Example: A128 = January 12, 19*8. Spiral clip Once corrected the SD-455 was recertified and was released for production in late April 1973. 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. [5] It was rated at 360hp (268kW), but the Grand Prix with the same specifications was rated at 370hp (276kW).[6]. According to the engineers who worked on the project, the SOHC 421 engines produced around 625hp and were capable of turning 7,000 rpm. There are no manual transmission equipped Trans Ams that came factory with the standard L78 400 motor in 1977-79. Next time we will cover the induction system and the dyno testing to see if Jim meets his goal. A limited-slip differential and gearing up to 4:11.1 were optional. Royal Pontiac's engine swap wasn't a new trick for Pontiac. 1966 Pontiac Ventura Specifications. The engine build will be discussed in two parts. The 455 was fundamentally the same for the 1976 model year, albeit the shaker decal now just read "455". 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. 3.75. 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 Pontiac 2+2 is a full size automobile that was manufactured by Pontiac, built on the B-body chassis.It debuted for the 1964 model year as a trim-only option for the Pontiac Catalina, with special door panels, bucket seats with a center console, and exterior badging.Pontiac marketed the 2+2 as the "big brother" to the popular Pontiac GTO.. Beginning in 1965 the name Catalina was no longer . 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). 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. According to the June 2019 issue of Muscle car Review magazine, during dyno testing performed during that era, the National Hot Rod Association (NHRA) rated this Pontiac W72 400 T/A 6.6 engine at 260 to 280 net horsepower instead of the 220-hp rating published by Pontiac. The 421 was first availabe in a SD (Super Duty) model that was built for racing. 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. 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. During 19511952, Pontiac had 23 287cuin (4.7L) V8-equipped 1953 model production prototypes running tests on the GM proving grounds. [22]. Ultimately Pontiac produced only 295 1973 SD-455 Firebirds (252 Trans Am, 43 Formula). 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). The valve size increased as well, to 2.11in (53.6mm) intake and 1.77in (45.0mm) exhaust valves on high-performance heads. We and our partners use data for Personalised ads and content, ad and content measurement, audience insights and product development. Mods: Intake port match, valve bowl blend, improved short-turn radius In 1968 the 326 was replaced by the similarly 389-derived 350, which used a 3+78in (98.4mm) bore and 3+34in (95.3mm) stroke for a total displacement of 353.8cuin (5,798cc). The camshaft was also revised to have a slightly higher duration, the carburettor jets tuned and a dual exhaust was implemented allowing the power to increase to 220hp (223PS; 164kW) at 4000 rpm and 320lbft (434Nm) of torque at 2800 rpm. 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). Pontiac engine production records report that 190 XS-code 389 engines were built during the 1966 model year. It shared the 389's 3+34in (95.3mm) stroke, but its bore was 3.78in (96.0mm) for a displacement of 336.66cuin (5.5L). The camshaft was the HO cam with 288/301 duration. Prices ranged from $2,760 to $3,220 . The two inline engines were used through 1954, when Pontiac unveiled its OHV Strato Streak V8 in 1955. Pontiac V8 Engine Tune-Up and Torque Specifications. Today, they have an average value of $430,000 in #3 (Good) condition, while the best in the world is worth about $550,000. RamAir 4 Motor Price $15500.00. Jets, Primary: Center #64 adjust power valvespring for 12 Hg at 1,000 rpm [citation needed]. These muscle car profiles include photos and specifications for each model: For related car information, go to these articles: Please copy/paste the following text to properly cite this HowStuffWorks.com article: the Auto Editors of Consumer Guide It remained on the same platform, but for the 1966 models, it became a different Pontiac series. For 1967 only Pontiac called this engine the Quadra-Power 428. The Ram Air IV replaced the Ram Air II in 1969. Reductions in reciprocating weight free up horsepower. 1965 Pontiac LeMans GTO Mecum. 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). Balancer: Original PMD rebuilt by Damper Doctor Simply put, what good is the power if the engine does not last? Paul Stenquist. Crower identifies this cam as a Level 4, which means it provides strong midrange and top-end power for heavily modified engines. 