Pontiac V8 engine

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==Bore and stroke==

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~~[[File~~:~~Pontiac V8 bore and stroke~~.~~jpg]]~~

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<td>Cubic Inches</td>

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<td style="vnd.ms-excel.numberformat: 0.0000">Bore (inches)</td>

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<td style="vnd.ms-excel.numberformat: 0.0000">Stroke (inches)</td>

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<td style="vnd.ms-excel.numberformat: 0.000">Main journal size (inches)</td>

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<td style="vnd.ms-excel.numberformat: 0.000">Rod journal size (inches)</td></tr>

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</table>

==Heads==

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The 4, 6, 7, 8, and 9 identifiers can be found stamped on one of the vertical ribs on the side of the head. These heads have hardened exhaust seats, screw-in rocker studs and guideplates, 2.11" intake x 1.66" exhaust valves. They can be easily converted to 1.77" exhausts. If nitrous or high rpm is in the cards, this mod should be considered.

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A [~~url=~~ http://www.wheelspin.net/calc/calc2.html compression ratio calculator] can be used to calculate compression ratios when using different chamber sizes, etc.

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A [http://www.wheelspin.net/calc/calc2.html '''compression ratio calculator'''] can be used to calculate compression ratios when using different chamber sizes, etc.

===Port volume===

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Be aware that published figures often differ. The only sure way to know what the combustion chamber volume is, is to actually measure it. This will take everything into account: previous valve jobs, milling done to the decks, manufacturing and casting tolerance creep/stack up, etc.

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<table border="1" cellspacing="1" cellpadding="1"><tr><td colspan="5" align="center"><h3>Pontiac Cylinder Head Applications</h3></td></tr><tr><td>Casting</td><td>Stamping</td><td>Valve Size (inches)</td><td>Chamber Volume</td><td>Original Application</td></tr><tr><td>4X</td><td>1/1H</td><td>2.11/1.66</td><td>112 cc</td><td>'73-'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>'73-'74 400ci 4-bbl manual trans.</td></tr><tr><td>4X</td><td>4/4H</td><td>1.96/1.66</td><td>98-99 cc</td><td>'73-'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>'73-'74 400ci 4-bbl auto trans.</td></tr><tr><td>4C</td><td>5/5H</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'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>'73-'74 400ci 2-bbl w/A.I.R.</td></tr><tr><td>46</td><td>6/6H*</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'74 350ci</td></tr><tr><td>5C</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 350ci</td></tr><tr><td>5C</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>'75 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>'75 400ci</td></tr><tr><td>5C</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 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-'75-'77 350ci, '77-'79 W72 400ci</td></tr><tr><td>6X</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'78 400ci</td></tr><tr><td>6S</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'76 400ci w/A.I.R.</td></tr><tr><td>6S</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid-'75-'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>'75 455ci</td></tr><tr><td>6H</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>Late-'75-'76 455ci</td></tr><tr><td colspan="5">*Some have been reported to have a secondary stamp of "2"</td></tr></table>

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<table border="1" cellspacing="1" cellpadding="1" bgcolor="#FFF8DC"><tr><td colspan="5" align="center"><h3>Pontiac Cylinder Head Applications</h3></td></tr><tr><td>Casting</td><td>Stamping</td><td>Valve Size (inches)</td><td>Chamber Volume</td><td>Original Application</td></tr><tr><td>4X</td><td>1/1H</td><td>2.11/1.66</td><td>112 cc</td><td>'73-'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>'73-'74 400ci 4-bbl manual trans.</td></tr><tr><td>4X</td><td>4/4H</td><td>1.96/1.66</td><td>98-99 cc</td><td>'73-'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>'73-'74 400ci 4-bbl auto trans.</td></tr><tr><td>4C</td><td>5/5H</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'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>'73-'74 400ci 2-bbl w/A.I.R.</td></tr><tr><td>46</td><td>6/6H*</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'74 350ci</td></tr><tr><td>5C</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 350ci</td></tr><tr><td>5C</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>'75 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>'75 400ci</td></tr><tr><td>5C</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 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-'75-'77 350ci, '77-'79 W72 400ci</td></tr><tr><td>6X</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'78 400ci</td></tr><tr><td>6S</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'76 400ci w/A.I.R.</td></tr><tr><td>6S</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid-'75-'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>'75 455ci</td></tr><tr><td>6H</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>Late-'75-'76 455ci</td></tr><tr><td colspan="5">*Some have been reported to have a secondary stamp of "2"</td></tr></table>

An alternative to using the larger chamber heads is to install dished pistons and use any of the smaller chambered performance heads.

