How To Hotrod Your Buick V6

- HPBooks H n W TO HOTBOD YOUR 'i! t , 'j I j 1 I I ' b Details modifications to cylinder heads, blocks & cranks...

Author: Buick Motor Division

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- HPBooks

H n W TO HOTBOD YOUR

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Details modifications to cylinder heads, blocks & cranksbh. How to prepare (li set up Make, ignition (B oiling systems. T d m k d &ta 81 bluiepri'ntingldetails. Cornprehenskre Heawy-Duty Parts list.

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4

HPBooks® HPBooks

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HOW TO HOTROD HOTROD YOUR

Look Look for the Buick Buick V6 logo logo to take on on inincreasing creasing significance significance with with performance performance engine engine builders. builders. This This \\arrow" "arrow" is on on target because because it symbolizes symbolizes today's performperformance engine engine ... . . , the tbe Buick V6. V6

Publisher: Publisher: Rick Bailey; Bailey; Executive Executive Editor: Editor: Randy Summerlin Summerlin Editorial Director: Director: Tom Monroe, Monroe, P.E., P.E., S.A.E. S.A.E. Senior Editor: Editor: Ron Sessions, Sessions, A.S.A.E.; A.S.A.E.;Art Director: Director: Don Burton Coordinator: Cindy Cindy J. Coatsworth Production Coordinator: Director of Manufacturing: Manufacturing: Anthony B. Narducci

Published by HPBooks Published A Division of o f HPBooks, Inc. Inc. P.O. Box 5367, 5367, Tucson, Tucson, AZ 85703 85703 602/888-2150 6021888-2150 P.O. 0-89586-514-9 Library of Congress Congress Catalog Number 86-45964 86-45964 ISBN 0-89586-514-9 ©1986 Inc. Printed in U.S.A. 01986 HPBooks, HPBooks, Inc. U.S.A. 1st 1st Printing NOTICE: The information information contained in this book is true and complete to the best of our NOTICE: knowledge. AU recommendations recommendationson parts and procedures are are made made without any any guarantees guaranteeson knowledge.All HPBooks. Because Because the procedures and methods methods are beyond the part of Buick Motor Division or HPBooks. our control, control, Buick and publisher disclaim all liability incurred in connection with the use of this information. information.

Buick Power Source 1I

Introduction ..................... l Introduction I Building a HighBuilding a HighPerformance V6 .............. 4 Competitive Combinations V6 4 Performance USAC Turbocharged Indy

..................... ..............

Competitive Trans Am Combinations USAC Turbocharged Indy Race Normally Aspirated Drag Trans Am Turbocharged Drag Race Normally Aspirated Drag Race Turbocharged Road Race Turbocharged Drag Race Normally Aspirated Circle Track Turbocharged Road Race (N ASCAR Sportsman) Normally Aspirated Circle Track (NASCAR Sportsman)

Cylinder Blocks ............. 42 Heavy-Duty Blocks Cylinder Blocks 42 Preparation

.............

Heavy-Duty Checklist Preparation Blocks Preparation Cleaning Preparation Assembly Checklist Cleaning Assembly

Cylinder Heads .............. 54 Production andHeads Stage I Heads Cylinder 54 Production and Stage I Cylinder

..............

Production and Stage I Heads Head Porting Production and Stage I Cylinder Stage II Iron Heads Head Porting Stage II Aluminum Heads Stage Heads Stage I1 II Iron Cylinder Head Porting Stage Aluminum Heads Valve I1 Seat Modifications Stage I1 Cylinder Head Cylinder Head Studs Porting Valve Modifications RockerSeat Covers Cylinder Head Studs Head Gaskets Rocker Covers Head Gaskets

Crankshaft ..................... 70 Raw Forged Crankshafts Crankshaft 70 Semifinished Crankshafts

.....................

Raw Crankshafts CrankForged Checking Semifinished Crankshafts Crank Checking

Balancing ....................... 82 Counterweighting Balancing 82 Counterweighting Bearings .......................... 84 Modifying V8 Crank Bearings for V6s Bearings.. 84 Heavy-Duty Cam Bearings

....................... ........................

Modi'fying V8 Crank Bearings for V6s Heavy-Duty Cam Bearings

Flywheel and Flywheel Torsionaland Dampener .... 86 Flexplates Torsional Dampener 86 Bellhousing Alignment

....

..

FlexplatesDampener Torsional Bellhousing Alignment Torsional Dampener

.r

Connecting Rods ......... .. 90 Aftermarket Steel and Aluminum Rods 90 Connecting Rods

2;.

T I , .Power , 2,,:".Buick Source .... , ,a,;,. ,+,,a

2 Buick Power Source

,.

...........

W-i..

....

.

~

Aftermarket Steel and Aluminum Rods

Engine Lubrication..... 112 The Stock System Engine Lubrication 112 Production Pump Clearances

.....

T h e StockPumps System External Production P u m p Clearances Filtering External Pumps Oil Filtering Additives Oil Leaks Oil Additives Oil Leaks

Intake System .............. 124 Stock Hardware Intake System 124 Aftermarket and Stage II Hardware

..............

StockInjection Hardware Fuel Aftermarket and Stage I1 Hardware Fuel Injection

Pistons ............................. 94 Buick Heavy-Duty Pistons Pistons 94 Aftermarket Pistons

.............................

Buick Heavy-Duty Pistons Rings Aftermarket Pistons Valve-to-Piston Clearance Check Rings Valve-to-Piston Clearance Check

Ignition System ........... 128 Buick Power System Source Ignition Ignition 128 Aftermarket Ignition

...........

Buick Power Ignition WiresSource Ignition Aftermarket Spark Plugs Ignition Ignition Wires Tachometers Spark Plugs Glossary Tachometers Glossary

Valvetrain ..................... 100 Camshaft Valvetrain 100 Lifters

.....................

Camshaft Valve Springs and Retainers Lifters Rev Kits Valve and Retainers RockerSprings Assemblies Rev Kits Valves RockerModifications Assemblies Valve Valves Valve Grinding Valve Modifications Gear Drives Valve Grinding Gear Drives

Front Covers ................ 108 Front Cover Seals Front Covers 108 Cam Stop

................

Front CoverClearance Seals Gear Drive Cam Stop Aftermarket Front Covers Gear Drive Clearance Aftermarket Front Covers

Exhaust System ........... 138 Stage II Exhaust Manifold Exhaust System 138 Turbocharged Applications

...........

Stage I1 Exhaust Recently ProducedManifold Buick Manifolds Turbocharged Applications Recently Produced Buick Manifolds

Operating Conditions/ Operating Conditions/ Blueprinting Records .. 142 Engine Run-In Blueprinting Records ..I42 Oil Engine Fuel Run-In Oil Coolant Fuel Engine Temperature Coolant Record-Keeping Forms Engine Temperature Record-Keeping Forms

Engine Parts ................ 162 Engine Parts 162 Suppliers ....................... 174 Buick Power Source Suppliers 174

................ .......................

3

Buick Power Source 3

4

-Building a High-Perforn High-Perforn

T: T

hiS his information and related specificspecifications are intended to aid anyone preparing a Buick V6 for heavy-duty or offoffhighway use. Basic engine specifications and building suggestions apply to road, road, oval track or drag racing unless specifically noted otherwise. Buick V6 engines have been built in the followfollowing displacements.

2.5L and 4.5L engines should not be considered disdisplacement limits for the Buick V6; V6; they are simply practical limits. 2.5L 2.5L (151 (151 cubic inches) inches)

Engine Specifications V6 Displacement 198 198 225 225 231-3.8L 231-3.8L 252-4.1L 2524.1L 196-3.2L 196-3.2L 181-3.0L 181-3.OL

Bore 3.625 3.625 3.750 3.800 3.800 3.965 3.965 3.500 3.500 3.800 3.800

x X X x x X X x X X X

Stroke 3.200 3.200 3.400 3.400 3.400 3.400 3.400 3.400 2.660

Years Produced 1962-63 1964-67 1975-86 1980-84 1980-84 1978-79 1982-86 1982-86

All current production Buick V6 engines (regard(regardless of displacement) displacement) are built on common tooling, tooling, which means items such as camshafts, camshafts, valvetrain hardware, rod and main bearings, distributors, distributors, etc., etc., are interchangeable. interchangeable. All production crankshafts, connecting rods and pistons are cast. cast. Engines are applibuilt for manual and automatic transmission applications. cations. In production there are frontfront- and rearrearwheel-drive blocks; blocks; the difference is in the bellhousing bolt pattern, oil pan flange and starter location. The heavy-duty Stage I and II I1 blocks referred to in this volume are of a rear-wheel-drive rear-wheel-drive bolt-pattern configuration and cannot be used in a front-wheelfront-wheeldrive configuration without modification. It is also important to understand that Buickbuilt V6 engines are used by other General Motors Divisions. You can readily identify the Buick-built V6 by noting that the distributor is placed at a t the front of the engine, engine, whereas the distributor in V6 engines built by other GM divisions is at a t the rear bellhousing. of the engine adjacent to the bell housing. Buick Motor Division is currently building both frontfront- and rear-wheel-drive rear-wheel-drive assemblies. While the machining of components components (bore (bore centers, centers, etc.) etc.) is basisame, many pieces do not interchange bebecally the same, tween frontfront- and rear-wheel-drive rear-wheel-drive engines. engines. For instance, a front-whee front-wheel-drove does not bolt to a stance, I-drove block does rear-wheel-drive bellhousing or an automatic transtransrear-wheel-drive mission. This This volume concerns concerns itself only with rearrearmission. wheel-drive hardware and the modifications needed to make that hardware heavy-duty. heavy-duty.

Competitive Competitive Combinations Combinations The Buick V6 engine is quite flexible in terms of usthe number of displacements that can be built using both production and aftermarket hardware. Displacements of 2.5 2.5 liters (151 (151 cubic cubic inches) inches) to 4.5 liters (272 (272 cubic inches) inches) are easily attainable. attainable. The 4 Buick Power Source Source

In 1979, 1979, Buick built some 3.2L (196-cubic-inch) (196-cubic-inch) engines in production. By using this 3.500-inch 3.500-inch bore block and a production 3.0L 3.OL crank having a stroke of 2.66 inches, inches, the 2.5L V6 engine becomes a realreality with a production block and crank. crank. By using a 6.5-inch 6.5-inch connecting rod, rod, compression height of the piston is an acceptable 1.70 1.70 inches. Stage I cylinder heads would be adequate for this displacement. displacement. A professionally assembled engine built to these didimensions can be raced at a t 8000 8000 rpm. The 2.5L Buick V6 would be a formidable package in many forms forms of racing because it has a wide torque curve (much (much wider than the curves offered by the 4-cylinder 4-cylinder enengines it would be competing against). against). 3.0L 3.OL (182 (182 cubic inches) inches)

There are a number of competitive arenas for 3.0L 3.OL engines. Currently, the 3.0L 3.OL displacement can be raced in 1M SA GT /P either normally aspirated IMSA GT/P or turbocharged. In addition to finding a home in SCCA's Trans Am class in turbocharged form, form, this package makes an impressive powerplant for midgmidget racing. The 3.QL 3.OL displacement can be reached with a 3.800-inch 3.800-inch bore and a 2.66-inch stroke, stroke, which is a highly overs quare package. Stage I cylinder heads oversquare are adequate for this displacement if it is normally aspirated. A rod length of 6.35 6.35 inches is recomrecommended for this engine. engine. This is the same rod length that a production 3.0L 3.OL engine has. has. As more Buick V6 competition engines are built, it is increasingly evident that rod length has little or nothing to do with horsepower or torque; torque; so, so, you should consider using the longest rod practical to minimize cylinder wall loading. With the above mentioned dimensiondimensional package, some dome dome will be needed to obtain adadequate compression ratio (12.5:1) (12.51) for competition. If this engine is built using Stage I cylinder heads, rpm should be limited to 6500. 6500. Stage II I1 valvetrain should be limited to 8500. 8500. 3.4L 3.4L (209 (209 cubic inches) inches)

Current CART /USAC rules allow turbocharged CART/USAC stock block engines to compete against exotic exotic racing engines. Two-dimensional configurations of this displacement have been built-4.00 built-4.00 x 2.75 inches inches and 3.800 3.800 x 3.06 inches. Both configurations produced identical identical torque and horsepower. Both configconfigurations have been built with 6.56.5- and 5.9-inch 5.9-inch rods, again with no difference. Thus, Thus, for the sake of durability the configuration of 3.800 3.800 x 3.06 inches with a 6.5-inch 6.5-inch rod is recommended. These engines can safely be taken to 8800 8800 rpm.

Buick heavy·duty heavy-duty parts are designed and manufactured for off-highway off-highway use only. only.

~nce~================ I

r

In the 1985 running of the Indianapolis 500, stock block turbocharged Buick V6 engines were in In the 1985Inrunning of thethe Indianapolis 500, competition. racing form, engine produces stock block turbocharged Buick V6 engines were in more than 800 horsepower at 8000 rpm. competition. In racing form, the engine produces more than 800 horsepower a t 8000 rpm. Engine Features Configuration Horsepower Configuration Torque Horsepower Rev limit Torqueboost Turbo Rev limit Displacement Turbo Ignitionboost

90 Features V6, two valves/cylinder Engine

Displacement Ignition Fuel system Bore Fuel system Stroke Bore Cylinder head

Stroke Cylinder head Valve lifters Crankshaft Valve lifters Block

Crankshaft Block Fuel Compression ratio Fuel valve Intake Compression Exhaust valveratio Intake valverod Connecting Exhaust valve Piston Connecting rod Piston Oil pressure Oil system

Oil pressure Oil system Push rods Cam drive

Pushrods Camshaft Cam drive Camshaft

0

750 at 8000 rpm 90" V6, twoatvalves/cylinder 540 lbs.lft. 6000 rpm 750 a rpm t 8000 rpm 8600 540in. lbs./ft. a t 6000 rpm 57 Hg-absolute 8600 rpm 209 in' 57 in. Hg-absolute Buick Computer Controlled Coil 209 in" Ignition Buick Computer Coil Port fuel injectedControlled / mechanical 3.8Ignition inches Port fuel injected/mechanical 3.06 inches 3.8 inches Buick Stage II, iron or 3.06 inches aluminum Buick Stage 11, iron or Roller type with high-rev kit aluminum Buick forged, even-firing Roller cast-iron type withStage high-rev Buick II- kit Buick forged, even-firing four-bolt mains Buick cast-iron Stage IIMethanol 9:1four-bolt mains Methanol 2.022-diameter titanium 9:l Inconel l.60 diameter 2.022-diameter Carrillo 6.5-inchtitanium Inconel 1.60 diameter Forged-aluminum l.5-inch Carrillo 6.5-inch compression height Forged-aluminum 1.5-inch 100 psi compression height Dry-sump pumps fitted 100 to psi Buick Stage II block Dry-sump pumps fitted 8.08-inch to Buick Gear type Stage I1 block 8.08-inch steel Hardened

Gear type Hardened steel

4.0L (244 cubic inches)

The 4.0L Buick V6, normally aspirated, but with 4.OL injection, (244 cubic readily inches) fits into the rules of IMSA fuel The 4.OL Buick V6, normally buta with GT/P. This is endurance racing aspirated, at its finest, fuel intowhen the rules of IMSA pointinjection, you mustreadily keep infits mind building a GT/P. V6 This endurance a t its finest, a enBuick foristhis type of racing competition. The 4.0L point you must keep in mind when building a gine has been successfully built in two configuraBuick V6 for this type offeatures competition. The 4.OLa entions. One combination a 4-inch bore, gine has been successfully built rod. in two 3.23-inch stroke, and a 6.5-inch Theconfiguraother comtions. Oneutilizes combination features a 4-inch bore, a bination a 3.830-inch bore, a 3.500-inch 3.23-inch stroke, and a 6.5-inch rod. The other stroke, and a 6.380-inch rod. The rod length in comboth bination utilizes a 3.830-inch bore, aheight 3.500-inch combinations allows a compression of 1.400 stroke, a 6.380-inch rod. Theon rodpiston lengthinventoin both inches, and which in turn cuts down combinations compression of 1.400 ry. Due to theallows naturea of the racing, height these engines inches, which in turn cutsrpm. down on piston inventoshould be limited to 8000 ry. Due to the nature of the racing, these engines 4.3L (265 cubic inches) should be limited to 8000 rpm. Several circle track associations have established 4.3L (265 cubic inches) limiting displacement to 265 classes for V6 engines Several circle track associations havebuilt established cubic inches. These engines are easily with a classes V6 engines to 265 bore of for 4 inches and a limiting stroke ofdisplacement 3.5 inches, and cubicainches. Theseofengines are easily built with a with rod length 6.380 inches, a compression bore of of 4 inches and a is stroke of 3.5 inches, andother height 1.400 inches maintained. Like the with a rod length of 6.380 inches, a compression combinations, the 4.3L can be spun to 8000 rpm. height of 1.400 inches is maintained. Like the other 4.5L (272 cubic inches) combinations, the 4.3L can be spun to 8000 rpm. When allowed for competition, this displacement 4.5L (272 cubic inches) with a 4.00-inch bore and a engine can be fashioned When allowed this displacement 3.625-inch stroke.for Bycompetition, using a 6.300-inch rod, comengine be fashioned with aat4.00-inch bore and pressioncan height is maintained 1.400 inches. Oncea 3.625-inch stroke. By using a 6.300-inch rod, comagain, 8000 rpm is the practical limit of operation. pression height is maintained a t 1.400 inches. Once All Displacement again, 8000 rprn is the practical limit of operation. In all cases, the rpm limit has been established All Displacement assuming titanium valves are being used. If steel In cases, rprn limit has should been established valvesallare to bethe used , rev limits be lowered assuming titanium valves are being used. If steel by 1000 rpm. valves are to be used, rev limits should be lowered by 1000 rpm.

Buick Power Source 5 -

Buick Power Source

5

USAC Turbocharged Indy* Turbocharged IndyRECORD * BUICK USAC STAGE II ENGINE BUILD AND CHECK Engine BUICK type

Indy STAGE I1 ENGINE BUILD AND CHECK RECORD

Displacement Engine type Fuel requirement Displacement

3.4L Indy Methanol 3.4L

Fuel requirement

Methanol *57 inches of boost *57 inches of boost

DL

F P W

5

VI

750

4

n ,700 2

5 ~ J I

2 3.

650

SJ 2-

sz

P

550

f3

3

2

k

500

\I\

5200 5800 6000 6400 6800 7200 7600 8000 8400 RPM I

... 6 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

6 Buick Power Source

Buick heavy-duty park are designed and rnanirfaclured for off-highway use only.

PISTON Piston make PISTON Compression Piston make height Wristpin type;height length Compression

Diamond 1.485 Diamond Diamond 1.485 0.927 Diamond

Wristpin type; diameter length W ristpin clearance Wristpin diameter in piston Wristpin retainer clearancetype in piston

0.0014 0.927 Sl2irolocks 0.0014

Wristpin retainer type

Spirolocks

PISTON SIZE AND BORE CLEARANCE Cy linder No.SIZE AND BORE CLEARANCE PISTON

2.750

2.750

1

3

5

Bore size No. Cylinder

3.8000 1

Piston size Bore size Clearance Piston size

3.7924 3.8000 0.0076 3.7924

3.8000 3 3.7924 3.8000

3.8000 5 3.7923 3.8000

0.0076 3.7924

0.0077 3.7923

Clearance Cy linder No.

0.0076 2

0.0076 4

0.0077 6

Bore size No. Cylinder

3.8000 2

3.8000 4

3.8000 6

Piston size Bore size Clearance Piston size

3.7925 3.8000 0.0075 3.7925

3.7923 3.8000 0.0077 3.7923

3.7923 3.8000 0.0077 3.7923

Clearance

0.0075

0.0077

0.0077

1116

0.020

1116 1/16

0.018 0.020

3116 1/16

0.018

PISTON RING PISTON RING

Top type; width; gap Ringring set make; part No. 2nd ring type; Top type; width; width; gap

Sealed Power Sealed Molyc. Power RBT Moly.

Oil 2nd ring ring type; type;width; width;gap gap

RBT

Ring set make; part No.

Oil ring type; width; gap

%s

Buick Power Source

7

Buick Power Source

7

PISTON DECK CLEARANCE Cy linder No.DECK CLEARANCE PISTON

1

3

5

Deck clearance Cylinder No.

0.017 1

0.017 3

0.019 5

Deck clearance Cy linder No.

0.017 2

0.017 4

0.019 6

clearance Deck Cylinder No.

2 0.018

4 0.017

6 0.017

Deck clearance ENGINE BEARING Main bearingBEARING make ENGINE

0.018

0.017

0.017

Clevite

Rod Mainbearing bearingmake make

Vandervell Clevite

Rod bearing make

CRANKSHAFT Crankshaft make; type CRANKSHAFT

Vandervell

Stroke Crankshaft make; type Endplay Stroke Endplay Main Bearing No.

3.070 Moldex 0.0006 3.070 0.0006 1

Moldex

2

3

4

2.6875 3 2.5012 2.6875

2.6875 4 2.5012 2.6875 2.4987 2.5012 0.0025 2.4987

0.0025

Housing diameter Main Bearing No.

2.6875 1

2.6875 2

Housing diameter with bearing Crankshaft main journal diameter Housing diameter with bearing

2.5012 2.6875 2.4987 2.5012

2.5012 2.6875 2.4987 2.5012

Main bearing clearance Crankshaft main journal diameter

0.0025 2.4987

0.0025 2.4987

2.4987 2.5012 0.0025 2.4987

Main bearing clearance

0.0025

0.0025

0.0025

Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

8 Buick Power Source

Buick heauy-duty parts are designed and manufactured for off-highway use only.

8

CONNECTING ROD Rod make; type CONNECTING ROD

Carrillo

Steel

6.5 Carrillo 0.010 6.5 0.9284 0.010 0.0014 0.9284 7/16 0.0014

Steel

90 ft./lbs. 7/16

SPS

90 ft./lbs. 1

3

5

Housing diameter Connecting Rod No.

2.3738 1

2.3738 3

2.3738 5

Housing diameter with bearing Crankshaft rod journal diameter Housing diameter with bearing Rod bearingrod clearance Crankshaft journal diameter Rod bearing clearance Connecting Rod No.

2.2506 2.3738

2.2505 2.3738

2.2506 2.3738

2.2482 2.2506

2.2481 2.2505

0.0024 2.2482 0.0024 2

0.0024 2.2481

0.0024 4

2.2482 2.2506 0.0024 2.2482 0.0024 6

Housing diameter Connecting Rod No.

2.3738 2

2.3738 4

2.3738 6

Housing diameter with bearing

2.2505 2.3738

2.2505 2.3738

2.2505 2.3738

Crankshaft rod journal diameter Housing diameter with bearing

2.2481 2.2505

2.2481 2.2505

2.2481 2.2505

Rod bearingrod clearance Crankshaft journal diameter

0.0024 2.2481

0.0024 2.2481

0.0024 2.2481

Rod bearing clearance

0.0024

0.0024

0.0024

Length (center Rod make; typeto center) Side clearance Length (center to center) W ristpin bore diameter Side clearance W ristpin bore clearance in rod Wristpin diameter Rod bolt make; size in rod Wristpin clearance Rod bolt torque make; size Rod bolt torque Connecting Rod No.

SPS

Buick Power Source

9

Buick Power Sdurce 9

COMPRESSION RATIO Piston at BDC in bore RATIO COMPRESSION Swept Piston volume* a t BDC in bore Dome or dish (+) volume Swept (-) volume* Ring (-) orvolume dish (+) volume Domeland Deck land volume Ring volume Head volume gasket volume Deck chamber volume Head gasket volume

Head chamber volume

CYLINDER HEAD Intake valve type;HEAD size CYLINDER Exhaustvalve valvetype; type;size size Intake Valve spring Exhaust valvemake; type; size size Valve spring make; installed sizeheight Valve spring seat pressure installed height Valve spring open pressure seat pressure Retainer make; material Valve spring open pressure Keeper Retainertype make; material Chamber volume Keeper type Head gasket type; thickness Chamber volume Val ve gasket seal make; Head type;type thickness

Valve seal make; type

570.3 16 570.3 1.5 16 3.1 1.5 8.4 3.1 40 8.4cc 639.3 Total = 40 cc CR = total -:- (total -Total swept=volume) 639.3 = 9.25:1 CR = total -[eel(total - swept volume) CR 'Swept volume = (bore}' X stroke X 12.87 CR = 9.25:l *Swept volume [cc] = (borep x stroke x 12.87

Titanium

2.080

Titanium Reed Titanium

1.600 2.080 14296 1.600 14296

1.890 Reed 160 1.890 450 160 Reed 450

at

1.300

at

Titanium 1.300

10° Reed 40 10" Fel40Pro FelPCPro

Titanium

PC

Teflon

0.040 Teflon 0.040

10 Buick Power Source

Buiek heavy-duty parts are designed and manufactured (or off-highway use only.

10 Buich Power Source

Buick heavy-duty parts are designed and manufactured for off-highwayuse only.

CAMSHAFT Drive make; type Cam make; No. of cam Type of Camshaft lobe separation Intake duration at 0.050 Exhaust duration aatt 0.050 Intake lobe center installed aatt Intake lobe lift Exhaust lobe lift valve-to-piston clearance Intake valve-to-piston valve-to-piston clearance Exhaust valve-to-piston Intake valve lash Exhaust valve lash

Milodon Milodon Buick Buick Roller 108 0 276 0 276 0 107 0

Gear drive 276 1400" 1108 276°/400"/1080

0

0

OAOO OAOO 100 ATDC 0.110 at 10"

0.180 at 10° 10" BTDC 0.025 0.025

VALVETRAIN Rocker arm; make type Rocker aarm r m ratio Total intake lift at valve Total exhaust lift at a t valve Pushrod length; length; diameter Lifter make; type

T&D T&D

Roller

17 17 0.655 0.655 Dart

8.080

Iskenderian

Roller

NOTES

Buick Power Power Source Source 11 I1 Buick

Trans Am Trans Am BUICK STAGE II ENGINE BUILD AND CHECK RECORD EngineBUICK type Displacement Engine type Fuel requirement Displacement

Fuel requirement

STAGE I1 ENGINE BUILD AND CHECK RECORD Stage II

V6 272 inches Stage I1 V6 Race gas 272 inches Race gas

12 Buick Power Source

Buick heavy-duty paris are designed and manufactured for ofr- highway use only.

12 Buick Power Source

Buick heavy-duty parts are designed and manufactured for ofphighway use only.

PISTON PISTON

Piston make; type

Cosworth

Compression Piston make; height type

1.200 Cosworth

Wristpin typeheight Compression

Cosworth 1.200

W ristpin diameter Wristpin type

0.927 Cosworth

Forged alummum

Forged aluminum

W ristpin clearance Wristpin diameter in piston

0.0008 0.927

Wristpin retainer size clearancetype; in piston

Cosworth 0.0008

0.927

Cosworth PISTON SIZE AND BORE CLEARANCE PISTONNo.SIZE AND BORE CLEARANCE1 Cylinder

0.927

Wristpin retainer type; size

3

5

Cylinder Bore size No.

1 4.000

3 4.0003

5 4.0002

Piston size Bore size

3.944 4.000

3.9942 4.0003

3.9942 4.0002

Clearance Piston size

0.006 3.944

0.0061 3.9942

0.006 3.9942

Clearance Cy linder No.

0.006

0.0061

0.006

Cylinder Bore size No.

2 4.000

4 4.0002

6 4.0006

Piston size Bore size

3.9942 4.000

3.9942 4.0002

3.9942 4.0006

Clearance Piston size

0.0058 3.9942

0.006 3.9942

0.0062 3.9942

Clearance PISTON RING PISTON RING

0.0058

0.006

0.0062

Sealed Power

R9771

Make of ring set; part No.

2

type;set; width; Top Makering of ring partgap No.

Sealed 0.062 Power

2nd ring type; Top type; width; gap

4

6

0.062 R9771

0.062

0.062

0.062 0.062

0.062 0.062

Oil 2nd ring ring type; type;width width; gap

0.189 0.062

0.189 0.062

0.062

Oil ring type; width

0.189

0.189

1

Buick Power Source

13

Buich Power Source

13

1 PISTON DECK CLEARANCE Deck clearance

0.001

0.002

0.001

-

p 4 6 PISTON DECK CLEARANCE Deck clearance Cylinder No.

ENGINE BEARING Deck clearance Main bearing make; part No. Cylinder No. Rod bearing make; part No. Deck clearance

CRANKSHAFT ENGINE BEARING

Crankshaft make; type Main bearing make; part No. Stroke Rod bearing make; part No. Endplay

CRANKSHAFT Main Bearing No.

0.002 1

0.002 3

0.002 5

0.001 0.002 0.001 Vandervell VP91265 2 4 6 Vandervell VP91818 0.002 0.002 0.002

Moldex Vandervell 3.625 Vandervell

Buick VP91265 VP91818

Crankshaft make; type Housing diameter with bearing Stroke Crankshaft main journal diameter Endplay Main bearing clearance Main Bearing No.

1 Moldex 2.5011 3.625 2.4988 0.007 0.0023 1

3 2 Buick 2.5012 2.5012

2.5012

2.4989

2.4988

2.4988

0.0023 2

0.0024 3

0.0024

Housing diameter with bearing

2.5011

2.5012

2.5012

2.5012

Crankshaft main journal diameter

2.4988

2.4989

2.4988

2.4988

Main bearing clearance

0.0023

0.0023

0.0024

0.0024

14 Buick Power Source

14 Buick Power Source

4

4

Buick heauy-duty parts are designed and manufactured for off-highwayuse only.

Buick heavy·duty paris are designed and manufactured for off-highway use only.

CONNECTING ROD Rod make; type CONNECTING ROD

Carrillo

Steel

Length (center Rod make; typeto center) Side clearance Length (center to center) ristpin bore diameter W Side clearance

6.5 Carrillo 0.012 6.5

Steel

clearance in rod W ristpin bore Wristpin diameter size in rod Rod bolt make; Wristpin clearance

0.001 0.928 SPS 0.001

7116

Rod bolt torque make; size

90 SPS ft.llbs.

7/16

Rod bolt torque Connecting Rod No.

90 ft./lbs. 1

3

5

Connecting Rod No. Housing diameter

1 2.3741

3 2.3741

5 2.3741

Housing diameter with bearing

2.251 2.3741 2.2483 2.251

2.2509 2.3741

Crankshaft rod journal diameter Housing diameter with bearing

2.251 2.3741 2.2483 2.251

bearingrod clearance Rod Crankshaft journal diameter

0.0027 2.2483

0.0027 2.2483

2.248 2.2509 0.0029 2.248

Rod bearing clearance Connecting Rod No.

0.0027 2

0.0027 4

0.0029 6

Housing diameter with bearing Connecting Rod No.

