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79-764: For three generations, the Custom Cruiser shared the General Motors B platform with the Buick Estate , Pontiac Safari , and the Chevrolet Caprice (initially Chevrolet Kingswood ) station wagons. Within Oldsmobile, the Custom Cruiser shared its trim with the Oldsmobile Delta 88 and Oldsmobile Ninety-Eight . During 1985 and 1986, all three GM mid-price divisions downsized their B-platform full-size sedans, leaving

158-922: A 2-year delay. The main innovation of the Pontiac engine was reverse-flow cooling and the stamped rocker-arm system, which had been devised by Pontiac engineer Clayton Leach in 1948. At the request of Ed Cole , general manager of Chevrolet , the layout was also used by the Chevrolet V8 released in 1955, an exception to the customary GM policy of allowing a division one year of exclusive use of an internally developed advance. Displacement began at 287-cubic-inch (4.7 L) and grew as large as 455-cubic-inch (7.5 L) by 1970. Pontiac continued to manufacture its own engines, distinct from Buick , Cadillac , Chevrolet , or Oldsmobile , until 1981. Pontiac engines were used in its U.S.-market cars; Canadian-built Pontiac automobiles generally used Chevrolet engines. From 1955 through 1959,

237-436: A 269-cubic-inch (4.4 L) L-head design. Pontiac engineers tested their 269 cu in (4.4 L) V8 in 1949 or 1950 against an OHV Oldsmobile Rocket V8 303 cu in (5.0 L) downsized to 270 cu in (4.4 L). The results showed Pontiac that an L-head simply couldn't compete with an overhead valve engine. Despite their work, the division's conservative management saw no immediate need to replace

316-447: A 428 to one-up them. It retained the 421's 4 in (101.6 mm) stroke and 3 + 1 ⁄ 4  in (82.6 mm) main journal. Offered from 1967 to 1969, it produced 360 and 376 hp (268 and 280 kW) in 1967, 375 and 390 hp (280 and 291 kW) in 1968 and 360, 370 and 390 hp (268, 276 and 291 kW) in 1969. The crankshaft in the 428 had a "N" cast on them (designating nodular steel) as opposed to

395-698: A bewildering variety of outputs ranging from 215 to 368 hp (160 to 274 kW). The 389 was the standard engine for the Pontiac Grand Prix and Pontiac Bonneville and installed in the Pontiac GTO through 1966. Beginning in 1961 the Pontiac V-8 (389 and 421) was dubbed the Trophy V-8 , due to its many victories in racing. Perhaps the most unusual variation of the Pontiac V8 was the 1961-63 Trophy 4 , which

474-477: A cast-iron block and head and two valves per cylinder. Engine block and cylinder heads were cast at Saginaw Metal Casting Operations then assembled at Tonawanda Engine before delivery to Pontiac Assembly for installation. Initially marketed as a 287 cu in (4.7 L), it went on to be manufactured in displacements between 265 cu in (4.3 L) and 455 cu in (7.5 L) in carbureted, fuel injected , and turbocharged versions. In

553-526: A closed chamber with the new 14 degree valve angle. The 400 2-barrel and big car AFB 4 bbl kept the 20 degree valve angles for '67; starting in '68 all Pontiac V8s went to the 14 degree valve angle. Pontiac went to open-chambered heads in some 1967 models and all 68 and up to improve power, engine breathing and reduce emissions . The valve size increased as well, to 2.11 in (53.6 mm) intake and 1.77 in (45.0 mm) exhaust valves on high-performance heads. Low-performance and two-barrel applications,

632-403: A displacement of 336.66 cu in (5.5 L). It was rated at 250 hp (186 kW) with 8.6:1 compression and 260 hp (194 kW) at 10.25:1 compression. Both used a single two-barrel carburetor. In 1964 when the new "A" body intermediates came out there was a new corporate (GM) engine size limitation to anything less than 330 cu in (5.4 L). and so the 326 bore size

711-606: A larger 3.25" diameter main journal. The V8 was phased out in 1981, replaced by GM "corporate engines" such as the Chevrolet 305 cu in small block V8. Pontiac began as a "companion make" to the Oakland division of the General Motors line of automobiles in 1926. Pontiac successfully competed against more-expensive inline four-cylinder models with their inline flathead six-cylinder engines. After outselling Oakland, Pontiac became