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==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.

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===Pilot bearing===

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Pilot bearing is # 7109 (GM part number 15533265)

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Size is 1.3780"OD x 0.5906"ID x 0.3543"W (35 mm OD x 15 mm ID x 9 mm W)

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Starting around 1966-1967, not all cranks used with automatic transmissions were machined for a pilot bearing.

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Bearing is slip fit into crank with shield to the outside.

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Crank opening is staked with a chisel in 2 places to hold bearing in place

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A common and cheaper 6202 bearing may be used, but the crank opening may need to be machined 2 mm deeper

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A 6202 is 35 mm OD x 15 mm ID x 11 mm W

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The 6202 is available with shields or seals on both sides to keep dirt out.

==Ignition==

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See [[Hot rodding the HEI distributor]].

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==Parts interchangeability==

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<td bgcolor="#CCCCFF">YEARS OF INTERCHANGEABILITY:</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Block:</td>

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<td bgcolor="#FFF8DC">1955,1956,1957,1959-'60,1961-'64 (full size V8), 1964-'69 (Tempest/Grand Prix V8), 1970-'79. '''Note:''' No block mount starter holes on pre-1964 blocks.</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Bellhousing:</td>

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<td bgcolor="#FFF8DC">1955, 1956-'57, 1958-'60, 1961-'64 (fullsize), 1964-'79 (all except 1964 fullsize)</td></tr>

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<td bgcolor="#FFF8DC">1955-'58, 1959-'79; all use the same oil pump shaft</td></tr>

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<td bgcolor="#FFF8DC">1955-'58, 1959-'60, 1961-'63, 1964, 1965-'71, 1972-'79 '''Note:''' Same pan can be used from 1964-on with proper rear pan seal</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Windage tray:</td>

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<td bgcolor="#FFF8DC">1955-'58, 1959-'60, 1961-'62, 1963, 1964, 1965-'72 '''Note:''' After 1972 some blocks have no provision for windage tray mounting. #2 and #4 main cap holes are for windage tray mounting. Center main cap holes (#3 cap) for lower dipstick mounting only</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Oil filter:</td>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Oil filter mount:</td>

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<td bgcolor="#FFF8DC">1955-'59, 1960-'62, 1963, 1964-'70 (straight), 1967-'79 (tilted) '''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>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Crankshaft:</td>

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<td bgcolor="#FFF8DC">1955-'56, 1957-'58, 1959-'66 (3" main), 1967-'78 (3" main), 1962-'76 (3.25" main) For all engines after 1964: 326, 350, 389 and 400 use the 3" mains. 421, 428 and 455 use the 3.25" mains</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Harmonic balancer:</td>

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<td bgcolor="#FFF8DC">1955-'62, 1963, 1964, 1965, 1966, 1967, 1968-'79. '''Note:''' Some 1977-up 400 and 301 use a crankshaft hub without a rubber torsional ring</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Flywheel:</td>

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<td bgcolor="#FFF8DC">1955-'57, 1958-'60, 1961-'62, 1963, 1964-'79 '''Note:''' There are two different diameter flanges used on the 400 crank after 1975: 2-1/2" and 2-3/4". All 350/389/400/428 and 455 with same flange will interchange. Also watch the pilot ID on early pre-1964 389 Armasteel cranks when using an automatic</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Connecting rods:</td>

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<td bgcolor="#FFF8DC">1955-'79. '''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</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Pistons:</td>

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<td bgcolor="#FFF8DC">Must match the bore, stroke, and head series. '''Note:''' 455 SD piston use SD rod unless the pin boss is internally milled </td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Wrist pins:</td>

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<td bgcolor="#FFF8DC">1955-'57, 1958-'62, 1963-'65, 1966-'79. Some SD pins are longer</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Heads:</td>

