The "670" head was a 1967-only casting, and the only PMD head to have a closed chamber with the new 14 degree valve angle. 400 Ram Air (1969) / Ram Air (1970), aka Ram Air III, Learn how and when to remove these template messages, Learn how and when to remove this template message, "Tested: 1968 Pontiac GTO 428 / Royal Bobcat", "1969 Pontiac Grand Prix 428 specifications | technical data | performance | fuel economy | emissions | dimensions | horsepower | torque | weight", "Muscle Car Horsepower How Exaggerated Was It? Bore and stroke were 4.121in 2.84in (104.7mm 72.1mm) 303.63cuin (4,976cc). Styling for Status. This S/D retains the original "Traction Master" traction bars and two-bar spinners on the original 8 . Although it is much different from the original 1955-vintage Pontiac V-8 powerplant, the 301 has the distinction of being the last true Pontiac V-8 engine, as Pontiac ceased production of these engines effective April 1, 1981. Engine Year Info Spark Plug Plug Gap Point Gap Dwell Angle Timing (BTDC) Idel RPM Manual Tran. 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. The two inline engines were used through 1954, when Pontiac unveiled its OHV Strato Streak V8 in 1955. 301 2-barrel (135hp, 101kW), (5th character of the, 301 4-barrel (150hp, 112kW), (5th character of the. The Pontiac 301 EC (Electronic Controls) version offered in 1981 produced 155hp (116kW) and 245lbft (332Nm), although it's rumoured that the actual output was closer to 170hp (127kW). The development of this V8 dates back to 1946, when engineers began considering new engine designs for postwar cars. It produced 120hp (89kW) After 1981, the Pontiac V8 was replaced entirely by the GM "corporate" V8's from Chevrolet and Oldsmobile. For 1970 the Trans Am was the only Firebird available with the Ram Air IV, and 88 were produced during the abbreviated 1970 F-body production run. "Armasteel" was a trademark of pearlitic malleable iron developed by GM's Saginaw Metal Casting Operations around 1936, which was referred to as "locking ball" cast-iron, as opposed to the "flaking" type found in other engines. It tips the scales at 3,950lbs. 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. True Pontiac engines were designed and built in Detroitnot on a computer, but often by GI-bill-educated engineers who grew up working with their hands and now had a slide rule in their pocket instead of a greasy rag. Pushrods: LPC chrome moly The 421SD was available in 1961 as a dealer option or over the counter then in 62 and 63 from the factory, and was fitted with a list of internal modifications designed solely to withstand the abuse of drag racing. From 1969 though 1970, the Ram Air IV was available in both A-Body (GTO, including Judge) and F-body (Firebird, including Trans Am) form. Two-barrel carburetor, 8.5:1 compression, 227hp (169kW) @ 4600rpm, 333lbft (451Nm) @ 2300rpm, Four-barrel carburetor, 10:1 compression, 244hp (182kW) @ 4800rpm, 350lbft (475Nm) @ 2600rpm, Two-barrel carburetor, 10.0:1 compression, 244hp (182kW) @ 4800rpm, 350lbft (475Nm) @ 2600rpm, Four-barrel carburetor, 10.25:1 compression, 270hp (201kW) @ 4800rpm, 359lbft (487Nm) @ 2900rpm. 1965-75 Pontiac & Tempest engine tune-upspecifications including timing, dwell angle, and Spark Plug Gap, and firing order. The Pontiac 389 engine was produced from 1959 to 1966, and has a 4.06" bore and 3.75" stroke. [citation needed]. Today, they have an average value of $430,000 in #3 (Good) condition, while the best in the world is worth about $550,000. From a performance perspective, the 2+2 is pretty impressive. 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). Pontiac went to open-chambered heads in some 1967 models and all 68 and up to improve power, engine breathing and reduce emissions. The GTO's new hood scoop design, with the inlets centrally located and mounted above the carburetor, provided the opportunity for experimentation. Along with proper parts selection, accurate machining and assembly are also important Fuel pump: Will use 110-gph Carter Pontiac Engine Torque Specs Pontiac Engine Torque Specs. 