
| + | All of the water pumps from '64-'68 will interchange. These pumps have eight bolts and measure 3-5/8" long (from base to water pump pulley flange). The casting number for '64-'65 is '''9772716''' and for '66-'68 it is '''4782482'''. The matching pulleys are 2" in height.<br><br> | ||
| + | From '64-'67 Pontiac used a small diameter (5.25"), six bolt two-piece harmonic damper and from '68-'79 a large diameter (6.75"), four bolt one-piece damper was used. In '69 Pontiac changed to an 11-bolt water pump but the early '69 was different from late '69-on. Many early '69 Firebirds and GTOs used a water pump that measured 4" long (casting #'''9796351''') and the pulley was 2-1/4" in height. From late '69 to '79 only one pump style was used, it measured 4-1/2" long and there are at least two different casting numbers used: '''482138''' and '''488296'''. The matching pulley should measure 2-5/8" in height. Always use the correct diameter and style crank pulley to match the water pump pulley and also use the same series timing chain cover and balancer to properly line up your timing marks.<br><br> | ||
| + | The same timing chain cover was used for both '64 and '65 and had just a simple pointer. These were cast with number '''9773371'''. The timing cover used on '66 and '67 employed a small timing scale marked -4-0-+6 and is otherwise identified as casting #'''9783130'''. The '68, '69 and '70 timing covers look very similar with timing marks of 0-6-12 degrees BTDC and accommodated the large diameter damper. The '68 timing cover casting number is '''9790347''' and uses the 8-bolt water pump. The '69-'70 timing cover casting number is '''9796346''' and uses the improved 11-bolt pump. For '71-up the timing cover timing tab is marked from 4 degrees ATDC to 12 degrees BTDC and is graduated all the way to 16 degrees BTDC. As compression ratios were lowered to 8:1 and less there became a need for increased initial advance. Casting number for this cover is '''482883'''. If you need to order a water pump the Federal Mogul part numbers are: '64-'68 is FP1388N, early '69 is FP1409N and late '69-on is FP1423. | ||
</blockquote> | </blockquote> | ||
| + | |||
| + | Pontiac Timing Cover Indentification (and Parts) from Butler Performance: | ||
| + | http://butlerperformance.com/n-13416-pontiac-timing-cover-identification.html | ||
| + | |||
| + | ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]] | ||
==Cooling system== | ==Cooling system== | ||
===Water pump=== | ===Water pump=== | ||
There were two basic water pump designs used between 1964 and the end of production: an 8-bolt (up to '68-early '69) and an 11-bolt pump used after the 8-bolt pump. | There were two basic water pump designs used between 1964 and the end of production: an 8-bolt (up to '68-early '69) and an 11-bolt pump used after the 8-bolt pump. | ||
| + | 1969-1976 with Timing Pointer, 1977-up without Timing Pointer. | ||
| + | |||
| + | 1955-1963: 4-bolt water pump | ||
If the engine seems to be overheating, first be sure the temp gauge is reading correctly. Use a temporary mechanical gauge to check it. Then check the ignition timing to be sure it's not retarded. | If the engine seems to be overheating, first be sure the temp gauge is reading correctly. Use a temporary mechanical gauge to check it. Then check the ignition timing to be sure it's not retarded. | ||
| Line 711: | Line 808: | ||
Be sure the thermostat is working as it should. If you have a clutch fan, check it for correct operation as well. Be sure there's no belt slippage- sometimes you won't hear the belt squeal. If you have a flex fan, they can cool poorly. You also need a shroud that fits the fan assembly. | Be sure the thermostat is working as it should. If you have a clutch fan, check it for correct operation as well. Be sure there's no belt slippage- sometimes you won't hear the belt squeal. If you have a flex fan, they can cool poorly. You also need a shroud that fits the fan assembly. | ||
| − | [ | + | [http://www.wallaceracing.com/water-pump-mods.php '''Here'''] is some info on the divider plate that shows how to set the clearance up. No rust holes allowed! |
Also be sure the sleeves/grommets are in place correctly. | Also be sure the sleeves/grommets are in place correctly. | ||
| − | [[File:Pont tubes.jpg|thumb|left|400px|Red arrow indicates rubber grommet inserted into sleeves used on 11-bolt pump assembly]] <br style="clear:both"/> | + | [[File:Pont tubes.jpg|thumb|left|400px|Red arrow indicates rubber grommet inserted into sleeves used on 11-bolt water pump assembly]] <br style="clear:both"/> |
| − | ==Parts interchangeability== | + | ==Oil filter mount== |