2.2509 2

2.251 4

2.2508 6

Crankshaft rod journal Housing diameter with diameter bearing

2.2482 2.2509

2.2483 2.251

bearingrod clearance Rod Crankshaft journal diameter

0.0027 2.2482

0.0027 2.2483

2.248 2.2508 0.0028 2.248

Rod bearing clearance

0.0027

0.0027

0.0028

0.928 0.012

Buick Power Source

15

Buick Power Source 15

COMPRESSION RATIO Piston aatt BDC in in bore bore Piston Swept volume* volume* (-) or dish (+) (+) volume Dome (-)

746.62 ++6.4 6.4

Head gasket gasket volume Head Head chamber volume

8.32 45.8 cc

Total = = 807.14 = total + -7- (total (totalCR = - swept volume) CR = = 13.34:l 13.34:1 'Swept uolume volume [cc] [cc] *Swept

= =

(bore)2 x X stroke X X 12 12.87 (boreiL 87

CYLINDER HEAD Intake valve type; size Exhaust valve type; size Valve spring installed height Valve spring seat pressure Valve spring open pressure Retainer make Keeper type Chamber type Head gasket type; thickness Valve seal make; type

Del West Del West 1.850 1.850 185-195 185-195 510-515 aatt Competition Cams 732 Competition Cams

208 1.62 1.62

0.650 0.650

611 611

Stage I1 II Buick

Fel Pro PC

0.040 0.040 Teflon

NOTES

16 16 Buick Buick Power Power Source Source

Buick Buick heavy-duty heau,yduty parts parts are are designed designed and and manufactured manufactured for for off-highway off-highway use use 'mly. cnly

CAMSHAFT Drive make; type

Milodon

Cam make; No.

Reed

Type of cam

Roller

Camshaft lobe separation

102" 102°

Intake duration at a t 0.050

267" 267°

Exhaust duration at a t 0.050

270" 270°

Intake lobe center installed at at

99.75" 99.75°

Intake lobe lift

0.420

Exhaust lobe lift

0.420

Intake valve-to-piston clearance

119 119 at a t 10° 10" ATDC

Exhaust valve-to-piston clearance

106 10" BTDC 106 at a t 10°

Intake valve lash

0.022

Exhaust valve lash

0.024

Gear

VALVETRAIN Rocker arm make; type Rocker arm ratio

Roller 1.62/1.50

Total intake lift at a t valve

0.647 0.647

Total exhaust lift at a t valve

0.629

Pushrod length; diameter Lifter make; type

T&D T&D

Iskenderian

+ 0.250

Iskenderian

5116 5/16

Roller

NOTES

Buick Power Source

17

Normally Aspirated Drag Race Normally Aspirated Drag BUICK STAGE II ENGINE BUILD AND CHECKRace RECORD STAGE I1 ENGINE BUILD AND CHECK RECORD Drag race

Engine type Displacement Engine type Fuel requirement Displacement

256 Draginches race 104+ 256octane inchesgas

Fuel requirement

104 + octane gas

% 3

460 -

Ld

-

k0!

I & 4 ~ -

8 2

E g380-

10RQUe

-9

'3

-

2 0 D

340

%

0

3

ki

RPM

GOOO

5000

5500

t

I

I

5000

5500

6000

I

6500

t

7000

RPM rI'~~.

-

, ~

.

18 Buick Power Source

....

<

.

~

'--'

Buick heavy-duty parts are designed and manu(actured (or o(fhighway use only.

Buick heauy-duty parts are designed and manufactured for off-highway use only.

PISTON Piston make; PISTON

type Compression Piston make; height type Wristpin type; length Compression height Wristpin Wristpin Wristpin

diameter type; length clearance in piston diameter retainer type; size clearance in piston

Full skirt

Arias 1.860 Arias

Full skirt 0.927 x 2.75

Tooled steel 1.860 0.927steel Tooled

0.927 x 2.75

0.0009 0.927 Single0.0009 S,eirolocks

Stainless steel

PISTON SIZE AND BORE CLEARANCE Cy linder No.SIZE AND BORE CLEARANCE PISTON

Single Spirolocks

Stainless steel

1

3

5

Bore size No. Cylinder

4.001 1 3.9918 4.001 0.0092 3.9918

4.001 3 3.9919 4.001

4.001 5 3.9916 4.001

0.0091 3.9919

0.0094 3.9916

0.0092 2

0.0094 6 4.001 6 3.9916 4.001 0.0094 3.9916 0.0094

Wristpin retainer type; size

Piston size Bore size Clearance Piston size

Clearance Cy linder No. Bore size No. Cylinder Piston size Bore size Clearance Piston size

0.0096 3.9914

0.0091 4 4.001 4 3.9916 4.001 0.0094 3.9916

Clearance

0.0096

0.0094

PISTON RING Ring set make; part No. PISTON RING type; width; gap Top Ringring set make; part No. 2nd ring type; Top type; width; gap gap Oil ring 2nd ring type; type; width; width; gap gap

Oil ring type; width; gap

4.001 2 3.9914 4.001

S,eeed Pro Moly ductile Speed Pro MolyCast ductile ::,.

3-,eiece Cast

R9786 0.043 R9786 0.062 0.043 3;16 0.062

*Expander modified to 0.070 gap

3-piece

%s

0.018-0.020 0.018-0.020 0.018-0.020 * 0.018-0.020

*

*Expander modified to 0.070 gap

Buick Power Source

19

Buick Power Source 19

PISTON DECK CLEARANCE Cylinder No.DECK CLEARANCE PISTON

1

3

5

0.021 1

0.022 3

0.022 5

0.021 2

0.022 4

0.022 6

clearance I Deck Cylinder No.

0.023 2

0.022 4

0.022 6

I ENGINE BEARING

I Rod Mainbearing bearingmake; make;part partNo. No.

GMMA

400

V andervell GMMA *

VPR 400812

( Rod bearing make; part No. CRANKSHAFT

Vandervell*

Deck clearance Cylinder No.

I Cy Deck clearance linder No.

I Deck clearance ENGINE BEARING

Main bearing make; part No.

VPR 812

*A 455 V8 bearing modified for V6 use

Buick Forging

L.A. Billet

Stroke Crankshaft make; type Endplay Stroke

Buick3.400 Forging

L.A. Billet

Housing diameter Main Bearing No. Housing diameter with bearing Crankshaft main journal diameter Housing diameter with bearing Main bearing clearance Crankshaft main journal diameter Main bearing clearance

I

*A 455 VB bearing modified for V6 use

Crankshaft make; type CRANKSHAFT

Endplay Main Bearing No.

I

0.007 3.400 1 0.007

2

3

4

2.6890 2

2.6887 3

2.4991 2.5017 0.0026 2.4991

2.5022 2.6890 2.4990 2.5022

2.5018 2.6887 2.4992 2.5018

2.6885 4 2.5018 2.6885

0.0032 2.4990

0.0026 2.4992

2.4991 2.5018 0.0027 2.4991

0.0026

0.0032

0.0026

0.0027

2.6890 1 2.5017 2.6890

I

20 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

20 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

CONNECTING ROD

1 Rod CONNECTING ROD make; type Length (center Rod make; typeto center) clearance Side Length (center to center) Wristpin bore diameter Side clearance clearance in rod Wristpin bore diameter bolt make; size in rod Rod Wristpin clearance Rod bolt torque make; size

Rod bolt torque Connecting Rod No. Housing diameter Connecting Rod No. Housing diameter with bearing Crankshaft rod journal diameter Housing diameter with bearing bearingrod clearance Rod Crankshaft journal diameter Rod bearing clearance Connecting Rod No. Housing diameter Connecting Rod No. Housing diameter with bearing Crankshaft rod journal Housing diameter with diameter bearing clearance Rod bearingrod Crankshaft journal diameter

BME 5.930 BME 0.009-0.011 5.930 0.9275 0.009-0.01 1 0.0009 0.9275 BME 0.0009 50 BME ft.llbs. 50 ft./lbs. 1

Forged aluminum Forged aluminum

%

2.2480 2.2516 0.0036 2.2480

3 2.3744 3 2.2518 2.3744 2.2479 2.2518 0.0039 2.2479

0.0036 2

0.0039 4

0.0037 6

2.3742 2 2.2515

2.3744 4 2.2516

2.3742 6

2.2480

2.2479

2.2479

0.0036

0.0039

0.0037

2.3742 1 2.2516 2.3742

5

2.3742 5 2.2516 2.3742 2.2479 2.2516 0.0037 2.2479

2.2517

Rod bearing clearance

Buick Power .source

21

Buick Power .Source 21

COMPRESSION RATIO Piston at BDC in bore RATIO COMPRESSION Swept Piston volume a t BDC*in bore Dome or dish (+) volume Swept (-) volume"

700.50

+1.65 700.50 Ring volume Domeland (-) or dish (+) volume +0.70 1.65 Head gasket volume 12.35 Ring land volume 0.70 chamber volume 42.3 cc Head gasket volume 12.35 757.50 Total = 42.3 Head chamber volume cc CR = total -7- (total - swept volume) = 757.50 Total CR = 13.28:1 = total - swept volume) CR *Swept vo lu m et[cc](total = (boreF X stro ke X 12. 87 CR = 13.28:l

CYLINDER HEAD CYLINDER HEAD

^Swept volume [cc]

=

Niorej2 X stroke x 12.87

Del West titanium Del West titanium Del West titanium Del West titanium Crane 1.910 Crane 200 1.910 650 200 Crane 650

Intake valve type; size

Intake valve type; size Exhaust valve type; size Exhaust valvemake type; size Valve spring height Valve spring installed make Valve spring seat pressure installed height Valve spring open pressure seat pressure Retainer make; material Valve spring open pressure Keeper Retainertype make; material Head Keepergasket type type; thickness Head gasket type; thickness Valve seal make; type Valve seal make; type

-

22 Buick Power S ource 22 Buick Power Source

;

;

Crane Fel Pro Crane Sealed Fel Pro Power Sealed Power

2.050

2.050 1.600 1.600

at

at

1.180 Titanium 1.180

Titanium 0.038 0.038 Teflon Teflon

Buick heavy-duty parts are des igned a nd m anufactured for off- highway use only.

CAMSHAFT Drive make Cam make; make; No. Type of cam Camshaft lobe separation

Milodon Crane Roller 106° 106"

Intake duration at a t 0.050 Exhaust duration at 0.050

276° 276" 280° 280"

Intake lobe center installed at at Intake lobe lift Exhaust lobe lift Intake valve-to-piston valve-to-piston clearance Exhaust valve-to-piston clearance Intake valve lash Exhaust valve lash

Gear Roller

104° 104" 0.4334 0.4334 0.095 0.095 at a t 10° 10" ATDC 0.156 at a t 10° 10" BTDC 0.028 0.030

VALVETRAIN Rocker arm make; make; type Rocker arm ratio Total intake lift at a t valve

T&D T&D 1.64 0.728

Roller

Total exhaust lift at valve Pushrod length; diameter

0.728 9%

% 3/8

Lifter make; make; type

Crane

Roller

NOTES NOTES

Buick Power Source 23

Turbocharged Drag Race* Race * BUICK Turbocharged STOCK ENGINE BUILDDrag AND CHECK RECORD Engine type BUICK

STOCK ENGINE BUILD AND CHECK RECORD3.8 SFI

Displacemen Engine type t

231 3.8 SF1

Fuel requirement Displacement

Race 231gas

Race

Fuel requirement

*24 inchesgas of boost

~------------------------------------------------~ '24 inches

of

boos/

400 350 300 0' 250

too VI: r~ a

~

~

150

100

2000

2500

3000

3500

4000

4500

RPM

24 Buick Power Source

Buick heavy-duty parts are designed and manufactured for of(highway use only,

24 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

PISTON Piston make; make; type

Buick

Compression Compression height

1.825 1.825

Wrist pin type; Wristpin type; length

Production

Wristpin diameter

0.939 0.939

Wristpin clearance in piston

0.0007 0.0007

ristpin retainer W Wristpin retainer type

Pressed

Cast 2.900 2.900

PISTON SIZE AND BORE CLEARANCE CLEARANCE Cylinder Cylinder No. Bore size size

3.833 3.833

3 3.833 3.833

55 3.833 3.833

Piston size size

3.8305 3.8305

3.831 3.831

3.8305 3.8305

Clearance

0.0028 0.0028

0.0027 0.0027

0.0028 0.0028

1

Cylinder Cylinder No. Bore size

2

4

66

3.833 3.833

3.833 3.833

3.833 3.833

Piston size

3.8308 3.8308

3.8305 3.8305

3.8305 3.8305

Clearance

0.0028 0.0028

0.0028 0.0028

0.0028 0.0028

Make of ring set; set; part No.

Sealed Power

9944 KX 9944

Top ring type; type; width; width; gap

Moly·. Moly

%4 %4

0.020 0.020

2nd ring type; type; width; gap

Cast

%4 5/s4

0.016

SS504 SS504

3lrs 3/ls

PISTON RING

Oil ring type; type; width

NOTES NOTES

Buick Power Source 25

Deck clearance

-0.068

-0.068

-0.068

Cylinder No.

2

4

6

-0.070

-0.071

-0.070

GM 1 GM

Production 3 Production

5

-0.068

-0.068

-0.068

4

6

-0.071

-0.070

Deck clearance

ENGINE BEARING

PISTON DECK CLEARANCE Main bearing make; part No. Cylinder No.make; part No. Rod bearing Deck clearance

CRANKSHAFT

Cylinder No.

Crankshaft make; type Deck clearance Stroke Endplay ENGINE BEARING Main make; Mainbearing Bearing No. part No. Rod bearing make; part No. Housing diameter

Housing diameter with bearing CRANKSHAFT

Crankshaft main journal diameter Main bearing clearance Stroke Crankshaft make; type Endplay

Main Bearing No.

2

Buick

Cast

-0.070 3.4

0.005 GM 1 GM 2.6874 2.5006 2.4981 Buick 0.0025 3.4

Production 2 3 Production 2.6873 2.6871

4

2.5006

2.5005

2.6871 2.5005

2.4982 Cast 0.0024

2.4984

2.4982

0.0021

0.0023

0.005 1

2

3

4

Housing diameter

2.6874

2.6873

2.6871

2.6871

Housing diameter with bearing

2.5006

2.5006

2.5005

2.5005

Crankshaft main journal diameter

2.4981

2.4982

2.4984

2.4982

Main bearing clearance

0.0025

0.0024

0.0021

0.0023

26 Buick Power Source

26 Buick Power Source

Buick heavy-duty parts are designed and manufactured for offhighway use only.

CONNECTING ROD Rod make; type CONNECTING ROD Length (center Rod make; typeto center) clearance Side Length (center to center) bore diameter W ristpin Side clearance Wristpin bore clearance in rod diameter

Buick 5.960 Buick 0.0095 5.960 Press 0.0095

Press Stock Press

%

Rod bolt make; torque size

40Stock ft./lbs.

%

Rod bolt torque Connecting Rod No. Housing diameter Connecting R o d No.

40 ft./lbs. 1 2.3741 1

3

5

2.3741 3

2.2511 2.3741 2.2488 2.2511

2.2511 2.3741 2.2488 2.2511

2.3741 5 2.2511 2.3741

0.0023 2.2488

0.0023 2.2488

2.2488 2.2511 0.0023 2.2488

Rod bearing clearance Connecting Rod No. Housing diameter Connecting R o d No.

0.0023 2

0.0023 4 2.3741 4

0.0023 6 2.3741 6

Housing diameter with bearing Crankshaft rod journal Housing diameter with diameter bearing

2.2511 2.3741 2.2488 2.2511

2.2511 2.3741

2.2511 2.3741

Rod bearingrod clearance Crankshaft journal diameter

0.0023 2.2488

2.2489 2.2511 0.0023 2.2489

2.2487 2.2511 0.0023 2.2487

Rod bearing clearance

0.0023

0.0023

0.0023

Rod bolt make; size in rod Wristpin clearance

Housing diameter with bearing Crankshaft rod journal diameter Housing diameter with bearing Rod bearingrod clearance Crankshaft journal diameter

2.3741 2

Buick Power Source

27

Buick Power Source 27

COMPRESSION RATIO Piston at a t BDC in bore Swept volume* volume*

641.88

Dome (-) (-) or dish (+) (+) volume

-23.6 -23.6

Deck volume

13.2 13.2

Head gasket volume

5.03 5.03

Head chamber volume

48.0 48.0 Total CR

= =

= =

731.7 731.7

total t ~ (total (total -- swept volume) CR == 8.14:1 8.14:l

'Swept *Swept volume uolume [cc] [cc] = = (boreP (bore)' X x stroke xX 12.87

CYLINDER HEAD Intake valve type; type; size

Stock

1.700 1.700

Exhaust valve type; type; size

Stock

1.500 1.500

Val ve spring make; size Valve

TRW

1.000 1.000

Valve spring installed height

1.735 1.735

Valve spring seat pressure

88

Valve spring open pressure

190 190

at at

1.340 1.340

Retainer make; material

Stock

Keeper type

Crane

Chamber type

Stock

0.021 0.021

Fel Pro

0.041 0.041

Head gasket type; type; thickness Valve seal make

Steel

Stock

NOTES

28 Buick Power Buick P o w e r Source Source

Buick heavy·duty parts are designed and manufactured for off-highway use only. Ririck heauy-duty parts mani~facturedfor

CAMSHAFT DATA Drive make; type

Buick

Chain

Cam make; make; No.

Crane

CC 4342

Type of cam

Hydraulic

Camshaft lobe separation

108° 108"

Intake duration at a t 0.050 0.050

230° 230"

Exhaust duration at a t 0.050 0.050

232° 232"

Intake lobe center installed at at

109° 109"

Intake lobe lift

0.266° 0.266"

Exhaust lobe lift

0.270° 0.270"

Intake valve lash

0

Exhaust valve lash

0

VALVETRAIN Rocker arm make; type

Buick

Stock

Rocker arm ratio

1.51 1.51

Total intake lift at a t valve

0.401 0.401

Total exhaust lift at a t valve

0.407

Pushrod length; length; diameter

8.675 8.675

51i6s

Lifter make; type

Stock

Hydraulic

5/1

NOTES

Buick Poruer Buick Power Source 29

·

..

~"

~...

....

. ···.·...·.·u· .. ..... ,.....,"",--.'-!

Turbocharged Road Race Turbocharged Road RaceRECORD BUICK STAGE II ENGINE BUILD AND CHECK EngineBUICK type

STAGE I1 ENGINE BUILD AND CHECK RECORD IMSA

I Displacement Engine type requirement 1 Fuel Displacement 1 Fuel requirement

IMSA 3.4L

I I

108 octane

108 octane

~

~ 800 \.oJ

BOO

~1SO

W

:t

o 750

=r: ~ n 700 "2 2~K 700 '" 650 r:'t+:

3

650 '4~ 600 g, ....ci

+

~ r 3

~ 2 600

f2

J

t

Z

~

z

VI a k

VI

-

-

550

550 500 500- 4800 I F:PM

1200 I

I

I

4800 5200 5600 6000 RPM

I

I

7600 8000 I

I

6400 6800 7200

I

7600 8000

w

b

30 Buick Power Source

Buick heavy-dllty parts are designed and manufactured for off-highway use ollly.

30 Buick Power Source

muck heavy-duty par& urr ursrgnru

UILU

rnarrufactured lor

off-highwcrr uar ~ T L L J .

PISTON I PISTON

Piston make; type

Diamond

Compression Piston make; height type

1.480 Diamond

Compression height Wristpin type; length

Tapered 1.480 Diamond Tapered 0.927 Diamond

Wristpin type; diameter length

Forged alummum Forged aluminum 2.750

2.750

W ristpin clearance Wristpin diameter in piston

0.0014 0.927

ristpin retainer size W Wristpin clearancetype; in piston

Spirolocks

0.072

Wristpin retainer type; size

Spirolocks

0.072

PISTON SIZE AND BORE CLEARANCE linder No.SIZE AND BORE CLEARANCE 1 1 Cy PISTON

3

5

3.7998 1

3.800 3

3.7997 5

Piston size Bore size

3.7918

3.7920

3.7918

Clearance Piston size

0.008

0.008

0.0079

Clearance Cy linder No.

2

4

6

Bore size No. Cylinder Piston size Bore size

3.7998 2 3.7918 3.7998

3.800 4 3.7920 3.800

3.7995 6 3.7916 3.7995

Clearance Piston size

0.008

0.008

0.0079

Sealed power Sealed Moly power

R-9985 +0.005 1;16

0.020

Cast Molv

1;16

0.018

SS-50 Cast

3;1 6 6

'A

0.018

SS-50

3/16

size No. 1 Bore Cvlinder

Clearance

PISTON RING PISTON RING

Ring set make; part No.

Top type; width; gap Ringring set make; part No.

2nd ring type; width; 1 Top width; gap I Oil 2nd ring ring type; type; width width; gap I Oil ring type; width

-,

,

Buick Power Source

31

Buick Power Source

31

PISTON DECK CLEARANCE Cy linder No.DECK CLEARANCE PISTON

1

3

5

Deck clearance Cylinder No.

0.018 1

0.0195 3

0.018 5

Deck clearance Cy linder No.

0.018

0.0195 4

0.018 6

Deck clearance Cylinder No.

0.020 2

0.019 4

0.020 6

Deck clearance

0.020

0.019

0.020

2

ENGINE BEARING Main bearingBEARING make; part No. ENGINE

GM-400

Rod Mainbearing bearingmake; make;part partNo. No.

CL-77 GM-400

Experimental

CRANKSHAFT Crankshaft make; type CRANKSHAFT

CL-77

Experimental

Moldex

Forged steel

Stroke Crankshaft make; type

3.070 Moldex

Forged steel

Rod bearing make; part No.

Endplay Stroke

0.006 3.070

Endplay Main Bearing No.

0.006 1

2

3

4

2.6875 2

2.6875 3

Housing diameter with bearing

2.6875 1 2.5005 2.6875

2.5005 2.6875

2.5008 2.6875

2.6873 4 2.5007 2.6873

Crankshaft main journal diameter Housing diameter with bearing

2.4980 2.5005

2.4980 2.5005

2.4980 2.5008

2.4980 2.5007

Main bearing clearance Crankshaft main journal diameter

0.0025 2.4980

0.0025 2.4980

0.0028 2.4980

0.0027 2.4980

Main bearing clearance

0.0025

0.0025

0.0028

0.0027

Housing diameter Main Bearing No.

32 Buick Power Source

Bllick heavy-dilly parts are designed and manufaclured for off-highway use only.

32 B u i c k P o w e r Source

Buick heauy-duly parts are designed and manufactured for off-highway use only.

CONNECTING ROD Rod make; type CONNECTING

ROD

Length (center Rod make; typeto center) Side clearance Length (center to center)

Carrillo

Billet steel

6.5 Carrillo 0.010 6.5

Billet steel

VVristpin bore diameter Side clearance

0.927 0.010

VVristpin bore clearance in rod Wristpin diameter Rod bolt make; size in rod Wristpin clearance

0.0014

Rod bolt torque make; size

Rod bolt torque Connecting Rod No. Housing diameter Connecting Rod No.

SPS

711 6

90 SPS ft./lbs.

%6

1

3

5

2.3740 1 2.2508 2.3740

2.3740 3

2.3740 5 2.2507 2.3740

Housing diameter with bearing Crankshaft rod journal diameter Housing diameter with bearing Rod bearingrod clearance Crankshaft journal diameter

2.2483 2.2508 0.0025 2.2483

Rod bearing clearance Connecting Rod No. Housing diameter Connecting Rod No. Housing diameter with bearing

2.2507 2.3740 2.2482 2.2507 0.0025 2.2482

2.2482 2.2507 0.0025 2.2482

0.0025 2 2.3740 2

0.0025 4 2.3740 4

0.0025 6 2.3740 6

Crankshaft rod journal diameter Housing diameter with bearing

2.2507 2.3740 2.2482 2.2507

2.2507 2.3740 2.2482 2.2507

2.2506 2.3740 2.2483 2.2506

bearingrod clearance Rod Crankshaft journal diameter

0.0025 2.2482

0.0025 2.2482

0.0023 2.2483

Rod bearing clearance

0.0025

0.0025

0.0023

Buick Power Source 33

Buick Power Source 33

COMPRESSION RATIO Piston aatt BDC in bore bore Piston Swept volume*

570.3 570.3 21+ 21

+

Dome (-) (-) or dish (+) (+) volume Ring land volume

O. 0. 3.7

Deck volume Head gasket volume

8.4 46 cc

Head chamber volume

= Total = CR = = total

649.4

(total - swept volume) = 8.2:l 8.2:1 CR =

-7t

'Swept volume vulume [cc] [cc] = = (bore)' (bure)" X x stroke xX 12 12.87 *Swept 87

CYLINDER HEAD Intake valve type; size Exhaust valve type; size

Manley Manley inconel

2.080 1.600

Valve spring make; size Valve spring installed height Valve spring seat pressure

Reed 1.890

1.500 1.500

Valve spring open material Retainer make; material

450 Reed

Keeper type Chamber volume

10 10 46 cc

Head gasket type; type; thickness Valve seal make; type

160 160 at

1.300 1.300

Titanium

Fel Pro

0.040

PC

Teflon

NOTES NOTES

34 34 Buick Buick Power Power Source Source

Buick Rir~ckheavy-duty heavy-dutyparts parts are are designed designed and and manufactured manufactured fur for ufr-highway off-highway use use only. only.

CAMSHAFT Drive make; type

Milodon

Gear

Cam make; make; No.

Buick

272/365-8

Cam type

Roller

Camshaft lobe separation

108° 108"

Intake duration at a t 0.050

272° 272"

Exhaust duration at a t 0.050

272° 272"

Intake lobe center installed at at

107° 107"

Intake lobe lift

0.365

Exhaust lobe lift

0.365

Intake valve-to-piston clearance

0.150 at a t 10° 10" ATDC

Exhaust valve-to-piston clearance

0.180 at a t 10° 10" BTDC

Intake valve lash

0.022 0.022 c; c; 0.025 h

Exhaust valve lash

0.022 c; c; 0.025 0.025 h

VALVETRAIN Rocker arm make; type Rocker arm ratio

T&D T&D

Roller

1.7 1.7

Total intake lift at a t valve

0.595

Total exhaust lift at a t valve

0.595

Pushrod length; length; diameter

8.080

%

Iskenderian

Roller

Lifter make; type

NOTES

Buick Power Source 35

Normally Aspirated Circle Track Normally Aspirated Circle BUICK STAGE II ENGINE BUILD AND CHECKTrack RECORD NASCAR BUICK STAGE I1 ENGINE BUILD AND CHECK RECORD

Engine type

Sportsman

NASCAR 274 inches Sportsman 108 274 octane inches 108 octane

Displacement Engine type Fuel requirement Displacement

Fuel requirement

~

IJJ

~

W V'

~ 460 ·

::r

€2

440

Z

420

~

~ i' 400 :!)

'-'

~ 380

~ ~ 360 o

~:z

340

~

V'\

5000

5500

RPM

36 Buick Power Source

36 Buick Power Source

b

Buick heavy-duty parts are designed and manufactured for off-highway use only.

B ~ r ~ cheavy-duty k parts are desrgned and manufactured for off-highwayuse only.

PISTON PISTON

Piston make; type

Forged aluminum Forged aluminum

Cosworth

Compression Piston make; height type

1.35 Cosworth Tapered 1.35 tooled steel Tapered 0.927 tooled steel 0.001 0.927 Round wire 0.001

Compression height Wristpin type; length Wristpin diameter type; length clearance in piston Wristpin diameter size Wristpin retainer clearancetype; in piston

2.827

2.827 0.070

Wristpin retainer type; size Round wire PISTON SIZE AND BORE CLEARANCE Cy linder No.SIZE AND BORE CLEARANCE 1 PISTON

0.070 3

5

Bore size No. Cylinder

4 3 3.994 4 006 3.994

45 3.994 4

41 3.994 4

Pistonsize size Bore Clearance Piston size Clearance Cy linder No.

006 3.994 006 2

006 4

006 3.994 006 6

42

4

46

Piston size Bore size Clearance Piston size

3.994 4 006 3.994

3.994 4 006 3.994

3.994 4 006 3.994

Clearance

006

Cylinder Bore size No.

PISTON RING Make of ringRING set; part No. PISTON

006

006

S.Qeed Pro

R9787

type;set; width; Top Makering of ring partgap No. 2nd Top ring type; type; width; gap gap

Plasma Speed Mol;y Pro Plain Iron Plasma Moly

''0.043 R9787

0.018

.0.043

Oil 2nd ring ring type; type;width; width; gap gap

Chrome Plain Iron Chrome

31166

0.012 0.018 025 0.012

%s

025

Oil ring type; width; gap

1/16

,-

......... -.....a-.

~---......

. (

*..

-

..

II

,4 I..

.'.

*- ,)..,,. ,

C 13.

' .- ' .,.-....-,

II

.

____ .

,....'

.

.

.,. ..

*.. ' ' .

'

~

___

..

...

. ,

....

, .. ,,

.

,,,-;.- ' :...- - .'I.. .

Buick Power Source 37

Buick Power Source 37

PISTON DECK CLEARANCE Cy linder No.DECK CLEARANCE PISTON

1

3

5

Deck clearance Cylinder No.

004 1

0065 3

004 5

Deck clearance Cy linder No.

004 2

0065 4

004 6

clearance Deck Cylinder No.

003 2

4 004

004 6

Deck clearance

003

004

004

Main bearingBEARING make; part No. ENGINE

GM 400

Standard

Rod Mainbearing bearingmake; make;part partNo. No.

Vandervell GM 400

Rod bearing make; part No.

Vandervell

VP812 Standard VP812

Crankshaft make; type CRANKSHAFT

Moldex

Rolled fillet

Stroke Crankshaft make; type Endplay Stroke

Rolled fillet

Endplay Main Bearing No.

3.625 Moldex 0.006 3.625 0.006 1

2

3

4

Housing diameter Main Bearing No.

2.6873 1

2.6869 2

Housing diameter with bearing Crankshaft main journal diameter Housing diameter with bearing

2.5009 2.6873 2.4988 2.5009

2.5006 2.6869 2.4987 2.5006

2.6873 3 2.5008 2.6873

2.6866 4 2.5007 2.6866

Main bearing clearance Crankshaft main journal diameter Main bearing clearance

0021 2.4988 0021

0019 2.4987 0019

2.4988 2.5008 002 2.4988

2.4987 2.5007 002 2.4987

002

002

ENGINE BEARING

CRANKSHAFT

38 Buick Power Source

Bnick heavy-duty parts are designed and manu(actured (or o(r-highway use only_

38 Buick Power Source

B~tiekheotv-duty parts are designed and manufactured for offihightuay use only

CONNECTING ROD Rod make; type CONNECTING ROD Length (center Rod make; typeto center) clearance Side Length (center to center) Wristpin bore diameter Side clearance

1 1

W ristpin bore clearance in rod Wristpin diameter bolt make; size in rod Rod Wristpin clearance Rod bolt torque make; size Rod bolt torque Connecting Rod No. Housing diameter Connecting Rod No.

) Housing diameter with bearing

Carrillo

Offset steel

6.350 Carrillo 006 6.350 0.928 006 0.001 SPS 90 SPS ft./lbs.

Offset steel

90 ft./lbs. 1

3

5

2.3733 1 2.2509 2.3733

2.3733 3

2.3732 5 2.2507 2.3732

7;16

7/i6

2.2487

2.2509 2.3733 2.2487

0021

0022

0020

Rod bearing clearance Connecting Rod No.

2

4

6

Housing diameter Connecting Rod No.

