Both Randy and Stan were aware of the . It was rated at 376bhp in 1967 and 390bhp in 1968 and 1969. The four-barrel version with 10.5:1 compression upped horsepower to a healthy 285. . Officially named the Quadra-Power 400 for 1967 and renamed 400 HO for 1968, the 400 HO was first offered for 1967 as the third engine in the GTO line after the automatic-only 400 2-barrel and the standard 400 4-barrel (the 400 HO would not be offered in the Firebird until the 1968 model year). By 1979, Pontiac was no longer allowed to produce the 400 engine as emissions further tightened. Like previous generations of Ram Airs, it used Pontiac's special cast-iron "headers". It was rated at 360hp @4300 RPM in the GTO and 370 @ 4600 RPM in the Grand Prix and other full-size Pontiacs. Both Chevy and Ford had 427 cu in performance engines, so Pontiac simply referred to its 427 as a 428 to one-up them. Tri-power engine rated at 376 hp. 1975 Factory Service Manual lists the SD-455, but the SD-455 did not meet emissions for the 1975 model year and was canceled. The Pontiac 421 HO was the king of the streets in 1963, producing 353 and 370 horsepower depending on carburetor configuration. The 670 heads were used until May 1967 when they were upgraded to become the "97" heads, which were then replaced late in the model year by the "997" heads which incorporated the upgrades of the "97" heads. This was the last run for the 455 (7.5 L) motor from Pontiac, and production ceased on the 455 this year as it could no longer meet the emissions requirements any longer. The 421 also marked the end of the option for a forged-steel crankshaft. From 1955 through 1959, the Pontiac V8 was also used in some GMC pick-up trucks. I don't know if it can be done, but I'm going to try." Laconic would be one way to describe this Pontiac's eBay listing, all it states is, "1966 Pontiac Ventura, 421 Tri-Power, 4 speed Runs/ Drives Great, Very Clean - Garage Kept".OK then, now you know what I know. The horsepower ratings of this era were often dubious, with engines rated higher or lower in output for advertising, political, or insurance purposes. Beginning in 1967 casting numbers moved to the rear of the block just behind cylinder #8. Often called the "Ram Air III", this engine was officially called the "400 Ram Air" for 1969 and then simply "Ram Air" for the 1970 model year. A camshaft with 301/313 degrees of advertised duration, 0.407-inch (10.3mm) net valve lift, and 76 degrees of valve overlap was specified for actual production engines in lieu of the significantly more aggressive Ram Air IV-spec camshaft that had originally been planned for the engine (initially rated at 310hp (231kW) with that cam), but ultimately proved incapable of meeting the tightening emissions standards of the era with sufficient margin to satisfy Pontiac emission engineers given expected volume production variations. Despite their work, the division's conservative management saw no immediate need to replace the Pontiac Straight-8 until later in the 1950s. Also added was the #48 casting number heads with a 68cc (4.15cuin) chamber for higher compression, along with larger 2.11 and 1.77in (54 and 45mm) valves. Bore and stroke were 4.121in 2.84in (104.7mm 72.1mm) 303.63cuin (4,976cc). . They came up with a 269-cubic-inch (4.4L) L-head design. By early 1979, orders for the W72 package were being rejected by dealers as they supply had run dry. A higher-output version was offered, called the 326 HO (High Output). Two tri-power 421s were optional, one with 356 bhp, the other with 376. Thus, the quest to find 100 hp in a 421 started on the flow bench, before a wrench or machine tool touched any part of the 49-year-old engine. Pontiac introduced the OHC 6 in two flavors for '66: a base engine with a one-barrel carburetor that developed 165 hp at 4700 rpm, and a sportier version with a 10.5:1 compression ratio, a high-lift cam, a split exhaust manifold, and GM's new four-barrel Quadrajet carburetor (below). When Robert Critchfield took over as general manager in 1952, he launched an ambitious plan to move Pontiac into the upscale, mid-range market occupied by Oldsmobile, and that demanded