790-588: A naturally aspirated 120 hp 350 cubic-inch V8. For 1980, the V8 was retuned to 105 hp, remaining an option through 1985. In contrast to the 1971–1976 Custom Cruiser (a hybrid of the Delta 88 and the Ninety-Eight), Oldsmobile styled the 1977 Custom Cruiser as a station wagon version of the Delta 88, adopting its front fascia entirely. To distinguish itself from its nearly identical Buick, Chevrolet, and Pontiac counterparts,

869-536: 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 was to ensure there was enough fuel to cool the cast offset dished pistons. Boost was wastegate limited to 9 ± 1 psi (0.621 ± 0.069 bar). The 301 Turbo package mandated air conditioning,

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948-441: A single sized V8 casting, rather than adding a larger big block to its line-up. The external dimensions of all their V8s, from 326–455 cu in (5.3–7.5 L) were the same. Engine displacement is a function of bore and stroke. Pontiac's V8s share the same 6.625 in (168.3 mm) connecting rod length, with the exceptions of the later short deck 301, 265, and 303 Ram Air V. Most Pontiac V8s had an overall length (to

1027-420: A slight reduction in output to 205 hp (153 kW) and 340 lb⋅ft (461 N⋅m).The 301 Turbo was limited to Trans Am and Formula Firebird production only. 301:Naturally Aspirated 301:Turbo Based on the same short-deck as the 301, the "LS5" 265.1 cu in (4.3 L) was offered only in 1980 and 1981. It could only be ordered with a TH200 automatic transmission and a 2bbl configuration. It

1106-506: Is based on the GM B-platform. As part of the GM downsizing, station wagons were consolidated upon a common 115.9 inch wheelbase shared with wagons of all three mid-price divisions and Chevrolet (and all B-platform sedans). In the redesign, the Custom Cruiser shed 14 inches in length, 11 inches of wheelbase, and up to 900 pounds of curb weight (though becoming taller). Though sharing its wheelbase with

1185-411: Is rumoured that the actual output was closer to 170 hp (127 kW). 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. From 1977 to 1981 there were 4 distinct 301 versions: For 1981 model year vehicles, the engine codes are

1264-497: The 303 for racing models only, never available to the public. Bore and stroke were 4.125 in × 2.84 in (104.8 mm × 72.1 mm) 303.63 cu in (4,976 cc). It was rated at 475 hp (354 kW). The 301.6 cu in (4.9 L) 301 was offered from 1977 to 1981 and also installed in other GM cars during those years. The 301 had a bore and stroke of 4 in × 3 in (101.6 mm × 76.2 mm). Based in part on designs for

1343-420: The Chevrolet small-block V-8 . Power output ranged from 135 hp (101 kW) to 170 hp (127 kW). The heads were a new design featuring siamesed intake ports. The short-deck block and different intake ports also required the design of a new intake manifold. The Pontiac 301 EC (Electronic Controls) version offered in 1981 produced 155 hp (116 kW) and 245 lb⋅ft (332 N⋅m), although it

1422-484: The "Cruiser" nameplate across many of its 1970s and 1980s station wagon lines, including the Cutlass (Supreme) Cruiser, Firenza Cruiser, and Cutlass Cruiser (Cutlass Ciera). For the 1971 model year, full-size station wagons returned to the Oldsmobile product range (for the first time since 1964), coinciding with the redesign of GM full-size product range. In place of the previous Fiesta name used for Oldsmobile station wagons,

1501-427: The "Trophy" V8. Pontiac in the 1950s was one of a few US manufacturers that did not regularly identify their engine names and sizes with air-cleaner or valve-cover decals. The V8 engine was introduced for the 1955 model year as the "Strato Streak". Not long before the model year introduction, Pontiac management decided that the entire line would be V8-powered. This was based on results of over 1 million test miles, which

1580-447: The "gusher" cooling system. It was removed from the design for the 1960 model year because designers moved the generator and the power steering pump from atop the front of the engine down to the front of the heads to accommodate a lower hoodline. However, the 1959 389 engines had the generator in front of the heads with reverse flow cooling still in use. Pontiac differed from other GM Divisions and most other manufacturers in producing only