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. The goal of making a Pontiac Hemi succeeded but the engine was never produced. The 400 remained in production through the 1978 model year, with 1979 cars receiving engines produced the previous year. The SD-455 used round-port cylinder heads similar to those used on the 1971 and 1972 455 HO, with specific "LS-2" intake and cast-iron exhaust header manifolds. The Armasteel cast crankshaft was the standard hardened cast-iron crankshaft used throughout the entire Pontiac V-8 line until 1967. Displacement began at 287-cubic-inch (4.7L) and grew as large as 455-cubic-inch (7.5L) by 1970. Math, not gasoline, makes horsepower under the hood of a Pontiac. The 400 2-barrel kept the 17 degree valve angles for '67; starting in '68 all Pontiac V8s went to the 14 degree valve angle. Regarding Crower's upgrade suggestions for its . The beginnings of Pontiac's iconic Ram Air dynasty began during the 1965 model year. The 1981 301 Turbo gained the electronic controls with an O2 sensor, feedback ECM and E4ME Quadrajet providing a slight reduction in output to 205hp (153kW) and 340lbft (461Nm).The 301 Turbo was limited to Trans Am and Formula Firebird production only. However, the RA II was limited to a 1.50:1 rocker ratio, while the RA IV used a 1.65:1 ratio, which yielded significantly greater total lift and, therefore, superior flow and power. in. It shared the 4.121in (104.7mm) bore of the 400, but with a 2.84in (72.1mm) stroke for a displacement of 303cuin (5.0L). HPP decided to follow this exciting exercise; we show you the highlights in this two-part primer. Rods: Howard's billet 4340 certified steel, stock 6.625-in, floating pins Valve lift stayed at just over 0.400-inch with 1.5:1-ratio rocker arms. PONTIAC : 1965-75Tune-up Specifications : Year: Engine Car Model: Spark Plug Type (AC) - Gap: Point Gap: Dwell Angle: . Pontiac successfully competed against more-expensive inline four-cylinder models with their inline flathead six-cylinder engines. Standard only for the Pontiac Bonneville was Pontiac's first-ever fuel injection system. The W72 offered many improvements over the standard L78 400 Pontiac. The mighty Pontiac 421 was a star on the drag strip and a super nova on the Nascar tracks of the first half of the 60s. street engine. This is it! Additionally, the 301 W72 never received the option to come equipped with a manual transmission like the standard 301 received in 1979, and disappointingly, production for all Pontiac V8's ended soon after as GM sought to "corporatize" engine production. Pontiac Heads; Pontiac Engine Torque Specs; Pontiac Cars (Body Types) Pontiac Engine Information; Instruction Sheets; Compression Calculator; Ask a Tech Question; Customer Service. Hewing to GM's standing edict limiting engine size to 400 cu in for its midsize and smaller cars, the 360hp (268kW) (underrated),[citation needed] the 400 cubic inch Ram Air V-8 was the most powerful and advanced option available in the 1967 GTO and Firebird. In 1974 it was used in the GTO and was rated at 200hp (149kW) (net). A mechanical system built by Rochester, it was similar in principle, but not identical, to the contemporary Chevrolet "fuelie". The block is still at standard 421 bore size (4.09375") and will be bored to fit standard size forged 428 pistons (4.120"). The piston weighs 630 grams with the pin versus the stock piston and pin weight of 790 grams. Contemporary road tests suggest that it was actually somewhat inferior to the Tri-Power engines, although it did have better fuel economy. designs, the SD-455 was a much improved engine. Both of these engines were originally dealer-installed options, but since the NHRA moved to limit racing eligibility to factory-available options on cars available to the public, Pontiac made the SD 421 a factory option for 1962, and most of the approximately 164 SD 421 engines were installed in the Catalina, with another 16 being installed in . The next 1 or 2 numbers represent the date, and the last number is the year. From 1959 to 1966 Pontiac continues making improvements. Stating in 1962 the "421" and the "421 SD" engine became available as a factory option until 1966. 