V8 power. The 421.19cuin (6.9L) was introduced in 1961 as a dealer-installed Super Duty option. The code consists of 3 or 4 digits. The 421 SD became factory installed in 1962 and in 1963 a street version became available from the factory with a dual four-barrel or three two-barrel Tri-Power carburetion. This same camshaft was also used in Pontiac's 19691970 RA IV production cars. Once corrected the SD-455 was recertified and was released for production in late April 1973. in., again available only in the GTO and Firebird. Power output ranged from 135hp (101kW) to 170hp (127kW). (imp.) The 1968 Ram Air II remained at 400 cu. View the Pontiac Engine Torque Specifications for engine repairs and rebuilds. Dry weight ranged from 590 to 650 pounds (270 to 290kg), depending on displacement and year. Neither casting was equipped with an exhaust crossover. Apparently at least one of these engines survives under the hood of an engineer's personal Pontiac. ft. After the SD-455 was certified with the new cam, it was production-ready but was then further delayed by the EPA mandating Pontiac recertify all of its engines when the EPA discovered that part-throttle emissions exceeded the limits. Preparation: Magnaflux, check for equal stroke and index, grind, polish 0.010-in High output Pontiac V8 Cylinder Heads. Here is another number to ponder: 370 hp. ][citation needed] T, While the exact total number of Ram Air V engines produced is not positively known, only about 25 303cuin (5.0L) engines were produced and about a dozen 428s and 366s. Late in the model year the Ram Air 455 HO was made an available option for those GTOs with the optional "The Judge" package. Furthermore, this car had an automatic, air conditioning, a 3.08 axle and weighed 4,010 pounds (1,819kg). The Ram Air IV also used a lightweight aluminum intake-manifold that produced a weight savings of 1015lb (4.56.8kg). said the "Pontiac 421 cu. This was underrated at 330hp (246kW). It featured 3+14in (82.6mm) main journals (which the legendary Smokey Yunick reputedly left Pontiac's engineering department over). Retainers: Crower steel engine, dual exhausts, three-speed manual transmission, Hurst shifter, 3.42:1 rear gears, heavy-duty suspension, bucket seats, upgraded upholstery, carpet, emblems, "Decor" louvers, pinstripes, lower . 1966: 421: 9782611 (late) 1967-1969. Offered from 1967 to 1969, it produced 360 and 376hp (268 and 280kW) in 1967, 375 and 390hp (280 and 291kW) in 1968 and 360,370 and 390hp (268,276 and 291kW) in 1969. The engine build will be discussed in two parts. This was to ensure there was enough fuel to cool the cast offset dished pistons. What is important is the total timing, the . The camshaft was the HO cam with 288/301 duration. The most valuable Pontiac GTO is the 1969 Judge convertible with the 370-hp Ram Air IV engine. Piston pins: Icon, SAE 1016 to 1022 Since the story of this 421 is better told in pictures, follow along as we take you on this exciting journey! 1969 - 400 Ram Air III Code 62. The tri-power equipped XS-code 389 was shipped with the Ram Air pan in the trunk, and the dealer had to fit it and cut out the underside of the hood scoop to make it functional. Given that, it was no accident that the leader in intermediate muscle also put together the finest full-size performance machine -- the 1966 Pontiac 2+2. Engine displacement is a function of bore and stroke. The 287 was an "oversquare" engine with a bore and stroke of 3+34in 3+14in (95.3mm 82.6mm), for a total displacement of 287.2cuin (4.7L). Plans were made to produce Firebirds and GTOs with advertised ratings of 355hp (265kW) and 375hp (280kW) respectively but concerns about emissions, the response of the automobile safety lobby, and the warranty implications of a high-revving street engine led to cancellation of the program.