1659-405: The "short deck" 303 cu in (5.0 L) 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 crankshafts were also unique in the fact that they featured only two counter weights instead of the usual five and also featured lightened connecting rod journals. This resulted in a lightweight design weighing less than

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1738-855: The 19-foot long station wagons in tight parking spaces. Heavy and complex, the system was not included in the 1977 redesign of the model line. Over one foot shorter and over 1,000 pounds lighter overall, the new body was designed with a two-way tailgate (a design first developed by Ford). Note: 1971–1976 model years are the only production figures that Oldsmobile broke down specifically by body configuration (i.e., woodgrain, two-row or three-row seating) Three-row: 9,932 Three-row: 18,087 Two-row, woodgrain: 7,142 Three-row, painted: 7, 341 Three-row, woodgrain: 19,163 Two-row, woodgrain: 2,960 Three-row, painted: 2,528 Three-row, woodgrain: 8,947 Two-row, woodgrain: 2,837 Three-row, painted: 2,315 Three-row, woodgrain: 9,458 Two-row, woodgrain: 3,849 Three-row, painted: 3,626 Three-row, woodgrain: 12,269 For

1817-502: The 1960s the popular 389 cu in (6.4 L) version, which had helped establish the Pontiac GTO as a premier muscle car , was cut in half to produce an unusual, high-torque inline four economy engine, the Trophy 4 . Unusual for a major automaker, Pontiac did not have the customary "small-block" and "big-block" engine families common to other GM divisions, Ford, and Chrysler. Effectively, production Pontiac V8 blocks were externally

1896-609: The 1973 redesign of the Chevrolet/GMC Suburban (129.5 inches). Oldsmobile offered the 455 cubic-inch Rocket V8 in various states of tune from 1971 until 1976 (the "Rocket" brand itself was discontinued in 1975). A 190 hp 400 cubic-inch Pontiac V8 was offered for 1975. From 1971 to 1976, the model line was offered solely with the GM Turbo-Hydramatic 400 3-speed automatic transmission. While sharing its roofline and doors with its divisional counterparts,

1975-463: The 1977 Oldsmobile 98, the fascia was given four square headlights with outboard marker lights. Along with all other 1971–1976 General Motors full-size station wagons built on the B-platform, first-generation Custom Cruiser wagons feature a " clamshell " tailgate design. A two-piece tailgate configuration, the tailgate slid into a recess under the cargo floor while the rear glass window retracted up into

2054-472: The 1977 model year, the second-generation Custom Cruiser was released as part of the downsizing of the entire GM full-size range. In another revision, the Custom Cruiser became a direct counterpart of the Delta 88 sedan. Again the counterpart of the Buick Estate and Pontiac Safari, the Custom Cruiser now shared its body with Chevrolet station wagons. Following the exit of Chrysler from the segment after 1977,

2133-482: The 1978 and 1979 Firebirds equipped with the W72 Performance Package. The four-barrel 400 was a popular performance option for many of Pontiac's cars. When fitted with other high- airflow components, it produced a good balance of low-end torque and higher-RPM power. In the 1968 Pontiac GTO it was given a 10.75:1 compression ratio and tuned to deliver 360 horsepower and 445 foot-pounds of torque. In 1968

2212-468: The 326 was replaced by the similarly 389-derived 350 , which used a 3 + 7 ⁄ 8  in (98.4 mm) bore and 3 + 3 ⁄ 4  in (95.3 mm) stroke for a total displacement of 353.8 cu in (5,798 cc). Like the 326, it was offered in both 2-barrel and 4-barrel versions. In 1968, a 320 hp (239 kW) HO option was offered in the Tempest and Firebird. The 1969 HO 350 HO

2291-410: The 350 was detuned to 160 hp and the 403 offered 175 hp. After 1980, both the 350 and the 403 were replaced by the 307. For 1980, Oldsmobile introduced its third (and last) V8 engine for the B-platform, the 307. Initially producing 150 hp, the 307 was detuned to 140 hp for 1981. For 1985, new "swirl port" cylinder heads were given to the 307. While engine horsepower was not increased,