1962 - 389 SD Code 544127. The 1958 370" engine and the 195960 389 version was named the "Tempest" V-8 and changed in 61 to the "Trophy" V8. The horsepower ratings of this era were often dubious, with engines rated higher or lower in output for advertising, political, or insurance purposes. The first letter equals the month. For a few more ponies through better oil control, a factory full-length windage tray will be added, since Pontiac didn't use one on this engine originally. [11] By mid-1978, the W72 could no longer be ordered in conjunction with the MX1 3-speed Turbo-Hydramatic 350 automatic transmission, and could only be ordered with the 4-speed manual transmission. Located at the back of the engine near the Distributor. It was the top-of-the-line engine unless one opted for the "Ram Air" V-8 derived from it. Here is another number to ponder: 370 hp. Made with a provision for dry sump oiling, it truly was a racing engine, detuned for use in passenger cars. 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. Math, not gasoline, makes horsepower under the hood of a Pontiac. 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. For '65, the 421-cid V-8 became a standard part of the option package, and for '66, Pontiac made the 2+2 a separate model, still based on the Catalina two-door hardtop or convertible. The 303 had shorter connecting rods, smaller 2.5in (64mm) journals and a solid lifter version of the Ram Air IV camshaft. 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. In 1961 Pontiac continued to push the horsepower upwards with the release of the 421 engine. Mods: Built to factory specifications/ adapt '64 choke to '66 center carburetor The Ram Air IV also used a lightweight aluminum intake-manifold that produced a weight savings of 1015lb (4.56.8kg). In 1968, a 320hp (239kW) HO option was offered in the Tempest and Firebird. For the truly obsessed, 16 Grand Prixs were built with Pontiac's 421 Super Duty engines, rated at a staggering 370 bhp. The W72 Performance Package also included an upgrade to the rear differential ratio, setting the rear gear ratio to 3.23 for all 1977 and 1979 W72 Firebirds, with the exception being 3.42 for 4-speed equipped W72 Firebirds in 1978 only. The Pontiac 2+2 featured a 6.9 L V8 engine, heavy-duty front springs, dual exhaust and distinctive exterior body design. 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. With a view to the latter, what we find lurking under the hood is the 421ci Tri-Power V8. 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. This same camshaft was also used in Pontiac's 19691970 RA IV production cars. Dual Carter Carburetor 500cuft/min (14m3/min) #3433S (front) and #3435S (rear) carburetors with manual chokes and mechanical linkage. 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. The Pontiac 2+2 was promoted as the "big brother" to the iconic Pontiac GTO. 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. designs, the SD-455 was a much improved engine. The 2+2 option package arrived for 1965, giving the Catalina a performance persona and credentials to match. 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. Type Size Carb Horse Power Tourqe; Tri-Power: 389ci: 3x2bbl: 360 hp @ 5200 rpm: 424 lb-ft @ 3600 rpm: Base 8 . The Pontiac 389 engine was produced from 1959 to 1966, and has a 4.06" bore and 3.75" stroke. 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. 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). The 301T block was significantly more durable than the standard 301 block and received a thicker bottom end. He says the Tri-Power setup modified with the addition of the larger '66 center carb will flow 1,050 cfm. Distributor: '61 Delco cast-iron with direct oiling Rocker arms: Crower roller, 1.6:1 Free local pickup. Some of our partners may process your data as a part of their legitimate business interest without asking for consent. $6.49 shipping. The 1966 Pontiac Ventura doesn't necessarily come up when speaking of 60's muscle cars, but the type of V-8's offered with the Ventura meant plenty of power. 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. Chamber: Closed, special to PMD, 70 cc It was factory rated at 366hp at 5,400 RPM and 445lbs.ft. Both engines received the McKellar number-10 camshaft, which was much like a solid-lifter version of the hydraulic number-041 of later years. The 1963 Catalina two-door sports sedan pictured here showcases the 421 H.O. Intake: 218 cfm at 0.500-in Deck Height: 10.215-in (V8) - Stamped on right front side of block or beneath production . 