[why? Note the tri-color Pontiac Ventura upholstery. The 455 was fundamentally the same for the 1976 model year, albeit the shaker decal now just read "455". Pontiac offered this to the public as a streetable version of the 421 SD. As with all other Pontiac V8 motors that evolved from the 316 V8, the 421 was simply a bored out and stroked version of the popular Pontiac 389 V8. The L75 455 engine continued as an option into the 1976 model year for the Trans Am, however, Pontiac opted to drop the "H.O." Upon reflection, many did not consider that it was the only large displacement engine still on offer for any performance car on the market, and reconsidered Pontiac's position between the rising CAFE emissions restrictions.[14]. Like the 421, the 428 used a large-journal crankshaft, but externally it was the same size as all Pontiac V-8s of that era (the later 301 used a shorter deck height). It was rated 180hp (134kW) @ 4600rpm and 264lbft (358Nm) @ 2400rpm with a two-barrel carburetor, 200hp (149kW) @ 4600rpm and 278lbft (377Nm) @ 2800rpm with the four-barrel carburetor. Primary tube diameter: 1.75-in A concave rear window, fender skirts, and ribbed die-cast lower body trim, augmented the Grand Prix's upscale appearance. The company says engines running this cam benefit from headers, cylinder-head port work, a large-cfm carb, and an ignition upgrade. This camshaft sported a 308-/320-degree duration with 0.47-inch (12mm) lift. . Unlike previous enlargements of Pontiac V8s, it did not replace the 389. Stating in 1962 the "421" and the "421 SD" engine became available as a factory option until 1966. Though production cars only got the two hood air inlets the name was retained. At the request of Ed Cole, general manager of Chevrolet, the layout was also used by the Chevrolet V8 released in 1955, an exception to the customary GM policy of allowing a division one year of exclusive use of an internally developed advance. A total of 1,808 Ram Air IV production cars were built over its 2-year production. These motors were built mainly for NASCAR or other racing purposes and were equipped with all the extra racing goodies that people were looking for. In addition to the more refined cylinder heads, block casting reinforcements in the lifter galley and main bearing oil pan rail area, it had forged connecting rods with larger 716-inch-diameter (11mm) bolts. Bore/Stroke: 4.150/4.00-in Pontiac engines were used in its U.S.-market cars; Canadian-built Pontiac automobiles generally used Chevrolet engines. Piston-to-deck height: 0.009-in If you would like to change your settings or withdraw consent at any time, the link to do so is in our privacy policy accessible from our home page.. Math, not gasoline, makes horsepower under the hood of a Pontiac. 544127 with larger 2.02/1.76-inch (51/45mm) valves entered production. 10 with 308/320 degrees of duration and 0.445/0.447-inch lift (11.3/11.4mm) with 1.65:1-ratio rocker arms and solid lifters, special #529238 forged-steel connecting rods, forged aluminum 4.09-inch (104mm) bore Mickey Thompson pistons, #542990 forged-steel crankshaft with a 4-inch (101.6mm) stroke and 3+14-inch (82.6mm) diameter main journals. Still, it was the strongest American engine offered that year. These are general guidelines. Rated at 370 horsepower at 5,200 rpm and 460 pounds-feet of torque at 3,800 rpm, it has 10.75:1 compression, with induction through three Rochester two-barrel carbs, Pontiac's well-known "Tri-Power" setup. Though a change of camshaft would delay production, Pontiac decided to change camshaft, employing one with identical timing to the 744 camshaft, which had been used in the 400 Ram Air(aka Ram Air III) engine with manual transmissions. For 1974 another 1,001 (943 Trans Am, 58 Formula) were built, after which the SD-455 was discontinued. The 389 V8 was first introduced by Pontiac in 1959. The 1958 370" engine and the 195960 389 version was named the "Tempest" V-8 and changed in 61 to the "Trophy" V8. At the end of 1976, Pontiac was no longer able to continue production of the 455 (7.5 L) V8 motor due to the tightening emissions requirements. Simply called "Ram Air" by Pontiac[17] it was the first in a series of engines available from Pontiac as regular production line options and officially called Ram Air. Stock Pontiac Head Specs * During my searching for information, I found quite a few discrepancies in the sources I was viewing. The Pontiac 2+2 featured a 6.9 L V8 engine, heavy-duty front springs, dual