2.3733 2

2.3734 4

2.3733 6

2.2508 2.3733 2.2487

2.2508 2.3734 2.2487

2.2508 2.3733 2.2487

0021

0021

0021

0021

0021

0021

Crankshaft rod journal diameter Housing diameter with bearing bearingrod clearance Rod Crankshaft journal diameter

I Housing diameter with bearing rod journal 1 Crankshaft Housing diameter with diameter bearing Rod bearingrod clearance 1 Crankshaft journal diameter 1 Rod bearing clearance

1

2.2487

Buick Power Source

1 I

39

Buich Power Source 39

COMPRESSION RATIO Piston at BDC in bore RATIO COMPRESSION Swept volume Piston at BDC*in bore Ring land volume Swept volume* Head chamber volume Ring land volume

Head chamber volume

CYLINDER HEAD CYLINDER HEAD

746.47854 15 cc 746.47854 44 15 cc 805.48 Total = 44 cc (total -805.48 swept volume) CR = total Total-:- = CR = 13.65:1 CR 'Swepl = total - swept volume) volumea [cc] (total = (bore)' X slroke X 12.87 CR = 13.65:l

Intake valve type; size

Intake valve type; size Exhaust valve type; size Valve spring Exhaust valvemake; type; size size Valve spring spring installed make; sizeheight Valve spring pressure spring seat installed height Valve spring seat open pressure pressure Retainer make; material Valve spring open pressure Keeper type Retainer make; material Chamber type Keeper type Head gasket Chamber typetype; thickness Valve seal make; Head gasket type;type thickness Valve seal make; type

"Swept oolume [cc] = (bore)' x stroke x 12.87

Del West titanium Del West West Del titanium titanium Del West Reed Vasco titanium 1.900 Reed Vasco 180 lbs. 1.900 600 180 lbs. Reed 600 10° Reed Reed 44Reed cc 10" Fel 44 Pro cc FelPC' Pro

PC

.;

2.08

2.08 1.65 1.4601.65 X 2.300 1.460 at

at

x

2.300

1.200 Titanium 1.200

Titanium 0.040 Teflon 0.040

Teflon

40 Buick Power Source

Buick heavy-duly parts are designed and manufactured for off-highway use only.

40 Buick Power Source

Buick heavy-duty parts are designed and manufactured for offhighway use only.

CAMSHAFT Drive make; type Cam make; No. Cam type Camshaft lobe separation Intake duration aatt 0.050 Exhaust duration aatt 0.050 Intake lobe center installed at Intake lobe lift Exhaust lobe lift Intake valve-to-piston clearance Exhaust valve-to-piston clearance Intake valve lash Exhaust valve lash

Milodon Reed Roller 102 0 102" 267 0 267" 271 0 271" 102"0 102 0.417 0.417 075 aatt 10 10"0 ATDC 10"0 BTDC 0.100 at 10 022 022

Gear R302-06 ULX

T&D T &D

Roller

VALVETRAIN Rocker arm make; type Rocker arm ratio Total intake lift at valve Total exhaust lift at valve Pushrod length; length; diameter Lifter make; type

1.62 1.62 0.650 0.650 8.060 Iskenderian

% 3/s

Roller

NOTES

Buick Power Source 41 41

·~..-Block egardless of the starting point for a performance-oriented Buick V6 (new or egardless of the starting point forthe a perused, production or heavy-duty), formance-oriented Buick V6 (new or block should be clean and crack-free, with reasonused, production or heavy-duty), the ably straight, round cylinders, reasonably aligned, block be cleanbores, and crack-free, with that reasonround should main bearing and main caps fit ably straight, cylinders, reasonably aligned, tightly into theround notches machined in the block. round bearing capsblock that desfit The main cylinder wallsbores, of anyand newmain or used tightly into the notches machined in the block. tined for competition should be sonic tested before The cylinder wallsonof machining. any new orFor usedhard block desany money is spent use, a tined for wall competition should abeminimum sonic tested before cylinder should exhibit thickness any0.180money spent on Only machining. For need hard touse, of to is 0.200-inch. the bores be a cylinder wall should exhibit a minimum thickness checked when sonic testing; no engine builder has of 0.180- to bores need reported any0.200-inch. problems Only with athe too-thin deck to on be any checked whenIfsonic testing; no builder has Buick block. the thickness of engine a bore is less than r e ~ o r t e danv ~roblems a too-thin deck 0.125-inch at any point,with the block should noton beanv ~ ; i c k block: if the thickness of a bore is less than" used for a high-performance application. 0.125-inch a texcept any point, the block should notunits be All blocks the Stage II heavy-duty used forfour a high-performance application. feature two-bolt main bearing bulkheads and a All blocks e x c e ~ the t Stage I1 2.250 heavv-dutv deep block "skirt" that extends inches units below feature four two-bolt main Learing bilkheads the centerline of the crank. This latter featureand a deep "skirt" that extends inchesThe below lends block considerable rigidity to the2.250 structure. wathe centerline of the crank. Thisand latter ter jacket length is 4.06 inches, thefeature cylinder lends considerable to the the structure. The wabarrels extend 1.70rigidity inches below jacket deck. ter jacket length is 4.06 inches, and the cylinder Half of the heat is now rejected by oil and the othbarrels extend 1.70byinches er half is rejected water.below the jacket deck.

R R

Both Stage I and Stage II blocks can be readily identified by the presence of the Buick Power logo, the part number, and the displacement into the side the block-all Both Stage I and Stagecast II blocks can be of readily identifiedon the leftpresence side. by the of the Buick Power logo, the part number, and the displacement cast into the side of the block+zll on the left side.

Half of the heat is now rejected by oil and the oth-

Heavy-Duty Blocks er half is rejected by water.

Stage I and Stage II blocks are made from Heavy-Duty Blocks

common castings (25500012 for the 3.8L, and 25500016 I and which Stage are I1 blocks made from comforStage the 4.1L), made are from chromemolymon castings (25500012 for the 3.8L, and 25500016 alloyed cast iron having 20 percent greater for the 4.1L), which are made from chromemolystrength than production iron. (Production iron alloyed cast iron35,000 having 20while percent greater iron strength yields psi, heavy-duty strength thanpsi.) production iron. (Production iron yields 42,000 strength yieldsto35,000 psi,improvement, while heavy-duty iron In addition material the castyields 42,000 psi.) ings incorporate additional strength-related feaIn addition to material improvement, the casttures as follows:

ings incorporate additional strength-related features as follows:

Early Stage II blocks incorporated production main bearing oil holes that intersect cam bearing bores. The vertical holeIInext to the lifters ensures gallery-to-main-hole Early Stage blocks incorporated production main connection. bearing oil holes that intersect cam bearing bores. The vertical hole next to the lifters ensures gallery-to-main-hole connection.

.0.500-inch deck face (stock is 0.320-inch), with bridged water passages 0.500-inch deck face (stock is 0.320-inch), with • Six-bolt head pattern (machined only on Stage

bridged II)

STAGE II

STAGE I

water passages

Six-bolt head pattern (machined only (required on Stage • Solid main bearing center bulkheads 1 1) four-bolt main caps installed on Stage II) for main extra bearing bulkheads • Solid 0.120-inch wallcenter thickness around(required front for four-bolt main caps installed on Stage 11) and rear mains 0.120-inch extra thickness around front • Extra ribbing on wall flywheel side of rear main and rear mains • Steel main caps on all locations with Nos. 2 ribbing on flywheel and Extra 3 being four-bolt caps (theside Nos.of1rear and main 4 main main caps on all locations with Nos. 2 capsSteel are new). and 3 being oil four-bolt caps (the Nos. 1sealing and 4 main • Heavier pan flange (for better and caps are new). bottom-end stiffness) oil pan flange (for better sealing • Heavier 0.250-inch-thick solid bridging between theand bottom-end stiffness) banks at the valve lifters with extra ribbing (ideal 0.250-inch-thick bridging between for dry-sump enginessolid since fabricated coversthe for the banks a t the valve lifters with extra ribbing (ideal normal cast openings are not needed; however, on

Check the descriptions II Iblocks in STAGE I1 of Stage I and Stage STAGE the parts list to get the full impact of the differences. In this photo, the only striking difference is in II theblocks two extra Check the descriptions of Stage I and Stage in bolt holes list per to cylinder head In the parts get the for full improved impact ofcylinder the differences. clamping. this photo, the only striking difference is in the two extra for dry-sump engines since fabricated covers for the bolt holes per cylinder for improved cylinder head 42 Buick Power Source Buicknormal heavy-dutycast parts openings are designed are and manufactured for offhighway clamping. not needed; however,useononly. 42 Buick Power Source

Buick heavy-duty par& are designed and manufactured for off-highway use only.

Blocks produced after July 1985 incorporate a new main oil feed hole angle going directly to the gallery and new verticalproduced drilling from bearing to cam. This new cam Blocks after main July 1985 incorporate a new main oil feed hole requires that the directly cam bearing hole be pointed angle going to theoil gallery and new downward on thefrom Nos. main 2, 3, and 4 locations exvertical drilling bearing to cam.and Thisthat newan cam tra feed hole requires be drilled in No.1. A cut-apart block useful oil that the cam bearing oil holeisbea pointed tool in serious engine development. Notea nthe 2, 3, and and 4 locations and that exdownward on the Nos.building size of the passage running from the block main is oilagallery tra hole beoil drilled i n No. 1. A cut-apart useful to the main bearing and building the generous passages around tool i n serious engine and water development. Note the the cylinders. size of the oil passage running from the main oil gallery to

the main bearing and the generous water passages around the cylinders.

Heavy-duty engine builders use a variety of methods to dry up the lifter valley by forcing oil to each end for drainback to the pan. In builders one case use we a seevariety a translucent epoxy on Heavy-duty engine o f methods to dry aupproduction block, by while the other the lifter valley forcing oil to example each end demonstrates for drainhow an can we be see used addition epoxy to epoxy. back to aluminum the pan. In plate one case a in translucent on both examples, thethe useother of a screen over the remainaInproduction block,note while example demonstrates ing drain back openings. how a n aluminum plate can be used i n addition to epoxy.

In both examples, note the use of a screen over the remaining• drainback openings. Gallery size increased to In-inch from 7/is-inch All Stage II blocks feature four-bolt main caps from the factory. The small boss between the freeze plugs allows drilling tapping for a four-bolt water drain. All Stageand I1 blocks feature main caps from the

factory. The small boss between the freeze plugs allows drilling andengines, tapping for water drill drain.lifter valley drain wet-sump youa must

holes). wet-sump engines, you must drilltolifter valleysystem drain Other block revisions pertain the oiling holes). and are incorporated into Stage II blocks (Stage I Otherhave block pertain to the but oiling blocks allrevisions production machining aresystem made and intoasStage I1 blocks (Stage I fromare theincorporated heavy casting) follows: blocks all production machining butlifters a r e made galleries divorced from the valve to • Oil have from the heavy casting) as follows: minimize oil leakage Oil galleries divorced from t h e valve lifters to minimize oil leakage

• Restricted feed passages connecting each lifter Gallery size increased to %-inch from %s-inch to the galleries connecting eachholes lifter • Restricted Front and feed rear passages feed or auxiliary supply to the galleries to the main gallery (usable for oil supply connected and feed oil or auxiliary supply holes fromFront cooler or rear external pump or feed to turboconnected to the main gallery (usable for oil supply charger) from coolerlifter or external oil pump or feed to • Valve boss diameters increased to turboallow charger) larger lifters, repair sleeves or bronze liners lifter boss pipe diameters increased allow • Valve New oil suction mounting behindtoNo.1 larger lifters, repair sleeves oratbronze main (original pipe mounting No.2 liners main was pipe mounting cut New awayoil forsuction four-bolt main cap) behind No. 1 main (original pipe mounting No.all2 Stage main was II cap • Aircraft-quality main studsa tfor cut away for four-bolt main cap) locations Aircraft-quality main studs for all Stage I1 cap Buick Power Source 43 locations Buick Power Source 43

The lifter valley of a Stage II block gets to be a busy place-full of arrows and letters. The tapped holes (A) intersect main gallery. If notgets usedtofor The lifterthe valley of oil a Stage II block be oiling a busya valvetrain, othese holes should be The plugged. Thehole8 tiny (holes place-fill f arrows and letters. tapped A) (B) go through the lifter bores If and gallery intersect the main oil gallery. notinto usedtheforoiloiling a in order to provide forshould the lifters. These must plugged valvetrain, these oil holes be plugged. The be tiny holes and that way. mating railoil (C) indicates (B)goleft through the The liftermanifold bores and into the gallery in how an a small to order toengine providebuilder oil for has the used lifters. These prick must punch be plugged upsetleft thethat surface improved The (C)seal. indicates and way.for The manifoldgripping mating of railthe large hole at thehas back of athe blockprick (D) goes directly how atapped n engine builder used small punch to to the the main oil gallery and should be plugged notThe being upset surface for improved gripping of the if seal. used. Some builders prefer to block plumb(D) a goes pressure large tappedengine hole at the back of the directly gauge from this point. and should be plugged if not being to the main oil gallery used. Some engine builders prefer to plumb a pressure gauge from this point.

• Align-honed Stage II mains • Cylinder bores on both Stage I and II finish Align-honed Stageand I1 mains bored but not honed, tops of cylinder bores unCylinderCare boresmust on both Stage I and I1 finish 4.1 chamfered. be used when overboring bored but not honed, and tops of cylinder bores unblocks (3.965-inch stock bore size) to a maximum of chamfered. Care must be used when overboring 4.00-inch, because the head gasket combustion 4.1 blocks (3.965-inch size) to a maximum chamber flanging stock has anbore inside diameter of only of 4.00-inch, because the head gasket combustion 4.020 inches. chamber flanging hasStage an inside only Production and all I anddiameter II blocksofproduced 4.020 inches. before July 1985 used a rope rear main seal. Later Production Stage I and 11 blocks produced Stage II blocksand areall machined to accept a GM rear before July(473471). 1985 used a rope rear main seal. Later main seal This neoprene-construction ofStage I1 blocks are with machined to accept GM rear fers better sealing less friction on athe crankmain seal (473471). This neoprene-construction ofshaft. fers better sealing with less friction on the crankBlock Assembly Weight shaft. 1984 3.8 1984 4.1 3.8 4.1 Stage

Production Stage I Block Assembly Weight Stage II 1121bs. 129 131 Production I Stage I1 Stage 1101bs. 129 131 112 lbs. 129 131 131 identiI110 andlbs. II 4.1L blocks129 may be readily

fied by the twin water holes in the deck surface at I and 4.1Lnear blocks be on readily identitheStage top of the I1 block themay center the deck fied by the twin water holes in the deck surface surface. Stage I and II 3.8L blocks have only one at the tophole of the block the nearcylinders. the center the blocks deck water between Allon3.8L surface. Stage I and I1 blocks onebe have water between the3.8L bores. Borehave size only should water between All 3.8L blocks limitedhole to 3.860. All the 4.lLcylinders. blocks feature siamesed have water between thebebores. Bore be bores. Bore size should limited to size 4.020should inches. limited to 3.860. All 4.1L blocks feature siamesed Main bearing bores on all Stage II blocks are alignbores. size should honed Bore to finished size. be limited to 4.020 inches. Main on all Stage I1 blocks are alignDeckbearing height bores on Stage I 3.8L blocks is 9.560 honed to finished size. inches; this block was intended to be used with a Deck height on Stage 3.8L blocks is 9.560 steel shim cylinder headI gasket (0.018-inch cominches; block was and intended to beIIused with pressed).this Stage I 4.lL all Stage blocks fea-a steel head gasket (0.OlSinch comture ashim deckcylinder height of 9.535 inches; these blocks pressed). StagetoI 4.1L andwith all Stage I1 blocks feawere designed be used the Buick 25500006 ture a deck height of 9.535 inches; these blocks head gasket (0.040-inch compressed). were designed toofbeany used with the Buick 25500006 Displacement heavy-duty block may be head gasket identified by (0.040-inch the 3.8L orcompressed). 4.1L cast into the left rear Displacement side of the case. of any heavy-duty block may be identified by the 3.8L or 4.1L cast into the left rear Preparation side of the case. A number of high-performance engine builders prefer to Any Buick V6 block being prepared for the rigors use a prick punch on the rear crank seal face in an effort Preparation to number improveof gripping between block andbuilders seal. of competition should be subjected to hours of deA high-performance engine prefer to Any Buick V6 block being prepared for the rigors use a prick punch on the rear crank seal face in a n effort of competition should be subjected to hours of deto improve gripping between block and seal. Cubic-Inch Conversion (6-cylinder engines)

1

Cubic-Inch Conversion

Stroke (6-cylinder engines) Length 2.700 2.800 2.900 3.000 3.100 3.200 3.300 3.400 3.500 3.600 Stroke Bore Length 2.700 2.800 2.900 3.000 3.100 3.200 3.300 3.400 3.500 3.600 Diameter Bore 3.400 147.1 152.5 158.0 163.4 168.9 174.3 179.8 185.2 190.7 196.1 Diameter 3.500 155.9 161.6 167.4 173.2 202.0 207.8 179.0 184.7 190.5 196.3 3.400 3.600 164.9 171.0 177.1 183.2 189.3 195.4 201.5 207.6 213.8 219.9 3.500 174.2 3.700 180.6 187.1 193.5 200.0 206.4 232.2 212.9 219.3 225.8 3.600 3.800 183.7 190.5 197.3 204.1 210.9 217.8 245.0 224.6 231.4 238.2 3.700 3.900 193.5 200.7 207.9 215.0 222.2 229.4 236.5 243.7 250.9 258.0 3.800 4.000 203.6 211.1 218.7 226.2 233.7 241.3 248.8 256.4 263.9 271.4 3.900 261.4 . 269.3 4.100 213.9 221.8 229.7 237.6 245.6 253.5 277.3 285.2 4.000 Equation: Cubic inches = 0.7854 x number of cylinders x stroke x bore x bore 4.100 To convert cubic inches to cubic centimeters, multiply by 16.39. Equation: To Cubic inches = 0.7854 x number of cylinders x stroke xbybore x bore convert cubic centimeters to cubic inches, multiply 0.061. To convert cubic inches to cubic centimeters, multiply by 16.39. To convert m u l theavy-duty i ~ l vbv 0.061. 44 Buick Power Source cubic centimeters to cubic inches. Buick parts are designed and .manufactured for -

44 Buick Power Source

-

3.700

3.800

3.700

3.800

201.6 213.6 226.0 238.7 251.8 265.2 279.0 293.1

207.0 219.4 232.1 245.1 258.6 272.4 286.5 301.0

off-highway use only.

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Buick heauy-duty par& are designed and.manufactured for off-highwayuse only.

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burring and grinding with a die grinder. Getting rid of casting slag and sand trapped on the unburring and grinding withcasting a die grinder. Getting machined surfaces of the aids oil drain back rid of casting slag and sand trapped on the un-that and eliminates stress risers and a lot of debris machined of the system casting once aids oil might get surfaces into the oiling the drainback engine is and to eliminates stress risers andshould a lot of put use. Considerable effort be debris spent that in might get gallery into theand oiling system once the engine is the lifter main bearing web. putA to use. Considerable should be tapped spent in bottoming tap shouldeffort be used in all the lifter gallery main bearing web. holes in the blockand to ensure that each hole is fully A bottoming tap should be used in all tapped tapped and to help eliminate any debris trapped in holes in the block to ensure that each holesubjected is fully the hole. After all tapped holes have been tapped and to help eliminate any debris trapped to a bottoming tap, they should be chamfered to in the hole.the After tapped holes have when been subjected prevent top all thread from pulling the apto a bottoming tap,isthey be chamfered to propriate fastener put should in place. prevent the top lifters threadare from the apIf mushroom to pulling be used,when the block propriate fastener is put in place. must be machined on the underside of the lifter If mushroom lifters are be used, the block bores to accommodate the to larger diameter of the must machined the underside the lifter lifter be "foot." The oilonpassages in bothofproduction bores to accommodate of rethe and heavy-duty blocks the needlarger some diameter amount of lifter "foot." The oil passages in both production work, so more time is required for the production and heavy-duty blocksand need someI blocks, amountoil of going reitems. On production Stage work, moretravels time isupward required forthe thepickup production pump from flange to the so items. production Stage oil passage going on the On block near the and No.2 mainI blocks, cap. This to theturn pump travels upward from the pickup flange is in intersected by a long horizontal passage on the block near the No. 2 main cap. This passage going to the front of the block. On earlier producis in blocks turn intersected by a longwere horizontal tion these two passages 7/16-inchpassage in digoing to the front of the block. On earlier producameter. The passages on these blocks should be ention blocks these two passagesdowere in dilarged to g/16-inch. If possible, this 7~6-inch with a vertical ameter. The passages these blocks should be enmill to ensure that theonenlarged hole is parallel to larged If possible, do this a vertical the axistoof9~6-inch. the original hole. The job with can be accommill to ensure enlarged holedrill is parallel to plished with a that very the low-rpm In-inch motor and the axis of the original hole. The job can be accoma long drill bit that has been sharpened for drilling plished with very low-rpm drill motor cast iron. Thea enlarged hole 'h-inch must not break outand a long bit that Leaks has been sharpened into thedrill crankcase. on the suction for sidedrilling of the cast The must not in break out pumpiron. draw airenlarged into the hole oil and result engine into the crankcase. Leaks on the suction side of the failure. pump draw air into the in engine At the intersection of oil the and two result oil passages is a 90 failure. degree turn. Using a %- to 1/2-inch ball-shaped stone the intersection the atwo oil passages is a 90 onAt a 4-inch-Iong shankofand high-speed grinder, degree turn. Using a 3/ato %-inch ball-shaped radius the inside corner of the intersection as stone much on a 4-inch-long and abecause high-speed grinder, as possible. This shank is difficult the corner beradius the inside corner of the intersection as much ing radiused cannot be seen. as Later possible. This is difficult because the corner beproduction block holes are drilled glI6-inch ing radiused cannot be seen. at the factory. The holes on these blocks may be Later production enlarged to %-inch, block whichholes is theare sizedrilled of the%-inch pasa t the infactory. The holesblocks. on these blocks may be sages the heavy-duty enlarged to 5/a-inch, size the of the On production andwhich StageisI the blocks, twopasmain sages in the heavy-duty blocks. oil galleries pass through the lifter bores. On Stage production and Stage blocks, the II On blocks these galleries pass1 outboard oftwo the main lifter oil galleries through lifter bores. On bores. To oil pass the lifters on the Stage II blocks, drillStage I1 blocks these outboard theinto lifter 0.150-inch holesgalleries throughpass the liftel boreofand bores. To oil the lifters on Stage I1 blocks, drill the oil gallery. These small holes should be tapped 0.150-inch holes through theAllen lifter.head bore set andscrews. into to accept 1i4-inch-long 10-24 the oil gallery. small holes(which shouldare be used tapped The threads on These these set screws to to accept 'A-inch-long head set plug the access holes) 10-24 shouldAllen be coated withscrews. GM The these set screws (which are used to Pipe threads Sealant on with Teflon (1052080). plug access holes) four should be coated withand GM On the Stage II blocks, holes are drilled Pipe Sealant with Teflon (1052080). tapped into the main oil gallery, one at either end four holes are drilled and of On the Stage block 11 onblocks, the outside. These two "outside tapped into the main oil gallery, one a t either end holes" are tapped %-inch NPSF. These holes may of the on the outside. These twoa "outside be usedblock for the pressure supply from dry-sump holes" system. are tapped %-inch These holes may oiling If they are NPSF. not used for this purpose be used for the pressure supply from a dry-sump oiling system. If they are not used for this purpose

The bolt holes circled in white indicate those holes open into the water jacket; thus, the bolt threads should be coated sealant. engine builders find it easier The boltwith holes circledMany in white indicate those holes open to coat all of the jacket; front cover withthreads sealant should than tobe into the water thus,bolts the bolt memorize this pattern. coated with sealant. Many engine builders find it easier to coat all of the front cover bolts with sealant than to memorize this pattern.

Using a round cutter, radius as best as you can the intersections in the oiling passages. This is time-consuming and tedious worthwhile. Using a but round cutter, radius as best as you can the intersections in the oiling passages. This is time-consuming and tedious but worthwhile. they must be plugged. The other two tapped holes

are in the lifter galley under the intake manifold. they must plugged. other two and tapped These holesbeare tappedThe 1i4-inch NPSF mayholes be are in the lifter galley under the intake manifold. fitted with lines routed to rocker shaft assemblies. These holes arethese tapped 'A-inchalso. NPSF and may be If needed, seal threads fitted with lines routed to rocker assemblies. A dry-sump prepared block mayshaft be fitted with a If needed, sealthe these through backthreads of the also. block above the bellhole A dry-sump prepared be fitted fitting. with a housing bolt pattern for block a No. may 10 bulkhead hole through the back of the block above the bellThis in turn can be fitted to a 90-degree fitting and housing bolt pattern for adown No. toward 10 bulkhead fitting. a piece of tubing turned the rearward This in turnincan fitted to a This 90-degree fitting and depression the be lifter valley. is now the pickauppiece of tubing turned down toward the rearward point for one of the scavenge stages of the drydepression sump pump.in the lifter valley. This is now the pickupLocate point for of the scavenge stages of the the one oil pickUp passage, and check thedryexsump terior pump. of this passage for clearance with the first Locate the oil pickup passage, check the two counterweights on the crank.and Although thisexterior ofbethis passage clearance crank with the should done when aforproduction andfirst block two counterweights on thethat crank. are used, it is imperative thisAlthough checking this be should be done when a production crank done when a heavy-duty block and/or theand rawblock are used, it is imperative that this checking be done when a heavy-duty block and/or the raw Buick Power Source 45 Buick Power Source 45

forged crankshaft are used due to the additional metal in both pieces. On Stage I blocks also check forged crankshaft are used duethese to the additional the No.3 counterweight since blocks have a metal in both pieces. On Stage blocksthis also check centrally located oil pickup. To Imake check the No. 3 counterweight since these blocks have (with any combination of hardware), fit the blocka centrally oil pickup. To crank make this with mainlocated bearings, install the to becheck used, (with any combination of hardware), fit the block and visually note the clearance between crank with main bearings, install the crank to be used, counterweights and the block. A die grinder may be and visually note the crank needed to provide the clearance necessary between clearance. counterweights andanthe block. A die grinder may be If you are using aftermarket cam gear drive needed to on provide the necessary assembly the block, this is theclearance. time to read the If you are to using an aftermarket cam to gear instructions determine if holes need be drive drilled assembly on the block, this is the time to read the and tapped in the front of the block. instructions to late determine if holes need drilled None of the Buick V6 blocks hastoa be provision and tapped incoolant. the front of the block. for draining Fitting a standard 1f!1-inch None of the latetoBuick a provision NPT water drain each V6 sideblocks of thehas block is a simfor draining coolant. Fitting a standard ple procedure. On production blocks, the%-inch drains NPT water drain to each side of thethe block a simshould be located midway between two issoft ple procedure. On production the drains on the sides of the block:blocks, The drains should plugs should be located between softedge be lis-inch above a midway line drawn from the the two bottom plugs on the sides of the block: The drains should of the two plugs. All Stage I and II blocks have two The V6 logo cast into the side of the block indicates this is be %-inch above line drawn from edge small, round casta areas on each sidethe of bottom the block a heavy-duty Stage I or Stage II block. After the cup plugs of the two plugs. All Stage I and I1 blocks have two adjacent to the two freeze plugs that may be are epoxy beaded the entire mating The driven V6 logoin,cast intoisthe side oaround f the block indicates this is small, cast areas onwith eachwater side ofdrains. the block surface. Loctite 277 Iisor used as II a sealant/ adhesive on plugs the drilled,round tapped, and fitted For Stage block. After the cup a heavy-duty Stage adjacent to service, the two many freeze engine plugs that may use be cup driven plugs by manufacturer. Cup plug is very are in,the epoxy is beaded around theretention entire mating heavy-duty builders good with this material, so as other methods may notonbethe surface. Loctite 277 is used a sealant/adhesive drilled, fitted drains. For screws, tapped, brads, orand even pop with rivetswater to firmly anchor required have removed the original plugs. cup plugsunless by theyou manufacturer. Cup plug retention is On very heavy-duty service, many engine builders use the freezing plugs into the block. This guards this block, a capscrew is so used as amethods drain plug good with this material, other mayfor notcoolant. be screws, brads, or even pop rivets to firmly anchor against the possibility of a plug coming out with a required unless you have removed the original plugs. On the freezing plugs into This guards of this block, capscrew is used a drain plug resulting disastrous lossthe of block. coolant. Regardless this point,a piston and wall as clearance can for be coolant. in the against the possibility of isa plug coming out with the method chosen, now the time to drill the a area of 0.002-inch. This procedure confines piston resulting disastrous loss ofofcoolant. Regardless of this point, piston and wall clearance can be deck. in the rock needed holes in the sides the block. and permits accuracy when measuring theSince method chosen, now is the time to drill the area of 0.002-inch. This procedure confines piston To measure deck, install a crank properly fitted to 4.IL blocks have siamesed bores, highneeded versions holes in require the sidesadditional of the block. permits accuracy measuring deck.a output steam holes in set and of main bearings and when caps, and then move arock blocks havethe siamesed bores,head highTo measure deck, install a crank properly fitted to theSince deck4.1L surface. Using heavy-duty gasket single rod ~nd piston assembly without rings from output versions require additional aone setcylinder of main tobearings caps, and then move a 25500006 as a template, four holes steam shouldholes be in the nextand while noting the distance the deck surface. Using head gasket single rodtop andofpiston assembly ringsblock from drilled (two each side of the the heavy-duty center cylinders) on from the the piston to thewithout top of the 25500006 as a template, four holes should be one cylinder to the next while noting the distance each deck surface with a O.ISO-inch drill bit. head surface. drilled each side of the center cylinders) on to from thea top of the piston top of the block Time (two permitting, some engine builders prefer Only minimum amounttoofthe metal should be reeach surface with drill bit. head let a deck new block soak fora a0.180-inch period of time in a hot movedsurface. from either the block oJ'! the head mating Time some engine builders prefer to Only aofminimum amount of should be retank to permitting, achieve some stabilization of the casting. surface any V6 assembly. A metal 3.SL block fitted let a new block soak for a period of time in a hot moved from either the block on the head mating Main bearing caps should be installed and torqued with either production or Stage I heads and a set of tank to achieve some stabilization thethe casting. surface any V6 A down 3.8L block fitted in place. After removing the block of from tank, flat top of pistons runassembly. 0.005-inch the bore norMain bearing caps installed andany torqued with production or Stageratio I heads andwith a seta of discard all main capshould bolts be before starting mamallyeither produces a compression of 13:1 in place. After removing the block from the tank, flat top pistons 0.005-inch the bore norchine work. If therun same piston isdown installed at zero 44cc head. discard all main cap bolts before starting any mamally produces a compression ratio of 13:l with a For high-performance use, Stage I V6 blocks deck and the chamber volume of the head remains chine work. 44cc If the sameratio piston is installed should be align-honed (Stage II blocks are sold alat 44 head. cc, compression rises to 14:l. at zero For align-honed). high-performance use, Stage procedures I V6 blocksaccudeck thethe chamber volumeofofthe thehead headorremains ready Proper honing Anyand time deck surface block is should be align-honed (Stage I1 blocks are sold ala t 44 cc, compression ratio rises to 14:l. rately reduce the inside of each bore to the minimachined, the surface should be on the rough side ready acceptable align-honed). Proper honing accutime the deck of the head or block mum dimension, which procedures provides maxiof Any 100 microinches to surface effect maximum gasket seal.is rately reduce the inside eachalso boreleaves to thea minimachined, the boring surfaceshould shouldbe bedone on the rough side mum bearing crush. Theofhone very Final cylinder with a torque mum acceptable whichaids provides of 100inmicroinches effect maximum seal. smooth finish in dimension, the bore, which in heatmaxitransplate place. Finaltohoning produces agasket very smooth mum bearing crush. The hone also leaves a very Final cylinder boring should beofdone with a torque fer from the bearing to the main web of the block. something on the order an SOO-grit stone finish; plate in place. Final honing produces a veryengine. smooth smooth finish shop in the bore,the which heatalign transThe machine doing mainaids capinstud is in order for a modern high-performance fer frommust the bearing to brand the main web of that the block. finish; something the order of an stone honing know the of bearing Automatic honingon machines such as 800-grit the Sunnen The be machine doing the main cap stud align is in order for a modern high-performance engine. will used inshop order to hone the block to the CK-IO are preferable because they allow hone preshoning must know the brand of bearing that Automatic honing Maximum machines such as theimprove Sunnen smallest acceptable diameter. Maximum bearing sure to be varied. pressures will beisused in order hone the block tothe thebearing CK-10 are preferable they allow hone prescrush desirable not to because it retains bore straightness and because concentricity. smallest acceptable Maximum bearing sure to be varied. Maximum pressures improve in the block and capdiameter. but because it provides good Preparation crush is for desirable not because retains to thetransfer bearing bore straightnessChecklist and concentricity. bedding the backside of theitbearing I in the block and cap but because it provides good Engine builders go to time-consuming lengths to heat to the block via the main webbing. Preparation Checklist bedding the abackside transfer eliminate the possibility of component failure of When for boring block tooffitthe thebearing pistons,tobore each builders go to can time-consuming heat to the via to theaccommodate main webbing. anyEngine kind. The following be used as a lengths checklistto cylinder justblock enough a piston and eliminate the possibility of component failure of When boring a block to fit the pistons, bore each in preparing a Buick block for heavy-duty service. rod assembly without rings fitted to the piston. At any kind. The following can be used as a checklist cylinder just enough to accommodate a piston and 46 Buick Power Source heavy-duty p arts are designed and manufactured for offhighway use only. preparing a Buick block for heavy-duty service. rod assembly without rings fitted to the piston. At Buickin I

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46 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

l.Visual inspection. Look for core shift at lifter bores, soft plug bosses, and oil gallery drillings. 1.Visual inspection. Look walls. for core shift a t cylinlifter 2. Sonic test all cylinder Minimum bores, softthickness plug bosses, andbeoilO.200-inch. gallery drillings. der wall should 2. test all cylinder walls. Minimum cylin3. Sonic Drill O.180-inch-diameter water holes between der wall thickness should be 0.200-inch. the cylinders and O.190-inch-diameter holes on the 3. Drill water holes between front face 0.180-inch-diameter of the deck. the4. cylinders and the 0.190-inch-diameter holes on the Prick punch rear main seal groove to prefront face slippage. of the deck. vent seal 4. punch the rear seal groove to pre5. Prick Tap and fit pipe plugsmain to the front oil passages vent seal slippage. to secure the cam gear drive plate. 5. pipeoilplugs to the front passages 6. Tap Drilland the fit main passage holes andoilmain to secure the cam gear drive plate. 6. Drill the main oil passage holes and main

The cast protrusion on the front face of the block i n proximity to the camshaft is the location of the oil passage leading from the main oil gallery to the main bearing.

