This popular Oldsmobile V8 engine family actually began in 1964, as a 330 cu.in.
... “big block” Olds V8's in this series, as the same basic engine architecture is ...
Oldsmobile and Pontiac V8 Tech Tips & Notes Oldsmobile V8 1967-1984 260-307 (5.0L) – 350 (5.7L) – 400-403-425-455 cu.in.
er camshafts are equipped with a cast iron distributor drive gear and rear journal. These are noted by an IG suffix (Iron Gear), allowing the use of a standard type distributor gear for long term reliability.
This popular Oldsmobile V8 engine family actually began in 1964, as a 330 cu.in. version. There are no “small block” or “big block” Olds V8’s in this series, as the same basic engine architecture is used from the 260 to the 455 versions. Two different deck heights were used, depending upon displacement.
CAMSHAFTS
There were a number of changes from 1964 to 1967 that can complicate obtaining the correct camshaft and lifters, due to differing lifter bank angles and lifter diameters. The chart below will explain these by year and displacement. The 45 and 39 degree lifter bank angle camshafts will physically interchange, but the improper application will cause incorrect valve timing from bank to bank. To be certain that you have the proper camshaft in your block, check the cam timing on each bank of the engine. A cranking compression test will also be an indication, especially if one side varies consistently from the other. Our 79-prefix designates the 45 degree bank angle camshafts (available on special order), while the 80-prefix is for the more common 39-degree bank angle applications. All of these engines have inline lifter bores and are equipped with 1.6:1 ratio non-adjustable rocker arms. 1966-1967 400 cu.in. and 425 cu.in. Toronado engines had .921” diameter lifters, while the others had .842” diameter hydraulic lifters. The .921” lifters can be difficult to obtain, and many folks will sleeve their lifter bores so that the .842” items can be used. We offer complete lines of hydraulic, retrofit hydraulic roller, mechanical, and roller lifter camshafts and valve train components for these engines. The carburized steel retrofit hydraulic roller and street roll-
There were also 260D and 350D cu.in. Diesel versions offered from 1978 to 1985, featuring more robust block and head castings. These engines had 39 degree bank angle camshafts and .842” flat faced lifters, with the exception of a few very early blocks intended for racing that were bored for .921” lifters. From 1985 to 1990, this engine family continued with a 307 cu.in. powerplant, equipped with a 39 degree bank angle hydraulic roller camshaft and .921” diameter hydraulic roller lifters. Our 80-prefix camshafts can be used in these engines if a thrust spacer is fabricated, and the appropriate lifters are used. The production cylinder heads can be machined for screwin rocker arm studs and pushrod guideplates, permitting adjustable stud mounted rocker arms to be installed. Heat treated pushrods will be required for guideplate compatibility. This will provide more accurate lifter preload adjustment for hydraulic lifter applications, and are necessary to achieve lash adjustment for mechanical and roller lifter equipped engines. A number of aftermarket cylinder heads have been offered over the years, in iron and aluminum versions, with most of them having provisions for adjustable rockers already incorporated. In the late 70’s and early 80’s, General Motors interchanged engines throughout the product offerings. Pontiacs could have Oldsmobile engines, Buicks with Chevy engines, etc. Make sure of exactly what engine you have before proceeding with your service or modifications.