5 January 2007. For 1965, however, the 2+2 became a bonafide muscle car. With some WS6 "Trans Am Special Performance Package" bundles in 1978, the W72 engine was incorporated with the WS6 option group and not listed on the dealer order invoice. This test would tend to lend credence to the CAR AND DRIVER and HOT ROD tests of 1973 Super Duty cars with 3.42 gears, no air, and 160lb (73kg) less weight as being representative of production specimens capable of mid to high 13-second passes at 104mph (167km/h). Price $15500.00. They acquired the featured Montero Red 1966 Pontiac Catalina post car, which was equipped from the factory with the 421 H.O. In addition, a shallower spherical-wedge combustion chamber moved the tuliped valve heads .040" closer to the piston at TDC, improving mixture draw considerably during the intake stroke. [20] Pontiac asked Mopar (Chrysler, Dodge, Plymouth) for help in designing it and making it work. This had extra-rich "DX" secondary metering rods and a remote vacuum source for the primary metering rod enrichment circuit to allow the Power Enrichment Vacuum Regulator (PEVR) to release the primary metering rods to move to the up position (enrichment) anytime during boosted conditions. This is the original car featured in the May 1962 issue of Motor Trend Magazine that was modified by Royal Pontiac and driven by Jim Wangers. . Perhaps the most unusual variation of the Pontiac V8 was the 1961-63 Trophy 4, which was a 45-degree inclined 194.43cuin (3.2L) inline-4 created from the right bank of the 389 for the debut of the Tempest. Bearings: Sealed-Power mains and rods, cam Dura-Bond [2] This was the engine installed in the Pontiac Executive line of large cars[3] and its largest station wagon, the Pontiac Safari. Windage tray: Original PMD '70 455, fabricate fit, no bosses at cap #2 With higher compression and dual exhaust it produced 280hp (209kW) for 19631964, and 285hp (213kW) for 1965 through 1967, its final year. Read. Pontiac had prepared for the forthcoming cancellation of the venerable 400 by producing large volumes of the stronger cast "XX" 400 blocks in 1977 that were assembled in 1978, and stockpiled at a warehouse by the assembly plant for later use. Pontiac listed the 290hp (216kW) rating at 4000 rpm for a motor that had a 5700rpm redline on the factory tachometer. The stroke increased to 4.21-inch (106.9mm). Preparation: Cook, bead blast, magnaflux, bore, true decks, align bore 1968 - 400 Ram Air I and 428HO Code 37" Ram Air I and. 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. 421 CID V8 - 4BBL - Automatic - P.S. A panel covers the dash opening where the radio would have been on a standard Catalina. Effectively, Pontiac's V8s were all small blocks, sharing the same connecting rod length 6.625 in (168.3mm) (except for the later short deck 301 and 265 produced in the late 1970s and early 1980s before Pontiac adopted universal GM engines). It was implemented as further development of a cost-effective, more fuel efficient V8 derivative of the 301 V8 for the CAFE requirements. It remained on the same platform, but for the 1966 models, it became a different Pontiac series. in., again available only in the GTO and Firebird. 1968 - 400 Ram Air II Round Port Code 96. HP = flow at 28 in/H2O x 0.257 x # of cylinders. According to the engineers who worked on the project, the SOHC 421 engines produced around 625hp and were capable of turning 7,000 rpm. The premier SD 421 cylinder head was the late 1962-early 1963 casting #9771980 aka "980", featuring a larger 11.3cuin (185cc) intake port volume, flowing 230cuft/min (6.5m3/min) @ 28in (710mm).

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