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1953-1966 V8 "Nailhead" Visual ID - rear mounted Distributor, upright valve covers. Air cleaner decal will state "Wildcat XXX" with the 3 X's replaced by the torque rating of the engine, not the engine size, i.e. Wildcat 465 is actually a 425 cid. Valve covers are bolted in the middle with two bolts. Oiling System - rear mounted oil pump located in the oil pan, driven from the distributor via an integral drive gear on the camshaft. Oil is drawn from a direct mounted oil pick up screen then pressurized via the oil pump gears. Pressurized oil is forced through the oil filter then to a main oil gallery which is then distributed to the crankshaft through holes in the main saddles, oil is provided to the connecting rods from passages in the crankshaft. Simultaneously, pressurized oil is pumped up to the passenger side lifter galley, and across the front cam bearing to the driver's side lifter galley. Pressurized oil is also distributed through passages in the front of the block that route to the deck, oil is transferred into the cylinder heads and fills a hollow rocker shaft. Oiling of the rocker arms at the pushrod tips is provided via passages in the rocker shafts and those in the rocker itself. 1961-1967 V8 First Generation "Small
Block" Visual ID - front mounted distributor, upright valve covers, #3,5 & 4,6 exhaust are NOT next to each other (valve arrangement is Ex In Ex In In Ex In Ex). Air cleaner decal will state "Wildcat XXX" with the 3 X's replaced by the torque rating of the engine, not the engine size, i.e. Wildcat 310 is actually a 300 cid. Oiling System - front mounted oil pump located in timing cover, driven from the distributor via a drive gear positioned on the end of the camshaft. Oil is drawn from a 1/2" oil pick up tube located approx. mid engine on the passenger side then pressurized via the oil pump gears. Pressurized oil is forced through the oil filter then is distributed to the crankshaft through holes in the main saddles, oil is provided to the connecting rods from passages in the crankshaft. Simultaneously, pressurized oil is pumped up to the passenger side lifter galley, and across the front cam bearing to the driver's side lifter galley. Pressurized oil is also distributed through passages in the front of the block that route to the deck, oil is transferred into the cylinder heads and fills a hollow rocker shaft. Oiling of the rocker arms at the pushrod tips is provided via passages in the rocker shafts and those in the rocker itself. Valve Train - A single camshaft is timed directly by the crankshaft via a chain and gear set. The timing chain and gear set which is located at the front of the engine is comprised of a large gear on the cam and a smaller gear on the crank connected via the chain. Original timing sets consist of a nylon coated cam gear, which is susceptible to failure over time due to brittleness. Replacement gears are all metal. Camshaft rotates at half the rate of the crankshaft. All engines utilize hydraulic lifters that act as absorbers to prevent damage to other valve train components as well as offering lower maintenance than with solid lifters. All engines use pushrods that have a 3/8" radius ball spot welded at each end of the rod. Cam lift is transferred to the rocker via the lifter and pushrod. The rockers are made from cast aluminum on all engines All rockers are of the non-adjustable type. The rockers multiply the cam lift at a rate of approximately 1.58 to 1. A set of eight rockers are mounted on a single shaft per bank and are held in position via springs between perches and by spacers at each of the four hold down bolts. The rocker tip pushes directly on the tip of the valve. Movement of the rocker overcomes the spring pressure and opens the valve. Spring tension ensures smooth operation and closure of the valve. Each valve uses 3/8" diameter stems and are of one piece construction with a machined keeper groove on the stem just below the tip. A single coil valve spring is used for each valve and is positioned by a machined cup in the surface of the cylinder head. The springs are attached to the valve by a retainer and keeper combination. The retainer and keeper combination is made up of a machined retainer that's diameter is slightly larger than that of the valve spring, the retainer is placed on top of the spring. A tapered machined center is provided in the retainer to house the keepers. Each valve uses two keepers that lock on the valve stem keeper groove totaling 360°. Valve stems are supported by guides that are cast into the cylinder head, oil is prevented from entering between the valve stem and guide via rubber wiper seals on the intake guides. The exhaust side does not use a valve seal, but the valve guide is taller than the intake side. Higher nickel content found in Buick castings allows for the omission of separate or hardened valve seats. Valve seat machining is done directly on the head casting. Note: On all 215 cid and 1964 300 cid engines, cylinder heads are constructed of cast aluminum, thus pressed in guides and seats are utilized. 1968-1980 V8 Second Generation "Small
Block"
Visual ID - front mounted distributor, angled valve covers, #3,5 & 4,6 exhaust are next to each other (valve arrangement is Ex In In Ex Ex In In Ex). Air cleaner decal states engine size and carburetor type, i.e. 350-4. "350" embossed on back of intake manifold. Six valve cover bolts per valve cover. Oiling System Valve Train - A single camshaft is timed directly by the crankshaft via a chain and gear set. The timing chain and gear set which is located at the front of the engine is comprised of a large gear on the cam and a smaller gear on the crank connected via the chain. Original timing sets consist of a nylon coated cam gear, which is susceptible to failure over time due to brittleness. Replacement gears are all metal. Camshaft rotates at half the rate of the crankshaft. All engines utilize hydraulic lifters that act as absorbers to prevent damage to other valve train components as well as offering lower maintenance than with solid lifters. 