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<td bgcolor="#FFF8DC">1955, 1956-1960, 1961-1966, 1967-1979. '''Note:''' Valve centers were widened in 1967 for larger valve diameters</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Rocker arm:</td>

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<td bgcolor="#FFF8DC">1955, 1956-'60, 1961-'64, 1963 (421 HO)-'64 (GTO Tripower), 1965, 1966, 1967 (326 only), 1967-'79 '''Note:''' Ram Air IV engines used a 1.65 ratio, the pushrod holes were factory enlarged for this. All other heads have to be modified to use 1.65 rocker arms</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Pushrods:</td>

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<td bgcolor="#FFF8DC">1955-'60, 1961-'66, 1967-'76 (except longer Ram Air IV). '''Note:''' Match pushrod to year of head</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Valve covers:</td>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Lifters:</td>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Camshaft:</td>

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<td bgcolor="#FFF8DC">1955-'79 (except Ram Air V/455 Super Duty)</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Intake manifold:</td>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Exhaust manifolds:</td>

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<td bgcolor="#FFF8DC">1955, 1956, 1957, 1958, 1959-'79 (D-port); 1968-'74 (round port)</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Distributor:</td>

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<td bgcolor="#FFF8DC">1955-'79 (except Ram Air V/455 Super Duty)</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Starter:</td>

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<td bgcolor="#FFF8DC">1955, 1956-'60, 1961-'64 (fullsize), 1964 (Tempest/Grand Prix)-'79</td></tr>

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<tr valign="center" align="middle"><td bgcolor="#FFF8DC">Timing Cover:</td>

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<td bgcolor="#FFF8DC">1955-'59, 1960, 1961-'62 (inc. Tempest "Trophy" 4), 1963, 1963 1/2-'65, 1966-'67, 1968, 1969-'79 The only difference in the 1968-up timing covers are the timing indictor markings. Some late model 400 and 301 covers have a plastic bolt on tab</td></tr>

