Rebuilding an Oldsmobile engine
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(→THINGS THAT YOU SHOULD KNOW ABOUT THE 455 OLDS ENGINE.) |
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[[File:455_OLDS_ENGINE.jpg]] | [[File:455_OLDS_ENGINE.jpg]] | ||
| + | ==Mondello article== | ||
| + | This [http://www.mondellotwister.com/articles/RebuildYourFirstEngine.pdf article] was written by Joe Mondello, who was an expert on Oldsmobile engines all his professional life. The majority of the information in the article may also apply to other makes of engines.... | ||
| − | + | ==Some oddities seen during disassembly of an Olds 455== | |
| + | An experienced engine builder was shaking his head at a Olds Toronado 455 engine: | ||
| − | + | *Half the rods were stamped on top, the others on the bottom. | |
| + | *The pistons were machined without a forward mark, you have to look at the underside of the piston and just know which side goes up. | ||
| + | ==Some details of the Olds V8== | ||
| + | Remember that the Olds V8 is different than a Chevy (or Ford, etc.) engine in some of the details. If you're not well versed on the Olds V8, research it well before proceeding with modifications or rebuilding. | ||
| − | + | Things to note: | |
| − | + | *Has a non adjustable valve train. Make sure your machinist knows Olds heads, or you will be buying adjustable rockers anyway. | |
| − | + | *The distributor turns CCW like a Pontiac and some others- opposite of a Chevy V8. Unless the distributor end play is really excessive, don't shim it- the thrust surface in the block is supposed to have the end of the distributor gear bearing on it. If shims are used, be sure there's still some up and down play in the distributor shaft with the distributor bolted down. | |
| − | + | *Use a good double roller timing set. | |
| − | + | *Be very careful about using Mondello's (or other's) oil restrictors, the info given on the "whys and wherefores" of using them is questionable at best. If you aren't racing it is very questionable if you need or even want them. Besides most pushrods now are oil restricted already. | |
| − | + | *Olds power is all in the heads! A,C,F,and K heads are all excellent choices, and can make impressive power when ported. Avoid using J "smogger" heads. Edelbrock Performer RPM aluminum heads are the best bet for a high performance 455 engine, having good flow right out of the box. | |
| − | + | *Diesel cylinder blocks (1977-85) have enlarged mains shared with the short deck Olds V8 - prior 2 using a diesel block for a performance build its best adviced to have the main webs magnafluxed for cracks and/or metal fatigue (the diesel V8 had a higher compression ratio of 22:1). | |
| − | * | + | *After 1979 the maximum displacement available was 5.0L (307 CID) - has a 3.800 bore and 3.385" stroke (shared with all 1964-90 Olds short deck V8s exc the tall deck motors) - these were produced alongside the 260 (4.3L) which is not suited for a performance build. |
| − | + | *Around 1977 lightweight cylinder heads were casted by the Pontiac Motor Division with "PMD" markings - these heads are undesirable for a performance build. | |
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| − | *The distributor | + | |
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| − | *Be very careful about | + | |
| − | * | + | ==Resources== |
| + | *[http://www.442.com/oldsfaq/ofe455.htm 455 CID Engine Detail] from 442.com | ||
| + | *[http://www.secondchancegarage.com/public/553.cfm 1946-'50 Olds engine specs] from secondchancegarage.com | ||
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| + | {{develop1}} | ||
| − | + | [[Category:Undeveloped Engine articles]] | |
| + | [[Category:Engine]] | ||
| + | [[Category:GM]] | ||
| + | [[Category:undeveloped articles]] | ||
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