Much confusion has arisen from ordering the wrong cam, lifters and pushrods for the 64-84 Olds engines. The following table should be used to avoid error when placing your order. Lifter Cam Bank Year Cu. In. Model Dia. Angle 64 65 65 65 66 66 66 66 67 67 67 67 68-69 68-80 68-76 75-82 77-79 80-84
330 330 400 425 330 400 425 425 330 400 425 425 400 350 455 260 403 307
ALL .842 ALL .842 ALL .842 ALL .842 ALL .842 ALL .921 ALL exc. Toronado .842 Toronado Only .921 ALL .842 ALL .921 ALL exc. Toronado .842 Toronado Only .921 ALL .842 ALL .842 ALL .842 ALL .842 ALL .842 ALL .842
Order Cam w/ Part No. Hydraulic Mechanical Hydraulic Lifter beginning with Cam Lifters Cam Lifters Cam Pushrods
45° 45° 45° 45° 45° 39° 45° 39° 45° 39° 39° 39° 39° 39° 39° 39° 39° 39°
79- 99284-16* 99250-16 79- 99284-16* 99250-16 79- 99284-16* 99250-16 79- 99284-16* 99250-16 79- 99284-16* 99250-16 80- 79- 99284-16* 99250-16 80- 79- 99284-16* 99250-16 80- 80- 99284-16* 99250-16 80- 80- 99284-16* 99250-16 80- 99284-16* 99250-16 80- 99284-16* 99250-16 80- 99284-16* 99250-16 80- 99284-16* 99250-16 80- 99284-16* 99250-16
*Optional Hi Intensity hydraullic lifters (99384-16*) are available, see page 292 for details
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Oldsmobile DRCE V8 The DRCE (Drag Racing Corporate Engine) offered by Olds consisted of a block and cylinder heads based on big block Chevrolet dimensioning. The DRCE and DRCE2 engines were never vehicle installed, nor were they offered as an engine assembly. Directed towards Pro Stock racing, many improvements were made over the Chevy, with these components offered as basic building blocks for the particular engine builder. Different lifter bore angles and camshaft journal diameters were used, so if you obtain one of these engines, be certain of exactly what dimensioned version you have when requiring parts. Crane offers custom ground camshafts and other components for the DRCE series of engines. Please contact us directly for your specific requirements.
Pontiac V8 1955-1981 265 (4.3L) – 287 301 (4.9L) – 316-326-347-350-370-389-400 (6.6L) – 421-428-455 cu.in. The fabled Pontiac V8 family is also based on a common dimensioned foundation. There are no “small block” or “big block” versions. The exceptions that might be noted are the 1977-81 265 and 301 cu.in. lightweight engines, that require the use of Chevrolet lifters due to relocated oil galleries, and also have a different deck height (the cylinder heads and many other internal parts were also unique).
There are also aftermarket cylinder blocks being offered today, which have options of different diameter cam bearing journals. We can also produce special steel billet roller camshafts for these applications. Although the Pontiac V8 engines had stud mounted stamped steel rocker arms with pivot balls, there were a number of variations. There were a few exceptions for special versions, but the basics are as follows: The 1955 engines had straight 3/8” studs, with a crimped locking nut used for adjustment. The 1956-60 engines had bottleneck 3/8” studs, with a 5/16” threaded top section. The nuts were torqued against the step, and were non-adjustable. The 1961-81 engines had bottleneck 7/16” studs, with a 3/8” threaded top section, and were again non- adjustable. There were Super Duty heads equipped with straight 7/16’ studs, having an adjustable configuration. The bottleneck versions can be made adjustable with the appropriate sized positive locking adjusting nuts, providing the most accurate adjustment for hydraulic camshafts, and are a necessity for mechanical lifter camshafts. Today’s aftermarket aluminum cylinder heads have straight studs intended for an adjustable rocker configuration. We offer 1.5:1 and 1.65:1 ratio rocker arms for most popular combinations. In the late 70’s and early 80’s, General Motors interchanged engines throughout the product offerings. Pontiacs could have Oldsmobile engines, Buicks with Chevy engines, etc. Make sure of exactly what engine you have before proceeding with your service or modifications.
These engines are designated by our 28-prefix. The blocks have inline lifter bores with .842” diameter lifters. The standard rocker arm ratio is 1.5:1, with the exception of the 1959-63 Super Duty engines (cylinder head casting numbers 540306, 544127, and 9771980) that were equipped with 1.65:1 ratio rockers. We offer complete lines of hydraulic, retrofit hydraulic roller, mechanical, and roller lifter camshafts and components for these engines. The carburized steel retrofit hydraulic roller and street roller camshafts are equipped with a cast iron distributor drive gear and rear journal. These are noted by an IG suffix (Iron Gear), allowing the use of a standard type distributor gear for long term reliability. The same camshafts are applicable to nearly all of these engines. One unique exception occurred in the 1973-74 455 Super Duty, which had an undersize distributor drive gear on the camshaft, and an oversize gear on the distributor. A standard configuration camshaft can be installed in these engines, as long as a standard gear is also installed on the distributor. We did produce some of the small gear camshafts during that era, and they were designated by an “SD” suffix after the grind number. There was also a totally unique 1969 “Race Only” Ram Air V engine with tunnel port heads that incorporated a different valve layout, requiring a special camshaft. If you are fortunate to have one of these rare engines, we can custom manufacture a steel billet roller camshaft for it.
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