1966 pontiac 421 engine specs

Various Pontiac sources have emphatically stated that NO 310hp (231kW) versions of the SD-455 were installed in regular production cars. 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). The shaker wore the decals "455 H.O." Balancer: Original PMD rebuilt by Damper Doctor The W72 was only available for a very short time, with the majority of 1979 model year W72 Firebirds ordered in late 1978. Standard ratio with the 400 was 3.55:1(except 3.36:1 in Firebird for 1969) regardless of transmission(3.23:1 for cars with air conditioning). It was rated at 475hp (354kW). 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. . 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. The W72 offered many improvements over the standard L78 400 Pontiac. Save pontiac 421 complete engine to get e-mail alerts and updates on your eBay Feed. 1968 Pontiac GTO 428 / Royal Bobcat. Fuel line size: 38-inch, 516-inch to carburetor Mods: Built to factory specifications/ adapt '64 choke to '66 center carburetor Pontiac planned to produce the 1953 models with the V8, but Buick and Oldsmobile appealed to GM management and earned a 2-year delay. In 1967 the 421 was enlarged to 426.61cuin (7.0L) by increasing its bore to 4.12in (104.6mm). Tri Power engine however was optional. Under the leadership of chief engineers Pete Estes and John DeLorean, Pontiac engine guru Malcolm "Mac" McKellar (1920-2011) and crew developed the Super Duty 389 and 421 NASCAR engines that embarrassed the Fords and Chevrolets at Daytona. Bearings: Sealed-Power mains and rods, cam Dura-Bond Oil pump: . Neither casting was equipped with an exhaust crossover. Setting initial timing at idle with the vacuum advance disconnected will usually fall around 12 to 16 degrees, but that's not really important. On premium fuel, it was rated at 207 hp at 5200 rpm and . 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. Based on the same short-deck as the 301, the "LS5" 265.1cuin (4.3L) was offered only in 1980 and 1981. Compression jumped from 11.0:1 to 12.0:1, while other tweaks increased maximum shift points by 500 rpm, to a screaming 6400 rpm. The very modest cam, combined with a low-compression ratio of 8.4 (advertised) and 7.9:1 actual resulted in 290hp (216kW) SAE NET. 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). . / 8.3 mpg (U.S.) / 3.6 km/l, more data: 1966 Pontiac Catalina 2 . Based in part on designs for the "short deck" 303cuin (5.0L) engine designed for the 1970 racing season, it had a shorter deck than the big V8, and used thin-wall castings to reduce weight. The 1972 455 HO was available in the Firebird (optional in Formula; standard in Trans Am) and 2-door LeMans (including those with the GTO option) and LeMans Sport convertible. Angles used in valve job: 30-deg intake, 45-deg exhaust seat, width 0.040-in intake, 0.060-in exhaust 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. [5] It was rated at 360hp (268kW), but the Grand Prix with the same specifications was rated at 370hp (276kW).[6]. While not related to the 400 W72, the concept was the same. Coil: GM 1966: 421: 9782611 (late) 1967-1969. To learn everything you need to know about car engines, see. Federal emissions standards and the drive towards "corporate" engines shared among all GM divisions led to the progressive demise of the Pontiac V8 through the late 1970s. ", https://tran-zam.com/fhistory/1977Engines.aspx, "Hitman's Pontiac Trans Am Site - WS6 and WS7", https://tran-zam.com/fhistory/1978Engines.aspx, https://tran-zam.com/fhistory/1975Engines.aspx, "Unsung Muscle: '75 455 HO Pontiac Trans Am", https://tran-zam.com/fhistory/1981Engines.aspx, "Directory Index: Pontiac/1967 Pontiac/1967_Pontiac_Performance_Brochure", "609ci Pontiac Ram Air V - Chief Stomp 'Em", Pontiac experimental V8 427 Hemi TOHC Tamrazs Parts (800) 442-4601, "McKellar's Masterpiece: The Pontiac Overhead Cam 421 V8", https://en.wikipedia.org/w/index.php?title=Pontiac_V8_engine&oldid=1136467635, Articles needing additional references from January 2010, All articles needing additional references, Articles that may contain original research from October 2016, All articles that may contain original research, Articles needing cleanup from September 2022, Articles with bare URLs for citations from September 2022, All articles with bare URLs for citations, Articles covered by WikiProject Wikify from September 2022, All articles covered by WikiProject Wikify, Articles with multiple maintenance issues, Articles with unsourced statements from December 2008, Articles with unsourced statements from April 2021, Articles with unsourced statements from February 2018, Wikipedia articles needing clarification from April 2021, Articles with unsourced statements from July 2016, Articles that may contain original research from September 2018, Articles with unsourced statements from March 2018, Articles to be expanded from February 2020, Articles with empty sections from February 2020, Creative Commons Attribution-ShareAlike License 3.0, 7.9:1, 8.0:1, 8.4:1, 8.5:1, 