| + | In some cases the oil pressure gauge sender will hit the top of the filter. In that case, use an angled fitting as shown below. The threads are 1/4-18 NPT. | ||
| + | |||
| + | [[File:Pont oil housng11.jpg]] | ||
| + | |||
| + | ==Parts interchangeability== | ||
Based on info from teufert.net and Ken's Speed & Machine. | Based on info from teufert.net and Ken's Speed & Machine. | ||
| − | <table border=" | + | <table border="2" cellpadding="2" cellspacing="0"> |
| − | <tr valign="center" align="middle"><td bgcolor="# | + | <tr valign="center" align="middle"><td bgcolor="#DDDFFF"><font size="4"> <strong>PART:</strong></font></td> |
| − | <td bgcolor="# | + | <td bgcolor="#DDDFFF"><font size="4"><strong>INTERCHANGE YEARS/NOTES:</strong> </font></td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Block:</strong></td> |
| − | <td | + | <td >1955,1956,1957,1959-'60,1961-'64 (full size V8), 1964-'69 (Tempest/Grand Prix V8), 1970-'79<br> '''Note:''' No block mount starter holes on pre-1964 blocks</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Bellhousing:</strong></td> |
| − | <td | + | <td >1955, 1956-'57, 1958-'60, 1961-'64 (fullsize), 1964-'79 (all except 1964 fullsize)</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Oil pump:</strong></td> |
| − | <td | + | <td >1955-'58, 1959-'79; all use the same oil pump shaft</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Oil pan:</strong></td> |
| − | <td | + | <td >1955-'58, 1959-'60, 1961-'63, 1964, 1965-'71, 1972-'79<br>'''Note:''' Same pan can be used from 1964-on with proper rear pan seal</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Windage tray:</strong></td> |
| − | <td | + | <td >1955-'58, 1959-'60, 1961-'62, 1963, 1964, 1965-'72<br>'''Note:''' #2 and #4 main cap holes are for windage tray mounting. After 1972 some blocks have no provision for windage tray mounting. Center main cap holes (#3 cap) are for lower dipstick bracket</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Oil filter:</strong></td> |
| − | <td | + | <td >1955-'59, 1960-'79</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Oil filter mount:</strong></td> |
| − | <td | + | <td >1955-'59, 1960-'62, 1963, 1964-'70 (straight), 1967-'79 (tilted)<br>'''Note:''' There are basically two different oil filter housings: Pre-1970 straight mount and the later angled housing mount. Also special adapter for a rearward facing oil filter housing to clear RA III and IV exhaust</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Crankshaft:</strong></td> |
| − | <td | + | <td >1955-'56, 1957-'58, 1959-'66 (3" main), 1967-'78 (3" main), 1962-'76 (3.25" main).<br> For all engines after 1964: 326, 350, 389 and 400 use the 3" mains. 421, 428 and 455 use the 3.25" mains.<br>{{!}}More at '''[[Pontiac V8 engine #Cranks|Cranks]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Harmonic balancer:</strong></td> |
| − | <td | + | <td >1955-'62, 1963, 1964, 1965, 1966, 1967, 1968-'79<br> '''Note:''' Some 1977-up 400 and 301 use a crankshaft hub without a rubber torsional ring</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Flywheel/<br>Flexplate:</strong></td> |
| − | <td | + | <td >1955-'57, 1958-'60, 1961-'62, 1963, 1964-'79<br>'''Note:''' There are two different diameter flanges used on the 400 crank after 1975: 2-1/2" and 2-3/4".<br> All 350/389/400/428 and 455 with same flange will interchange.<br> Also watch the pilot ID on early pre-1964 389 Armasteel cranks when using an automatic<br>{{!}}More at '''[[Pontiac V8 engine#Modern GM transmission behind early Pontiac engine|Modern GM transmission behind early Pontiac engine]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Connecting rods:</strong></td> |
| − | <td | + | <td >1955-'79<br> '''Note:''' Before 1962 forged rods were installed, but weaker then the later cast rod unless heat treated and prepped. Swapping to the earlier lighter forged rod requires re-balancing<br>{{!}}More at '''[[Pontiac V8 engine#Rods|Rods]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Pistons:</strong></td> |
| − | <td | + | <td >Must match the bore, stroke, and head series<br> '''Note:''' 455 SD piston use SD rod unless the pin boss is internally milled. <br>{{!}}More at '''[[Pontiac V8 engine #Pistons|Pistons]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Wrist pins:</strong></td> |
| − | <td | + | <td >1955-'57, 1958-'62, 1963-'65, 1966-'79 Some SD pins are longer</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Heads:</strong></td> |
| − | <td | + | <td >1955, 1956-'60, 1961-'66, 1967-'79<br> '''Note:''' Valve centers were widened in 1967 for larger valve diameters.<br>{{!}}More at '''[[Pontiac V8 engine #Heads|Heads]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Rocker arm:</strong></td> |