Some heavy-duty engine builders enlarge the coolant holes between the cylinders to 0.250-inch and take the holes at the ends of the block on the deck surface out to 0.187-inch. The theory behind doing this is that it provides more uniform circulation of coolant. Some engine builders drill the oil passages feeding the main bearings to %inch.

When an engine is being prepared for heavy·duty use, it is advisable to install a coolant drain on each side of the block. practical placeprepared is between soft plugs. When aOne n engine is being for the heavy-duty use, it is advisable to install a coolant drain on each side o f the block. place is between thelength soft plugs. 11. One Runpractical a bottoming tap the full of all When threaded pipe plugs are used at the front ends of the oiling passages, they must be very shallow so they will not block intersecting oil passages. When off threaded pipe plugs are usedThese at theparticular front endsplugs of the have drilledthey andmust tapped internally forsothe mounting oilingbeen passages, be very shallow they will not of a cam drive. oil passages. These particular plugs block off gear intersecting have been drilled and tapped internally for the mounting of a cam gear bearing bore drive. oil passages to O.375-inch.

7. Drill and tap the water drains on each side of bearing bore oil passages to 0.375-inch. the block. 7. Drill and thebores. water drains on each side of 8. Deburr thetap cam the9. block. Radius and deburr the oil runoff opening in Deburr the cam bores. the8.lifter valley. 9. Radius and parting deburr lines the oilofrunoff opening in 10. Bevel the the main bearing the lifter valley. caps and the block. 10. Bevel the parting lines of the main bearing caps and the block.

head and main bolt holes. 11. Install Run a bottoming tap studs the full length of all 12. main bearing with Loctite. head and main bolt holes: 13. Torque the main caps to specifications. Check Install mainbores bearing with Loctite. the12. main bearing for studs roundness, internal di13. Torque the main caps to specifications. mensions and taper. Align bore if necessary. Check the14.main bores for roundness, internal diBorebearing and hone block. mensions and taper. Align bore if in necessary. 15. Cut a new bearing tang slot the No.4 14. Bore honebearings block. from the No.1 and No. main cap toand accept 15. Cut a new bearing tang slot in the No. 4 3 mains. main cap to bearings 1 and No. 16. Tap theaccept dipstick hole infrom the the side No. of the block 3 mains. to accept a liB-inch pipe plug. 16. Drill Tap the hole in the sidedowel of thepin block 17. anddipstick ream the beUhousing to accept a %-inch pipe plug. holes to accept larger, adjustable dowel pins. 17. Drill and ream the bellhousing dowel pin Power Source 47 holes to accept larger, adjustableBuick dowel pins. Buick Power Source 47

18. Install a drill jig on the front face of the block. Drill and tap the face of the block to accept Install plate a drillfor jigthe on cam the front face of the the18. locating gear drive. block. Drill and tap the face of the block 19. If you're using dry-sump oiling, tap to theaccept oil the locating for the cam drive. pump pickupplate and the front facegear of the block with 19. If NPT. you're using dry-sump oiling, tap the oil %-inch pump pickup andblock the front face of clean the block with 20. Deburr the in general, off all cast%-inch NPT. ing slag and deburr the main caps. 20. theoutside block in clean off all cast21. Deburr Grind the of general, the oil pickup passage ing slag and deburr the main caps. for clearance with the No.1 rod cap when a 3.321.stroke Grind or thelonger outside the oil pickup passage inch is of used. rod cap when a 3.3- is for22. clearance with the No. Set the main bearing 1 clearance (0.0025-inch inch stroke or longer is used. preferred). 22. Set the the main bearing 23. Install crank to beclearance run, and (0.0025-inch check for is preferred). swing clearance. 23. Install Install piston the crank be run, 24. and torods from and the check correctfor asswing clearance. sembly, and set the deck clearance at -0.00224. Install piston and from the correct asO.OOO-inch maximum forrods a standard block. sembly, and set the deck clearance a t -0.00225. After the block deck surface has been cut, 0.000-inch maximum forbores a standard block. chamfer the tops of the to a maximum diam25.ofAfter block deck surface has been cut, eter 4.020the inches. chamfer the engine tops of has the abores to a maximum 26. If the 3.5-3.625-inch stroke,diameter of 4.020 inches. check for interference at the bottom of the cylinder 3.5-3.625-inch 26.with If thethe engine hasofa the wall top side big end of stroke, the rod, and check accordingly. for interference a t the bottom of the cylinder grind wall with the top side of the big end of the rod, and grind accordingly. Cleaning

Torque plates are available for the V6 for use when boring and honing. They greatly improve dimensional stability. Torque plates are available for the V6 for use when boring and honing. They greatly improve dimensional stability.

Mter all machining operations and deburring, Cleaning you need to clean the block. With all core plugs After all machining operations deburring, and oil gallery plugs removed, useand clean solvent you to clean the block. With all core plugs and need a variety of rifle-cleaning brushes to eliminate anddebris oil gallery plugs removed, use clean solvent all and grit from the block-especially the oil and a variety rifle-cleaning brushes to eliminate passages. The of second step in the cleaning procedure all and scrubbing grit from the oil is adebris thorough withblock-especially hot, soapy water.the Air passages. affects The second step indrying. the cleaning procedure pressure immediate The final step is is aimmediately thorough scrubbing with hot,the soapy water.bores Air to thoroughly clean cylinder pressure affects immediate drying. The final step with mineral spirits and clean white paper towels.is to immediately thoroughly cleanbethe cylinder All machined surfaces can now coated withbores a with mineral spirits and clean white paper towels. thin machine oil. AllInmachined surfaces canstep nowinbeblock coated with a most cases, the final preparation thin machine oil. is to install small screens covering the oil drainIn most cases,The thescreens final step back openings. caninbeblock held preparation in place is to install small screens drainwith a good-quality epoxy. covering (Ideally, the the oil screen back The screens can be held placenot shouldopenings. be of stainless construction, but itinneed with a good-quality epoxy. (Ideally, the screen be.) Some engine builders also prefer to epoxy shouldmagnets be of stainless not small in closeconstruction, proximity tobut theitoilneed drain be.) engine builders also prefer to epoxy help backSome openings. Both the screens and magnets small magnets in close to the oilhardware drain prevent small pieces of proximity broken valvetrain back openings. Both the screens and magnets help from breaking even more hardware such as gear prevent small pieces of broken valvetrain hardware drives and oil pumps. from breaking even more hardware such as gear drives and oil pumps. Assembly taken during the final assembly of the lower end of the Buick V6. Considerable should taken theend fiFirst, the studs care and the boltbeholes in during the lower nal assembly of and the lower end of of thethe Buick should be clean the threads studsV6. coated First,Loctite the studs the they bolt holes in the lower with 262and before are installed in theend should be clean and the threads of the (10-15 studs coated block with a modest amount of torque ft.! with Then Loctitethe 262 before they arebearing installedcaps in the lbs.). tops of the main block with modest (10-15 around the abolt holesamount should of be torque "kissed" withft./ a Ibs.). Then the tops of the main bearing caps mill or grinder to ensure that these surfaces are around the bolttoholes should be studs. "kissed" with a perpendicular the axis of the mill or grinder to ensure that these surfaces are 48 Buick Power Source perpendicular to the axis of the studs.

On Stage II blocks, the area adjacent to the oil pickup opening often interferes with the front crank counterweight and bethe relieved by grinding. In oil thispickup block, On Stage II must blocks, area adjacent to the note thatoften th:'e unused oil with pickup been tapped and opening interferes thehas front crank counterplugged andmust that be a safety barbyhas been bolted over it. weight and relieved grinding. In this block, note that the unused oil pickup has been tapped and plugged and that a safety bar has been bolted over it.

Considerable care should be Assembly

4

Both Stage I and Stage II blocks feature a solid cast lifter valley. Although this adds to the strength of the casting, it severely impairs drain back tofeature the pan. This is a lifter Both Stage I and oil Stage II blocks a solid cast problem only on wet-sump-prepared engines they it valley. Althoughthis adds to the strength o fsince the casting, have no provision scavenging severely impairs oilfordrainback to oil thefrom pan. this Thisarea. is a These blocks should have a 1f4-inch hole drilled in each the problem only on wet-sump-prepared engines sinceof they four the center of lifter valley a have depressions no provisionnear for scavenging oilthe from this area.and These If:rinch should hole at have the depression neardrilled the rear theof valley. blocks a %-inch hole in of each the four depressions near the center of the lifter valley and a Buick%inch heavy-duty parts and manufactured for off-highway use only. hole a t are thedesigned depression near the rear of the valley.

d

48 Buick Power Source

:k heavy-duty parts are designed and manufactured for offhighway use only.

ct LaC

HOLE

POINT "c" 2 . 0 2 5 ..j.o-_.---ooi 1. 095

REAR REAR FACE F A C E OF O F ~/ ENGINE E N G I N E BLOCK BLOCK

FRONT F R O N T FACE F A C E OF OF ENGINE E N G I N E BLOCK BLOCK

--

ct

CRANKSHAFT

3.8 3.8 LITRE LITRE V-6 V-6 ENGINE ENGINE RIGHT RIGHT SIDE SIDE VIEW VlEW

LaC LOC HOLE HOLE "A" "A" 2

~~------------10.20--------~

+----- 7 .44 -,-------------1

WHEN WHEN ~\KING .%\KING ~IEASURE'!E"iIS ?lE?.SURE?!ESTS ON ON IHE THE BLOCK. BLOCK. IT I T IS I S REcmr-IE"iDED RECO?CIENDED A~L ALL DIMENSIONS D I ? l E N S I O N S BE BE TAKEN TAKEN FRO~I FRO?: EEEER EITVE? THE T H E CRANKS~AFT CRANKSXAFT CENTERLINE C E S T E R L I N E OR OR FRONT IN AND REAR REAR FACES. FACES. I N SO~E S0':E FRONT AND CASES C A S E S THIS T H I S WILL W I L L NECESSITATE NECESSITATE ADDING 1 . 4 7 5 TO T O THE THE DIMENSIO~S DI?IENSIOSS A D D I N G 1.475 SHOioiN S H O W FRml FRO?: LOCATING L O C A T I N G HOLE HOLE "A". "A".

DOWEL P I N

5/16-18 UNC UNC

66 HOLES H O L E S EQUALLY EQUALLY SPACED SPACED

6 HOLES 55 HOLES H O L E S EQUALLY EQUALLY SPACED SPACED ON HOLES ON BASIS B A S I S OF O F 66 HOLES EQUALLY EQUALLY SPACED SPACED

18 HOLES H O L E S EQUALLY EQUALLY SPACED SPACED 18 24 HOLES HOLES ON BASIS B A S I S OF O F 24 ON EQUALLY SPACED SPACED EQUALLY

ENGINE ENGINE BLOCK BLOCK AND AND FLYWHEEL BOLT PATTERN PATTERN FLYWHEEL BOLT REAR REAR VIEW VlEW Buick Buick Power Power Source Source 49 49

4°30'

- CARB. PAD

POINT "B" 1------- 6 . 990 - - - -

L

"z"

PLANE

HOLE

3.8 3.8 LITRE LlTRE V-6 V-6 ENGINE ENGINE LEFT LEFT SIDE SIDE VIEW VlEW

FRONT FACE OF OF ENGINE E N G I N E BLOCK

CENTER OF O F LOCATING HOLE "A"

REAR FACE OF OF ENGINE E N G I N E BLOCK

1-_1--

1. 475

1 - - - - - - - - - - 13.70 - - - -

POINT

"c" /

TOP OF CYLINDER BLOCK

A

BOTH SIDES

r

~ ENGINE

POINT "B"

"z"

PLANE

?; '0

"'J (;>."

<5'1:

9.56

1'.;.

11.34

DIA

3.8 3.8 LITRE LITRE V-6 ENGINE ENGINE VlEW FRONT VIEW 50 Buick Power Source

LOC HOLE "A"

CRANKSHAFT MAIN BEARING BORE

Buick heavy·duty heavy-duty parts parts are designed and manufactured manufactured for off-highway offhighway use only. only.

1------11.60 - - - - - - - - - - - 1 1------10.60 - - - - - - 1 1 - - - - 7 , 36 - - - - - I 1 - - - - 6 . 36 ---:---i 1.00

1.450 "-~-1.10 (3 PLACES)

AUXILIARY VlEW VIEW OF EXHAUST PORT BOLT HOLES

AUXILIARY VIEW OF EXHAUST PORT BOLT HOLES

STAGE II PRODUCTION AND STAGE I

13.20

AUXILIARY VIEW VlEW OF INLET MANIFOLD MANIFOLD BOLT HOLES

1. 54

'" r..

PRODUCTION AND STAGE I

I N L E T MAN MAN INLET

't:.. CORNER BOLTS

AUXILIARY VIEW VlEW OF INLET MANIFOLD BOLT INLET MANIFOLD BOLT HOLES STAGE II

EXH. MAN BOLT HOLE

9.51 6.38

BOTH SIDES

AUXILIARY X I L I A R Y VIEW OF EXHAUST PORT RT BOLT HOLES ROLES

Ci!.. ENGINE

CENTER OF LOCATING HOLE "A" "A"

PARTIAL FRONT VIEW VlEW Buick Power Source 51

NOTES

52 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway heavy-duty parts off-highwayuse only. only.

NOTES NOTES

Buick Power Source 53 53

inder Heads uick currently produces four cylinder heads for the V6. One is the production uick currently produces four cylinder cylinder head used on all rear-wheelheads for the V6.applications One is the except production drive and front-wheel-drive cylinder head used on all rear-wheel1985 and 1986 N-cars, whose engine bays require a drive and cylinder front-wheel-drive narrower head . Theapplications production except cylinder 1985 and 1986 N-cars, whose engine baysinrequire heads on all Buick engines except those the N- a narrower The production cars have cylinder remainedhead. virtually unchanged cylinder since 1979. Nheads Ioncylinder all Buick engines except those in the Stage heads are machined on this procars have remained virtually unchanged since 1979. duction tooling, so all valvetrain hardware, rocker Stage I intake cylinder heads areand machined this pro-procovers, manifolds, pistons on used with duction so be all used valvetrain hardware, rocker duction tooling, heads can with Stage I heads. covers, intake manifolds, and pistons used with proProduction and I Heads duction heads can be Stage used with Stage I heads. The differences between production Production and Stage I Headsand Stage I heads are subtle but significant. On Stage I heads, differences between andthe Stage theThe intake face pockets are production filled in, and heatI heads a r e subtle but significant. On Stage I heads, crossover holes are not drilled. Bridging is added at the end intake facepassages pockets are filled the in, and heat the water to stiffen end the combuscrossover holes are not drilled. Bridging is added tion chambers where head gasket failures can re- a t the end passages to stiffen thethe end combussult withwater production castings. Also, intake port tion chambers where head gasket failures can rewall on the short-side radius is revised to allow insult withairflow production Also, the the water intakejacket port creased when castings. ported. (Both wall on the port short-side radius is revised allow inand intake core have been revised.)toThe intake creased airflow when ported. (Both the water jacket port throating cutter angle is increased from 61 deand intake core have been Theonintake grees on theport production head to revised.) 80 degrees port throating cutter is increased from 61 deStage I for better flowangle without porting. Production grees theofproduction head to 801.50-inch degrees on valve on sizes l.71-inch intake and exI for better flow without porting. Production Stage haust can be used. Because this head uses a fourvalve sizes ofattachment 1.71-inch intake 1.50-inch bolt pattern to theand block, power exlevel haust can used. Becauseatthis head600-plus uses a fourseems to bebegasket-limited about horsebolt pattern to the block, level power beforeattachment gasket failure, even withpower the premiseems to be25500006. gasket-limited t aboutsealer 600-plus horseum gasket Head agasket is required power before gasket even with theusing premito prevent "water in failure, oil" problems when this um gasket Head gasket sealerisisused required gasket and 25500006. four-bolt heads. If this head for to prevent "water in oil" when usingrange, this street rod applications in problems the 200-horsepower gasket and four-bolt heads. If this head is used for a production 4.1L head gasket should yield an adestreet life rod and applications in the 200-horsepower quate fewer water sealing problems. range, a production 4.1L head gasket should yield a n adequate life and fewer water sealing problems.

B

B

•

Tech Tip

Tech Tip

The Importance of Airflow AnImportance engine's horsepower is directly proportional The of Airflow to the amount of air drawn into the cylinder and An engine's is directly proportional retained until horsepower ignition occurs. By reducing the airto the amount of air drawn into the cylinder andcylflow resistance of the intake and exhaust ports, retained untilis ignition occurs. By reducing the airinder filling improved and engine horsepower is flow resistance of the intake and exhaust ports, cylincreased directly. inder is improved and The filling amount of power to be engine gained horsepower by improvedis increased directly. airflow depends on the engine's volumetric effiThe amount power to be is). gained by improved cylinder An engine with 60 ciency (how fullofthe airflow depends on the engine's volumetric effi-more percent volumetric efficiency can be improved ciency full with the cylinder is). volumetric An engine effiwith 60 than an(how engine 90 percent percent volumetric efficiency can be improved more ciency. The volumetric efficiency of a gasoline enthan can a n engine with 90aspercent gine be estimated follows:volumetric efficiency. The volumetric efficiency of a gasoline enVolumetric 5600 x hp x 100% gine can be efficiency estimated= as follows: rpm x cid

Volumetric = 5600 x hp x 100% (Cid is theefficiency displacement of therprn engine x cid in cubic

inches.) Be sure that you use accurate horsepower (Cid isIfthe of the engine cubic figures. thedisplacement volumetric efficiency of a in nonsuperinches.) Be sureexceeds that you130 usepercent, accurateeither horsepower charged engine the figures. If the efficiency of a nonsuperhorsepower or volumetric the rpm figure is probably wrong. charged exceeds 130 percent, theis: For anengine alcohol-burning engine, the either formula horsepower or the rprn figure is probably wrong. Volumetric efficiency = 4750 x hp formula x 100% For an alcohol-burning engine, the is:

,.

Volumetric efficiency = 4750 x

rpm x cid

hp

x 100%

For example, on a 500-hp 265-cubic-inch rpm x cid Buick V6, what will be the maximum horsepower at what For Tests eximple, a 500-hp 265-cubic-inch rpm? showonthat at a test pressure of Buick 10 V6, what will be the the intake maximum horsepower a t cfm what inches of water, system flows 193.7 rpm? Tests show that a t a test pressure of 10 of air. The cubic inches per cylinder is 116 of 265, or of water,ofthe intake system flows 193.7 cfrn ainches displacement 44.16 cubic inches. of air. The cubic inches per cylinder is '/s of 265, or hp =of0.43 x 193.7 = 83.3 a displacement 44.16 cubic cfm inches. for all six cylinders: = 0.43 x 193.7 cfrn = 83.3 hp Or hp x 83.3 = 500 hp Or = for6 all six cylinders: The rpm for maximum power is: rpm rprn = 2000 The for maximum power is: 44.16 2000 x 193.7 cfm = 8772 rprn = This type of44.16 information of = limited x 193.7 is cfrn 8772 value unless it is compared to another intake system. Tests show This information of limited value unless that at type a testofpressure of 10 isinches of water a compait is compared to another intake system. Tests rably prepared Chevrolet V6 intake system flowsshow 165 that a t aair. testAssuming pressure ofa 10 inches of water a compacfm of displacement of 265 cubic rably Chevrolet intakeissystem flows 165 inchesprepared for the Chevy, the V6 formula as follows: cfrn of air. Assuming a displacement of 265 cubic hpChevy, = 0.43the x 165 cfm =is70.8 inches for the formula as follows: Or for all six cylinders: h p = 0.43 x 165 cfrn = 70.8 hp x 70.8 = 428 hp Or = for6 all six cylinders: The rpm for maximum power is:

The Stage I combustion chamber as cast. The water passage at the end of the block is partially filled in for additional The Stage I strength. combustion chamber as cast. The water passage at the end of the block is partially filled in for 54 Buick Power Source additional strength.

rpm rprn = 2000 The for maximum power is: 44.16 2000 x 165 cfm = 7442 rprn = Buich heavy·duty parts are designed and manufactured for off-highway us e only. 44.16 x 165 cfm = 7442

54 Buick Power Source

Buich h e m y - d u t y parts are designed and manufactured for offhighway [rse only.

Test Description: Modified Stock Head Intake Port POSSIBLE IMPROVEMENT

ENGINE VOLUMETRIC EFFICIENCY

rpm

3000

4000 4000

5000

6000 6000

7000 7000

Production and Stage I Cylinder Head Porting Stage I cylinder heads are the preferred heads for a street-oriented, street-oriented, high-performance engine because of their relatively high-port velocity, velocity, efficient combustion chamber, chamber, choice choice of manifolds, and availability of hardware. The combustion chamber volume of all 1979 1979 and newer heads is just over 48 cc (about (about 2.94 cubic inches). inches). These heads can safely be milled 0.0250.025O.030-inch 0.030-inch to get down to a 43cc (2.62-cubic-inch) (2.62-cubic-inch) combustion chamber volume. Doing this and using a 0.0l8-inch 0.018-inch stock steel shim head gasket and a flat-top flat-top piston results in a compression ratio close to 12:1. 12:l. The compression ratio of a street-driven veve8.5:1,which is all that can hicle should not exceed 8.5:1, be tolerated with today's gasoline. Whether the heads are for street or off-highway off-highway use, smooth the combustion chambers with a grinding wheel to rerecombustion move casting imperfections and sharp corners. For maximum airflow through the cylinder head, both intake and exhaust ports must be ground to remove cylinder head material and to reshape the remove contours of the ports. A number of important steps should be followed followed when porting these heads. In terms of increasing flow, the most critical area in the intake port is the flow, short-side radius immediately under the valve. The thinnest area allowing water to break through in the intake port is in the floor. floor. Lower the floor %+inch, smooth it, blend in the short-side short-side radius, 1!t6-inch, alone. It is vital to blend the ininand leave the port alone. cyltake manifold port with the intake port in the cylinder head. These two pieces of hardware function as a unit to provide mixture flow flow to the combustion chamber; they should be treated as one unit when flow and generally rereporting. When increasing flow working the exhaust port, the most important point is to enlarge the entire port by about 10 10 percent. All grinding in the ports should be done carefully

Intake valve diameter: diameter: 1.7 number: 33 Port number: Test pressure = = 40Ins.-H 40 Ins.-H,O 20

--

Valve Computed Computed CFM Lift Ins. Flow 0.10 77.825 77.825 111.80151 0.15 111.80151 0.15 145.5 145.5 0.20 169.5 0.25 169.5 0.25 181.5 181.5 0.30 186.003 186.003 0.35 0.35 189.003 0.40 189.003 191.4 0.45 191.4 0.45 192.003 0.50 192.003 192.003 192.003 0.55 0.55 193.5 0.60 193.5 0.60 Area under the curve: 84.8 84.8 CFM-In CFM-In

This modification was done with a seat grinder only. The throat was liberally opened with a 60° 60" stone.

Test Description: Production Modified Street Use Use Intake valve diameter diameter 1.7 Port number: number: 2 = 40 Ins.-H Ins.-H,O Test pressure = 20

Valve Computed Computed CFM Lift Ins. Flow 0.10 73.99 73.99 0.15 110.23 0.15 110.23 0.20 140.43 140.43 Q~ lW 159 0.25 0.30 177 177 0.35 192 0.35 192 0.40 207 207 0.40 219 0.45 0.45 219 0.50 228 0.50 0.55 237 0.55 0.60 243 243 91.5 CFM-In Area under the curve: 91.5

to avoid damaging any valve seat surface. To To maximize flow, flow, install a 1.750-inch 1.750-inch intake and a 1.500-inch 1.500-inch exhaust valve, valve, both with a three-angle three-angle valve job with a top cut of 15 15 degrees. To improve flow on a production head, the valve seat itself should be 45 45 degrees degrees and the cut in the throat of the port 60 degrees, followed followed by an a n 80-degree 80-degree cut below the 60-degree 60-degree cut. cut. (The (The last two cuts are Buick Power Source 55 55

standard on a Stage I head.) All angles should be blended by hand. Seat width is not critical to flow standard on a Stage head.) All angles should or horsepower. WidthI determines how long the be blended by hand. Seat width is not critical to valve job will last-the old saying "the longer flow the or horsepower. determines how long the race, the wider Width the seat" still holds true. Intake valve of job0.060-0.090-inch will last-the oldinsaying longer the seats width "the are common, as race, the wider the seat" still holds true. are exhaust seats of 0.070-0.085-inch. On Intake vehicles seats 0.060-0.090-inch in width common, as using of unleaded gas, exhaust seats are should be 0.090are exhaustsince seatsboth of 0.070-0.085-inch. On vehicles O.llO-inch, production and Stage I heads using unleaded gas, exhaust seats should be 0.090have unhardened seats. 0.110-inch, since both production and Stage I heads Stage II Combustion Chamber

Stage 11 Combustion Chamber

A production cylinder head. Note the large water passage at the end of the casting and, more importantly, how the combustion enlarged andlarge laid water back passage toward A productionchamber cylinderhas head. Note the thethe gasket. Note howand, well more the valves have been at end of thealso casting importantly, how the unshrouded.chamber has enlarged and laid back toward combustion the gasket. Note also how well the valves have been unshrouded.