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</table>

==Original build information==

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 ==Bore and stroke==
-[[File:Pontiac V8 bore and stroke.jpg]]
+<table border="1">
+<tr align="middle" valign="center" bgcolor="#FFF8DC">
+<td><font face="Arial">Cubic Inches</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">Bore (inches)</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">Stroke (inches)</font></td>
+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">Main journal size (inches)</font></td>
+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">Rod journal size (inches)</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+<td><font face="Arial">265</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.75</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.00</font></td>
+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.00</font></td>
+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.25</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+<td><font face="Arial">287</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.75000</font></td>
+<td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.2500</font></td>
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+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
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+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+<td><font face="Arial">316/317</font></td>
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+<td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
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+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">3.71875</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.7500</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
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+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.5625</font></td>
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+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
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+    <td><font face="Arial">350 (354)</font></td>
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+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.7500</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
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+    <td><font face="Arial">366</font></td>
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+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.3750</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">370</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.06250</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.5625</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.623</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">389</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.06250</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.7500</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">400</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.12000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">3.7500</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">421</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.09375</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">4.0000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.250</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">428</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.12000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">4.0000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.250</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+<tr align="middle" valign="bottom" bgcolor="#FFF8DC">
+    <td><font face="Arial">455</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.00000"><font face="Arial">4.15000</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.0000"><font face="Arial">4.2100</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">3.250</font></td>
+    <td style="vnd.ms-excel.numberformat: 0.000"><font face="Arial">2.250</font></td></tr>
+</table>
 ==Heads==
@@ Line 30: / Line 127: @@
 The 4, 6, 7, 8, and 9 identifiers can be found stamped on one of the vertical ribs on the side of the head. These heads have hardened exhaust seats, screw-in rocker studs and guideplates, 2.11" intake x 1.66" exhaust valves. They can be easily converted to 1.77" exhausts. If nitrous or high rpm is in the cards, this mod should be considered.
-A [url= http://www.wheelspin.net/calc/calc2.html compression ratio calculator] can be used to calculate compression ratios when using different chamber sizes, etc.
+A [http://www.wheelspin.net/calc/calc2.html '''compression ratio calculator'''] can be used to calculate compression ratios when using different chamber sizes, etc.
 ===Port volume===
@@ Line 40: / Line 137: @@
 Be aware that published figures often differ. The only sure way to know what the combustion chamber volume is, is to actually measure it. This will take everything into account: previous valve jobs, milling done to the decks, manufacturing and casting tolerance creep/stack up, etc.
-<table border="1" cellspacing="1" cellpadding="1"><tr><td colspan="5" align="center"><h3>Pontiac Cylinder Head Applications</h3></td></tr><tr><td><strong>Casting</strong></td><td><strong>Stamping</strong></td><td><strong>Valve Size (inches)</strong></td><td><strong>Chamber Volume</strong></td><td><strong>Original Application</strong></td></tr><tr><td>4X</td><td>1/1H</td><td>2.11/1.66</td><td>112 cc</td><td>'73-'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>'73-'74 400ci 4-bbl manual trans.</td></tr><tr><td>4X</td><td>4/4H</td><td>1.96/1.66</td><td>98-99 cc</td><td>'73-'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>'73-'74 400ci 4-bbl auto trans.</td></tr><tr><td>4C</td><td>5/5H</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'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>'73-'74 400ci 2-bbl w/A.I.R.</td></tr><tr><td>46</td><td>6/6H*</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'74 350ci</td></tr><tr><td>5C</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 350ci</td></tr><tr><td>5C</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>'75 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>'75 400ci</td></tr><tr><td>5C</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 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-'75-'77 350ci, '77-'79 W72 400ci</td></tr><tr><td>6X</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'78 400ci</td></tr><tr><td>6S</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'76 400ci w/A.I.R.</td></tr><tr><td>6S</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid-'75-'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>'75 455ci</td></tr><tr><td>6H</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>Late-'75-'76 455ci</td></tr><tr><td colspan="5">*Some have been reported to have a secondary stamp of "2"</td></tr></table>