2370-476: The 389 cu in (6.4 L) and replaced it with the 400 cu in (6.6 L), a 389 bored -out by +0.06 in (1.5 mm) to 4.12 in (104.6 mm) and retaining its stroke of 3 + 3 ⁄ 4  in (95.3 mm). The 400 remained in production through the 1978 model year , with 1979 cars receiving engines produced the previous year. In basic 2-barrel form it produced 290 horsepower and 428 ft. pounds of torque in 1968. This

2449-504: The 8th digit of the VIN. The 2-barrel version was last offered in 1979. The 4-barrel version was available from 1978 to 1981 and the Turbo version was limited to the 1980 and 1981 model year, however, it was originally intended to be available for the 3rd generation Firebird before its cancellation by GM. The 301 Turbo was unique since it had a beefier block than the 1977–79 versions (which carried on in

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2528-506: The Custom Cruiser 96 and Custom Cruiser 98. For 1942, the Custom Cruiser 96 was dropped, leaving the 98 as the flagship Oldsmobile. Dropping the Custom Cruiser name after 1947, the 98 (later renamed Ninety-Eight ) remained on the C-body chassis through its 1996 discontinuation. Following the introduction of the Vista Cruiser and the return of the Custom Cruiser, Oldsmobile expanded the use of

2607-803: The Custom Cruiser competed primarily against the Ford LTD Country Squire and Mercury Colony Park, which remained in production through 1991. After the 1985 model year, the Custom Cruiser became the largest Oldsmobile, as GM shifted Buick, Oldsmobile, and Pontiac B-body sedans to the front-wheel drive H-platform , downsizing them again. Along with the Chevrolet Caprice remaining the sole B-body sedan/wagon, Oldsmobile and Buick station wagons became distinct model lines (the Pontiac Safari ended production after 1989). The second-generation Oldsmobile Custom Cruiser (as with all full-size GM station wagons)

2686-565: The Custom Cruiser drive with a numerically higher rear axle ratio for better performance, while offering improved fuel economy with the overdrive range In its final year of production, the second-generation Custom Cruiser marked the end of the Oldsmobile-produced V8 (formerly the "Rocket V8"). Shifting from its long-running practice of each division developing its own engines, during the 1980s, GM consolidated V8 production in non-Cadillac full-size cars towards Chevrolet and Oldsmobile, with

2765-467: The Custom Cruiser name was revived, slotting it above the A-body Vista Cruiser wagon. Sharing its body with the Buick Estate and Pontiac Safari ( Grand Safari ), the Custom Cruiser was slightly longer than Chevrolet Impala/Caprice station wagons. Though designed without the distinctive glass roof panels of the Vista Cruiser, the Custom Cruiser and its counterparts shared its interior layout;

2844-477: The Custom Cruiser was given its simulated wood design, with wood following the curve of the wheel wells. Though interior space was reduced only marginally through the downsizing, the full-size Custom Cruiser and the intermediate Vista Cruiser/Cutlass Supreme wagon switched places as the longest Oldsmobile wagon; this lasted only for 1977, as GM intermediates underwent their own downsizing for 1978. GM B platform Too Many Requests If you report this error to

2923-679: The Custom Cruiser with no sedan counterpart. After the discontinuation of the Cutlass Supreme Classic , the model line became the sole Oldsmobile sold with rear-wheel drive. Following the 1992 model year, production of the Custom Cruiser was discontinued. Alongside an extensive redesign for 1991, Oldsmobile had already initiated station wagon alternatives, introducing both the Oldsmobile Silhouette minivan (1990) and Oldsmobile Bravada mid-size SUV (1991). In total, Oldsmobile produced 451,819 Custom Cruisers over 21 years. Following

3002-703: The GM B-body chassis, extended to the 127-inch wheelbase used by the GM C-body platform (used by the Oldsmobile Ninety-Eight and Buick Electra). In contrast to GM B/C/D-platform vehicles of the time, GM 1971–1976 full-size station wagons used a rear suspension of multi-leaf rear springs (in line with the C/K trucks of the time). At 5,161 lb (2,341 kg) shipping weight (5,186 lb (2,352 kg) with woodgrain ), or about 5,400 lb (2,400 kg) curb weight,