Stage II Iron Heads Cast-iron Stage Heads II heads bear the part number Stage 11 Iron

25500026 and are identified by the casting number Cast-iron Stage I1 heads bear theports partdesigned number for 25500027 ~ This head incorporates 25500026 are identified the casting number maximumand airflow and uses aby2.02-inch intake and 25500027: This headvalves. incorporates portslength designed 1.600-inch exhaust Valve stem is for maximum airflow and a 2.02-inch intake and greater than that of theuses production valve. Combus1.600-inch exhaust valves. Valve stem length is tion chamber shape produces, "squish" on both greater than the production valve. Combussides, and thethat size of allows high compression with tion chamber shape produceq "squish" bothplug flat top pistons. A long-reach gasketed on spark sides, as andthe theChampion size allows highiscompression (such N-60) used on the with iron flat top pistons. A long-reach gasketed plug head. The Stage II head incorporates a spark six-bolt pat(suchattachment as the Champion used on thehead iron Another excellent example of unshrouding valves and tern to the N-60) block is and requires smoothing out the /loor of the combustion chamber. Note head. The Stage I1No head incorporates a six-boltwhen patgasket 25500006. gasket sealer is required also the press·fit guides. Another excellentvalve example of unshrouding valves and tern attachment to the block and requires head using the six-bolt pattern; however, a Stage II head smoothing out the floor of the combustion chamber. Note gasket 25500006. Nobolts gasket required when used with only four on sealer Stage is I or older blocks also the press-fit valve guides. usingthe the six-bolt pattern; however, Stage I1 head has same sealing concern and is ahorsepowerused withas only four bolts on Stage I orStage olderI blocks limited, discussed in regard to the head. has the same sealing concern and is horsepowerIntake, exhaust and rocker cover gaskets for the limited, discussed regard to require the Stage I head. Stage II as head are all in special and a special Intake, exhaust and rocker cover gaskets for the rocker arm cover, intake manifold, and exhaust Stage I1 head are the all special a special headers. As sold, Stage IIand ironrequire head weighs 30.5 rocker arm cover, intake manifold, and exhaust pounds-2 pounds less than a production head. headers. As sold, the Stage I1 iron head weighs 30.5 Stage Aluminum pounds-2II pounds less thanHeads a production head. An aluminum Stage II head (25500030; casting, Stage 11 Aluminum Heads 25500031) is also available. This head interchanges An the aluminum Stage I1 head with iron head except that (25500030; the exhaustcasting, ports 25500031) also available. ThisIthead interchanges are square isinstead of D-shaped. is sold complete Prick.punching the area around the intake ports is a with the iron head except the valve exhaust ports with valve seat inserts andthat bronze guide lintime·consuming job, but if it prevents a leak in this area are square instead of D-shaped. It is sold complete ers. Seat material has been compatible with all when the enginethe is in heavy-duty use,intake the effort Prick-punching area around the portswill is ahave with seat inserts bronze when valve run guide been worthwhile.job, but i f it prevents a leak in this area types valve of fuels and valveand materials in linothtime-consuming ers. Seat material has been compatible with all when the engine is in heavy-duty use, the effort will have 56 Power Source Buick heavy-duty parts are designed and manufactured for off-highway use only, beenBuick worthwhile. types of fuels and valve materials when run in oth56 Buick Power Source

uick heavy-duty parts are designed and manufactured for off-highway use only.

er heads. The aluminum alloy is 355 with a T-6 heat treat. er Intake heads. port The size aluminum alloy is 355with withheavier a T-6 has been reduced heat treat. walls, giving the porter more freedom and better Intake sizeport has for been reduced withAs heavier sizing theport intake small engines. sold, walls, giving theare porter freedom and betterto the valve seats readymore for the engine builder sizing the intake portsized for small As sold, and are to useengines. the 2.02-inch infinish-grind the valve seats are ready for the engine builder take and 1.600-inch exhaust valves common withto finish-grind andII are sized use the 2.02-inch inthe iron Stage head. Thetoshort head bolt bosses take andaluminum 1.600-inch exhaust valves common on this head are 0.350-inch taller with (iron is the iron Stage head. Theis short head bolt bosses and I1 aluminum 1.20 inches) to provide 0.850-inch on this aluminum head are 0.350-inch taller (iron is more fastener stretch and better gasket loading. 0.850-inch and aluminum is 1.20 inches) to provide Due to this taller boss, head bolts and studs are not more fastener and Spark better plug gasket loading. common in thestretch iron head. holes are maDue to for thislong-reach, taller boss,tapered-seat head bolts and studs are The not spark plugs. chined common in the iron head. Spark plug holes are maseat is tapered on the aluminum head (the iron chinedhas fora long-reach, tapered-seat sparkplug plugs. The head %-inch-reach gasketed spark hole). seat smaller is tapered head (therequires iron The hexononthe thealuminum tapered-seat plug a head has a %-inch-reach gasketed spark plughead hole). which in turn allows for a taller %-inch socket, The boss smaller hex ontothe plug taperedrequires a bolt adjacent thetapered-seat spark plug. The %-inch socket, which in turn allows for a taller head seat plug requires only 15 ft.llbs . to seal, whereas bolt boss adjacent to the spark plug. The taperedthe gasketed plug requires 25 ft.llbs. seat plugface requires onlyhas 15 ft./lbs. to seal, whereas Bank thickness been increased to 0.400the gasketed plug requires 25 ft./lbs. inch to allow milling if desired. As in the iron BankII face has been increased to 0.400Stage head,thickness cored water openings not used for inch to allow milling in the iron primary coolant flow if aredesired. round, As which facilitates Stage I1 head, cored water sealing openings used for plugging for block-to-head or not strength. Comprimary coolant flow are round, which facilitates bustion chamber volume has also been reduced by plugging block-to-head sealing strength. a heavierfor chamber wall that allowsorthe builderComlatibustion chamber shape volumeand hasvolume. also been reduced tude in chamber Valve guideby a heavier wall that allows latilength haschamber been increased 1/4-inch in the the builder port over tude in chamber shape and volume. Valve guide the iron Stage II head to improve valve stability length hastransfer been increased the port and heat from the%-inch valve. in Valve guideover boss the iron Stage I1 headjacket to improve stability size inside the water allows valve the valve centers andbeheat transfer from valves the valve. Valve boss to spread for larger yet still useguide a 0.500size inside the water jacket allows the valve centers inch outside-diameter solid bronze guide. While cup to be spread foronly larger valves yetofstill a 0.500are used in the ends the use aluminum plugs inch solid bronze guide. While head,outside-diameter the boss was retained for a potential watercup plugs are used only builders in the ends of the aluminum outlet; some engine do the same with spehead,fuel-injection the boss wasmanifolds. retained for potential boltwater holes cial Allatapped outlet; some engine builders do the same with specan be repaired with Helicoil thread inserts. cial fuel-injection manifolds. All tapped bolt holes can be repaired with Helicoil thread inserts.

Stage II Cylinder Head Porting Because Buick V6Head Stage II cylinder Stage I1 the Cylinder Porting

head was designed from a "clean sheet of paper" as a compeBecause Buick V6 Stage I1 cylinder was tition piecethe of hardware, the cylinder headhead is not designed from a "clean sheet of paper" as a comperecommended for applications where rpm drop betition4500. pieceDespite of hardware, the criteria cylinderof head is not the design "competilow recommended for applications where rpm drop must betion only," a prOfessional cylinder head porter low 4500. Despite the design criteria of "competistill spend many hours reworking the combustion tion only,"and a professional must chambers all ports oncylinder a set of head Stageporter II heads to still spendtheir manyrace-track hours reworking the combustion maximize performance potential. chambers and a set of head Stagemeasures I1 heads to Typically, anall "asports cast"oncylinder maximize their race-track performance potential. about 44 cc. The spark plug side of the combustion Typically, an "as cast" cylinder measures chamber should be opened up and head laid back, priabout 44 spark plug side valve. of the Retaining combustiona marily in cc. theThe area of the intake chamber should behere opened up and back, loose, open radius between thelaid seat and prithe marily in the area of the intake valve. Retaining chamber wall promotes flow. A good three-angle a loose, open radius here between themoderate seat and valve the valve job also promotes flow, as do chamber wallIntake promotes A good three-angle seat widths. seatsflow. 0.060-0.080-inch wide and valve jobseats also 0.080-inch promotes flow, moderate valve exhaust wide as aredoacceptable. When seat widths. Intake seats 0.060-0.080-inch wideyou and you slightly reshape the combustion chamber, exhaust seats 0.080-inch wide are acceptable. When you slightly reshape the combustion chamber, you

Test Description: Modified Stage II Intake valve diameter: 2.02 Test Description: Modified Stage 11 Port number: 2 Intake valve diameter: 2.02 Test pressure = 40 Ins.-H,O Port number: 2 Valvepressure = 40 Ins.-H,O Test Lift Computed CFM Valve Ins. Flow Lift Computed CFM 92.11 0.10 Ins. Flow 132.88 0.15 0.10 1 92.11 180 0.20 0.15 1 1 132.88 0.25 ' 0 3 225 0.20 1 258 0.30 0.25 1 1 225 285 0.35 0.30 1 1 258 309.81 0.40 0.35 d 1 285 332.26 0.45 0.40 1 7 309.81350.22 0.50 0.45 1 332.26 359.2 0.55 0.50 1 1 350.22 363.69 0.60 0.55 1 359.2 372.67 0.65 0.60 1 363.69 377.16 0.70 0.65 1 1 372.67 Area under the curve: 170.3 CFM-In 0.70 1 1 377.16 Test point 3 was changed to 300 from 151 cfm. Test point Area under the curve: 170.3 CFM-In 7 was changed to 449 from 300 cfm. Test point 3 was changed to 300 from 151 cfm. Test point 7 was changed to 449 from 300 cfm.

As cast and machined, a Stage II combustion chamber accepts a 2.02·inch intake valve and a 1.60-inch exhaust valve. builders increase the intakechamber valve size; As castMost and engine machined, a Stage 11 combustion in the case of quarter-mile activity, be enlarged accepts a 2.02-inch intake valve and ita can 1.60-inch exhaustto 2.100-inch. valve. Most engine builders increase the intake valve size; in the case of quarter-mile activity, it can be enlarged to 2100-inch.

An aluminum template such as this ensures that all combustion chambers are enlarged by the same amount. An aluminum template such as this ensures that Source all Buick Power 57 combustion chambers are enlarged by the same amount.

Buick Power Source 57

are also going to need to polish it at this point. The total Stage II package is gifted with compresare also to need to polish it for a t this ratiogoing without having to work it. Apoint. mechansion I1 package is gifted compresThe total Stage ical compression ratio of 12.5:1-14.0:1 with is easily sion ratio without work for it.chambers A mechanwithin reach, with having finishedtocombustion ical compression ratio is easily ranging from 42 to 44 of cc, 12.5:l-14.0:l a flat-top piston eyewithin reach, with finished combustion chambers of browed for valve clearance, and a deck clearance ranging from 42 to 44 cc, a flat-top piston eyeO.OlO-inch. browed valve clearance, a deck clearance of Some for competition engine and builders prefer to grind 0.010-inch. away the part of the valve guide that extends into engine builders prefer to all grind theSome port competition and then install bronze guides after away the part of the valve guide that extends porting work is completed. This allows them tointo inthe portthe and then install guidesboth aftervalves. all crease size of the bowlbronze area under porting completed. Thisshort-side allows them to of incanwork drop isthe floor on the radius You crease the size of the bowl area under both valves. the intake port for increased flow at lift above You can drop floor the short-sideto radius of Thethe real flowonimprovements the in0.600-inch. the port for increased flowroof a t lift above takeintake port result from raising the of the port 0.600-inch. improvements to cast, the inand laying The back real the flow short-turn radius. As the take port result from raising the roof of the port intake ports measure approximately 2.24 x 1.24 and laying back the short-turn radius. As A cast, inches at the manifold mounting surface. re- the x 1.24 intake measure 2.24out workedports cylinder head approximately is typically taken to 2.30 t the manifold mounting surface. A rexinches 1.250ainches. worked cylinder head is typically taken out to 2.30 x 1.250 inches.

Three bolt holes on a Stage II head come close to the sides of the intake ports. To avoid having to worry about breaking theonwater jacket whilecome porting, engine Three boltinto holes a Stage ZI head closemost to the sides builders boreports. the hole and press in a length of the intake To larger avoid having to worry aboutof steel tubing. Then ofjacket the port can porting, be enlarged to breaking intothe thewall water while mostright engine the tubing. builders bore the hole larger and press in a length of steel

When an exhaust gasket intended for a Stage II iron head is placed on an aluminum Stage II exhaust port, the difference in shape is readily apparent. This "fill in" head on 11 iron When a n exhaust gasket intended for a Stage the aluminum gives the cylinder head port, porterthe more is placed on a nhead aluminum Stage II exhaust freedom size apparent. and shapeThis of the port. differenceininfinalizing shape is the readily "fill in"on

the aluminum head gives the cylinder head porter more freedom in finalizing the size and shape of the port.

The exhaust port on the iron Stage II head has a wide, flat floor with a pent roof. The result is an efficient D shape.

The exhaust port on the iron Stage ZI head has a wide, flat floor with a pent roof: The result is a n efficient D shape.

tubing. Then the wall of the port can be enlarged right to theAbout tubing.halfway down the length of the intake

port is a bolt hole adjacent to the intake port. About halfway downprefer the length of the Many engine builders to open this intake bolt up to port is a bolt intake port. 1/z-9;16-inch andhole thenadjacent press-fittoa the piece of 1/z-9;16-inch Many engine builders prefer open this this bolt isup to tubing the length of the bolt to hole. When Y+%e-inch and then press-fit a piece of '/2-9/i6-inch done, the wall of the port can be moved out until tubing the is length of t h e bolt hole. When this is the tubing slightly exposed. done, wall of radius the port movedport outisuntil The the short-side of can the be exhaust crititcal h e to tubing is slightly exposed. good port flow. Generally, you should make short-side of the exhaust port is crititheThe exhaust port radius wider and flatter throughout the cal to good port flow. Generally, should length of the port. You also needyou to raise themake roof the exhaust portacceptable wider andfinished flatter throughout the of the port. An port width is length of the port. You also need to raise the roof 1.480 inches, with a maximum port height of 1.600 After rework, a Stage II exhaust port offers a straight shot of the port. An acceptable port width exhaustfinished seat improves flow is in inches. A radiused from the valve to the header. Most people who rework 1.480 inches, with a maximum port height of 1.600 the constricted area under the seat, so the minicylinder headsa grind valve guide out ofshot the II exhaust port completely offers a straight After rework, Stage the inches. A radiused exhaust seat improves flow in mum dimension in the construction should be 1.360 port and use press-fit valve guides, which who are in turn from the valve to the header. Most people rework the constricted area the seat, so the mini-In topped with Teflon which can be under ballooned to 1.430 inches. inches, cylinder heads grindseals. the valve guide completely out of the mum dimension in the construction should be 1.360 port and use press-fit valve guides, which are in turn heavy-duty parts are designed 58 Buickwhich Power can Source with Teflon seals.and manufactured for off-highway use only. inches, be ballooned to 1.430 inches. In Buicktopped 58 Buick Power Source

ick heavy-dirty ports are designed and manufactured for ofphighluay use only.

,

The roof of an aluminum Stage II exhaust port with the valve guide lump that most engine builders grind away. The roof of an aluminum Stage I1 exhaust port with the valve guide lump that most engine builders grind away.

The intake port on a Stage II head flows a massive amount of air, and this shows why. The intake port on a Stage II head flows a massive amount of air, and this shows why.

This aluminum Stage II intake port with the cast·iron gasket in place shows the additional metal in place for flexibility in reworking. This aluminum Stage I1 intake port with the cast-iron gasket i n place shows the additional metal in place for flexibility in reworking.

the combustion chamber, relieve the area around the exhaust seat and the chamber wall. theThe combustion chamber, relieve the area around basic intake port shape works well with the exhaust seat and the chamber wall. cams of 0.600-inch lift or less. As cast, the shortTheradius basic promotes intake port shape works well turn turbulence when thewith valve is cams 0.600-inch lift or less. As cast, thetypically shortlifted of more than 0.600-inch. Mild porting turn radius turbulence the valve is yields a portpromotes volume of 205-210 cc.when Primarily, lifted more than 0.600-inch. Mild porting typically porting consists of blending machined edges below yields a port volume of 205-210 cc. Primarily, the valve seat and the short-turn radius. porting consists of requires blendinga machined edgesvalve below porting larger intake Radical the valve seat and the short-turn (2.050-2.080 inches); a larger bowl radius. area; a straightRadical porting on requires a larger intake valve ened port runner the head bolt side; a raised (2.050-2.080 inches); a larger bowl area; a straightand widened roof port; and a laid-back short-turn ened port runner Stage on theIIhead boltport side; a raised radius. A radical intake yields a voland roofcc.port; and a laid-back short-turn ume widened of 220-230 radius. A radical Stage I1 intake port yields aand vollt must be stressed that both the cast-iron ume of 220-230 cc. It must be stressed that both the cast-iron and

i

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r

This unported cast-iron Stage II head has an intake roof area that most reworks raise. The short-side radius is smoothed out as well. Stage I1 head has a n intake roof This unported cast-iron area that most reworks raise. The short-side radius is smoothed out as well.

.

I5

If you use pressfit valve guides, make sure they have a step to prevent them from falling into the port in heavyduty If youuse. use press-fit valve guides, make sure they have a step toprevent them from falling into theport i n heauyBuick Power Source 59 duty use.

Br~ick Power Source 59

Valve Bowl Alterations Combustion Chamber Showing Valve Alterations

PR ST I

SECT. C-C

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no--

THROUGH THROUGH VALVE VALVE GUIDES GUIDES SHOWS VENTURI SHAPE SHAPE OF EXHAUST EXHAUST BOWL BOWL

ST I1

AND A N D STRAIGHTENING Of OF INTAKE

,

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.

ST II IRON

SECT. A-A SECT.

SECT. SECT. B 6B 6

EXHAUST EXHAUST PORT PORT PROFILE PROFILE

INTAKE INTAKE PORT PORT PROFILE PROFILE

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51 ST II11 ALUM ALUM

ALTERNATE ALTERNATE TREATMENT TREATMENT VALVE GUIDE GUIDE CASTING CASTING AROUND VALVE

PR PR STr 511

aluminum versions of the Stage II I1 cylinder heads are designed and built for off-highway off-highway use only. only. The six-bolt-per-cylinder six-bolt-per-cylinder configuration matches that of the Stage II I1 cylinder block. block. The heads were dedesigned from the inside out for maximum intake and exhaust flow, flow, so so they require little rework. rework. Raising the roof of the port and widening the top corners benefits the exhaust port, and a minimum amount of time is required to clean it up or to clean the inintake port. There is sufficient material at the top of the valve guides for cutting and installing Teflon valve seals for superior sealing. sealing. Buick builds intake and exhaust valves designed specifically for the Stage II I1 head. head. The 25500024 Stage II 11 intake valve is is a 2.02-inch 2.02-inch valve, valve, while the Stage II I1 exhaust 25500023 25500023 is is a lo60-inch 1.60-inch item. A second Stage II I1 exhaust valve (25500025) (25500025) is made of Inconel for turbocharged applications. Head angles on all three valves are optimized for maximum flow flow and need only be treated to a quality valve job in the Stage II I1 head for outstanding performance.

ports can be improved if you carefully alter the shape of the valve. valve. On the intake side, side, cut the back-side back-side angle to about 30 degrees. This improves improves the high-lift flow flow figures, figures, provides gains in top-end top-end power, power, and improves low-lift low-lift flow. flow. The exhaust seat should be sunk about 0.020-inch 0.020-inch lower than the intake seat to improve exhaust-side exhaust-side The seat on the exhaust valve should be airflow. airflow..The without without definition. definition. A tulip backside exhaust valve promotes good low-lift low-lift flow. flow. You need to gently radius the edge edge of the exhaust valve that sees the ininside of the combustion chamber. For purposes of inincreasing flow flow volume, a 2.05-inch 2.05-inch intake valve is preferable to a 2.02-inch valve.

1echTip &h 7''

Rocker Covers

Minor Machining T~~ easy but important steps should be followed followed Two on any Stage I and II I1 cylinder heads intended for heavy-duty use. The top side of all valve guides should be cut for and fitted with Teflon valve stem seals. Also, Also, all bolt and stud holes on the top side seals. of the head should be lightly spotfaced to ensure that the underside of the capscrew bears evenly against the head upon final final assembly.

Rockers Rockers designed to fit 1977 1977 and newer producproduction cylinder heads fit Stage I cylinder heads. Both Stage II I1 cylinder heads require an aftermarket rocker cover. cover.

Cylinder Head Studs Stage I and Stage II I1 cylinder head studs require different number and length studs studs for attachment to the block. Also, I1 Also, the short studs studs on the Stage II iron heads differ in length from from those for the Stage Stage II I1 aluminum. Stud kits are available available from a numnumber of aftermarket suppliers.

~~~d ~ ~ Head Gaskets

Valve Seat Modifications Valve

-

LowLow- and high-lift flow flow on intake and exhaust 60 Buick Power Source

I

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t

Buick produces three cylinder head gaskets of ininterest to heavy-duty Buick V6 engine builders. Head gasket 25500006, 25500006, designed specifically specifically for competition, competition, features features a solid-core solid-core body and stainless steel flanging with a solid-wire solid-wire O-ring O-ring in the fire fire ring flange. flange. This blue composition-construction gasgasket is 0.040-inch thick and should be used on Stage

-

Buick heavy-duty heavy-duty parts parts are designed and manufactured for off-highway off-highwayuse only. only.

Torque Sequence

o

o

Torque Sequence

As manufactured, the composition gasket 25500006 contains four 3116-inch-diameter steam holes adjacent to the manufactured, center cylinder_the Some engine-builders to block As composition gasket prefer 25500006 off one setfour of water passage holessteam in the holes end of the gasket. contains 3/16-inch-diameter adjacent to the center cylinder. Some engine-builders prefer to block off one set of water passage holes in the end o f the gasket. COM6USTION SEAL (STAINLE:$$ STEEL AAMOR)

BLUIO TEFLON COATING COMBUSTION SEAL (STAINLESS STEEL ARMOR)

Due to the six extra bolts used to clamp Stage II heads to a block, the Stage II torque sequence is different from that of Stage I. six extra bolts used to clamp Stage II heads to Due to the a block, the Stage II torque sequence is different from that of Stage I. Regardless of which head gasket is used, iron

BUILT-IN

STEEL 0-RlUG

Stage II Head Gasket Construction

SOFT-FACED SURFACES LAMINATED TO STEEL COKE

I and II cylinder blocks and heads only. Install this gasket without sealant. When this gasket has been Iused andwith I1 cylinder blocks and heads Install this a four-bolt pattern head, only. however, extra gasket without sealant. When this gasket has been sealer has been necessary to prevent the "water-inusedproblems with a four-bolt pattern head, however, extra oil" mentioned in the Stage I head discussealerPermatex has been High necessary prevent the "water-inTack to Spray-a-Gasket can be sion. oil" problems mentioned in the Stage I head with an 8-hour or overnight drying timediscusprior used sion. Permatex High Tack Spray-a-Gasket can are be to assembly. Extra block-to-head cooling holes used with an 8-hour or overnight drying time prior recommended for some applicaiion&, and the head to assembly. are gasket can beExtra used block-to-head as a template cooling for thisholes drilling. recommended for some applications, and the head Check the bank-to-bank coolant temperature, and gasket used as aopenings templateofforthe this drilling. enlargecan thebe rear water head gasket Check the bank-to-bank coolant temperature, and on the hottest bank, if necessary. enlarge the rear gasket haswater been openings successfulofinthe allhead engine bore This gasket on theHowever, hottest bank, necessary. sizes. whenifboring to 4.00-inch, the bores Thismatch gasketthe has been bores successful in all engine must gasket and chamfer mustbore be sizes. However, when boring to 4.00-inch, the very slight, or the 4.020-inch ID will fall into bores the must match the gaskethas bores and chamfer must be cylinder. Horsepower exceeded 800 on 3.800very slight, or the 4.020-inch ID will fall into the bore engines with satisfactory head gasket durabilcylinder. Horsepower has exceeded 800 on 3.800ity. In the gasket installation, the stainless steel bore engines satisfactory durabilflanging seal with between cylindershead goesgasket down on the ity. Inface. the gasket installation, the stainless steel deck flanging seal between cylinders goesadown on the In heavy-duty applications where four-bolt head deck face. pattern block is used, you can gain additional head In heavy-duty applications a four-boltwashhead clamping by using a liberally where oiled, hardened pattern is used, with you can additional head such block as 14011040, eachgain head bolt. er, clamping by usingsteel a liberally oiled,gasket hardened washThe production shim head (25500202) er, such as 14011040, with each head bolt. is available for the 3.8L engine. Steel-shim head The production steel be shim head gasket gaskets should always installed with a (25500202) sealant is available forHead the 3.8L engine. Steel-shim on both sides. gasket 25518453, whichhead is a gaskets should always be gasket installed a sealant forwith the 4.1L (fourcomposition-construction on both sides. Headshould gasketbe25518453, is apart pattern only), installed which with the bolt composition-construction number facing the block. gasket for the 4.1L(fourbolt pattern only), should be installed with the part number facing the block.

I

heads must be retorqued hot after about 30 minRegardless of which head gasket is used, iron utes of running time. Allow aluminum heads to heads must be retorqued hot after about 30 mincalcool overnight, and then retorque them. When utes of running time. ratio, Allowconsider aluminum heads to culating compression which gasket cool be overnight, and then retorque them.about When8.25 calwill used: Composition gaskets hold culating compression ratio, consider which gasket cc, a pair of steel gas,kets holds 8 cc, and one steel will be holds used: 4Composition gaskets hold about 8.25 gasket ce. cc, a pair of steel gas,kets holds 8 cc, and one steel gasket holds 4 cc.

7echTips

GasketTips Sealing Ech To prevent leakage, install valve cover gaskets Gasket Sealing dry, and do not overtorque them. To prevent leakage, install valve cover gaskets dry, and do not overtorque them. Retorquing Heads Retorque iron heads hot after a minimum of 30 Retorquing Heads minutes of running. Retorque aluminum heads cold Retorque iron heads hot after a minimum of 30 is after the engine has cooled overnight. No sealant minutes ofon running. Retorque aluminum heads cold necessary head gaskets. after the engine has cooled overnight. No sealant is 41.L HeadonGasket Installation necessary head gaskets. The proper installation of the 4.1L V6 engine 41.L Head Gasket Installation head gasket is critical in eliminating oil leaks. The Thenumber proper stamped installation thegasket 4.1L V6 engine part intoofthe faces the enhead gasket is critical in eliminating oil leaks. The gine block when the gasket is correctly installed. part number stamped into the gasket faces the engine block when the gasketChamber is correctly installed. Measuring Combustion Volume After grinding valve seats, you needVolume to measure Measuring Combustion Chamber the actual volume of the combustion chambers After the grinding valve seats, you needbytoplacing measure against specified volume. Do this the the actual volume of thea combustion head-chambers up-on level surfacechambers with the againstinthe specified volume. thisthreaded by placing valves place and the spark Do plugs all the head-chambers up-on a level surface with the the way in. Coat the area around the chamber you valves in place with and the plugs threaded all are measuring lightspark grease to provide a seal. the way in. Coat the area around the chamber you Power a Source are measuring with light grease Buick to provide seal. 61 Buick Power Source

61

S:LO-rrED u.k?OPEN DOWEL.

LOCA-rE.9 iEMPLAie AT VALVE GUIDE:

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L.OWEIl PRO~ILE' LOeATEC; LOWER PUQFILE WIOT~ T£MPLAT~ LOCATES WIOTU E M P L A T

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62 Buick Power Source

Buick heauy·duty parts are designed and manufactured for off-highway use only.

62 Buick Power Source

Burck heauy-duly parls are designed and rnanufact~rr.edfor o f f h i g h w a y use only.

In a piece of Plexiglas, make a hole large enough to permit the checking fluid to enter and the air to exit, and place the Plexiglas over the chamber. chamber. A burette, graduated in cubic centimeters, centimeters, with a capacity of at a t least 100 100 cc, makes an a n excellent checkchecking vessel. Use transmission fluid or plain water colored with a touch of Mercurochrome (to (to facilifacilitate reading) as aa checking fluid. fluid. Fill the chamber with fluid, fluid, making sure all air is out of it and that it is completely full; full; then read the volume on the burette. If If the volume is too large, the compression ratio will be less than specispecified and the volume will have to be reduced. Do not under any circumstances sink the valves in an an

Stage I1 II Intake Port

attempt to equalize chamber volumes. Sinking the valves disturbs the airflow characteristics of the valve port and seat with a subsequent horsepower loss. loss. Sharp edges and burrs should be removed from any area in the combustion chamber to prevent hot spots that could cause detonation or pre-ignition. The following following template illustrations concern the modifications many engine builders are currently making to Buick production, Stage I, and Stage Stage II I1 cylinder heads for use in various forms forms of competicompetition. Templates Templates traced from from these pages are intendintended only as guides. guides.

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1.2A1.254-

2.242.24

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63 Buick Power Source 63

II1 Exhaust Port Stage 1

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NOTES

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64 Buick Power Source

heauy-duty parts are designed and manufactured for off-highway off-highwayuse use only_ only. Buick heavy-duty

Width-Intake

4-------------------------------I PRODUCTION AND 'STAGE. 1: JJJTAl(E I I I

ST~&::

n

IRON INTAKE:

I STAGE::IT ALUMINUM INTAK~

I I

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Buick Buick Power Power Source Source 65 65

Width-Exhaust Width-Exhaust

($+ I

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PRODUCTION AND AND STAGE:r STAGE1 EXHAUST EXHAUST I PF(ODUCTION II -

I

I I I STAGE exHAUST STAGE I! 11: I~ 1PM WAUST -3-----------------I

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1

II

I STAGE tr fI AWWI''''UM ALUNI\HUMeXHAUST I1 S'TAGE:: - EXHAUST

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66 66 Buick Buick Power Power Source Source

Buick Buick heavy-duty heavy-dutyparts parts are are designed designed and and manufactured manufactured for for off-highway offhighway use use only. only.

Profile-Intake Profile-Intake

PRODUCTION At-JP 'STAGE:I INi"AKE

/ STAGE STACE'II IX II R.ON RON INTAKE l NTAKE

-::TAGE: II ALUMINUM INTAKE

Buick Power Power Source Source 67 67

Profile-Exhaust Profile-Exhaust

PRODUCTION AND AND ~TAGE. CTAGE :r IEXHAUsr EXHWSf PRODUCTION

-

68 68 Buick Buick Power Power Source Source

Buick heavy-duty heauy-dutyparts parts are are designed designed and and manufactured manufactured for for off-highway off-highwayuse use only_ only. Buick

NOTES

Buick Power Source 69

........................................"

everal points regarding stock Buick V6 crankshafts must be understood before everal pointshigh-performance regarding stock Buick V6 addressing hardware. crankshafts must be understood before Production crankshafts are all nodular cast iron addressing hardware. and are available with high-performance strokes of 3.400-inch and Production Crankshafts crankshafts are all nodular engines cast ironare 2.660-inch. for front-wheel and are and available strokes of 3.400-inch and shorter have awith smaller flywheel bolt pattern 2.660-inch. Crankshafts for front-wheel engines are with less potential torque capacity than the rearshorter and crankshaft. have a smaller flywheel bolt pattern wheel-drive Front-wheel-drive crankwith less than theforrearshafts arepotential availabletorque in bothcapacity strokes-2.660 the wheel-drive crankshaft. Front-wheel-drive crank3.0L and 3.400-inch stroke for the 3.8L production shafts are available in both strokes-2.660 for the engine. Rear-wheel-drive crankshafts are available 3.OL and 3.400-inch stroke for the 3.8L production engine. Rear-wheel-drive crankshafts are available

S S

Typical Reference Points

Or All Crankshaft Fillets I

Points 1 Points 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Typical Reference Points Y O f All XCrankshaft Fillets 0.070 0.060 0.050 0.040 0.030 0.0262 0.0231 0.0165 0.0115 0.0078 0.0050 0.0032 0.0016 0.0007 0.000

x

0.000 Y 0.0022 0.0067 0.01325 0.02245 0.0262 0.030 0.040 0.050 0.060 0.070 0.080 0.090 0.010 0.011

I

15

14

13

-

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WPICAL- ALL CRANKPlN FIt.l.ETS

12

/I

/

/

I

The hydraulically rolled fillets on turbocharged 3.8L and normally aspirated 4.1L engines make them stronger than other Buick cranks.rolled If a production crank must be pressed The hydraulically fillets on turbocharged 3.8L and into heavy-duty service, with this them piece.stronger than 4.1L start engines make normally aspirated other Buick cranks. If a production crank must be pressed into heavy-duty service, start withhowever; this piece. the standonly in the 3.400-inch stroke;

ard crankshaft used in the naturally aspirated 4.IL only turbocharged in the 3.400-inch however, thehydraulistandand 3.8Lstroke; has journal fillets ard crankshaft used in the naturally aspirated 4.IL cally rolled into place to increase strength. When and turbocharged 3.8L has journal fillets hydrauliproperly cross-drilled and Magnafluxed and with callycast rolled into place to increase strength. When the surfaces polished to remove stress risers, properly cross-drilled Magnafluxed with these crankshafts are and a low-cost, reliableand piece of the cast surfaces polished to remove stress risers, hardware for up to 400 horsepower. In road racing these crankshafts are a low-cost, reliable piece applications, a production crankshaft should beof hardware for up to 400 horsepower. In road racing Magnafluxed after every five hours of running. applications, a production crankshaft Replace even a turbo crank after 12should hours be of Magnafluxed after every five hours of running. competition use even though it may still pass Magfillets on all journals, all bearing surfaces should be hours of Replace even a turbo crank after 12 naflux inspection. This is a low-cost precautionary wrapped with several layers of duct tape and the competition use even though it may pass Magfilletssurfaces on all journals, all bearing surfaces should be measure because failure in Buick V6still crankshafts is cast of the crank deburred and smoothed nafluxrare. inspection. This Magnaflux is a low-costinspection precautionary wrapped with several layers of eliminates duct tape and the quite A complete should as much as time permits. This stress measure because failure in Buick V6 crankshafts is cast surfaces of the crank deburred and smoothed be performed when the crank is new and each time risers that could lead to failure of the component. quiteengine rare. is A disassembled. complete Magnaflux inspection should as much time Thissurfaces eliminates stress the The duct as tape on permits. the bearing is inexpenbeAny performed when(turbo the crank is new andshould each time risersinsurance that could lead tonicking failurea ofjournal the component. rolled fillet or 4.1L) crank be against while sive the engine is disassembled. The duct tape on and the bearing is inexpenvisually checked to make sure all rod and main grinding. Taping cleaningsurfaces up a crank for highsive insurance against nicking a journal whileto Any rolled fillet (turbo or 4.1L) crank should be journals have rolled fillets. After a crank has been performance use normally takes about seven grinding. Taping and cleaning up a crank for highvisually checked to makeand surethe allpresence rod and of main checked for straightness rolled eight hours . journals have rolled fillets. After a crank has been performance use normally takes about seven to heavy-duty parts are designed and manufactured for off-highway use only. 70 Buick for Power Source checked straightness and the presence of rolled .l3uickeight hours. 70 Buick Power Source

8, ick heau.y-duty parts are designed and manufactured for off-highway use only.

Do not shot peen the unmachined surfaces of a Buick crank. Shotpeening might impart strength to not shotpeen surfaces a theDocomponent, butthe theunmachined procedure will almostofdefiBuick crank. Shotpeening might impart strength to nitely distort the crank. theFor component, butengine the procedure will almost defiyears, most builders have said that a nitely distortengine the crank. competition requires that a new crankshaft For years, most engine have said that -a index be ground and thenbuilders re-Tufftrided to ensure competition engine requires that a new crankshaft that all throws on the crank are exactly where indexshould be ground and ensure they be. So far,then thisre-Tufftrided has not beentothe case that all on the Indexing crank areisexactly with thethrows Buick crank. simply where not needthey should be. Sothe far,main this bearing has not journals been theseems case ed. Cross-drilling with the Buick crank. Indexing is simply not needto improve rod bearing life in the engine without ed. Cross-drilling thecrankshaft main bearing seems noticeably affecting life. journals Regardless of to improve rod bearingislife in the engine whether cross-drilling employed, any oilwithout hole innoticeably aaffecting crankshaft life. of tersecting crank journal should beRegardless slightly chamwhether cross-drilling is employed, any oil hole fered. Under no circumstances should any Buickintersecting a crank journal should be slightly chamgrooved on any journal. V6 crank be fered. Under no circumstances shouldby any Buick Crank straightness can be checked first instalV6 crank be grooved on any journal. ling the crank and all bearing shells in the block. Crank straightness can with be checked first instalCoat all bearing surfaces a light by machine oil, ling themain crank and all or bearing in the the block. oil the cap bolts studs,shells and torque caps Coat all bearing If surfaces withturns a light machine oil, to specification. the crank freely by hand, oil main cap boltsfor or heavy-duty studs, and torque therear caps it isthe straight enough use. The to specification. If the crank turns freely by hand, main seal should not be in place at this time. Spinit is straight enough for should heavy-duty use.little The effort. rear ning the crank by hand require main should notbebechecked in placeinata this time. Theseal crank should lathe and Spinspun ning the crank by hand should require little effort. to ensure that the pilot bearing is concentric with crank should checked a lathe and spun theThe centerline of th~be crank and in that the flywheel to ensure that theis pilot bearing is to concentric with mounting flange perpendicular the centerline. the centerline of thearea crank that flywheel Variances in either areand rare, butthe when they mounting is pure perpendicular thebalance centerline. occur, the flange result is misery intothe and Variances in either area are rare, but when they clutch department. , occur, is pure misery balance for anda If forthe anyresult reason a billet crankinisthe machined clutch department.Buick V6, all oil holes 3 high-performance in the proIf for any reason a billet crank is in machined forOil a duction crank should be duplicated the billet. high-performance Buick V6, all oil holes in the proholes from 25500066 or 25500068 should be used.

duction crank should be duplicated in the billet. Oil holes from 25500066 or 25500068 should be used.

All production Buick cranks are cast. Any crank used in a heavy-duty application should be thoroughly deburredevenproduction polished-to eliminate risers. All Buick cranksstress are cast. Any crank used in a heavy-duty application should be thoroughly deburredeven polished-to eliminate stress risers.

All oil holes in a Buick crank seeing heavy-duty use should be chamfered. The chamfering shown is sufficient. All oil holes in a Buick crank seeing heavy-duty use Power Source 71 is sufficient. should be chamfered. The chamferingBuick shown

Buick Power Source 7'

The raw forged crank looks like this when you purchase it at the dealership. Stroke capability is 2.66-3.625 inches. The raw forged crank looks like this when you purchase it at the dealership. Stroke capability is 2.66-3.625 inches.

Raw Forged Crankshafts

Buick offers a Crankshafts raw forged crankshaft (25500008) Raw Forged

featuring 4140 steel (30-34 Rc hardness) maximum Buick offers a raw forged crankshaft (25500008) counterweighting with a stroke capability of 2.660featuring 4140This steelcrankshaft (30-34 Rc hardness) maximum to 3.625-inch. is sold unmachined. counterweighting with lists a stroke 2.660The suppliers chapter shopscapability that are of familiar to 3.625-inch. This crankshaft is sold unmachined. with this hardware.

The term "knife edging" of counterweights refers to reduc· ing mass on an angle rather than a straight cut. The term "knife edging" of counterweights refers to reducing mass on an angle rather than a straight cut.

The suppliers chapter lists shops that are familiar Semifinished Crankshafts with this hardware.

Buick offers semifinished crankshafts Semifinished Crankshafts

in strokes of: 3.625 (25500066); 3.400 (25500067); and 3.060 Buick offers semifinished crankshafts in strokes These semifinished crankshafts are pro(25500068). of: 3.625 (25500066); 3.400 (25500067); and 3.060 maduced from the 2500008 forging. They are fully (25500068). semifinished crankshafts are prochined withThese the exception of 0.020-inch of material duced the and 2500008 fully maleft on from the rod mainforging. journalsThey and are O.OlO-inch of chined withmaterial the exception 0.020-inch of material additional left on of the No.2 main thrust left on the rodjournals and main and 0.010-inch surface. Main arejournals cross-drilled and filletsof additional material left on the No. 2 main thrust are rolled.

surface. Main journals are cross-drilled and fillets are rolled.Checking Crank The crank of any Buick Crank Checking

V6 being assembled for a performance-oriented purpose should be checked for The crank of any Buick assembled a straightness, endplay, and V6 rearbeing flange runout inforadperformance-oriented purpose should be checked for dition to rear oil slinger clearance with the block, straightness, andcrank rear being flangeused-producrunout in adregardless of endplay, the type of dition to rear oil slinger clearance with the tion, billet or custom-ground raw forging. Doblock, the regardless of the type of crank being used-producchecking early in the process of gathering all that tion, billettoorbuild custom-ground forging. Do theto is needed an engine. raw It makes no sense checking early in the on process of gathering all that spend a lot of money a crank only to learn that is needed build an engine. makes no sense to you cannottouse it because it isItcrooked. spend lot of money on adown crank to learn that Witha the block upside on only an engine stand, you cannot use it because it is crooked. install the upper halves of the main bearings. Oil the block upside down on an engine and stand, theWith bearings, lay the crank in the bearings, ininstall the upper halves of the main bearings. Oil stall the bolt in the crank snout, and finger-tighten theUsing bearings, lay the base crankdial in the bearings, init. a magnetic indicator withand a tip stall will the bolt thecounterweights, crank snout, and finger-tighten that clearinthe determine the it. Using a magnetic indicator withata any tip total runout for each base maindial journal. Runout that will clear the counterweights, determine the one journal in excess of 0.0035-inch means the total runout eachout main Runoutoradist any shaft should for be sent forjournal. straightening one journal in excess of 0.0035-inch means the carded. When checking the runout of a main jourshaftsecure shouldthe be crank sent out for straightening or disnal, in the block by installing carded. When checking the runout of a main jourmain caps on the main journals adjacent to the one nal, secure the crank in the block by installing being checked. When checking main Nos. 1 and 4 mainthen capsNos. on the main journals to the one and 2 and 3, main capsadjacent and bearings being checked. When checking main Nos. 1 and 4 should be in place. and Nos. crank 2 and endplay, 3, main caps and the bearings measure position dial indio Tothen should be in place. cator parallel to the centerline of the crank, buttmeasure crankeither endplay, position the the dialtip indiingTothe tip against the rear flange, of cator parallel to the of the crank, butt-a the snout, or the endcenterline of the dampener bolt. With

ing the tip against either the rear flange, the tip of of the dampener bolt. With a

the Buick snout, or the end 72 Power So urce

o Some engine builders use a roller bearing in place of a bushing. This is a Fafnir 203P item. Some engine builders use a roller bearing in place of a bushing.orThis is a screwdriver, Fafnir 203P item. prybar large wedge the crank all

the way forwar d or all the way rearward, and note prybar or large screwdriver, wedgeThen the crank the reading on the dial indicator. wedge all the the way forward or all the way rearward, anddiffernote crank in the opposite direction, and note the the reading on the dial indicator. Then wedge the ence in the indicator readings. The thrust reading crank the opposite note stick the differyou areinlooking for is direction, 0.006-inchand for any shift, ence in the indicator readings. The between thrust reading anything 0.0035long-distance application; you for isis0.006-inch forThe anyDelco stick shift, inch are andlooking 0.0075-inch acceptable. long-distance application; anything between thrust bearing is considered superior by some0.0035exinch and 0.0075-inch is acceptable. Delco perts, which is something to keep inThe mind if you thrust considered superiortoby some plan tobearing stock upis on thrust bearings build a exnumperts, which is something to keep in mind if you ber of high-performa nce Buick engines. . plan stocktoup on thrust bearings build a numcheck endplay before to assembling the Youtoneed ber of high-performance Buick engines. engine, after it is assembled, and after the engine need to check endplay The before the is You bolted to the transmission. lastassembling step is douengine, after it is assembled, and after the engirie bly important for a competition engine. If the input is bolted to the transmission. The last step is the doushaft of the transmission is bottoming out in bly important for a competition If the input crank, thus eliminating endplay engine. in the engine, the shaft ofbearing the transmission is bottoming'and out cause in the an thrust will wear prematurely

crank, thus eliminating endplay in the engine, the thrust bearing wear cause Buick h eavy-duty parts arewill des igned and prematurely manufactured for 'and off-highway usean only. . I

72 Buick Power Source

uick heauy-duty parts are designed and manufactured for offhighway use only.

:

' ,

endless amount of speculation about the cause. With the tip of the dial indicator positioned against the rear flange parallel to the centerline of of the crank, slowly rotate the crank, and read the dial indicator to determine the high and low differdifferences in surface height. Runout in excess of 0.0050.005inch means the flange flange should be remachined to enensure that it is perpendicular to the crank centerline. Flange runout is a dimensional "stack-up" ttstack-up"

that can lead to big problems-a just problems-a problem is just waiting to happen if if you have flange runout, runout, bellhousing misalignment, an a n off-center transmission input shaft, or the starter positioned too close to the ring gear. The following six pages contain detailed machinin- ~ ing reference drawings. These illustrations are intended only as guides. 'V

d

NOTES

Buick Power Source

73

-

CCW __------~~~ CW CCW ~4 c,,

INDEX I N D E X PPOIN, OINT

~

COUNTERWEIGHT N O . 5 \ .

~_--t'1--_

CENTERLINE C E N T E R L I N E OF O F CRANKSHAFT CRANKSHAF'C (VERTICAL ( V E R T I C A L DATUM) DATUM) CENTER P IN NO. 5

OL I L PORT PIN P I N NO.5 NO. 5 ;OI ,.-- CENTER PIN P I N NO. NO.

6

O I L PORT PIN P I N NO. 6

2

9 I L PORT P I N NO.

/

