@@ Line 1: / Line 1: @@
-[[File:Pont twin turbo eng.jpg|right]]
+[[File:Pont twin turbo eng.jpg|right]]<br style="clear:both"/>
-==Overview==
-A look at one of the more popular GM engines.
-{{warning}}Be sure to verify Pontiac info found in print, by word of mouth or on the internet... and even here. There is a lot of erroneous and misleading info being circulated, even from so-called experts, pros and gurus.
+----
+{{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==
+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.
-'''Remember''': ''Trust but verify!''
+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==
@@ Line 93: / Line 97: @@
 <td style="width: 81px">'''1969'''</td>
 <td style="width: 48px">303'''**'''</td>
-<td style="width: 54px">4.125</td>
+<td style="width: 54px">4.120</td>
 <td style="width: 60px">2.84</td>
-<td style="width: 49px">3.00</td>
+<td style="width: 49px">2.50</td>
 <td style="width: 53px">2.25</td></tr>
 <tr bgcolor="#F1F1F1">
@@ Line 117: / Line 121: @@
 <td style="width: 60px">3.00</td>
 <td style="width: 49px">3.00</td>
-<td style="width: 53px">2.25</td></tr>
+<td style="width: 53px">2.00</td></tr>
 <tr>
 <td style="width: 81px">'''1980-'81'''</td>
@@ Line 124: / Line 128: @@
 <td style="width: 60px">3.00</td>
 <td style="width: 49px">3.00</td>
-<td style="width: 53px">2.25</td></tr>
+<td style="width: 53px">2.00</td></tr>
 </table>
 '''NOTES:'''<br>
@@ Line 131: / Line 135: @@
 '''***'''The 350 engine actually displaced 354 ci.
 <br>
 ==Pontiac engines by displacement==
 <table class="style119" style="width: 620px" border="2" cellpadding="2" cellspacing="0">
@@ Line 146: / Line 151: @@
 <td style="width: 60px">3.00</td>
 <td style="width: 46px">3.00</td>
-<td style="width: 26px">2.25</td></tr>
+<td style="width: 26px">2.00</td></tr>
 <tr bgcolor="#F1F1F1">
 <td style="width: 38px">'''287'''</td>
@@ Line 160: / Line 165: @@
 <td style="width: 60px">3.00</td>
 <td style="width: 46px">3.00</td>
-<td style="width: 26px">2.25</td></tr>
+<td style="width: 26px">2.00</td></tr>
 <tr bgcolor="#F1F1F1">
 <td style="width: 38px">'''303**'''</td>
 <td style="width: 62px">1969</td>
-<td>4.125</td>
+<td>4.120</td>
 <td style="width: 60px">2.84</td>
-<td style="width: 46px">3.00</td>
+<td style="width: 46px">2.50</td>
 <td style="width: 26px">2.25</td></tr>
 <tr>
@@ Line 284: / Line 289: @@
      <td >3.00</td>
      <td >3.00</td>
-     <td >2.25</td></tr>
+     <td >2.00</td></tr>
    <tr bgcolor="#F1F1F1" align="center" valign="bottom">
      <td>'''287'''</td>
@@ Line 296: / Line 301: @@
      <td >3.00</td>
      <td >3.00</td>
-     <td >2.25</td></tr>
+     <td >2.00</td></tr>
    <tr bgcolor="#F1F1F1" align="center" valign="bottom">
      <td>'''303**'''</td>
-     <td >4.125</td>
+     <td >4.120</td>
      <td >2.840</td>
-     <td >3.00</td>
+     <td >2.50</td>
      <td >2.25</td></tr>
    <tr align="center" valign="bottom">
@@ Line 446: / Line 451: @@
 </tr>
 <tr bgcolor="#F1F1F1">
-<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">'''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>
 </tr>
 <tr>
@@ Line 495: / Line 500: @@
 </tr>
 <tr>
-<th rowspan="6" bgcolor="#FFF8DC">1975-'76</th>
+<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>
 </tr>
@@ Line 514: / Line 519: @@
 </tr>
 <tr>
-<th rowspan="2" bgcolor="#FFF8DC">1977</th>
+<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>
 </tr>
@@ Line 521: / Line 526: @@
 </tr>
 <tr>
-<th bgcolor="#FFF8DC">1978</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>
 </tr>
-<tr bgcolor="#F1F1F1">
-<th rowspan="2" bgcolor="#FFF8DC">1978-'79</th>
+<th rowspan="2">1978-'79</th><tr bgcolor="#F1F1F1">
 <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></table><br>
@@ Line 625: / 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.
+List of camshafts: http://www.pontiacpower.org/PontiacCams.htm
 ;[[Pontiac V8 engine #Parts interchangeability|Return to Parts interchangeability]]
@@ Line 635: / Line 643: @@
 [[File:PONT HEAT X-OVER BLOCK-OFF 005.jpg|thumb|300px|left|Heat riser block off schematic]] <br style="clear:both"/>
+<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]]
@@ Line 640: / Line 660: @@
 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.
-Because the 1967 and newer valves don't line up correctly with the 1966-back piston valve reliefs in the pistons (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 engines. While these pistons will get the job done, from a high performance standpoint they are not desirable.
+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 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 657: / Line 677: @@
 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.
-Detailed info on crankshafts can be seen on Ken's Speed & Machine site (currently the URL is being blocked by the wiki spam filter- POS that it is.
+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}} 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]]
@@ Line 747: / Line 768: @@
 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 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 Ken's, 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.
+[[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.
-<br><br>
+<br style="clear:both"/>
 ==Ignition==
@@ Line 770: / Line 791: @@
 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>
+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]]
@@ Line 775: / Line 800: @@
 ===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.
+-1976 with Timing Pointer, 1977-up without Timing Pointer.
+-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.
@@ Line 786: / Line 814: @@
 [[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.
 <table border="2" cellpadding="2" cellspacing="0">
 <tr valign="center" align="middle"><td bgcolor="#DDDFFF"><font size="4"> <strong>PART:</strong></font></td>
-<td bgcolor="#DDDFFF"><font size="4"><strong>INTERCHANGE YEARS:</strong> </font></td></tr>
+<td bgcolor="#DDDFFF"><font size="4"><strong>INTERCHANGE YEARS/NOTES:</strong> </font></td></tr>
 <tr valign="center" align="middle"><td ><strong>Block:</strong></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>
@@ Line 809: / Line 842: @@
 <tr valign="center" align="middle"><td ><strong>Harmonic balancer:</strong></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 bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Flywheel:</strong></td>
+<tr bgcolor="#F1F1F1" valign="center" align="middle"><td ><strong>Flywheel/<br>Flexplate:</strong></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</td></tr>
+     <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 ><strong>Connecting rods:</strong></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>
@@ Line 840: / Line 873: @@
      <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>
+===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==
@@ Line 858: / Line 894: @@
 *[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
+*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.]]
@@ Line 868: / Line 905: @@
 *[[Pontiac info and sites]]
 *[http://www.secondchancegarage.com/public/611.cfm 1946-'55 Pontiac engine specs] from secondchancegarage.com
-;Hotrodders Knowledge Base
+*[http://en.wikipedia.org/wiki/Pontiac_V8_engine Pontiac V8 engine] Wikipedia page
-*[http://www.hotrodders.com/kb/pontiac-engines Pontiac engines]
 <br><br>
 {{newarticle1}}

Pontiac V8 engine

Latest revision as of 17:30, 27 September 2022

Personal tools

Namespaces

Variants

Views

Actions

Search

Navigation

Categories

Toolbox