3081-458: The L78 400 with a 4bbl Rochester Quadrajet. This 400 engine was relegated to only produce 185 hp (or less depending on application) for the remainder of its production. These blocks were cast from 1975 through 1977, and were last used in 1978 model year vehicles. The block had metal shaved from the inner journals, and was made with a reduced nickel content to reduce weight from the completed engine with

3160-618: The Pontiac Straight-8 until later in the 1950s. The concept car Pontiac Strato-Streak was used to introduce the V8 and in later years the engine was installed in Pontiac products. In 1955, Pontiac engineers had noted the new engine's long development period, and that styling trends’ constraints upon engine size had been a primary consideration: “The new Pontiac engine is the culmination of nine years of design and development work. In 1946, it became evident that future styling requirements, coupled with prospects for improved fuels, necessitated

3239-468: The Pontiac V8 was also used in some GMC pick-up trucks including the 1958/59 336 cubic-inch versions of the 370CI and 389CI engines. 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. The last "true" Pontiac V8s, a 265 and 301 cu in (4.3 and 4.9 L), ended production in early 1981. The 1955-up Pontiac V8 that finally reached

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3318-568: The Pontiac V8 was replaced entirely by the GM "corporate" V8's from Chevrolet and Oldsmobile. Applications: The 421.19 cu in (6.9 L) was introduced in 1961 as a dealer-installed Super Duty option. Unlike previous enlargements of Pontiac V8s, it did not replace the 389. The first of the "big journal" Pontiac V8s, it had a bore and stroke of 4 + 3 ⁄ 32  in × 4 in (104.0 mm × 101.6 mm) and came with dual four-barrel carburetors. It featured 3 + 1 ⁄ 4  in (82.6 mm) main journals (which

3397-512: The THM350 (sometimes referred to as the CBC350 in various literature) non-lockup automatic transmission (THM350C lockup in 1981 Trans Ams), and 3.08 rear axle gearing. The 1980 301 Turbo was rated at 210 hp (157 kW) at 4400 rpm and 345 lb⋅ft (468 N⋅m) at 2800 rpm. The 1981 301 Turbo gained the electronic controls with an O 2 sensor, feedback ECM and E4ME Quadrajet providing

3476-600: The V8's bore was increased again to 4 + 1 ⁄ 16  in (103.2 mm), increasing displacement to 369.4 cu in (6.1 L). The engine was dubbed the TEMPEST V-8, a nickname it retained until the end of 1960. The fuel-injected engine became an option on any Pontiac model, carrying a staggering price tag of $ 500 (almost 15% of the car's base price). It was rated at 310 hp (231 kW) at 4800 rpm and 400 lb⋅ft (542 N⋅m) at 3,000 rpm on 10.5:1 compression. Only about 400 were produced before

3555-591: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.132 via cp1112 cp1112, Varnish XID 392464444 Upstream caches: cp1112 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 05:38:03 GMT Pontiac V8 engine#400 The Pontiac V8 engine is a family of overhead valve 90° V8 engines manufactured by the Pontiac Division of General Motors Corporation between 1955 and 1981. The engines feature

3634-573: The body of the Custom Cruiser was styled as a hybrid of the B-body Delta 88 and the C-body Ninety-Eight, using components from both model lines. From the Ninety-Eight, the Custom Cruiser shared its front fascia and rear quarter panels (and front fender skirts ); the interior adopted trim elements from both the Delta 88 and Ninety-Eight. In line with the Vista Cruiser, simulated woodgrain trim

3713-487: The design increased torque and driveability; at the expense of high RPM power and performance, the heads featured relatively small intake ports. Along with the new cylinder heads, roller lifters replaced flat lifters. For 1980 in California-market examples, Oldsmobile introduced a new E4ME electronic carburetor, using CCC (Computer Command Control); in 1981, the 4-barrel carburetor was adopted in all 50 states, replacing

3792-462: The discontinuation of the model line, GM ended full-size station wagon production after 1996, becoming the final American-brand manufacturer to do so at the time. The Custom Cruiser nameplate was introduced by Oldsmobile in 1940, as the division introduced formal names for its vehicles for the first time, introducing the flagship Custom Cruiser 90. For 1941, the model line was offered with both inline-6 and inline-8 engines, with Oldsmobile renaming it as