8.6:1, 8.9:1, 10.0:1, 10.25:1, 10.5:1, 10.75:1, 11.0:1, Two-barrel carburetor, 7.9:1 compression, 192hp (143kW) @ 4400rpm, 297lbft (403Nm) @ 2800rpm, Four-barrel carburetor, 8.9:1 compression, 216hp (161kW) @ 4800rpm, 315lbft (427Nm) @ 2800rpm, Two-barrel carburetor, 8.9:1 compression, 205hp (153kW) @ 4600rpm, 294lbft (399Nm) @ 2600rpm, Four-barrel carburetor, 8.9:1 compression, 227hp (169kW) @ 4800rpm, 312lbft (423Nm) @ 3000rpm. cam specs out at 215/225-degrees duration at 0.050 and has just 0.407/0.407 lift with the factory 1.50:1 rockers. of torque at 3,800 RPM in the GTO, and 340 HORSEPOWER at 5,300 RPM and 430-lb.ft. The first of the "big journal" Pontiac V8s, it had a bore and stroke of 4+332in 4in (104.0mm 101.6mm) and came with dual four-barrel carburetors. Pushrods: LPC chrome moly The block is still at standard 421 bore size (4.09375") and will be bored to fit standard size forged 428 pistons (4.120"). Brand: Fel-Pro head and intake/ SCE pan and timing cover In 1969 the 350 HO was upgraded again with the addition of the 400 HO cam, commonly referred to by enthusiasts as the 068 cam. Engine Specifications. It was implemented as further development of a cost-effective, more fuel efficient V8 derivative of the 301 V8 for the CAFE requirements. The Ram Air II also incorporated the first computer-designed camshaft. Rod bolts or studs/head bolts or studs: ARP cap screw supplied in Howard's rods / PMDOILING SYSTEM A concave rear window, fender skirts, and ribbed die-cast lower body trim, augmented the Grand Prix's upscale appearance. A mechanical system built by Rochester, it was similar in principle, but not identical, to the contemporary Chevrolet "fuelie". For the truly obsessed, 16 Grand Prixs were built with Pontiac's 421 Super Duty engines, rated at a staggering 370 bhp. It would later become known colloquially as the "Ram Air III", though Pontiac never called it by that name. Head mods: Port, cook, magnaflux, glass bead, convert to screw-in studs 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. It was clear to most enthusiasts by 1966 that midsize models had seized the muscle car mantle. Rings: LPC (Liberty Performance Components) premium moly, standard tension 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. With an identical bore and stroke of 4+116in (103.2mm) and 3+34in (95.3mm) it was precisely half the displacement of the 389 and shared numerous parts with the V8,[1] yet weighed considerably more than half as the engine lower half and block casting were not simply divided down the middle. Approximately 6,000 2+2's were built in 1966, the only year the 2+2 was its own model. Intake: 218 cfm at 0.500-in Turn adjusting screw in Clockwise until engine misfires, then turn screw out 1/2 turn . 1966 Pontiac Catalina Specifications and Production. This was a completely stock car on loan from a private owner for the test. 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? If you've been thinking about cruising the local boulevard in a classy convertible, but find yourself longing for the power under the hood that only a muscle car provides, perhaps it's time to take another long look at Pontiac's restyled 1965 Bonneville convertible. 540306 featured 1.92/1.66-inch (49/42mm) valves and was carried over from the previous model year, production stopped in March 1962 and then casting No. However, in the June 1974 issue of SUPER STOCK AND DRAG ILLUSTRATED, a new 1974 Trans Am with the SD-455 motor ran 14.25 @ 101mph (163km/h). Car and Driver magazine, which had showcased the infamous Pontiac GTO vs. Ferrari's GTO comparison in 1964, organized another bout between the . The 1979 Firebird model line was the last year for the Pontiac 400, and by this point not only was it required with the 4-speed manual transmission, it also required the WS6 Special Handling Package as mandatory equipment. The stroke increased to 4.21-inch (106.9mm). Given how late in the model year it was, Pontiac decided not to incur the costs of recertifying the SD-455 for other models other than the Firebird. For 1965, however, the 2+2 became a bonafide muscle car. 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. According to GM mandates horsepower was now rated in net figures as opposed to gross, so on paper the 1972 455 HO appeared to have a significant drop in power, but in fact it was very much the same engine, and performance figures reveal this to be true. One of the key modifications over the standard 301 4-barrel was the 301 Turbo block. The 455 HO moniker was again carried over, this time as a near-exact repeat of the 1971 offering, the only changes were the carburetors (they used a conventional 750cuft/min (21m3/min) unit this year), and the head castings (casting #7F6). Block description: '64 421ci #157 He thinks the stock exhaust flow of 180 cfm will suffice for this build. The base engine was the 421 four-barrel with 338 horsepower. 