exhaust and distinctive exterior body design. Only one is known to survive today. However, the 1959 389 engines had the generator in front of the heads with reverse flow cooling still in use. A higher-output four-barrel carburetor version was offered, called the 326 HO (High Output). Next time we will cover the induction system and the dyno testing to see if Jim meets his goal. The 428 was factory installed in large cars only. The concept car Pontiac Strato-Streak was used to introduce the V8 and in later years the engine was installed in Pontiac products. The 389 would remain the standard Pontiac V8 engine through 1966, offered in a bewildering variety of outputs ranging from 215 to 368hp (160 to 274kW). For 1969-1970 GTO the 400 HO included driver operable Ram Air induction and was renamed "400 Ram Air" for 1969 and just "Ram Air" for 1970. 1966 Pontiac Catalina . The V8 was phased out in 1981, replaced by GM "corporate engines" such as the Chevrolet 305 cu in small block V8. The standard head seen on an L78 400 Pontiac was the low compression 6x8 head, while the 6x4 head seen on the W72 had hardened valve seats for a higher RPM operating range, improved air flow, and higher compression. Regarding Crower's upgrade suggestions for its camshaft, Jim pretty much has it covered. Read. Three two-barrel carburetors, 10.75:1 compression, 290hp (216kW) @ 5000rpm, 375lbft (508Nm) @ 2800rpm. However, it can easily be determined by examining the cost price of the option, where the package excluding the W72 engine cost $251, and with the engine, cost extra at $324.[10]. Block description: '64 421ci #157 1965-75 Pontiac & Tempest engine tune-upspecifications including timing, dwell angle, and Spark Plug Gap, and firing order. Valve lift stayed at just over 0.400-inch with 1.5:1-ratio rocker arms. Engine Year Info Spark Plug Plug Gap Point Gap Dwell Angle Timing (BTDC) Idel RPM Manual Tran. This chart covers Pontiac V8 Engines; 265, 301, 326, 350, 389, 400, 421 . engine for 1963 is reported to be putting out 500 ft-lbs torque at 4,200 rpm and . Length: 8.750-inCAM The GTO came with a four-barrel 389 V8 with 335 horsepower. Paul Stenquist. The heads were a new design featuring siamesed intake ports. A big chunk of the appeal of the 1965 and '66 2+2 was the fact that you got a standard 421 under the hood: The 338hp, four-barrel 421-cu.in. Pontiac engine production records report that 190 XS-code 389 engines were built during the 1966 model year. Unique exterior features included "2+2" badges, twin lens taillamps, and chrome bodyside gills; Pontiac's famous eight-lug aluminum wheels were the ultimate optional touch. Pontiac planned to produce the 1953 models with the V8, but Buick and Oldsmobile appealed to GM management and earned a 2-year delay. The basic package included the heavy-duty suspension, with even stiffer springs and shocks available. The 1971 Pontiac 455 HO was Pontiac's first engine to receive a special 800cuft/min (23m3/min) Rochester Quadra-jet carburetor with specific jetting. It had a four-barrel carburetor, dual exhaust, and higher compression, and was good for 280hp (209kW) for 19631964, and 285hp (213kW) for 1965 - 1966 and the final year, 1967. Though never factory-installed in any car, the ultimate engine of the Ram Air line of engines was the tunnel-port Ram Air V. In 1969 Pontiac created four versions of the Ram Air V engine: a 303cuin (5.0L) short deck version for SCCA Trans-Am racing, a 366cuin (6.0L) variant for NASCAR, a 400cuin (6.6L) version for street use in GTOs and Firebirds, as well as a 428cuin (7.0L) adaptation for drag racing. Simply put, what good is the power if the engine does not last? Collector size: 3.00-inGASKETS Pontiac V8 Engine Codes and Specifications. 1967 was the last year for closed-chambered heads. The main innovation of the Pontiac engine was reverse-flow cooling and the stamped rocker-arm system, which had been devised by Pontiac engineer Clayton Leach in 1948. What was most interesting about the 421 engine in the beginning was that it was a dealer installed option only known as the SD (Super Duty) 421.
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