~~~~~~~N~!~ ~~~,~~) FORGiNC REF P O I S T

COUNTERWEIGHT NO. 4 CENTER PPIN I N NO.

-

2 -

~ . ____ -==-=~

.----....... ~::;..~:::--- -

FRONT

- -

4~----

DETAIL CEN'i"ER CENTER PIN P I N NO.

H

11

VIEW

A-A

OIL O I L PORT PIN P I N NO.

~~CENTER ~O.

3 3

PIN

1

E N T E R P I N NO.

""'---OIL O I L PORT PIN P I N NO.

FRONT VIEW OF O F CRANKSHAFT WITH W I T H ORIEtnATION O R I E N T A T I O N FOR OIL O I L PORTS, PORTS, GALLEYS AND AXD CRANK PIN P I N CENTERS CENTERS

cou 3

CENTER PIN P I N NO. 4

O I L PORT PIN P I N NO. NO. 4 OIL

LEGEND

~--"'''--i

~

.....- -..........------.... __- -___ ••

+

B·

A

PORT AND GALLEY ROUTING FOR PINS PORT TO PORT l-IAIN JOURNAL ROUnNG

-

MIN MAIN JOURNAL -

CENTER OF O F CRANK PINS PINS

I

INDEX I N D E X POINT P O I N T ON COUNTERWEIGHT NO.5

-.

FRONT-'~ FRONT

~

-/--

MIN JOURNAL MAIN NO. 22 FEED F E E D FOR PINS and 3 P I N S 2 and

y--~1AIN

NO. XO. FO~

NO.

A

JOURNAL 1 FEED FEED

PIN 1

f

H A I N JOURNAL JOURNAL MIN F E E D FOR NO. 4 FEED P I N NO.6 NO. 6 PIN

)

'

HAIN W I N JOURUAL JOURt1AL No. N o . 3 FEED F E E D FOR PINS P I N S NO. 44 and 5

74 74 Buick Power Source

DETAIL

H

CROSS C R O S S SECTION S E C T I O N OF O F HAIN MAIN JOURNALS J O U R N A L S IHTH W I T H CROSS CROSS DRILL D R I L L SHOWN SHOWN

Buick heavy·duty heavy-duty parts are designed and manufactured for off-highway offhighway use only. only.

B·

COUNTERWEIGHT NO. 3

~

~ I" <=1

I I I

!

---.J..oL

!...-I--n-I

I

~J

"""\ --VERTICAL ---VERTICAL DATUH DATUPl AND AND

2)(

ECRANKSHA~

~ CRANKSHAF l'I.

\\ \ .

\

\ \ \ \ \ I

)

NOTE SEE SECTION VIEWS BooB THROUGH G-G FOR FOR PROPER P R O P E R ORIENTATION O R I E N T A T I O N AND AND ANGULAR ANGULAR DIMENSIONS D I N E N S I O N S OF O F EACH EACH CRANK CRANK PIN P I N FOR FOR DRILLING D R I L L I N G PURPOSES. PURPOSES. TOP VIEW

COUNTERWEIGHT NO. 2 SPACIUG

POINT

.250 DRILL 10 HOLES 'BREAK ALL SHARP EDGES AND CORNERS AROUNil HOLES AFTER GRINDING. HOLES 'fO BE CLEANED FREE FRON CUTTINGS.

~-+-~-""'-----11--~ +I*~+--+--I--- ilORIZONTAL T)ATm! AND

~~RANKSHAFT

I

'~~'~"~

TYPICAL ~ PLACES)

I

D~

~

I .857

41

;~ S I D E VIEW VIEW SIDE

G-J

Buick Power Source Source 75 75

-

CCW ~"'I----""'''''

cw

CENTERLINE OF CRANKSHAFT (VERTICAL DATUM) (VERTICAL DATUM) CENTER PIN P I N NO. 5

INDEX P O I N T COUNTERWEIGHT NO.

