Pontiac V8 engine
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(→The bottleneck stud) |
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====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. | ||
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