3871-431: The edge of the water pump pulley) of 28.25 in (718 mm), an overall width of 27 in (690 mm), and a height (not including air cleaner ) of 31 in (790 mm). Dry weight ranged from 590 to 650 pounds (270 to 290 kg), depending on displacement and year. Most Pontiac engines were painted light blue. The 1958 370" engine and the 1959–60 389 version was named the "Tempest" V-8 and changed in 61 to

3950-511: The engine lower half and block casting were not simply divided down the middle. In 1963 Pontiac dropped the Buick division built 215 cu. in. aluminum V8 it had offered in the Tempest and replaced it with a small-bore version of the standard 389 cu in (6.4 L) Pontiac V8. It shared the 389's 3 + 3 ⁄ 4  in (95.3 mm) stroke, but its bore was 3.78 in (96.0 mm) for

4029-439: The eventual introduction of a more compact, more rigid engine, and an engineering program was initiated with those goals in mind.” By 1949 work on a 287 cu in (4.7 L) OHV V8 had begun, but moved along slowly. When Robert Critchfield took over as general manager in 1952, he launched an ambitious plan to move Pontiac into the upscale, mid-range market occupied by Oldsmobile , and that demanded V8 power. A new engine

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4108-434: The fuel injection system was quietly dropped. For 1959 the V8's stroke was increased to 3 + 3 ⁄ 4  in (95.3 mm), raising displacement to 389 cu in (6.4 L). This was the beginning of factory supplied performance items such as 4 bolt main bearings and windage trays to reduce friction from crankcase oil . The 389 would remain the standard Pontiac V8 engine through 1966, offered in

4187-483: The goal of making the engine lighter, which would in turn reduce the overall weight of the vehicle, alleviating the emissions it produced. These blocks were denoted with casting numbers starting with 500, such as the "500557" blocks found in 1975-78 Firebirds. Pontiac did re-introduce the older, more durable block but the 400 no longer could meet the tightening emissions requirements, and block casting ceased in 1977. These stronger cast blocks were assembled and stockpiled for

4266-430: The intermediate Vista Cruiser (and nearly 200 pounds lighter) prior to its 1978 replacement, the Custom Cruiser remained in the full-size segment, as its body was several inches wider and taller. At its 1977 launch, the second-generation Custom Cruiser was offered with two engines, a 170 hp 350 cubic-inch Oldsmobile V8, with a 185 hp 403 cubic-inch Oldsmobile V8 as an option. For 1979, both engines were detuned:

4345-670: The latter division developing diesel engines. Towards the end of the decade, GM phased out the Oldsmobile V8 family, as the 307 was the final engine produced by the company without fuel injection. After 1990, Oldsmobile would not have a division-produced engine; the only GM division-unique engine family developed since 1990 was the Cadillac Northstar (developed with some Oldsmobile and Pontiac applications). diesel (diesel) diesel (diesel) 1981–1985: THM200-4R 4-speed automatic For 1978, Oldsmobile introduced its first diesel engine,

4424-458: The legendary Smokey Yunick reputedly left Pontiac's engineering department over). The 421 SD became factory installed in 1962 and in 1963 a street version became available from the factory with a dual four-barrel or three two-barrel Tri-Power carburetion. Modified versions of this engine were extensively used in NASCAR stock car racing and drag racing competition. The premier SD 421 cylinder head

4503-428: The non-turbo versions in 1980 and 1981), a very mild camshaft with 0.35 in (8.9 mm) lift and 250 degrees gross duration, a 60 psi (4.1 bar) oil pump to ensure adequate oil to the oil-cooled Garrett TBO-305 Turbocharger, a rolled fillet crankshaft, a fully baffled oil pan, and a specific 800  cu ft/min (23 m /min) Quadrajet carburetor. This had extra-rich "DX" secondary metering rods and

4582-502: The optional third-row seat was faced forward. Similar to the Chevrolet Suburban , the third-row seat was accessed by a split second-row bench seat that folded forward, expanding seating to eight passengers. Following the fitment of 5 mph bumpers, the 1974–1976 Custom Cruiser grew to over 19 feet long, becoming one of the longest vehicles ever built by Oldsmobile. The Custom Cruiser (and its Buick and Pontiac counterparts) used