~--+----

O I L PORT PIN P I N NO. 5 ; - OIL

/

CENTER PIN P I N NO. 6

/ O I L PORT PIN P I N NO. 6

OIL O I L PORT PIN P I N NO. 2 -/ / CENTER PIN P I N NO. 2 --

FORGING REF POINT (HORIZONTAL DATUM) (HORIZONTAL DATUM) COUNTERWEIGHT NO. 4

~~~~/ DETAIL

H

CENTER PIN P I N NO. 11

VIEW

A-A

~C"T'R

CENTER '" P I N '0. NO. ,3

OIL PORT PIN NO. 1

FRONT VIEW OF CRANKSHAFT WITH ORIENTATION FOR OIL O I L PORTS, GALLEYS AND CRANK PPIN I N CENTERS

-

--.

CENTER P I N NO. 4

OIL O I L PORT PIN P I N NO. 4

LEGEND

... +-$-4.

1- ~

O I L PORT PORT PIN P I N NO. NO. 33 OIL

BOUTING FOR PINS PINS ~ PORT AND GALLEY l!.OUTING

4

PORT TO PORT MAIN JOURNAL ROUTING

PINS CENTER OF CRANK PINS

INDEX POINT ON COUNTERWEIGHT NO. 5

~,

MAIN JOURNAL NO. 2 FEED FOR PINS P I N S 2 AND 3 MAIN JOURNAL NO. FOR NO.

:,:'EO f'

MAIN JOURNAL NO. 4 FEED FOR P I N NO. 6 PIN

. )"

I I

MAIN JOURNAL NO. 3 FEED FOR PINS P I N S NO. 4 AND 5

76 Buick Power Source 76

DETAIL

H

CROSS SECTION OF MAIN JOURNALS WITH CROSS D R I L L SHOWN DRILL

heavy-duty parts offhighway use only. Buick heavy-duty parts are designed and manufactured for off-highway only,

I

COUNTERWEIGHT COUNTERWEIGHT NO. 3

COUNTERWEIGHT NO. 4 COUNTERWEIGHT / NO. 5

,r

11

1l

COUNTERWEIGHT COUNTERWEIGHT NO. 6

I I

I I

/

/

( FRONT \

'0

\ I

)

COUNTERWEIGHT COUNTERWEIGHT NO. NO. 11

~

3

VERTICAL DATUM AND ~ CRANKSHAFT

INDEX POINT ORGING REF REF POINT POINT

TOP TOP VIEW VIEW COUNTERWEIGHT COUNTERWEIGHT NO. NO. 22

I

SPACING SPACING POINT POINT .250 .250 DRILL DRILL 10 10 HOLES HOLES BREAK BREAK ALL ALL SHARP SHARP EDGES EDGES AND AND CORNERS CORNERS AROUND AROUND HOLES HOLES AFTER GRINDING. HOLES TO BE CLEANED FREE FROM CUTTINGS.

I MAIN JOURNAL

,

--",

\

l ,- - - __ ,-

__ J-V

_

'--0 \

\

B

~

I

OM"

~J D~

COUNTERWEIGHT COUNTERWEIGHT TYPICAL TYPICAL (6 ( 6 PLACES) PLACES)

j

4, .857 .852

I

I

~~

G-J

HORIZONTAL HORIZONTAL DATUM AND ~CRANKSHAFT

SIDE VIEW VIEW SIDE

NOTE NOTE SEE SECTION VIEWS B-B THROUGH G-G FOR FOR PROPER PROPER ORIENTATION ORIENTATION AND AND ANGULAR ANGULAR DIMENSIONS DIMENSIONS OF OF EACH EACH CRANK CRANK PIN PIN FOR FOR DRILLING DRILLING PURPOSES. PURPOSES.

Buick Buick Power Power Source Source 77 77

VERTICAL CENTERLINE

~~____

HORIZONTAL HORIZONTAL CENTER LINE LINE

COUNTERWEIGHT NO. 1 REF. AL NO. 1 REP.

SECTION

B-B B-B

.555

COUNTERWEIGHT COUNTERWEIGHT NO. 1 VERTICAL CENTERLINE

COUNTERWEIGHT NO. 3 REF.

, 'yPINNo.l REF .. • 250

REF. HORIZONTAL CENTERLINE

VERTICAL CENTERLINE PINN NO. 2 REF.

SECTION

D-D

COUNTERWEIGHT NO. 3

COUNTERWEIGHT OUNTERWEIGHT NO. 2

c-c COUNTERWEIGHT NO. 2

REF.

78 Buick Power Source 78

Buick heavy·duty parts are designed and manufactured for for off-highway heavy-duty parts offhighway use w e only. only.

PIN NO. 4 REF.

/

MAIN NO.

HORIZONTAL ____::;Z~~~--~t:==~~~--CENTERLINE CENTERLINE

REF.

I N NO. 4 REF. REF.

DEEP

~/

I

I\ rz801\

.."

NO.4 REF.

~NTERLINE

VERTICAL CENTERLINE SECTION

OF MAIN

E-E E-f

COUNTERWEIGHT NO. 4

COUNTERWEIGHT COUNTERWEIGHT NO.5 NO. 5 REF. REF. SECTION

F-F F-F

COUNTERWEIGHT NO. 5

HORIZONTAL

COUNTERWEIGHT NO. REF.

DEEP

SECTION

G-G

COUNTERWEIGHT NO. 6 COUNTERWEIGHT

Buick Power Source

79

NOTES

-

80 Buick Power Source

-

-

-

-

-

-

--

Buick heavy-duty parts are designed and manufactured for offhighway heauy-duty parts offhcghway use only. only.

NOTES

Buick Power Source 81 81

Balancing

I

90-degree even-fire V6 engine should be underbalanced to eliminate the vertical component of the primary rotating couple in a production application. This results in the least amount of vibration as perceived by the driver because the engine mounts are more compliant ieast of vibr&on as perceived by plane. the drivin theambunt horizontal plane than the vertical er Transferring because the engine mounts are more compliant this knowledge to heavy-duty appliin the horizontal thancompetition the verticalvehicles plane. feacations is difficult,plane as most Transferring this knowledge to the heavy-duty appliture engines mounted directly to frame. While cations is difficult, as most competition vehicles it is still desirable to confine the rocking couple feato ture plane engines mounted to the frame. While one with a rigid directly engine mounting system, the it is still desirable to confine rocking couple to resulting main bearing loads the would be intolerable one plane with a rigid engine mounting system, the in heavy-duty applications. This is due to the magresulting main bearing loads would be intolerable nitude of the couple being doubled when underbain heavy-duty due to rotating the maglancing is usedapplications. to transformThis the is original nitude of the couple being doubled when underbacouple in one plane. lancing is usedmain to transform the original To optimize bearing loads and to rotating reduce encouple in one plane. gine vibration, the crankshaft should be underbalTo optimize main bearing loads(36.6 and percent) to reduceand enanced to the production formula gine vibration, the crankshaft should be underbalisolated from the chassis during mounting. Or you anced to various the production (36.6 percent) and can add amountsformula of vertical imbalance and isolated from the chassis during mounting. Or ayou monitor main bearing loads and vibrations on rigcan add various amounts of verticalif imbalance and idly mounted engine to determine suitable commonitor promisesmain exist.bearing loads and vibrations on a rigidly mounted engineproduced to determine comBuick V6 engines prioriftosuitable 1977 were promises exist. fitted with straight-pin crankshafts that resulted in V6 engines produced to 1977 were anBuick odd-firing order. For perfectprior primary balance, fitted with straight-pin crankshafts that resulted odd-firing engines should be balanced according toin a n odd-firing For perfect primary balance, the following order. formula: odd-firing engines should be balanced according - to WBOB* = WROT* * + 0.5 WREC* * * the f o l l o ~ i n ~ f o r m u l a : The Buick converted to WREC*** an even-fire conWBV6 OB* was = WROT** + 0.5 figuration in 1977 through a crankshaft witp,split The BuickWhile V6 was converted tothe a neven-£lripg even-fire concrankpins. accomplishing orfiguration in 1977 through a crankshaft witb+plit der, this design resulted in a balance compromise. crankpins. While the even-firvz orProduction Buick accomplishing V6 engines equipped with evender, this design resulted in a balance compromise. fire crankshafts have been successfully balanced to Production Buick V6 engines equipped with eventhis formula: fire crankshafts have been successfully balanced to WBOB = WROT + .366 WREC this formula: This translates imbalance = primary WROT + .366 WREC forces into WBOBthe a horizontal plane where the engine mounts can This translates theabove primary imbalance forces into dissipate them. The formula is recommended aforhorizontal plane where the engine mounts all Buick V6 applications in which rubbercan endissipate them. above formula is recommended gine mounts areThe used. forFor all minimum Buick V6 primary applications in whichtherubber imbalance, Buickengine mounts are used. even-fire engine should be balanced to: For minimum primary imbalance, the Buick WBOB = WROT +0.5 WREC even-fire engine should be balanced to: 'W""" = Weight attached to crankpin during balance WBOB = WROT + 0 5 WREC

A

"W'"'' = Weight considered as rotating attached to crankpin during balance "'W""" · W',,:,= =Weight Weight considered as reciprocating *'W1."'= Weight considered as rotating '**Wf'" = Weight cons~deredas reciprocating

Counterweighting

As regards the location Counterweighting

of the counterweighting to achieve a given balance condition, certain appliAS regards location of the counterweighting cations benefitthe from a revised counterweighting to achieve a given balance condition, certain appli.82 Buickbenefit Power Source cations from a revised counterweighting

The front and rear counterweights get the majority of rework when a Buick crankshaft is internally balanced for heavy-duty use.rear The counterweights counterweightsget arethe drilled and of balThe front and majority reancing weights are pressed in place. work when a Buick crankshaft is internally balanced for The counterweights are drilled and balheauy-duty Buick heavy·duty parts are designed and manufactured for off-highway use only. ancing weights are pressed in place.

82 Buick Power Source

Buick heavy-duty parts are des~gnedand manufactured for off-highwayuse only.

philosophy. With the objective of full internal balance, ance, the lightest weight crankshaft is provided by allocating the maximum counterweighting at a t each end of the crankshaft and adding weights toward the center until the desired balance condition is met. This provides the light weight desirable desirable in acacceleration events such as road racing, racing, but it also inintroduces bending and torsional loads into the crankshaft system. svstem. Constructing an a n engine for endurance racing (where (where acceleration is not the major factor) factor) calls for a different philosophy. It is desirable to allocate the counterweighting evenly through the length of the crankshaft by balancing each pin with its adjacent counterweight. This results in a heavier crankshaft, but reduces bending and torsional components and main bearing loads. An alternative method of balancing even-firing engines engines involves balancing with bob weights that use 50 percent of the reciprocating weight. The amount of remaining imbalance is reduced to the absolute minimum value possible, which is half of the amount of horizontal imbalance that remains by using the production method. The penalty for this reduction in imbalance is that it now exists in both the vertical and horizontal directions. directions. This balancing method is not used in production because of the vertical portion of the imbalance and the resulting difficulty difficulty in transferring this vertical disdisturbance from the transmission into the passenger compartment. compartment. In I~ balancing the even-fire even-fire engine, engine, it all comes down to this: this: You cannot eliminate all of the imbalimbalance. ance. Using a 50 percent factor minimizes the imbalance forces, forces, but they will be present in all directions. tions. If the 36.5 36.5 percent factor is used, the imbalance forces are increased, but they are are only present in the horizontal direction. The recommended part for an a n even-fire torsional dampener for aa road racing engine is 1257126. 1257126. All

heavy-duty dampeners dampeners have rubber-mounted inertia rings that can shift under racing use, use, so you need to scribe a line between the inertia ring and the hub of the dampener and inspect frequently to see whether the ring has moved in relation to the hub.

1echTips TechTips Even-Firing V12s V12s An even-firing even-firing V12 can be produced with perfect primary balance by joining two Buick V6 engines in the following manner: 1. 1. Each engine should be equipped with an a n evenevenfire crankshaft. crankshaft. 2. 2. The No.1 No. 1 cylinder on the second engine should be phased to reach TDC on the compression (firing) (firing) stroke 180 180 degrees after the No.1 No. 1 cylinder on the first engine. 3. 3. Each crankshaft should be balanced at a t W,,,,r' W""" + 0.5 0.5 WHEe" WR"""(50 (50 percent). percent). at 4. Firing order will be 1-8-6-7-5-12-4-11-3-10-2~9 1-8-6-7-5-12-4-11-3-10-2r9 at even 60-degree 60-degree intervals with cylinders cylinders No.7 No. 7 through 12 12 representing No.1 No. 1 through 6 on the second engine. 5. 5. Each engine will generate a primary rotating couple, but they will cancel each other with this phasing. *W"", *W""'== Weight Weight considered as rotatin!? rotating **WIII.I' **W'i'f== Weight Weight considered as reciprocating

Balancing with the Flywheel F1ywheel Production engines are balanced with the flyflywheel; wheel; do this when balancing for any heavy-duty application. Or you can have the reciprocating and rotating mass of the engine balanced and install a "zero-balanced" flywheel, flywheel, which most engine builders prefer since it permits moving a flywheel and ~ clutch assembly from one engine to another. 'V another.

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Buick Power Source 83

uick offers a number of heavy-duty bearings suitable for use in heavy-duty applications. Crankshaft sets 25500074 (standard) and 25500080 (O.OOl-inch under) include Nos. 1,2, 3, and 4 main bearings and the No.2 (standard) a i is d 25500080 (0.001-inch under) include main, which also the thrust bearing. Nos. 1, 2, 3, and 4 main bearings and thefor No. 2 Connecting rod bearings are available both main, whichcranks is alsoand the standard-configuration thrust bearing. rolled-fillet Connecting rod bearings for both cranks. Rolled-fillet cranks are use available bearings 25500072 rolled-fillet cranks and standard-configuration (standard) and 25500073 (O.OOl-inch under). Both cranks. Rolled-fillet cranks sizes feature increased widthuse to bearings maximize25500072 bearing (standard) and 25500073 (0.001-inch under). Bothrearea, thin overlay thickness to increase fatigue sizes feature to maximize bearing sistance, and increased additionalwidth "crush" to aid bearing rearea, thin thickness to increase fatigue retention andoverlay increase heat transfer. sistance, and additional "crush" to aid bearing retention and increase heat transfer.

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In addition to the Buick heavy-duty bearing sets, several aftermarket suppliers offer similar hardware. In addition to the Buick heavy-duty bearing sets, several aftermarket suppliers offer similar Standard-configuration crankhardware. rod bearings are

25500070 (standard) and 25500071 (O.OOl-inch unStandard-configuration crank rod bearings are width, these bearder). Aside from their increased 25500070 and 25500071 (0.001-inch unhave (standard) the same features as those listed above ings der).rolled-fillet Aside fromcranks. their increased width, these bearfor ings have the same features as those listed above for rolled-filletVB cranks. ModifYing Crank Bearings For V6s

Buick heavy-duty bearings are made of a harder, more durable material than production items but do not have the same embedability characteristics. meansmore oil Buick heavy-duty bearings are made of This a harder, must be changed more frequently. durable material much than production items but do not have the same embedability characteristics. This means oil must be changed much more frequently.

A number ofV8 high-performance engine For builders Modifying Crank Bearings V6s prefer to use connecting rod bearings designed and A number of V8 high-performance builders built for Buick (455-cubic-inch)engine engines. These prefer to are use approximately connecting rod 0.160-inch bearings designed and bearings wider than built for Buick V8 (455-cubic-inch) engines. These production V6 bearings and must be narrowed bearings are approximately wider isthan 0.040- to 0.050-inch on each 0.160-inch side. The result a rod production V6 bearings and must be narrowed bearing that is 10 percent wider than a production 0.040to 0.050-inch on each side. result is a rod V6 bearing. The locating tang on The the V8 bearing is bearing is 10 percent wider than a production differentthat (in terms of location) than that of the V6 V6 bearing. Themeans locating on the bearing bearing, which thetang cap and rodV8 must be re-is different (in terms of location) than that of the V6 slotted. If the V8 bearing is to be used with an alubearing, which andcap, rodyou must be reminum rod thatmeans has a the pin cap in the need to slotted. If the be used withthe an pin. aludrill a hole in V8 the bearing bearingistotoaccommodate minum rod that has a pintoinmaximize the cap, you need to This modification is done bearing drill a hole in the bearing to accommodate the pin. width, which is limited by crankpin width (minus This modification to maximizeshould bearing circumstances the fillet radii). Underisnodone width, which is limited by crankpin crankpin width (minus bearing be wider than the in order to enfillet the radii). Under no circumstances should the gage fillet radius. bearing be wider than the crankpin in order to engage the fillet radius. Heavy-Duty Cam Bearings Buick offers a Cam set of Bearings heavy-duty cam bearings Heavy-Duty

that may be preferred for heavy-duty use because Buick of heavy-duty cam bearings they are offers made aofset harder, more durable material that may be preferred for heavy-duty because and have a 0.060-inch hole instead of ause slot for the they are of made of harder, more durable material transfer oil. All bearings in the set are 0.740Due to piston bore alignment to crankpins, connecting rod and have 0.060-inch instead of of the a slot for the~ inch wide,awhich is thehole dimension number wear occurs most often on the side of the bearing in a transfer of oil. All bearings in the set are 0.740one bearing in production. "V heavy-duty V6.bore alignment to crankpins, connecting rod Due to piston inch wide, which is the dimension of the number wear occurs most often on the side of the bearing in a one bearing in production. heavy-duty V6. Source Buick heavy·duty parts are designed and manufactured for offhighway use only. 84 Buick Power

d

84 Buick Power Source

Buick heauy-duty parts are designed a n d manufactured for off-highway use only.

NOTES NOTES

Buzck Power Source 85 Buick

6

rFlywheel and 1Orsional Flywheel and Torsional

uick does not produce a stick shift flywheel that is adequate for heavyuick produce a sources stick shift dutydoes use. not Aftermarket offer a flywheel that is adequate for heavyfor wide variety of flywheels and clutch packages use. Aftermarket various formsduty of heavy-duty use. sources offer a wide variety of flywheels and clutch packages for various forms of heavy-duty use.

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Regardless of the clutch and flywheel package being used, make sure there is no interference between the splines of the transmission mains haft and the throwout bearing. There should notisbenoany interference between clutch make sure there interference between thethe splines of disc splines and the throwout bearing. Lastly, bearing. make sure a the transmission mainshaft and the throwout pilot is installed in the end of the crankshaft. Therebushing should not be any interference between the clutch disc splines and the throwout bearing. Lastly, make sure a pilot bushing is installed i n the end of the crankshaft.

Flexplates Buick flexplates are used successfully in drag Flexplates

racing, but with a number of modifications. The Buick used successfully in drag ring gearflexplates should beare heliarced to the flexplate in racing, but with a number of modifications. TheThe various locations on both sides of the flexplate. ring gear should be heliarced to the flexplate curved-moon-shaped cuts should be opened up in into various locations on both sides of the flexplate. The complete holes to facilitate balancing, and the six curved-moon-shaped cuts should be opened up into holes around the perimeter of the crank that accomplete holes bolts to facilitate and thesmallsix cept the crank should balancing, not be used. Drill holes around the them perimeter of the crank ac- no er holes between in a diameter thatthat allows cept the crankthe bolts should be the used. Drill smallplay between crank boltsnot and flexplate. Iner holes between them in a diameter that allows stall a flywheel doubler plate on the back side of no playflexplate between to theimprove crank bolts and the flexplate. Inthe clamping; steel plates are stall a flywheel doubler plate on the or back available from aftermarket sources, youside can of the flexplate to improve clamping; steel plates are have them made by a machine shop. available from aftermarket sources, or you can have them made by a machine shop.

Bellhousing Alignment Bellhousing alignment is crucial to smooth and Bellhousing Alignment

The uppermost flexplate shows how a production flexplate can be modified for heavy-duty use. Predrill crank mounting holes flexplate to eliminate anyhow play between hole and The uppermost shows a production flexplate bolt. be Cutting the for large holes out use. to the same size facilitates can modified heavy-duty Predrill crank balancing. holes Use hardened washers between the flexplate mounting to eliminate any play between hole and and torque bolt. the Cutting theconverter. large holes out to the same site facilitates balancing. Use hardened washers between the flexplate and the torque converter.

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reliable clutch and transmission operation. The ' Bellhousing alignment is crucial to smooth andof bellhousing must be positioned so the centerline reliable clutch and transmission Thewith P the transmission input shaft linesoperation. up precisely bellhousing must be positioned the transmission centerline of the centerline of the crankshaft.soThe the transmission precisely with mounting surface input at theshaft rear lines of theupbellhousing 'P the centerline of the crankshaft. The transmission must also be parallel to the clutch engagement surmounting a t If thethe rear of the bellhousing face of thesurface flywheel. bellhousing is out of must also be to thepilot clutch engagement -4 alignment in parallel either plane, bearing failure, surHeliarc the starter ring to the plate on both sides in face of the flywheel. If the bellhousing is out of transmission bearing failures, clutch failures, jumpseveral locations to prevent failure in this area. alignment in either plane, pilot bearing failure, Heliarc the starter ring to the plate o n both sides i n 86 Buick Powerbearing Source failures, clutch failures, jump- Buickseveral heavy·du ty parts are designed and manufactured for of[highway use only. transmission locations to prevent failure i n this area.

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86 Buzck Power Source

Buick heauy-duty parts are designed and manufactured for o f f h i g h w a y use only

Dampener.==============

You can fabricate a machined doubler plate that sandwiches the flexplate against the crank flange. Use grade 8 capscrews 3/4·inch doubler heads instead of the typical You can fabricate awith machined plate that o/8"inch ones. the flexplate against the crank flange. Use sandwiches grade 8 capscrews with %-inch heads instead of the typical %inch ones.

ing out of gear, and clutch chatter can occur. To check bellhousing alignment properly, a dial ing out ofwith gear,a and clutchbase chatter can occur. indicator magnetic is needed. Using the To check bellhousing alignment properly, dial stock dowel pins in the rear face of the blocka to loindicator with a magnetic base needed. Using the the bell housing, tightly boltis the bellhousing to cate stock dowel pins in the rear should face of be thethe block to lothe block. The initial check trueness cate bellhousing, tightly bolt the bellhousing of thethe flywheel because all subsequent alignment to the block. The initial check should be the trueness checks are measured from the flywheel face. The of the flywheel because all subsequent flywheel face must be perpendicular to alignment the centerchecks are crankshaft measured from the flywheelsmooth face. The line of the for consistently flywheel face must be perpendicular to the centerclutch action. line of the crankshaft for consistently smooth Mount the dial indicator on the back face of the clutch action. bellhousing with the plunger from the dial indicaon the face. back Slowly face of rothe torMount restingthe ondial the indicator flywheel clutch bellhousing with the plunger from the dial indicatate the crankshaft and record any variations on tor resting on the flywheel clutch face. Slowlyisrothe dial indicator. Up to 0.005-inch of runout actate the crankshaft record any variations If flywheeland runout is more than that,on ceptable. the dial Up to 0.005-inch of runout accheck theindicator. mating surfaces of the flywheel andisthe ceptable. If flywheel runout is more than that, crank for burrs or dirt. If this is not the problem, check the mating surfaces the the flywheel is most likely of outthe of flywheel spec and and needs crank for burrs or dirt. If this is not the problem, resurfacing. theNow flywheel most out ofbase spectoand attachisthe diallikely indicator theneeds clutch resurfacing. face of the flywheel. Move the plunger from the inNow attach the dialthe indicator base tomating the clutch dicator so it contacts transmission surface of of the Move the1 plunger face the flywheel. bellhousing about inch outfrom fromthe theindicator so it contacts the transmission mating surcircumference of the rear opening. Slowly rotate face of the bellhousing about 1 inch out from the the crankshaft by hand, and note any variations in circumference of the rear opening. Slowly rotate is the indicator reading to determine if this surface the crankshaft by hand, The and note any variations parallel to the flywheel. maximum allowablein the indicator reading determine if this surface variation between the to lowest and highest reading is is parallel to the flywheel. The maximum allowable 0.005-inch. variation between lowest and highest reading Remount the dialthe indicator on the flywheel so is 0.005-inch. can measure the concentricity of the hole in you the bell dialhousing. indicatorRotate on thethe flywheel so theRemount back of the crank slowyou can measure the concentricity of the hole in ly, and check the readings. In this case, the maxithe back of the bellhousing. Rotate the crank slowly, and check the readings. In this case, the maxi-

mum allowable variation is 0.010-inch, because the actual error is the total variation divided by two, or mum allowable variation If is the 0.010-inch, because 0.005-inch misalignment. bell housing mustthe be actual error is theapproaches total variation or realigned, several can divided be used.by Intwo, either 0.005-inch misalignment. If discard the bellhousing be case, you must remove and the stockmust dowel realigned, several approaches can be used. In either pins from the block. case, you must remove and discard the stock dowel The first method of correcting misalignment conpins from the block. loosening the bellhousing bolts to sists of simply The first method of correcting misalignment conpermit moving the bell housing until dial indicator sists of simply loosening the bellhousing bolts to variation of O.OlO-inch or less is obtained. It may be permit moving the bellhousing indicator necessary to slightly enlarge theuntil bolt dial holes in the variation of to 0.010-inch or lessmovement. is obtained. It maythe be bell housing get sufficient Tighten necessary slightly enlarge theindicator bolt holestoinmake the bolts, and to recheck with the dial bellhousing to. gethas sufficient movement. Tighten sure the housing not shifted. With the bolts the sebolts, and recheck with the dial indicator to make curely tightened and the housing properly aligned, sure the housing has not shifted. the apart bolts seselect a pair of points roughly 180With degrees curely holes tightened anddrilled the housing aligned, where can be throughproperly the bellhousing select aand pairinto of points roughly 180surface degreesforapart flange the block mating the inwhere holes can be drilled through thepins bellhousing stallation of new dowel pins. The new need not I flange and into thestock blockonesmating surface for the inbe as large as the f4-inch-diameter pins stallation of new dowel Theinstalled new pinsinneed are sufficient. Once the pins. pins are the not be as large as the stockcan ones-!A-inch-diameter pins block, the bellhousing be removed and reinare sufficient. Once the pins are installed in the stalled in perfect alignment. block, bellhousing can be removed andpins rein-that The the second method utilizes offset dowel stalled in perfect alignment. are available in speed shops. Before installing offset Thedrill second utilizes dowel that andmethod tap a small holeoffset in the side pins of each pins, are available in speed shops. Before installing offset dowel pin hole in the block so a small Allen head pins, drillcan andlock tap the, a small of each setscrew offsethole pinsininthe theside proper oridowel pinafter hole alignments in the blockare so completed. a small Allen head entation Once the setscrew the;offset the proper orioffset pinscan arelock installed, youpins can in adjust the offset entation after are completed. Once the dowel pins withalignments a screwdriver to obtain proper offset pins are installed, adjust offset alignment. In some casesyou the can dowel pinsthe must be dowel pins with a screwdriver to obtain proper with emery cloth to permit them to be ropolished alignment. In some cases the dowel pins must be tated for perfect alignment. polished with emery cloth to permit roRegardless of the clutch being used,them keeptoinbemind tated for of perfect alignment. that one the most important factors in the propof of thea clutch used, keep inThe mind er Regardless performance clutch being is its adjustment. that one of the most important factors in the proptwo main factors are plate departure and free play. er performance a clutch is its adjustment. The The clutch plateofdeparture should be measured two main are plate and free play. with a dialfactors indicator. If thisdeparture is impractical, measure The clutch plate departure shouldthe be disc measured the thickness of the gap between and the with dial or indicator. If This this is impractical, measure clutcha face flywheel. can be measured by the thickness of the gap between the disc and the inserting a feeler gauge between the disc and presclutchplate faceororbetween flywheel.the This can beand measured by sure flywheel disc. The inserting a feeler gauge between the 0.060-inch. disc and presproper adjustment is approximately The sure or free between flywheel and disc. The clutchplate pedal play the should be adjusted to beproper 1/2-inch adjustment approximately 0.060-inch. tween and 1isinch for competitive applica-The clutch free play should be adjusted to betions orpedal power shifting. tween %-inch and 1 inch for competitive applications or power shifting.

Torsional Dampener Buick produces a harmonic balancer (25500069) Torsional Dampener that should be used in all heavy-duty applications. Buick produces a harmonic balancer (25500069) This hardware features a nodular iron hub surthat should be usedand in all heavy-duty rounded by rubber a steel inertia applications. ring that is This hardware features nodular and iron separate hub surpinned so it cannot movea forward rounded by rubber and a steel inertia ring that is Source 87 pinned so it cannot move forwardBuick and Power separate Buick Power Source 87

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The Buick heavy-duty torsional dampener described in the text is recommended for all heavy-duty applications. The Buick heavy-duty torsional dampener described in the text is the recommended all heavy-duty applications. from hub. The for assemblies are balanced. After-

market sources also offer 4-inch-diameter steel from the hub. The assemblies are balanced. Afterhubs that are intended to be used on drag race enmarket sources also offer Cinch-diameter steel gines only. hubs that are dampeners intended toare be cast used iron on drag Production and race are engines only. not designed for heavy-duty use or high-rpm Production dampeners are cast iron and are operation. 4 not designed for heavy-duty use or high-rpm operation.

At least two aftermarket crank dampeners are made for the Buick engine; they are intended for drag racing only. At least two aftermarket crank dampeners are made for the Buick engine they are intended for drag racing only.

NOTES

NOTES

88 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway lUie only.

88 Bucck Power Source

Buick heauy-duty parts are designed and manufactured for offhighway use only.

NOTES

Buick Power Source 89

P

roduction connecting rods are nodular cast iron. Although they were not designed or intended for heavy-duty use, with proper preparation they can be run successfully in certain competitions. Properly prepared production rods have been used in winning engines in road racing events of up to 500 miles and in drag racing where production hardware was mandatory. In both cases, rpm were limited to 7500.

Production rods that are pressed into heavy-duty use should be polished, Magnafluxed, X-rayed, and shotpeened. They can be fitted with a full-floating pin.

All production Buick connecting rods are cast and should not be used in heavy-duty applications unless no other rod is permitted under the rules.

The first step in preparing these rods for competition is to have them Magnafluxed. If they pass this test, have them X-rayed. In the vernacular of the high-performance engine builder, castings can have porosity (the engineering term is inclusion). Magnafluxing picks up fractures on the surface of metal that otherwise cannot be seen; in other words, this process can tell you if the rod is cracked but not if there is aa structural flaw that could promote breakage after the rod is is run for 10 10 minmin90 Buick 90 Buick Power Power Source Source

You You also need to check connecting rod twist after each teardown. teardown. Birick heavy·duty heavy-duty parts are designed and manufactured manufactured for off-highway off-highway use only. only. Buick

utes. Magnafluxing does not pick up porosity, but X-raying usually does. Magnafluxing and X-raying utes.good Magnafluxing does not but are tools that should be pick usedup in porosity, upgrading X-raying usually does. Magnafluxing and X-raying production rods. are good tools should be used in upgrading The sides of that the connecting rod should be parallel production rods. at the big end so the planes are 90 degrees to the The bore. sides In of the connecting should be parallel crank production, the rod sides are ground afat the big end so the planes are 90 degrees to thereter the cap is installed. Excessive side clearance crankinbore. In production, the and sidestherefore are ground sults leakage past the rods in- after the cap side clearance rethe is oilinstalled. demand, Excessive which in turn reduces the creases sults in leakage past thefor rods and therefore inamount of oil available lubrication and cooling creases oil demand, which in turn of reduces the at high the engine speeds. Side clearance production amount of oil available for lubrication and cooling rods is 0.008- to 0.010-inch and, although this has aproven t high acceptable engine speeds. Side clearance of production in competition, 0.006-inch is rods 0.008- to 0.010-inch and, although this has moreisdesirable. proven in competition, Take acceptable the rod apart to grind, and0.006-inch polish all is conmore desirable. tours to remove flash, nicks, and imperfections. Do apart andexcess polishmetal all connotTake mix the capsrod and rodstoorgrind, remove that tours to the remove flash, nicks, andAll imperfections. Do reduces cross-sectional area. grinding must not mix caps and rods or remove excess metal that be done lengthwise, using a die grinder with a 400reduces cross-sectional area. All grinding grit roll.the Before a crack develops, it must havemust a be done using dieedges grinder with a 400start, so round offaall to eliminate place to lengthwise, grit roll. Before a crack musttravel have to a stress risers; a crack in adevelops, thin areait will place to start, so round off all edges to eliminate and through a thick section. stress crack in athe thin travel toa pinarea borewill to achieve You risers; need toa machine and through a thicklength. section.Most performance en5.961to 5.959-inch Youbuilders need toprefer machine the the pin widely bore toavailable achieve a to run gine 5.961to 5.959-inch length. Most performance ensmall-block Chevy wristpin of 0.9270-inch diameter. gine builders prefer to run the widely available You can do this on the Buick rod by installing a small-block 0.9270-inch bushing andChevy honingwristpin to size. of Drill the smalldiameter. end of You canfor do wristpin this on the Buick rod by installing the rod oiling; a 0.125-inch hole is asufbushing and hole honing to size. Drill the small end oil of should be chamfered to allow ficient. This the rod for wristpin oiling; a 0.125-inch hole is sufto flow into the hole and subsequently reach the ficient. hole shouldalso be chamfered to allowthe oil wristpin.This (The chamfer aids in balancing to flow theashole and subsequently reach the rod.) Asinto much three grams can be removed from wristpin. chamfer aids balancing the small (The end of the rodalso with theinchamfer, butthe rod.) As much as three grams can be removed from leave this operation until balancing begins. This the small of the rod the chamfer, but of step must end be preceded bywith grinding a maximum leave this operation until surfaces balancingofbegins. This both the caps 0.003-inch off the rpating step must be preceded by grindifig a maximum of and the rods. Number the cap and the rod, torque 0.003-inch off the mating surfaces of both the caps down the rod bolts, and then send them out to be and the rods.After Number the cap and rod, of torque shot peening, the the big end the shotpeened. down theberod bolts,toand then send out to be rod can resized complete the them rod preparation. shotpeened. shotpeening,heat the big end ofby.the You can addAfter to bearing-to-rod transfer rod can be resized to complete the rod-preparation. glass beading the bearing bore before assembling You can add to bearing-to-rod heat transfer by the rod. glass beading the bearing bore before assembling cast rod should be balanced to A production the rod. achieve these weights: small end, 209 grams, and A production cast rod balanced to large end, 441 grams, forshould a totalbeweight of 650 achieve these weights: small end, 209 grams, and grams. large end, grams, forlogic a total weighta $15 of 650 There is 441 little, if any, in using rod grams. bolt with a cast-iron rod. Run the production rod There is little, ifbolt any,installed logic in with usingLoctite a $15 rod with a production 262. bolt with rod. Run productiontherod Torque it atocast-iron 45-50 ft.!lbs. whenthe assembling rod with a production installed withisLoctite final time. bolt When the engine taken 262. apart, for the Torque it to 45-50 ft./lbs. when the rod use a torque wrench. A rod bolt assembling that takes less for the final time. When the engine is taken apart, use a torque wrench. A rod bolt that takes less

Most high-performance machine shops can check wristpin concentricity; a shop without this capability is probably not building a lot of heavy-duty Most high-performance machine engines. shops can check wristpin concentricity; a shop without this capability is probably not building a lot of heavy-duty engines.

When you rework a production rod for a full-floating wristpin, you can use a small hole with a large chamfer to lubricate pin. Drill the hole rod while the rods, When you the rework a production forreworking a full-floating and leaveyou the can chamfering untilhole balancing. This allows you wristpin, use a small with a large chamfer to to remove the a minimal of while metal.reworking the rods, lubricate pin. Drillamount the hole and leave the chamfering until balancing. This allows you minimal amount of metal. to remove than the a45-50 ft./lbs. to break loose has relaxed.

Throw the rod bolt away and get a new one. than 45-50 ft./lbs. to break loosewristpin has relaxed. Forthe street applications, a pressed is adeThrow the rod bolt away and get a new one. enquate and trouble free, but on a competition Foritstreet applications, a pressed wristpin is adeshould be full floating. In the first place, ingine, quate and trouble free, but on a competition encreasing the bearing surface is good insurance; gine, it should be full floating.surface In the first place, infloat the pin, and the bearing is increased. creasing the bearing surface good insurance; If a cylinder should lean out is (for whatever reason), float the pin, and the bearing surface increased. overheat a piston, which in turn grabsisthe pin. lean whatever If a cylinder This pulls theshould bottom endout out(for of the piston reason), with a overheat a piston, in turn grabsproblem the pin.is far pressed pin. With awhich floating pin, this This pulls the bottom end out of the piston with a less likely to arise. pressed pin. With floating pin, are thisboth problem is far Spirolox successDouble Tru-Arcsaand less likely to arise. fully used by ranking competition engine builders, Double Tru-Arcs are both successbut they are low onand the Spirolox list for some engine buildfully used by ranking competition engine builders, ers for the simple reason that removing them can butdifficult they areand lowtime-consuming. on the list for some buildbe Someengine of those eners for the simple reason that removing them can be difficult and time-consuming.Buick SomePower of those en-91 Source Buick Power Source 91

gine builders who prefer Tru-Arcs stick with the single 0.073-inch-thick unit, while others prefer the gine builders whoinprefer stick with the double assembly whichTru-Arcs each Tru-Arc is 0.043single 0.073-inch-thick whilegroove othersofprefer inch thick and requiresunit, a piston 0.086-the double in which Tru-Arc is 0.043you use the doubleeach Tru-Arc assembly, the inch. Ifassembly inch thick and requires a piston groove of 0.086rounded sides should be used together, which inch. If the yousharp use the double Tru-Arc assembly, thethe means edges of the snap ring dig into rounded sides should be to used together, aluminum of the piston further effectwhich the conmeans theofsharp edges of the snap ring dig into the tainment the wristpin. aluminum of the piston topiston further effect If you desire a floating pin, you the can conhone tainment of the wristpin. the connecting rod's small end to allow 0.005- to If you desire a floating piston An pin,alternative you can hone 0.007-inch pin-to-rod clearance. the connecting rod's small aend to allow to a method of accommodating floating pin0.005is to fit 0.007-inch pin-to-rod clearance. An alternative bronze bushing. Both methods require a 0.125-inchmethod ofhole accommodating floating to fit a diameter through the atop of the pin rod is (and bushbronze bushing. Both methods 0.125-inching) to adequately lubricate therequire piston apin, unless diameter hole through the bushing top of the rod (and bushotherwise specified by the source. ing) to adequately lubricate the piston pin, unless otherwise specified by the bushing source. Rods Aftermarket Steel and Aluminum As this book goes to press, does not offer Aftermarket Steel and Buick Aluminum Rodsa

heavy-duty connecting rod; thus, for heavy-duty this book goes to press,rods Buick does be notused. offer a use,Asaftermarket connecting should heavy-duty connecting rod; thus, for heavy-duty Steel rods such as those made by Carrillo can be oruse, aftermarket connecting should be diamused. dered in any length and any rods wristpin bore Steel and rodsthe such as those by Carrillo canconbe oreter, same holds made true for aluminum dered any length andaluminum any wristpin bore diamnectingin rods. Steel and connecting rods eter, the be same holds for aluminum conalike and should fitted withtrue full-floating wristpins, necting rods. Steel and aluminum connecting rods primarily for ease of teardown. alike should be fitted with full-floating Aluminum connecting rods should be wristpins, used for primarily foronly easeand of teardown. drag racing should be replaced after every Aluminum connecting be used for 100 runs or when they dorods not should pass inspection. Indrag racing only and should be replaced spection consists of cleaning and checkingafter the every rods 100 runs and or when they dothe notbigpass visually, measuring endinspection. bore with Ina spection of cleaning and rods dial bore consists gauge. When the big endchecking is out ofthe round visually, measuring big endorbore with enough toand affect bearing the clearance crush, thea dial bore gauge. When the big end is out of round connecting rod should be discarded. enough to affect bearing clearance orduring crush,each the Steel rods should be Magnafluxed connecting rod should be discarded. engine teardown and should be checked with a dial Steel rodsand should be Magnafluxed bore gauge resized as needed. during each engine teardown and should be checked with arods, dial When using aftermarket steel or aluminum bore gaugeto and as two needed. you need keepresized in mind things: The hardware steel or aluminum is When customusing built,aftermarket so it must be ordered far in rods, you need to keep in mind two things: hardware advance, and secondly, each rod must The be checked is custom built, so it must be ordered far in for clearance with the block in the area of the pan advance, and each rod must be checked rail and at thesecondly, camshaft. for clearance with the block in the area of the pan rail and a t the camshaft.

Aftermarket connecting rods (especially aluminum ones) are prone to hit the cam or block and, depending on the stroke and the type of block use, somealuminum rods hit both. Aftermarket connecting rodsin(especially ones) Check interference whileand, building the engine. are prone to hit thecarefully cam or block depending on theIn most cases, a small with rods a grinder solves stroke and the type amount of block of in work use, some hit both. the problem. Check interference carefully while building the engine. In most cases, a small amount o f work with a grinder solves the problem.

Regardless of which type of rod is used in a heavy-duty application, you should use a quality dial bore gauge after every teardown to ensure the rod is Regardless of which type othat f rodthe is big usedend in of a heavy-duty still round for crush_ dial bore gauge after application, youcorrect shouldbearing use a quality every teardown to ensure that the big end of the rod is still round for correct bearing crush.

Tech Tips Custom-Built Tech Tips Connecting Rods When ordering custom-built connecting rods, the Custom-Built Connecting Rods width of the big end should be ordered "fat," so the When the sides can ordering be groundcustom-built down to fit connecting a particularrods, crankwidth of the big end should be ordered "fat," so the shaft. The difference between 0.008-inch and 0.006sides side can clearance be ground isdown to fit a particular crankinch 30 psi. shaft. The difference between 0.008-inch and 0.006inch side clearance is 30 psi. Rod Length A long connecting rod makes more horsepower Rod Length

Custom-built steel billet rods are the choice of reputable engine builders for all heavy-duty applications. Custom-built steel billet rods are the choice of reputable 92 Buick Power for Source engine builders all heavy-duty applications. 92 Buick Power Source

than a short one but narrows the powerband. ConA longshort connecting rod makes more horsepower rods make less horsepower but yield versely, than a short one but narrows the Conwider powerbands. This is becausepowerband. the duration of versely, short rodsdead make less horsepower but with yield the piston at top center (TDC) is longer wider This build is because the duration of , a longpowerbands. rod, so pressure is enhanced. the piston a t top dead center (TDC) is longer with Buickaheavy·duty partssoarepressure designed and manufactured for off-highway use only. long rod, build is enhanced.

d

tick heavy-duty parts are designed and manufactured for off-highway use only.

NOTES

Buick Power Source 93

ll Buick production pistons are cast aluminum. Turbocharged pistons are differ11 Buick are cast aluent fromproduction those usedpistons in normally aspiratpistons differed engines. minum. Both areTurbocharged excellent pieces, but are neither entfor from those used was designed heavy-duty use.in normally aspirated engines. Both are excellent pieces, but neither Buick Heavy-Duty Pistons was designed for heavy-duty use. Buick produces forged-aluminum Buick Heavy-Duty Pistons pistons for 3.8L and 4.1L engines in bores of standard, 0.010, 0.020, Buick produces forged-aluminum pistons 3.8L and O.030-inch oversize. Those pistons used for in the and engines in bores of standard, 0.010, 0.020, 3.8L 4.1L engines produce a compression ratio of 11.2:1, and oversize. pistons produce used in the while0.030-inch those designed for Those 4.1L engines a ra3.8L engines produce a compression ratio of 11.2:1, tio of 12.1:1. All are supplied with wristpins of fullwhile those designed for 4 . 1 of engines ~ doubleproduce floating design and retainers TruArc.a ratio of 12.1:l. supplied with inwristpins of fullValve pocketsAll areare forged in place the machined floating design and retainers of double TruArc. Valve pockets are forged in place in the machined

A

A

This piston deck shows equal valve pocket depths for both intake and exhaust valves. Both pockets are cut on the same centerlines, which equal makesvalve the combined cut on comThis piston deck shows pocket depths fora both mon line. relates to combustion flame intake andThis exhaust valves. Both pockets aretravel. cut on the

same centerlines, which makes the combined cut on a common line. This relates to combustion flame travel.

Eliminate this ridge between the intake and exhaust valve pockets in the piston dome to prevent problems with combustion flame Blend this into theexhaust base materiEliminate thistravel. ridge between theedge intake and valve al of thei n deck. pockets the piston dome to prevent problems with com-

bustion flame travel. Blend this edge into the base material o f the deck.

Turbocharged pistons yield a lower compression ratio than normally aspirated hardware yields. The dished turbocharged the left produces 9_0:1 compression Turbochargedpiston pistonsonyield a lower compression ratio ratio, normally while theaspirated normally hardware aspirated yields. item onThe thedished right prothan duces a ratio of 13.1:1.onThere areproduces other differences, such as 9.0:1 compression turbocharged piston the left aratio, thicker deck generally beefieritem construction. while theand normally aspirated on the right produces a ratio of 13.1:l. There are other differences, such as

flat top. All of these pistons are machined for a ring package of llis, llis, and 3Iis-inch. flat top.pistons All of described these pistons are machined forwith a The are designed for use ring package of Stage %6, %6,I and %-inch. production and cylinder heads only and The pistons areIIdesigned for use withdifaloose, thicker deck andpiece generally beefier construction. cannot be useddescribed with Stage heads, which have low-drag of hardware, while circle track I cylinder heads only and production and Stage ferent valve pocket locations and dimensions. engine builders and those involved in short-distance cannot be used with Stage I1 heads, which have difloose, low-drag piecetrade of hardware, while circle ratio track road racing events a lower compression Aftermarket Pistons ferent valve pocket locations and dimensions. engine builders and thoseAlthough involved several in short-distance for increased durability. sources road racing a lower compression ratio Heavy-duty pistons are available from a number stock pistonsevents for usetrade in Stage II engines, the accomAftermarket Pistons for increased durability. Although several sources of aftermarket sources. Generally speaking, drag panying artwork can be used in the design and stock pistons forofuse in Stage Heavy-duty are available from I1 engines, the accomracers want a pistons high compression ratio anda anumber very manufacturing custom pistons. of aftermarket sources. Generally speaking, drag panying artwork can be used in the design and racers want of custom pistons. for off-highway use only. a high Buickmanufacturing heavy·duty parts are designed and manufactured 94 Buick Power Sourcecompression ratio and a very 94 Bz~ick Power Sozrrce

Buick heavy-duty park are designed and manufactured for offhighway use only.

Regardless of manufacturer, the standard ring package consists of two compression rings and one oil control ring.

Regardless of manufacturer, the standard ring package consists of two compression rings and one oil control ring.

This gas port treatment on the deck is for drag racing only. Combustion pressure enters the tiny holes and helps force the port top ring tightlyon against the is cylinder This gas treatment the deck for dragwall. racing on-

ly. Combustion pressure enters the tiny holes and helps force the top ring tightly against the cylinder wall.

I

I APPROXI MATE ~ING

TEMPEAATU~E'$ APPROXIMATE :

RlNG

UP TO &00° TEMPEWTURES :

UP TO 600° UP TO

'3000

UP TO

30o0 RING ] TENSION ) /

UP TO 250° On the power stroke, combustion gas pressure forces the ring downward and outward. This provides a side and face seal. On the power stroke, combustion gas pressure forces the

ring downward and outward. This provides a side and

When ordering custom pistons, the cylinder head in use (Stage I or II) dictates the size and location ordering custom pistons, the cylinder head the valve pocket. of When

in use (Stage I or 11) dictates the size and location

Rings of the valve pocket.

Several companies manufacture quality Rings

piston

Several companies manufacture quality piston

face seal. rings for heavy-duty Buick V6 applications. Sealed Power, TRW and Perfect Circle are examples. Propringsinstalled for heavy-duty Buickin,V6ceramic applications. Sealedas erly and broken rings allow Power, TRW and Perfect Circle are examples. Proplittle as 1% cfm blowby. Recommendations as to erly installed in,supplied ceramic with ringsthe allow as bore finish andand endbroken gap are rings littleshould as 1%be cfmfollowed blowby.toRecommendations as to and the letter.

bore finish and end gap are supplied with the rings Buick Power Source 95 and should be followed to the letter. Buick Power Source 95

(l

STAG. 1 STAGE I INTAKE CUTTER

l(

~~~!~~ e~OLllE:(O'780l ~ size:

.. 1

+- -

1.7/0

EXHAUST

A piston and ring assembly should look like this after being pulled from a heavy-duty engine. This indicates that thepiston top ring containing compression A andisring assembly should lookpressure like thiseffectively. after beAny evidence of aburned mixture between top andthat secing pulled from heavy-duty engine. Thisthe indicates ond rings would show thatcompression the top was pressure not doingeffectively. the job it the top ring is containing was designed for.burned mixture between the top and secAny evidence of ond rings would show that the top was not doing the job it was designed for.