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. Both engines received the McKellar number-10 camshaft, which was much like a solid-lifter version of the hydraulic number-041 of later years. Most Pontiac engines were painted light blue. This was underrated at 330hp (246kW). The initial press cars that were given to the various enthusiast magazines (e.g. Intake manifold: Original '64 PMD tri-power Get the best deals on Engines & Engine Parts for 1966 Pontiac GTO when you shop the largest online selection at eBay.com. These heads can be distinguished from 6x8 heads through a small stamped "4" on the top of the front boss. It was rated at 360hp @4300 RPM in the GTO and 370 @ 4600 RPM in the Grand Prix and other full-size Pontiacs. 5 January 2007. An example of data being processed may be a unique identifier stored in a cookie. During 19511952, Pontiac had 23 287cuin (4.7L) V8-equipped 1953 model production prototypes running tests on the GM proving grounds. Cam choice is always extremely important, and Jim decided to go with an aggressive Crower mechanical flat-tappet stick with 247/252-degrees duration at 0.050 and 0.515/0.525 lift (0.495/0.505 with 0.020 lash) with 1.6:1 rockers. Nevertheless, there appears in the October 72 issue of MOTOR TREND, a road test of a 1973 SD-455 Grand Am. Simply put, what good is the power if the engine does not last? 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. The Pontiac 421 HO was the king of the streets in 1963, producing 353 and 370 horsepower depending on carburetor configuration. 1975 Factory Service Manual lists the SD-455, but the SD-455 did not meet emissions for the 1975 model year and was canceled. . A period-correct battery cranks the high-compression 469-cubic-inch Pontiac engine. For those who may not be familiar with the equation, here it is again: This was the beginning of factory supplied performance items such as 4 bolt main bearings and windage trays to reduce friction from crankcase oil. Again, its bore was expanded, this time 0.03in (0.76mm) to 4.1525in (105.47mm). 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). Make way for one of the baddest muscle cars of all time, the, An all-aluminum, race-proven V-8 defined the rare and wicked, The engine is what gives a muscle car its flamboyant personality. 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). After outselling Oakland, Pontiac became the sole survivor of the two by 1932. The earlier 1975-78 blocks had metal shaved from the journals and bottom end as well as a decrease in the nickel content of the block in an attempt to decrease the overall weight of the vehicle to help alleviate emissions and cost. Regarding Crower's upgrade suggestions for its camshaft, Jim pretty much has it covered. said the "Pontiac 421 cu. 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). SELLER Glendale, Arizona 85305. Ram Air induction was optionally available with the 455 HO in the Firebird Formula (standard on Trans Am), and the 2-door LeMans (including GTO). An evolution of the RA IV and H.O. There was also the addition of dual exhaust, and for vehicles equipped with a manual transmission, a slightly more aggressive camshaft. 1966 Pontiac Complete 389 Engine YC code 290 HP Block Catalina . The compression ratio will be 10.6:1. Pontiac engineers tested their 269cuin (4.4L) V8 in 1949 or 1950 against an OHV Oldsmobile Rocket V8 303cuin (5.0L) downsized to 270cuin (4.4L). It was the same engine as the '67-'68 400 HO[18] but for 1969 and 1970 it included a driver-selectable outside air induction system on the GTO(it was a separate option on Firebird), with the hood vents opened and closed using a knob located under the dash, below and to the right of the steering wheel, its bracket labeled "RAM AIR". Pontiac successfully competed against more-expensive inline four-cylinder models with their inline flathead six-cylinder engines. . The beginnings of Pontiac's iconic Ram Air dynasty began during the 1965 model year. PONTIAC : 1965-75Tune-up Specifications : Year: Engine Car Model: Spark Plug Type (AC) - Gap: Point Gap: Dwell Angle: . A set of Hooker Super Comp headers will be used on the dyno, and Jim is porting the stock heads to increase intake-port flow by 30 cfm. Returns; . These guys lived by mathematics since every function of an engine that converts chemical to mechanical energy can be assigned a number. 1965 Pontiac LeMans GTO Mecum. The 1971 455 HO was available in the Firebird (optional in Formula; standard in Trans Am), the GTO (standard with "The Judge" package), and the 2-door LeMans, LeMans T-37 (including GT-37), and LeMans Sport. 093: 66 389 GTO: 65 . But the "Ram Air" 400 also mandated steep 4.33:1 gears(or 3.90:1 in Firebird), making the Quadra-Power 400 (400 HO) the top practical street engine option for most drivers. Lifters: Crower solid with EDM oil hole (0.024 inch) [citation needed] It was the first engine that incorporated Pontiac's round-port head design in a production vehicle, however the intake port was the same as other D-port heads, leaving a head which exhaust port could nearly match the intake at high valve lifts.

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