| − | <td | + | <td >1955, 1956-'60, 1961-'64, 1963 (421 HO)-'64 (GTO Tripower), 1965, 1966, 1967 (326 only), 1967-'79<br>'''Note:''' Ram Air IV engines used a 1.65 ratio, the pushrod holes were factory enlarged for this.<br> All other heads have to be modified to use 1.65 rocker arms</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Pushrods:</strong></td> |
| − | <td | + | <td >1955-'60, 1961-'66, 1967-'76 (except longer Ram Air IV)<br> '''Note:''' Match pushrod to year of head</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Valve covers:</strong></td> |
| − | <td | + | <td >1955-'57, 1958-'60, 1961-'62, 1963-'66, 1967-'79</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Lifters:</strong></td> |
| − | <td | + | <td >1955, 1956-'79</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Camshaft:</strong></td> |
| − | <td | + | <td >1955-'79 (except Ram Air V/455 Super Duty).<br>{{!}}More at '''[[Pontiac V8 engine #Cams|Cams]]'''</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Intake manifold:</strong></td> |
| − | <td | + | <td >1955, 1956, 1957-'58, 1959-'60, 1961-'62, 1963-'64, 1965-'71, 1972-'79<br>{{!}}More at '''[[Pontiac V8 engine #Intakes|Intakes]]''' and '''[[Pontiac V8 engine #Heat cross over|Heat cross over]]'''<br></td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Exhaust manifolds:</strong></td> |
| − | <td | + | <td >1955, 1956, 1957, 1958, 1959-'79 (D-port); 1968-'74 (round port)<br> '''Note:''' While the manifolds physically fit the engine, the oil filter mount, steering box, and chassis configurations all need to be considered if using a non original manifold</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Distributor:</strong></td> |
| − | <td | + | <td >1955-'79 (except Ram Air V/455 Super Duty)</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr valign="center" align="middle"><td ><strong>Starter:</strong></td> |
| − | <td | + | <td >1955, 1956-'60, 1961-'64 (fullsize), 1964 (Tempest/Grand Prix)-'79</td></tr> |
| − | <tr valign="center" align="middle"><td | + | <tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Timing Cover:</strong></td> |
| − | <td | + | <td >1955-'59, 1960, 1961-'62 (inc. Tempest "Trophy" 4), 1963, 1963 1/2-'65, 1966-'67, 1968, 1969-'79<br>The only difference in the 1968-up timing covers are the timing indicator markings.<br> Some late model 400 and 301 covers have a plastic bolt-on tab.<br>{{!}}More at '''[[Pontiac V8 engine #Timing covers|Timing covers]]'''</td></tr> |
</table><br> | </table><br> | ||
| + | |||
| + | ===Modern GM transmission behind early Pontiac engine=== | ||
| + | Due to the differences in the early crank flange and the lack of a drilled block mounted starter mount on the block, a TH 350/400, etc. tranny won't work behind an early (pre ~1964) engine. [http://www.wilcap.com/pontiac.html#287350 Wilcap] and [http://www.transmissionadapters.com/early_pontiac.htm Bendtsen's] sell kits that allows the later trannies to bolt up behind these early engines. | ||
==Original build information== | ==Original build information== | ||
| Line 789: | Line 894: | ||
*[http://www.highperformancepontiac.com/techarticles/index.html Various tech articles], from High Performance Pontiac | *[http://www.highperformancepontiac.com/techarticles/index.html Various tech articles], from High Performance Pontiac | ||
*[http://www.jalopyjournal.com/forum/showthread.php?t=316668 Pontiac Hemi] HAMB thread | *[http://www.jalopyjournal.com/forum/showthread.php?t=316668 Pontiac Hemi] HAMB thread | ||
| + | *Passenger-Side-Only Lifter Clatter (HotRod Magazine): http://butlerperformance.com/files/images/oil-galley-plug.jpg | ||
[[File:7K3 Pont HEADS DRILLED FOR HEADERS 2.jpg|thumb|300px|left|7K3 heads drilled for headers. [http://www.spottsperformance.com/ Spots Performance] also sells "L" brackets for heads like these that don't have the pad.]] | [[File:7K3 Pont HEADS DRILLED FOR HEADERS 2.jpg|thumb|300px|left|7K3 heads drilled for headers. [http://www.spottsperformance.com/ Spots Performance] also sells "L" brackets for heads like these that don't have the pad.]] | ||
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*[[Pontiac info and sites]] | *[[Pontiac info and sites]] | ||
*[http://www.secondchancegarage.com/public/611.cfm 1946-'55 Pontiac engine specs] from secondchancegarage.com | *[http://www.secondchancegarage.com/public/611.cfm 1946-'55 Pontiac engine specs] from secondchancegarage.com | ||
| − | + | *[http://en.wikipedia.org/wiki/Pontiac_V8_engine Pontiac V8 engine] Wikipedia page | |
| − | *[http:// | + | |
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| + | <br><br> | ||
{{newarticle1}} | {{newarticle1}} | ||
[[Category:Engine]] | [[Category:Engine]] | ||
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