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. As Pontiac still wanted to offer a performance motor to compete in the performance market, they looked back to the 400 Pontiac and how it could be improved to offer greater performance while meeting CAFE standards. Casting number: 97770716, '64 date Returns; . Maximum flow at 28 inches of water It produced 120hp (89kW) After 1981, the Pontiac V8 was replaced entirely by the GM "corporate" V8's from Chevrolet and Oldsmobile. Piston-to-deck height: 0.009-in 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. Dry weight ranged from 590 to 650 pounds (270 to 290kg), depending on displacement and year. 455 (7.5) Buick Gran Sport, and 455 (7.5) Oldsmobile 442). Save pontiac 421 complete engine to get e-mail alerts and updates on your eBay Feed. The GTO came with a four-barrel 389 V8 with 335 horsepower. 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." The 421 used the same 4.120-inch bore but used the 4.0-inch crank from the 421 it replaced. The 421 SD produced up . Sponsored Stories . See Consumer Guide Automotive's New-Car Reviews, Prices, and Information. 1. Retainers: Crower steel Get the best deals on Engines & Engine Parts for 1966 Pontiac GTO when you shop the largest online selection at eBay.com. Engine Oil: 95 ft-lbs. Jim Taylor knows this, so he took a mathematical engineering-style approach to finding 100 hp in a relatively optimized engine. In 1969, Pontiac unveiled its Trans Am model Firebird, and since racing rules required engines of less than 5L (305.1cuin), Pontiac unveiled the 303 for racing models only, never available to the public. Rings: LPC (Liberty Performance Components) premium moly, standard tension Apparently at least one of these engines survives under the hood of an engineer's personal Pontiac. This was the beginning of factory supplied performance items such as 4 bolt main bearings and windage trays to reduce friction from crankcase oil. 1966: 421: 9782611 (late) 1967-1969. The SD-389 was limited to a single 4-barrel while the SD-421 used dual 4-barrels. Valves: Competition Products stainless steel, 1.92 /1.66-in Based on the same short-deck as the 301, the "LS5" 265.1cuin (4.3L) was offered only in 1980 and 1981. Released in 1961, the 421 was a bored and stroked 389 which sported a bore of 4.094 and a stroke of 4.00. Transistorized ignition was available. Oil pump: . Other dimensional factors such as the wheel base, curb weight and length were largely unchanged. They acquired the featured Montero Red 1966 Pontiac Catalina post car, which was equipped from the factory with the 421 H.O. The 1979 W72/WS6 equipped Trans Am was considered to be one of the overall best performing cars of the decade due to having a powerplant that produced more power than any other competitor on the market at the time with handling equipment to supplement the performance.[12]. Oil pan: 8-quart with extended pick-up, fabricated retention clamp Pontiac continued using its round-port cylinder-head design for 1971-'72 on the 455 HO. Regarding Crower's upgrade suggestions for its camshaft, Jim pretty much has it covered. 1966 Pontiac GTO. Learn how Classified Ads works . With higher compression and dual exhaust it produced 280hp (209kW) for 19631964, and 285hp (213kW) for 1965 through 1967, its final year. The 1969 HO 350 HO was equipped with the 400cuin (6.6L)'s large valve heads (# 48's) and the 400 HO camshaft and rated at 330hp (246kW). All 196869 #9792506 Ram Air 400 blocks have 4-bolt caps. Final torque ratings may vary and need to be determined based on application and parts used. Only about 2000 like this one were built with 4 speed Muncie transmissions. The GTO's new hood scoop design, with the inlets centrally located and mounted above the carburetor, provided the opportunity for experimentation. 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. Bore/Stroke: 4.150/4.00-in The cylinder heads on the 400 CID version had an intake port volume of 290cc (17.70cuin), nearly twice the size of a typical standard D-port Pontiac head - and flowed in the area of 315cuft/min (8.9m3/min) @ 0.8in (20mm) valve lift; in the realm of the NASCAR-dominating Chrysler 426 Hemi. For the 1969 and 1970 model years it was the standard engine in both the Firebird Trans Am and the GTO Judge. Pontiac engines were used in its U.S.-market cars; Canadian-built Pontiac automobiles generally used Chevrolet engines. While not related to the 400 W72, the concept was the same. In addition to the inline 6, Pontiac used the Oakland V8 for one year, 1932, debuting the Pontiac straight-8 engine in 1933. Are you thinking of buying a 2007 muscle car, or any other car? 