4661-515: The previous dual-quad set-up). Power ratings increased: (with manual transmission) (with Hydramatic ) Several dealer-installed camshafts were optional to increase power further to 317 hp (236 kW). which was seen on the hood of the 1957 Daytona Grand National winning car driven by Cotton Owens. Standard only for the Pontiac Bonneville was Pontiac's first-ever fuel injection system. A mechanical system built by Rochester , it

4740-471: The previous mechanical M4ME version. In Canada, E4ME was not adopted until 1986. 1977–1990 Custom Cruisers were fitted with two different automatic transmissions. From 1977 until 1980, the 3-speed THM200 was the sole transmission. From 1981 through 1990, the THM200-4R 4-speed automatic with overdrive was added, as GM added a lock-up torque converter and a 0.67:1 overdrive ratio. With the overdrive transmission,

4819-470: The public was an overhead valve engine with cast iron cylinder heads and block and wedge-shaped combustion chambers . An innovative design feature was mounting the rocker arms on ball pivots on studs set into the cylinder head, rather than using a separate rocker shaft. Along with being cheaper to build, this allowed more consistent valve action with less weight than a conventional shaft. All Pontiac V8s from 1955 to 1959 were reverse cooled, known as

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4898-408: The roof; the design operated either manually or with optional power assist. The first powered tailgate in automotive history, the powered option ultimately became standard, as the manual tailgate required a degree of effort to lift out of storage. The system was operated from either an instrument panel switch or by key on the rear quarter panel. The clamshell tailgate was intended to aid the loading of

4977-419: The same size (326-455) sharing the same connecting rod length 6.625 in (168.3 mm) and journal size of 2.249" (except for the later short deck 301 and 265 produced in the late 1970s and early 1980s before Pontiac adopted universal GM engines). The crankshaft stroke and main journal size changed among the years with the more popular 389CI and 400CI having a 3.00" diameter main journal and the 421/428/455 sharing

5056-504: The sole survivor of the two by 1932. In addition to the inline 6, Pontiac used the Oakland V8 for one year, 1932, debuting the Pontiac straight-8 engine in 1933. The two inline engines were used through 1954, when Pontiac unveiled its OHV Strato Streak V8 in 1955. The development of this V8 dates back to 1946, when engineers began considering new engine designs for postwar cars. They came up with

5135-413: The standard engine in full-sized Pontiacs, got 1.96 in (49.8 mm) intake and 1.66 in (42.2 mm) exhaust valves and pressed in rocker arm studs. In 1975, to assist in meeting CAFE emissions standards, Pontiac drastically modified the structure and metallurgy of the 400 blocks being produced. The 2bbl option was no longer available, and the sole 400 available for all model lines became

5214-463: The three-seat 1974 Custom Cruiser wagons are the heaviest Oldsmobiles ever built. Along with similar versions of the Buick Estate, the model line also serves as the heaviest sedan-based GM vehicle ever produced. The Custom Cruiser used the longest wheelbase in its segment, besting all Chrysler wagons (124 inches), the AMC Ambassador (122 inches), and Ford/Mercury wagons (121 inches), shorter only than

5293-408: Was a 45-degree inclined 194.43 cu in (3.2 L) inline-4 created from the right bank of the 389 for the debut of the Tempest . With an identical bore and stroke of 4 + 1 ⁄ 16  in (103.2 mm) and 3 + 3 ⁄ 4  in (95.3 mm) it was precisely half the displacement of the 389 and shared numerous parts with the V8, yet weighed considerably more than half as

5372-581: 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. In 1967, Pontiac moved on to a technologically simpler nodular cast iron (invented in late 1940s) crankshaft, which they used until 1975. In 1967 the 421 was enlarged to 426.61 cu in (7.0 L) by increasing its bore to 4.12 in (104.6 mm). Both Chevy and Ford had 427 cu in performance engines, so Pontiac simply referred to its 427 as

5451-422: Was built specifically for NASCAR competition, and soon offered as an optional engine in the following forms: (with manual transmission ) (with Hydramatic automatic ) For 1957 the V8's stroke was increased to 3.5625 in (90.49 mm), for a displacement of 347 cu in (5.7 L). For the first time, Pontiac offered Tri-Power , three two-barrel carburetors with a sequential linkage (replacing