+<table border="1" cellspacing="1" cellpadding="1" bgcolor="#FFF8DC"><tr><td colspan="5" align="center"><h3>Pontiac Cylinder Head Applications</h3></td></tr><tr><td><strong>Casting</strong></td><td><strong>Stamping</strong></td><td><strong>Valve Size (inches)</strong></td><td><strong>Chamber Volume</strong></td><td><strong>Original Application</strong></td></tr><tr><td>4X</td><td>1/1H</td><td>2.11/1.66</td><td>112 cc</td><td>'73-'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>'73-'74 400ci 4-bbl manual trans.</td></tr><tr><td>4X</td><td>4/4H</td><td>1.96/1.66</td><td>98-99 cc</td><td>'73-'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>'73-'74 400ci 4-bbl auto trans.</td></tr><tr><td>4C</td><td>5/5H</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'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>'73-'74 400ci 2-bbl w/A.I.R.</td></tr><tr><td>46</td><td>6/6H*</td><td>1.96/1.66</td><td>96 cc</td><td>'73-'74 350ci</td></tr><tr><td>5C</td><td>4</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 350ci</td></tr><tr><td>5C</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>'75 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>'75 400ci</td></tr><tr><td>5C</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>'75 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-'75-'77 350ci, '77-'79 W72 400ci</td></tr><tr><td>6X</td><td>8</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'78 400ci</td></tr><tr><td>6S</td><td>7</td><td>2.11/1.66</td><td>99-101 cc</td><td>Mid-'75-'76 400ci w/A.I.R.</td></tr><tr><td>6S</td><td>9</td><td>2.11/1.66</td><td>92-94 cc</td><td>Mid-'75-'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>'75 455ci</td></tr><tr><td>6H</td><td>6</td><td>2.11/1.66</td><td>124.5 cc</td><td>Late-'75-'76 455ci</td></tr><tr><td colspan="5">*Some have been reported to have a secondary stamp of "2"</td></tr></table>
 An alternative to using the larger chamber heads is to install dished pistons and use any of the smaller chambered performance heads.
@@ Line 127: / Line 224: @@
 ==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.
+===Pilot bearing===
+Pilot bearing is # 7109 (GM part number 15533265)
+Size is 1.3780"OD x 0.5906"ID x  0.3543"W (35 mm OD x 15 mm ID x 9 mm W)
+Starting around 1966-1967, not all cranks used with automatic transmissions were machined for a pilot bearing.
+Bearing is slip fit into crank with shield to the outside.
+Crank opening is staked with a chisel in 2 places to hold bearing in place
+A common and cheaper 6202 bearing may be used, but the crank opening may need to be machined 2 mm deeper
+A 6202 is 35 mm OD x 15 mm ID x 11 mm W
+The 6202 is available with shields or seals on both sides to keep dirt out.
 ==Ignition==
@@ Line 132: / Line 239: @@
 <br style="clear:both"/>
 See [[Hot rodding the HEI distributor]].
+==Parts interchangeability==
+<table border="1">
+<tr valign="center" align="middle"><td bgcolor="#CCCCFF"><strong>PART:</strong></td>
+<td bgcolor="#CCCCFF"><strong>YEARS OF INTERCHANGEABILITY:</strong></td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Block:</strong></td>
+<td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Bellhousing:</strong></td>
+<td bgcolor="#FFF8DC">1955, 1956-'57, 1958-'60, 1961-'64 (fullsize), 1964-'79 (all except 1964 fullsize)</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Oil pump:</strong></td>
+<td bgcolor="#FFF8DC">1955-'58, 1959-'79; all use the same oil pump shaft</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Oil pan:</strong></td>
+<td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Windage tray:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'58, 1959-'60, 1961-'62, 1963, 1964, 1965-'72<br>'''Note:''' After 1972 some blocks have no provision for windage tray mounting. #2 and #4 main cap holes are for windage tray mounting. Center main cap holes (#3 cap) for lower dipstick mounting only</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Oil filter:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'59, 1960-'79</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Oil filter mount:</strong></td>
+    <td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Crankshaft:</strong></td>
+    <td bgcolor="#FFF8DC">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</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Harmonic balancer:</strong></td>
+    <td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Flywheel:</strong></td>
+    <td bgcolor="#FFF8DC">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>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Connecting rods:</strong></td>
+    <td bgcolor="#FFF8DC">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</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Pistons:</strong></td>
+    <td bgcolor="#FFF8DC">Must match the bore, stroke, and head series.<br> '''Note:''' 455 SD piston use SD rod unless the pin boss is internally milled </td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Wrist pins:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'57, 1958-'62, 1963-'65, 1966-'79. Some SD pins are longer</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Heads:</strong></td>
+    <td bgcolor="#FFF8DC">1955, 1956-1960, 1961-1966, 1967-1979.<br> '''Note:''' Valve centers were widened in 1967 for larger valve diameters</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Rocker arm:</strong></td>
+    <td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Pushrods:</strong></td>
+    <td bgcolor="#FFF8DC">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 bgcolor="#FFF8DC"><strong>Valve covers:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'57, 1958-'60, 1961-'62, 1963-'66, 1967-'79</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Lifters:</strong></td>
+    <td bgcolor="#FFF8DC">1955, 1956-1979</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Camshaft:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'79 (except Ram Air V/455 Super Duty)</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Intake manifold:</strong></td>
+    <td bgcolor="#FFF8DC">1955, 1956, 1957-'58, 1959-'60, 1961-'62, 1963-'64, 1965-'71, 1972-'79</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Exhaust manifolds:</strong></td>
+    <td bgcolor="#FFF8DC">1955, 1956, 1957, 1958, 1959-'79 (D-port); 1968-'74 (round port)</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Distributor:</strong></td>
+    <td bgcolor="#FFF8DC">1955-'79 (except Ram Air V/455 Super Duty)</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Starter:</strong></td>
+    <td bgcolor="#FFF8DC">1955, 1956-'60, 1961-'64 (fullsize), 1964 (Tempest/Grand Prix)-'79</td></tr>
+<tr valign="center" align="middle"><td bgcolor="#FFF8DC"><strong>Timing Cover:</strong></td>
+    <td bgcolor="#FFF8DC">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 indictor markings.<br> Some late model 400 and 301 covers have a plastic bolt on tab</td></tr>
+</table>
 ==Original build information==

Pontiac V8 engine

Revision as of 09:19, 28 June 2012

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