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. Tri-Power equipped Pontiac hot roda stout piece by anyone's standards. . Rod/Stroke ratio: 1.65:1BOTTOM END This S/D retains the original "Traction Master" traction bars and two-bar spinners on the original 8 . Also bowing in 1967 was the new Firebird, which had the . In light of this, the 'Year' entry, as indicated by the chart below, may actually represent the year that the heads were cast, versus the year that they were actually installed on an automobile. In 1974 it was used in the GTO and was rated at 200hp (149kW) (net). Late in the model year the Ram Air 455 HO was made an available option for those GTOs with the optional "The Judge" package. Engine block and cylinder heads were cast at Saginaw Metal Casting Operations then assembled at Tonawanda Engine before delivery to Pontiac Assembly for installation. pontiac engine decoder year code c/i hp tran carb car misc 1962 13b 421 3 m 2 x 4 full super duty 1962 13u 421 4 m 2 x 4 full super duty 1962 bu 421 4 m 2 x 4 full super duty . Rear Main Cap. 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. Pontiac first offered the 2+2 as a Catalina engine, suspension, and trim group in 1964. 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. [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. Thus in March 1973 Pontiac eliminated a timing solenoid that gave full vacuum advance and disabled the EGR valve in high gear after a period of time that happened to exceed the running time of the EPA testing cycle. Again, its bore was expanded, this time 0.03in (0.76mm) to 4.1525in (105.47mm). 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. It was rated at 360hp @4300 RPM in the GTO and 370 @ 4600 RPM in the Grand Prix and other full-size Pontiacs. The concept car Pontiac Strato-Streak was used to introduce the V8 and in later years the engine was installed in Pontiac products. Valve seals: U.S. Seal Starting at the bottom, Jim will employ lighter and stronger parts in the reciprocating assembly, as evidenced by the choice of Howards billet rods and forged Icon pistons. Rocker studs: ARP special 34-in bottom In 1967, Pontiac moved on to a technologically simpler nodular cast iron (invented in late 1940s) crankshaft, which they used until 1975. . 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. A concave rear window, fender skirts, and ribbed die-cast lower body trim, augmented the Grand Prix's upscale appearance. Bore/Stroke ratio: 1.04:1 It was renamed 428 HO for 1968. Initially marketed as a 287cuin (4.7L), it went on to be manufactured in displacements between 265cuin (4.3L) and 455cuin (7.5L) in carburated, fuel injected, and turbocharged versions. 1967 was the last year for closed-chambered heads. [4] It was replaced by the 455 for the 1970 model year. It would later become known colloquially as the "Ram Air III", though Pontiac never called it by that name. 1968 Pontiac GTO 428 / Royal Bobcat. The 421 engine is available only with related heavy-duty driveline components. 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. From 1977 to 1981 there were 4 distinct 301 versions: For 1981 model year vehicles, the engine codes are the 8th digit of the VIN. For 1958 the V8's bore was increased again to 4+116in (103.2mm), increasing displacement to 369.4cuin (6.1L). Styling for Status. The last "true" Pontiac V8s, a 265 and 301cuin (4.3 and 4.9L), ended production in early 1981. Pistons: Icon PN IC892 application 428 +0.030-in with 10cc dish Since the story of this 421 is better told in pictures, follow along as we take you on this exciting journey! The short-deck block and different intake ports also required the design of a new intake manifold. Like previous generations of Ram Airs, it used Pontiac's special cast-iron "headers". By 1949 work on a 287cuin (4.7L) OHV V8 had begun, but moved along slowly. 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. The 455 HO package was only available to late model year Pontiac Firebird Trans Am's, and was mandatory with a 4-speed transmission. "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. 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. This is it! Angles used in valve job: 30-deg intake, 45-deg exhaust seat, width 0.040-in intake, 0.060-in exhaust The most valuable Pontiac GTO is the 1969 Judge convertible with the 370-hp Ram Air IV engine. A total of 1,808 Ram Air IV production cars were built over its 2-year production. said the "Pontiac 421 cu. Well, gaze upon these numbersa 421ci Pontiac with Tri-Power carburetion. of torque at 3,800 RPM in the GTO, and 340 HORSEPOWER at 5,300 RPM and 430-lb.ft. and so the 326 bore size was reduced to 3.72in (94.5mm), giving a true 326.06cuin (5.3L). 