5530-453: Was equipped with the 400 cu in (6.6 L)'s large valve heads (# 48's) and the 400 HO camshaft and rated at 330 hp (246 kW). In 1974 it was used in the GTO and was rated at 200 hp (149 kW) ( net ). Applications: In 1969, Pontiac unveiled its Trans Am model Firebird, and since racing rules required engines of less than 5 L (305.1 cu in), Pontiac unveiled

5609-521: Was fast-tracked, its relatively late start allowing it to take advantage of developments proven in the Oldsmobile V8 and Cadillac V8 . As a result, it was remarkably free of teething problems. During 1951–1952, Pontiac had 23 287 cu in (4.7 L) V8-equipped 1953 model production prototypes running tests on the GM proving grounds. Pontiac planned to produce the 1953 models with the V8, but Buick and Oldsmobile appealed to GM management and earned

5688-468: Was implemented as further development of a cost-effective, more fuel efficient V8 derivative of the 301 V8 for the CAFE requirements. It featured a smaller bore of 3 + 3 ⁄ 4  in (95.3 mm) coupled with the same 3 in (76.2 mm) stroke of the 301 (same bore and stroke used by Chevrolet when the first small block motor was introduced in 1955). It produced 120 hp (89 kW) After 1981,

5767-405: Was offered as an option, with nearly 80% of buyers selecting the feature. During its production, the Custom Cruiser followed the exterior design of Ninety-Eight, receiving a new front bumper for 1972; front and rear 5-mph bumpers were adding during 1973 and 1974, respectively. For 1974, the grille underwent a redesign. For 1976, the Custom Cruiser received a second revision. Largely a preview of

5846-417: Was rated 180 hp (134 kW) at 4600 rpm and 264 lb⋅ft (358 N⋅m) at 2400 rpm with a two-barrel carburetor , 200 hp (149 kW) at 4600 rpm and 278 lb⋅ft (377 N⋅m) at 2800 rpm with the four-barrel carburetor. For 1956 the V8 was bored out to 3.9375 in (100.01 mm), increasing displacement to 316.6 cu in (5.2 L). A factory 285HP version

5925-636: Was reduced to 3.72 in (94.5 mm), giving a true 326.06 cu in (5.3 L). The 326 subsequently became the optional V8 engine for Tempests, and later the Pontiac Firebird , through 1967 and maintained the 17 degree cylinder head valve angle for its entire production run. A higher-output four-barrel carburetor version was offered, called the 326 HO (High Output). With higher compression and dual exhaust it produced 280 hp (209 kW) for 1963–1964, and 285 hp (213 kW) for 1965 through 1967, its final year. For 1967, Pontiac retired

6004-579: Was similar in principle, but not identical, to a contemporary system offered as an option on the Chevrolet Corvette. Pontiac did not release official power ratings for this engine, saying only that it had more than 300 hp (224 kW). Contemporary road tests suggest that it was actually somewhat inferior to the Tri-Power engines, although it did have better fuel economy . Only 630 Bonnevilles were produced for 1957, all of them fuel-injected. For 1958

6083-524: Was the engine installed in the Pontiac Executive line of large cars and its largest station wagon, the Pontiac Safari . In 1967, the cylinder head design was improved for the 400 4-barrel engine. The valve angle was reduced from 20 degrees to 14 degrees for better breathing. 1967 was the last year for closed-chambered heads. The "670" head was a 1967-only casting , and the only PMD head to have

6162-429: Was the late 1962-early 1963 casting #9771980 aka "980", featuring a larger 185 cc (11.3 cu in) intake port volume, flowing 230 cu ft/min (6.5 m /min) at 28 in (711 mm). The 421 also marked the end of the option for a forged-steel crankshaft. The Armasteel cast crankshaft was the standard hardened cast-iron crankshaft used throughout the entire Pontiac V-8 line until 1967. "Armasteel"

6241-421: Was unheard of at the time. The 287 was an "oversquare" engine with a bore and stroke of 3 + 3 ⁄ 4  in ×  3 + 1 ⁄ 4  in (95.3 mm × 82.6 mm), for a total displacement of 287.2 cu in (4.7 L). Compression ratio was a modest 8.00:1, with valve diameters of 1.781 in (45.2 mm) (intake) and 1 + 1 ⁄ 2  in (38 mm) (exhaust). It

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