1968-1969 engines use pushrods that have a 3/8" radius ball spot welded at each end of the rod. 1970 and later engines have a 5/16" radius ball spot welded at each end of the rod and those are drilled to allow oil to pass through. Cam lift is transferred to the rocker via the lifter and pushrod. The rockers are made from cast aluminum on all 1968-1969 engines, and some 1970 and later (design differs from the 68-69). Most 70 and later rockers are made from stamped steel. All rockers are of the non-adjustable type. The rockers multiply the cam lift at a rate of approximately 1.58 to 1 on aluminum rocker equipped engines and at a rate of approximately 1.55 to 1 for stamped steel equipped engines. A set of eight rockers are mounted on a single shaft per bank and are held in position via springs between perches and by spacers at each of the four hold down bolts on the 68-69 engines. On 70 and later engines rockers are mounted on a single shaft per bank and are held in position via one plastic retaining clip (per rocker) that are pressed into holes drilled into the shaft, the shaft is held in place by four hold down bolts. The rocker tip pushes directly on the tip of the valve. Movement of the rocker overcomes the spring pressure and opens the valve. Spring tension ensures smooth operation and closure of the valve. Each valve uses 3/8" diameter stems and are of one piece construction with a machined keeper groove on the stem just below the tip. A single coil valve spring is used for each valve and is positioned by a machined cup in the surface of the cylinder head. The springs are attached to the valve by a retainer and keeper combination. The retainer and keeper combination is made up of a machined retainer that's diameter is slightly larger than that of the valve spring, the retainer is placed on top of the spring. A tapered machined center is provided in the retainer to house the keepers. Each valve uses two keepers that lock on the valve stem keeper groove totaling 360°. Valve stems are supported by guides that are cast into the cylinder head, oil is prevented from entering between the valve stem and guide via rubber wiper seals on the intake guides. The exhaust side does not use a valve seal, but the valve guide is taller than the intake side. Higher nickel content found in Buick castings allows for the omission of separate or hardened valve seats. Valve seat machining is done directly on the head casting. 1967-1976 V8 "Big Block"
Visual ID - front mounted distributor, angled valve covers, engine size embossed on rear of block just aft of the intake manifold. 67-69 400 & 430 engines have left to right ribs on the valve covers, with a large rectangle relief area in the center for engine designation. 455 engines have fore and aft ribs on the valve covers with no relief area. Five valve cover bolts per valve cover. Air cleaner decal has engine size and type of carburetor i.e. 430-4. General - Oiling System Valve Train - A single camshaft is timed directly by the crankshaft via a chain and gear set. The timing chain and gear set which is located at the front of the engine is comprised of a large gear on the cam and a smaller gear on the crank connected via the chain. Original timing sets consist of a nylon coated cam gear, which is susceptible to failure over time due to brittleness. Replacement gears are all metal. Camshaft rotates at half the rate of the crankshaft. All engines utilize hydraulic lifters that act as absorbers to prevent damage to other valve train components as well as offering lower maintenance than with solid lifters. 400-430 engines use pushrods that have a 3/8" radius ball spot welded at each end of the rod. 455 engines have a 5/16" radius ball spot welded at each end of the rod and those are drilled to allow oil to pass through. Cam lift is transferred to the rocker via the lifter and pushrod. The rockers are made from cast aluminum on all 400-430 engines, and some 455's (design differs from the 400-430). Most 455 rockers are made from stamped steel. All rockers are of the non-adjustable type. The rockers multiply the cam lift at a rate of approximately 1.58 to 1 on aluminum rocker equipped engines and at a rate of approximately 1.55 to 1 for stamped steel equipped engines. A set of eight rockers are mounted on a single shaft per bank and are held in position via springs between perches and by spacers at each of the four hold down bolts on the 400-430 engines. On 455 engines rockers are mounted on a single shaft per bank and are held in position via one plastic retaining clip (per rocker) that are pressed into holes drilled into the shaft, the shaft is held in place by four hold down bolts. The rocker tip pushes directly on the tip of the valve. Movement of the rocker overcomes the spring pressure and opens the valve. Spring tension ensures smooth operation and closure of the valve. Each valve uses 3/8" diameter stems and are of one piece construction with a machined keeper groove on the stem just below the tip. Intake valves on most applications measure 2 inches across the seat and 1.65 inches for exhaust. Stage One option on 455 engines consisted of 2.125 inch intake and 1.75 inch exhaust valves. Please note 400 engines with the Stage One option retained the smaller valve configuration due to inadequate bore size necessary for valve clearance. A single coil valve spring is used for each valve and is positioned by a machined cup in the surface of the cylinder head. The springs are attached to the valve by a retainer and keeper combination. The retainer and keeper combination is made up of a machined retainer that's diameter is slightly larger than that of the valve spring, the retainer is placed on top of the spring. A tapered machined center is provided in the retainer to house the keepers. Each valve uses two keepers that lock on the valve stem keeper groove totaling 360°. Valve stems are supported by guides that are cast into the cylinder head, oil is prevented from entering between the valve stem and guide via rubber wiper seals on the intake guides. The exhaust side does not use a valve seal, but the valve guide is taller than the intake side. Higher nickel content found in Buick castings allows for the omission of separate or hardened valve seats. Valve seat machining is done directly on the head casting. Rotating Assembly - All engines use Nodular Iron crankshafts, early cranks were marked with an "N" because the source foundry cast different types of cranks, late model cranks do not have the "N" due to a different source foundry that only produced Nodular cranks. Crankshafts are extremely strong and can support most power combinations. Large main journals (3.25") are used to better distribute loads in the conservative block casting. Five main journals are used with thrust being on the center, number 3 journal. All caps use 2 bolts each. Connecting rods are a high quality forging, that are capable of supporting 600 hp and/or 6000 RPM. Connecting rod length is 6.600 with a one inch diameter wrist pin and 2.25 inch crank pin. Piston is a lightweight aluminum casting, with a minor dish for 10:1 compression ratio engines, and a fairly deep dish for 8.5:1 and 7.9:1 engines. Conventional ring layout is used with 5/64" top and second rings, and 1/16" oil rings.
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