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. He thinks the stock exhaust flow of 180 cfm will suffice for this build. Maximum RPM (high-RPM engine): over 8000 rpm, Engine weight: estimated 550lb (249kg) complete, Power: estimated 640hp (477kW) at 7500rpm, This page was last edited on 30 January 2023, at 13:15. Boost was wastegate limited to 91psi (0.6210.069bar). For the first time, Pontiac offered Tri-Power, three two-barrel carburetors with a sequential linkage (replacing the previous dual-quad set-up). 301 2-barrel (135hp, 101kW), (5th character of the, 301 4-barrel (150hp, 112kW), (5th character of the. However, the 1959 389 engines had the generator in front of the heads with reverse flow cooling still in use. The code consists of 3 or 4 digits. 1969 - 400 Ram Air III or 350HO Code 48. For 1956 the V8 was bored out to 3.9375in (100.01mm), increasing displacement to 316.6cuin (5.2L). Lifters: Crower solid with EDM oil hole (0.024 inch) like the earlier 1971-1972 motor, but it was not the same motor, and featured standard d-port heads with a very conservative camshaft. The 1966 Pontiac GTO was also the first car to replace the aluminum grille with plastic mesh-pattern inserts. In 1964 when the new "A" body intermediates came out there was a new corporate (GM) engine size limitation to anything less than 330cuin (5.4L). Unfortunately, there were no improvements in the casting number "01" small-valve high-velocity heads, which would have yielded greater improvements in power. These guys lived by mathematics since every function of an engine that converts chemical to mechanical energy can be assigned a number. . A 400 cubic inch ram air equipped V8, it was an option on the 1969-70 GTO and Firebird Formula. Jim Taylor, well-known Pontiac engine builder, had that question on his bucket list for years. 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. Most likely prompted by its development of the Pontiac OHC six, the GM division built three different experimental SOHC 421 CID V8 engines in the early 1960s. Idel RPM Automatic In Drive Notes; 326: 1964: 45S: 0.035: . Pontiac Engine Torque Specs Pontiac Engine Torque Specs. Standard only for the Pontiac Bonneville was Pontiac's first-ever fuel injection system. The overhead-cam six-cylinder engine was new for 1966 and the standard engine in the Tempest and Tempest Custom. 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. 1963 Pontiac V8 Engine Specs. 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 used a single two-barrel carburetor. The Ram Air IV used the Ram Air II's camshaft but lift in the Ram Air IV was increased to 0.52in (13mm) thanks to the use of 1.65 ratio rocker arms (vs 1.50). The Block Date Code represents the production date of the engine. Fuel line size: 38-inch, 516-inch to carburetor Though airflow is paramount in making power, there are other aspects of the engine that are just as important. superior_queens (3,035) 100%. Pre-Owned. Only about 400 were produced before the fuel injection system was quietly dropped. Besides a variety of displacements, the Pontiac V-8 block saw a number of other changes over the years, including starter locations, main-journal diameters, engine-mounting points, and . Here are my top six rationales for admiring the 1966 GP. Also, a rumored 75 cars were built with non-Super Duty 421 engines rated at 320 bhp. After outselling Oakland, Pontiac became the sole survivor of the two by 1932. It retained the 421's 4in (101.6mm) stroke and 3+14in (82.6mm) main journal. Neither casting was equipped with an exhaust crossover. Forged steel 6.625in (168.3mm) rods (Ram Air V style), Large-valve heads (valve diameter): 2.4in (61mm) intake, 2in (51mm) exhaust, Small-valve high-RPM head (valve diameter) 2.19in (56mm) intake, 2in (51mm) exhaust. [20] Pontiac asked Mopar (Chrysler, Dodge, Plymouth) for help in designing it and making it work. It also could hold its own against a range of performance cars. Standard in the Firebird Trans Am, it was still a rare engine. It was offered in the following forms: For 1957 the V8's stroke was increased to 3.5625in (90.49mm), for a displacement of 347cuin (5.7L). Note the tri-color Pontiac Ventura upholstery. By 1963, the more powerful Pontiac 421 was beginning to outshine the 389 for performance applications. Ever wonder what it would take to increase that number by 100? This may have been propagated by the only authorized company that is licensed to reproduce these decals not including the "6.6 LITRE" in the Trans Am decal kits, and only including "T/A 6.6" with no extra cost. 1966 Pontiac Catalina . 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.