I

O.SSQ

SIZE : 1.710

C.lTfTE~-.J 4.. !

SIZE: 1.600 EXHAU~i

VALVE

SIZE; /.500 1.600 SIZE:

EXHAUST VALVE

SIZE:1.500

0.442 CUTTER

0.442

7echTips Ring TechPositioning T&s

CUTTER

Compression rings rotate during operation, which Ring Positioning

is a desirable characteristic. Therefore, it does not Compression rings during operation, which matter where the gaprotate is placed because the rings is a desirable characteristic. Therefore, it does not should constantly be in radial motion. As a practimatter where placedgaps because thebe rings cal matter, thethe topgap andissecond should posishould opposite constantly in radial motion. As apin practitioned onebeanother over the wrist holes. cal matter, the top and second gaps should be posiDeburr gap corners a minimal amount after filing tioned opposite one another over theofwristpin holes. the more critical thrust surfaces the cylinder so Deburr a minimal afterand filing wall willgap notcorners be scratched whenamount the piston ring so the more critical thrust surfaces of the cylinder assembly are installed. wall will not be scratched when the piston and ring Ring Gapare installed. assembly RingGap end gap for the top ring on a 3.8-inch bore Ring Buick should be O.016-0.018-inch with O.014-inch on end ring. gap for the top ring3.965on a or 3.8-inch theRing second Engines with 4-inch bore bores Buick 0.016-0.018-inch with on should should have abe O.018-0.020-inch gap on 0.014-inch the top ring the second ring. Engines with 3.965or 4-inch bores and O.016-inch on the second ring. 'End gap size is a should a 0.018-0.020-inch onsothe top ring functionhave of heat; as horsepower gap rises, should the and of 0.016-inch size the gap. on the second ring.'End gap size is a function of heat; as horsepower rises, so should the size of the gap.

I

(or'-_+_ >-1 t

..

/.045

((

INTAKE C.UTT£R

SIZE:2.12 INTAKE CUTTER INTAKE VALVE SIZE!?OZ

ElO4AU5T

CU11"~R i

..

~ T CVT7ER

$!Z£:1.70

E W S VALVE EXHAUST SIZE: 1.60 €XtWJST VALVE

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011...-----

96 Buick Power S ource

When custom pistons are being machined, the dimens ions in this drawing should be of considerable help in finalizing thecustom deck design the being piston. When pistonsofare machined, the dimensions i n this drawing should be of considerable help i n finalizBuicking heavy·duty parts are designed manufactured for off-highway use only, the deck design of theand piston.

96 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

ATDC Intake

ATDC Intake

No_ L

No. 1.

6° 7° 6" 10° 7O 12° 10" 14° 12O

BTDC Exhaust

BTDC Exhaust

14"

Installing double Tru-Arcs is one acceptable way of retaining full-floating wristpins_ Rounded sides go together so the sharp edges into theisaluminum of theway piston to furInstalling doubledig Tru-Arcs one acceptable of retainther effect the containment. ing full-floating wristpins. Rounded sides go together so the sharp edges dig into the aluminum of the piston to further effect the containment.

Valve-to-Piston Clearance Check

Valve-to-piston Clearance clearance ofCheck a high-performance Valve-to-Piston Buick V6 engine can be checked in two ways. The Valve-to-piston clearance of aclay high-performance easiest way is to use modeling on the top of Buick V6 engine can be checked in twoa ways. the piston. The other method requires degree.The easiest away to use modeling clay and on the top ofdeal wheel, dialisindicator, more time, a great the piston. The other method requires a degree more caution. The steps required by this second wheel, dialoutlined indicator, more time, and a great deal methodaare below. more The steps required by thiswith second Thecaution. engine should be fully assembled a method are outlined below. head gasket. The valve springs to be used should be The engine should withheight. a installed on the headsbeatfully the assembled proper spring head gasket. The valve springs to be used should The valve gear to be used-rocker arms; lash caps;be installed on the heads a t(gear the proper spring height. rocker shafts; cam drive or chain); pushrods; The valve gearbe to installed be used-rocker arms; lash The caps; lifters-should as it will be used. rocker shafts; cam drive (gear or chain); pushrods; cam should be at the proper centerline, and the lifters-should begear installed asbe it will be used. Thefiheads and valve should torqued to their cam should be a t the proper centerline, and the nal specifications. heads and valve gear should beclearance torqued to their To check the valye-to-piston with thefinal specifications. engine in the above condition, gather the following To check the clearance with the equipment: dial valve-to-piston indicator (O.OOl-inch increment); engine wheel; in the above condition, gather the following degree large screwdriver; dampener bolt equipment: dial indicator increment); socket and breaker bar for(0.001-inch turning the crankshaft; degree large screwdriver; dampener bolt pencil; wheel; and paper.

socket and breaker bar for turning the crankshaft; pencil; andthe paper. 1. Zero degree wheel to TDC of the No. 1 pis-

ton. Cross-check against dampener-timing cover 1. Zero the degree wheel to TDC of the No. 1 pismarks. ton. Cross-check dampener-timing 2. Install heads,against valve springs, and head cover gaskets, marks. and torque them down. 2. Install complete heads, valve springs, andand head gaskets, 3. Install all valve gear torque it and torque them down. down. Check the centerline of the cam to be abso3. Install lutely sure. complete all valve gear and torque it down. Check centerline of and the cam to your be abso4. Copy thethe following chart, record mealutely sure.at ATDC and BTDC. (The cylinder numsurements Copy theforfollowing chart,cylinders.) and record your meaber4. changes the different

surements a t ATDC and BTDC. (The cylinder number changes for the different cylinders.)

5. Set the valve lash to zero (O.OOO-inch) on all the valves. 5. the the valve lash until to zero on all 6. Set Rotate engine the(0.000-inch) valves on the No.1 the valves. cylinder are in overlap and both valves are 6. Rotate the At engine until the(one valves on the No.1 partially open. 360 degrees revolution) cylinder arevalves in overlap and both valves are away, both are closed. In overlap, the partially open.isAtclosing 360 degrees revolution) exhaust valve and the(one intake valve is away, both valves are closed. In overlap, the opening. exhaust is closing and the intake valve 14 is 7. Stopvalve rotating the engine at the position opening.BTDC. degrees 7. Stop rotating engine aont the 8. Install the dialthe indicator the position exhaust 14 valve degrees BTDC. retainer parallel to the valve stem. Adjust the 8. Install dial the to dial indicator on the exhaust indicator's a O.OOO-inch reading. The valve retainer parallel to reading; the valvethe stem. Adjust the O.OOO-inch is a dial tenths indicator indicator's dial to a 0.000-inch reading. The be may read anything. The exhaust valve will 0.000-inch is a dial reading; the tenths indicator partially open. may read anything. The exhaust valve will be 9. Using extreme caution, turn the adjusting partially open. screw down (opening the valve further) until the 9. Using extreme caution, turntothe adjusting valve hits the piston. It is easy bend the valve screw down (opening the valve further) until the with the high spring loads used in racing engines. valve hits the piston. I t is easy to bend the valve The point at which the valve touches the piston is with the high unless spring you loads used in racing engines. not apparent are careful. The which the valve touches the 10.point Readatthe indicator to determine howpiston muchis not apparent unless you are careful. the valve moved down from zero and record next to Read position the indicator determine how much the10. proper on thetochart. In this case, the the valveismoved down from zero and record next to exhaust 14 degreesBTDC. the11.proper on thescrew chart. this the case, the Back position the adjusting offInuntil dial exhaust is 14 degrees BTDC. indicator again reads O.OOO-inch. The exhaust valve 11.still Back adjusting screw off until.., the dial will be the partially open. indicator againthe reads 0.000-inch. exhaust valve 12. Advance crankshaft twoThe degrees in the .4 will still be open. Turn the crankshaft direction of partially engine rotation. in 12.direction Advanceinthe two degrees in the this allcrankshaft steps. direction of the engine theand crankshaft 13. Reset dialrotation. indicatorTurn to zero repeat in this direction in 11. all steps. steps 9 through 13. Repeat Reset the dial12indicator to zero repeat 14. steps and 13 down to and 6 degrees steps 9 through 11. BTDC. This makes five readings on the exhaust 14. Repeat 12 and to 6 degrees valve, and thesteps exhaust side13 ofdown the chart is now full. BTDC. This makes five to readings on ATDC. the exhaust 15. Rotate the crank 6 degrees valve, and the side of the chart is now full. 16. Install theexhaust dial indicator on the intake valve, 15. Rotate the crank to 6 degrees ATDC. and adjust the dial to a zero reading. The intake 16. Install dial indicator on the intake valve, valve will be the partially open. and the dial9tothrough a zero reading. The intake 17.adjust Repeat steps 11, recording reading valve be partially open.of the intake column of in the will appropriate position Repeat steps 9 through 11, recording reading the17. chart. in 18. theRepeat appropriate of the intake column of steps position 12 and 13. the19.chart. Repeat steps 17 and 18 up to 14 degrees 18. Repeat steps 12 13. valve readings and ATDC. This makes fiveand intake 19. Repeat steps 17 and 18 up to 14 degrees completes the chart. ATDC. This makes five intake valve readings On the chart, the smallest number in the ex-and completes the and chart. haust column the smallest number in the inOncolumn the chart, thevalve-to-piston smallest number in the extake is the clearance for the haust column and the smallest number in the incylinder being checked. Repeat steps 6 through 19

take column is the valve-to-piston clearance for the Buick Power Source 1997 cylinder being checked. Repeat steps 6 through Buick 'power Source 97

for the rest of the cylinders to to be checked. Be very careful not n i t to bend the valve. If If this method is to yield the correct clearance number, number, the adjustment screw must be turned back so the dial indicator reads zero before you advance the crank to the next step. Minimum valve clearance for a high-performance I1 Buick V6 with a roller lifter valvetrain is Stage II O.055-inch 0.055-inch for the intake valve and O.075-inch 0.075-inch for the exhaust valve when an aluminum rod is used. With a steel rod, rod, both dimensions may be reduced by O.025-inch. 0.025-inch. Valve-to-piston clearance on Stage I engines m~y may be as tight as O.040-inch 0.040-inch on the intake valves and O.050-inch 0.050-inch on the exhaust when steel rods are used.used.-

Piston-toI Declining Pistonto-Valve Valve Clearance u

Keep in mind that milling cylinder heads for for even a cleanup on the surface reduces piston-topiston-tovalve clearance.

Glass Glass Beading When assembling an engine for heavy-duty use, use, some engine builders mask the ring lands and grooves grooves and glass bead the top of the piston and the skirt, skirt, believing that this strengthens the piston and aids in oil impregnation. If you do this, thorthoroughly clean the pistons with denatured alcohol alcohol ~ and soap 'V soar, and water.

d

NOTES

98 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only_ heavy-duty parts manufactured for only.

NOTES

Buick Power Source 99

n production, the Buick V6 valvetrain is a conventional (by contemporary standards) nin-block production, the Buick V6 valvetrain is a camshaft, hydraulic-lifter, pushconventional (by arm, contemporary standards) rocker valve-in-head sysrod, shaft-mounted in-blockoiling camshaft, tem. Component in thehydraulic-lifter, cylinder head ispushrod, shaft-mounted rocker arm, through oil supplied via a hollowvalve-in-head pushrod. Thesystem. Component oiling in the cylinder head isdecomplete assembly is low cost and incredibly through viaapplications. a hollow pushrod. The pendableoil in supplied production The heavycomplete assembly low cost incredibly de-it duty versions of theisBuick V6 and valvetrain make pendable in production applications. The heavythe most reliable of all pushrod, high-horsepower, duty versions of the Buick V6 valvetrain make it high-rpm valvetrains. the most reliable of all pushrod, high-horsepower, high-rpm valvetrains. Camshaft

degree lobe separation. Maximum lift at the lobe is 0.450-inch, which translates to 0.750-inch at the degreeThe lobebillet separation. Maximum a t the to lobe valve. requires final lobelift grinding theis 0.450-inch, whichspecifications. translates to Any 0.750-inch a t the engine builder's camshaft used valve. The billet requires lobe grinding to the in conjunction with Stage final I cylinder heads cannot engine builder's specifications. Any camshaft be used with Stage II cylinder heads, and viceused verin conjunction with Stage cylinder heads sa. The cam grinder must Iunderstand that cannot while be used with Stage cylinder heads, and vice verthe firing order doesI1not change, the placement of sa. The cam must while the valves is grinder different, thusunderstand dictating athat completely the firingcamshaft. order does not change, the placement of different the valves is different, thus dictating a completely different camshaft.

I

I

Flat tappet, mushroom, and roller lifter cams Camshaft have all been used with success in heavy-duty Flat engines, tappet, mushroom, andsometimes roller lifteroccurs cams but a problem Buick have all been used with success in heavy-duty with reground cams and higher lift cams in the Buick V6. engines, problem sometimes Buick Whenbut thea heel of the cam lobeoccurs is ground with reground cams and higher lift the below the surface of the cam casting,cams the in ramp Buick V6. When the heel of the cam lobe is ground leading into the lobe expands to the full width of below the surface the cam casting, the ramp the grinding wheelofused. An adjacent lifter can hit leading intoedge the lobe expands to wide the full width the leading of one of these ramps andof the grinding wheel used. An adjacent lifter can hit cause lifter and cam failure and poor engine perforthe leading edge of one of these wide ramps and mance. The areas between adjacent lobes should be cause cam and poorofengine perforcut at lifter least and as low as failure the base circle the cammance. areas between adjacent lobes should shaft to The eliminate this problem. Mushroom tappetbe cut leastaasworse low as the base circle the of the camcamsa thave problem because lifter actushaft to eliminate this problem. Mushroom ally hits adjacent lobes; the only solution is tappet to recams the havewidth a worse problem because theclearance lifter actuof each lobe to provide for duce ally hits adjacent lobes; only solution to inreadjacent lifters. For mostthe engine builders, isthe duce thechances width ofofeach lobe to lobes provide for creased losing cam andclearance the added adjacent lifters. For most engine builders, the inexpense of installation makes the mushroom camcreased losing lobes and the added shaft anchances unwise of choice forcam most off-highway appliexpense of installation makes the mushroom cations. When mushroom lifters are used, thecamunshaft a nofunwise choice mostbeoff-highway applithe lifter boreformust machined to prederside cations. are used, unvent partWhen of themushroom lifter fromlifters contacting the the block. derside of the lifter bore must be machined to preof the versatile valvetrain hardware beAs part vent part of the from contacting the block. ing developed forlifter the Stage II engine, Buick has a As billet part ofcam theofversatile valvetrain (25500056). hardware besteel 8620 construction ing developed for the Stage I1 engine, has a The heat-treated billet accommodates Buick 100-114steel billet cam of 8620 construction (25500056). The heat-treated billet accommodates 100-114-

1-, --'- - -_ _ _ _ _ _ _ _ _

•

---

-~". J.I

"

"

Mistakes do happen. In this case, a cam grinder failed to understand that if maximum lobe lift exceeds the ID of the cam bearing, the camIncannot be fitted into the Stage Mistakes do happen. this case, a cam grinder failedII to block it was that intended for. understand i f maximum lobe lift exceeds the ID o f the cam bearing, the cam cannot be fitted into the Stage ZI block it was intended for. When Buick V6 engines were of odd-fire design,

the distributor drive gear on the nose of the cam When Buick V6 of odd-fire design, was removable. In engines 1977, thewere engine was converted the distributor drive gear on the nose of the to even-fire and the accompanying camshaft cam was was removable. 1977, the engine with anInintegral drive gear.was To converted give endesigned to even-fire theflexibility accompanying camshaft gine buildersand more in overall valvewas train designed with a n integral drive gear. To give encontrol and in the design oCcam lobes, camshaft gine builders more flexibility in Ioverall valvetrain blanks were produced for Stage and Stage II evencontrol and inThese the design camdesigned lobes, camshaft blanksofwere to be used fire engines. blanks were produced for Stage I and Stage I1 evenwith a removable distributor drive gear, supplied fire engines. These blanks were designed to be used with the gear drive; This type of cam blank must with a removable distributor drive gear, supplied be used with a gear-driven valvetrain. with gear drive. This in type cam blankBuick must Thethe camshaft endplay theofproduction be with a gear-driven and a plastic button V6 used is controlled by a springvalvetrain. Theturns camshaft endplay in theand production Buick that with the camshaft pushes against V6 is controlled by a spring and a plastic button the timing chain cover. This design is inadequate that turns with engines the camshaft andthe pushes against for off-highway because ignition timing the timing cover. Thisand design inadequate varies with chain cam movement the is movement agfor off-highway engines interference. because the ignition gravates the lobe/lifter There istiming limitvaries with cam movement agbetween the end ofand the the cammovement and the timed room gravates lobe/lifter interference. is limiting chainthe cover, and machine work isThere required to ed room the end of the into cam the and end the of timrecess thebetween roller-bearing-limiter the ing cover, and machine work is without requiredan to cam.chain The simple solution for the cam recess thedistributor roller-bearing-limiter into the of in the integral drive is to replace theend bolt cam. Theofsimple solutionwith for the cam without an the end the camshaft a hardened hexagon integral distributor is the to replace the is bolt in cap screw. The headdrive end of cap screw roundthe end of the camshaft with a hardened hexagon ed slightly and polished to provide a small contact cap The head end lis-inch of the cap roundareascrew. against a hardened steelscrew plateisattached When allowed by association rules, a gear·driven roller ed slightly andchain polished to Endplay provide acan small contact to the timing cover. then be adlifter cam yields the most rpm and horsepower. Properly area a hardened %-inch steelrounded plate attached justedagainst by grinding material off the end of installed, this hardware is very reliable. When allowed by association rules, a gear-driven roller to the timing chain cover. Endplay can then be adlifter cam yields the most rpm and horsepower. Properly Buick heavy-duty parts are designed and manufactured (or off-highway use only. 100 Buickthis Power Source is very reliable. justed by grinding material off the rounded end of installed, hardware 100 Buick Power Source

Buick heauy-duty parts are designed and manufactured for off-highway use only.

Some engine builders go to a great deal of work to get the right combination and fit of hardware, as shown. The OD of the engine conicalbuilders face of the cam is cutdeal down be compatible Some go to a great oftowork to get the with the gear·driven holding plate (1). The nose of The the cam right combination and fit of hardware, as shown. OD is shortened which in cam turn ismeans the key way in the of the conical(2), face of the cut down to be compatible shaft hasgear-driven been shortened (3). A recess in the ( 1 ) .has Thebeen nosecut of the cam with the holdingplate distributor (4), which allows the gear to go farther (2), which in turn means the key way in the is shortenedgear back on cam for a more fithas of the cam shaft hasthe been shortened (3).precise A recess been cutbumper in the than the stock of spring and plastic button distributor geararrangement (4), which allows the gear to go farther allows back on(5).the cam for a more precise fit of the cam bumper than the stock arrangement of spring and plastic button allows (5).

the retaining cap screw a few thousandths at a time. Keep checking the fit by tightening the timthe retaining capinscrew fewchecking thousandths at a ing chain cover place aand endplay. time. checking the fitremoved, by tightening timWith Keep the intake manifold this is the easily ing chain cover in place and checking endplay. done. Endplay of O.004-0.008-inch is adequate. With the intake manifold removed, this is easily A camshaft with the integral distributor drive is done. of 0.004-0.008-inch adequate. easier Endplay to limit because it does not is require that the A camshaft withthe thedistributor integral distributor drive is center bolt retain gear and fuel easier to limit because it does not require that pump eccentric. These cams have a large recessthe in center bolt retain theused distributor gear fuel the nose that can be to retain an and aluminum pump eccentric. haverod a large recess in plug with a shortThese piece cams of Teflon in the center. the nose that can be used to be retain an aluminum The aluminum piece should designed to support plugTeflon with arod short piece ofO.050-inch Teflon rodofin the center. the to within the timing The aluminum piece should be designed to support gear cover. The area inside the cover where the the Teflon rodcontact to within 0.050-inch of thesmooth. timing Teflon makes should be polished gear TheV6 area inside the cover where thethe With cover. all Buick cams, endplay should be in Teflon makes contact should be polished smooth. range of O.004-0.008-inch.

With all Buick V6 cams, endplay should be in the range of 0.004-0.008-inch.

1echTips

Cam Centering Tech Tips Production Buicks have one bank of lobes ground Cam Centering tapering one way and the other bank ground in the Production Buicks have one bank of opposite direction in order to center thelobes camground in the tapering one way and the other bank ground in the block. Aftermarket cam grinders do not always opposite direction in order to center. the cam in the have this feature, so in heavy-duty service the nose block. camangrinders do not always cam could exert undue amount of presof the Aftermarket have on thisthe feature, so in heavy-duty service the nose sure front cover.

of the cam could exert an undue amount of presCamon Centerline sure the front cover.

The needle bearing thrust button assembly is available from a variety of aftermarket sources. Attach a small steel plate to the bearing back side of the front assembly cover where the cam but· The needle thrust button is available ton will bear. of aftermarket sources. Attach a small steel from a variety plate to the back side of the front cover where the cam button will bear.

There are two ways of checking the camshaft for Cam Centerline correct installation. A common method is to check areopening two ways of checking the camshaft theThere intake against TDC; however, this isfor correct installation. A common method is tocam check an inaccurate installation method. Use the the intake to opening against TDC; howefrer, this is centerline best determine the correct installation an inaccurate installation method. the cam position. The cam centerline is the Use position of the centerline to best determine the correct installation maximum lift on the intake lobe of the cam in relaposition. The cam TDC. centerline is the position of the tion to the piston This relationship is meamaximum lift on the intake lobe of the cam in relasured in degrees. tion to the piston TDC. This relationship meaWhen checking cam centerlines, alwaysisrotate sured in degrees. the engine clockwise from the front, which is the Whendirection checkingof cam centerlines, .rotatethe normal engine rotation.always By rotating the engine clockwise from front, which the engine in this manner, thethe clearance in theiscam normal direction of engine rotation. By rotating drive system (chain, sprocket, keys, etc.) is takenthe up engine in isthis manner, the clearance themeacam just as it when the engine is tiring, in and drive system (chain, sprocket, keys,the etc.) is taken up sured cam centerline will be what engine expejust as itwhen is when engine is tiring, and meariences it is the firing. sured camthe centerline will whatinsert the engine expe1. With camshaft in be place, an intake riences when it is firing. solid valve lifter for the No.1 cylinder. 1. Place With the camshaft in on place, an intake a dial indicator the insert lifter parallel to 2. solid valvecenterline. lifter for the No. 1 cylinder. the lifter 2. indicator parallelindito 3. Place Installaadial degree wheel on so the thatlifter its pointer the lifter centerline. cates TDC when the No.1 piston is at TDC. 3. Rotate Install athedegree wheel so thatfrom its pointer indi4. engine (clockwise the front) cates the TDCdial when the No.is 1atpiston is a t TDC. until indicator maximum cam lift. ZeRotate the engine from the front) indicator at this (clockwise point. ro 4.the

until the dial indicator is a t maximum cam lift. Zero the indicator a t this point. Buick Power Source 101 Buick Power Source 101

5. Turn the engine over (clockwise) until the indicator reads 0.025-inch before reaching maximum 5. Stop. Turn Read the engine over (clockwise) indilift. the degree wheel, and until write the down before reaching maximum cator reads 0.025-inch the number of degrees. Continue rotating the enlift. Stop. degree wheel, and past writemaxidown gine in theRead samethe direction (clockwise) the number of degrees. Continue rotating the en- is mum lift (zero indicator reading) until 0.025-inch gine in the same direction (clockwise) past maxiread again on the indicator. Stop. Read the degree mum lift (zeroit indicator reading) 0.025-inch wheel. Write down. Add the twountil degree wheel is read againand on divide the indicator. Stop. Readisthe readings, by 2. The answer thedegree cam wheel. Write it down. Add the twowas degree centerline. (The 0.025-inch figure usedwheel for illusreadings, andAny divide by 2. The answer is the cam is tration only. measurement above 0.020-inch centerline. (The 0.025-inch figure was used for illusacceptable.) tration only.Use Anythe measurement above is Example: numbers from the 0.020-inch cam specifiacceptable.) cation chart that comes with your camshaft. AsExample: Use the numbers camcenterspecifisume the cam being installed from showsthe a cam cation chart that comes with your camshaft. Asline of 108 degrees. The cam and timing chain or sumedrive the cam installed showsis ainstalled cam centergear are being installed. The lifter on line of 108intake degrees. The cam and timing chain or to the No.1 lobe. The degree wheel is bolted gear drive are installed. The lifter is installed on the crank and set to read TDC correctly with a the No. 1 intake The degree wheel is bolted pointer. The dial lobe. indicator is zeroed at the maxi- to the and to read TDC correctly with a mumcrank lift of theset cam. pointer. Thethe dialengine indicator is zeroed t t h e maxi6. Rotate clockwise andaapproach the mum lift of the cam. indicator reading of 0.020-inch carefully since you 6. Rotate the engine clockwise approach the must not reverse the direction of and rotation . At 0.020indicator readingwheel of 0.020-inch since you inch the degree reads 90 carefully degrees. Record the must notand reverse the direction rotation. 0.020reading, continue to rotate ofthe engine At clockinch through the degree wheel 90 degrees. Record the zero untilreads the indicator reads 0.020wise reading, and continue to rotate the engine clockinch. The degree wheel now reads 134 degrees. Add wise through the indicator degrees andzero 134until degrees, and dividereads by 2.0.020An90 inch. The degree wheel now reads 134 degrees. Add swer: 112 degrees. Thus, we must advance the cam 90 degrees and 134 degrees, and divide by 2. An4 degrees in order to have the centerline at 108 deswer: 112 degrees. we bushings, must advance the cam eccentric and other degrees. Offset keys, Thus, 4 degrees in order to centerline 108 deare available forhave this the purpose. Inserta tthe propvices grees. Offset keys,the eccentric bushings, deer device so that centerline of the and cam other is moved vices are available for this purpose. Insert the propforward (advanced) in the direction of its rotation. er device soabove that the centerline the cam cam is moved Repeat the steps with theofadvanced posiforward in the direction of its at rotation. reading should now be 86 degrees 0.020tion . The(advanced) Repeat the above stepslift with inch before maximum on the the advanced indicator cam and posi130 tion. The reading should now be 86 degrees a t indicadegrees at 0.020-inch after maximum on the0.020inchAdd before lift on216 thedegrees. indicatorDivide and 130 this tor. 86 maximum to 130. Answer: degrees a t 0.020-inch after maximum theinindicaby 2. Answer: 108 degrees. The cam ison now tor. Addcorrectly. 86 to 130. 216 degrees. Divide this stalled If Answer: 0.040-inch was selected instead by 2. Answer: 108 degrees. The cam is now inof 0.020-inch for the indicator reading, the last step stalled correctly. 0.040-inch selected above would be asIffollows. Thewas wheel wouldinstead read of the indicator thelift lastand step 70 0.020-inch degrees at for 0.040-inch beforereading, maximum above would be as follows. The wheel would read 146 degrees at 0.040-inch after maximum lift. Add70 degrees t 0.040-inch before lift andby ing the twoanumbers yields 216,maximum and this divided 146 degrees a t 0.040-inch after maximum lift. Add2 gives 108 degrees. ingChanging the two numbers yields 216,1and this will divided the cam centerline degree prob-by 2 gives ably not108 be degrees. reflected in engine performance. Changing the cam centerline 1 degree will probably not be reflected in engine performance.

Lifters Any aftermarket Lifters

When roller lifters are used in a production or Stage I block, special shielded foot lifters must be used so as not to uncover oil gallery. This does or not existI When rollerthe lifters are used in aproblem production Stage when Stage II block isfoot used. block, aspecial shielded lifters must be used so as not to uncover the oil gallery. This problem does not exist when a Stage I1 block is used.

When using a Stage II cylinder head, many engine I bushings to builders use roller lifters with offset pushrod correct pushrod angularity. Thishead, hardware available When using a Stage I1 cylinder many is engine from several aftermarket builders use roller lifters sources. with offset pushrod bushings to correct pushrod angularity. This hardware is available from several aftermarket sources.

1echTip Lifter TechPreparation T&

ManyPreparation engine builders preparing engines for Lifter heavy-duty use prepare lifters in the following Many engine builders preparing engines for400manner. Wet-sand the base of the lifter with heavy-duty use prepare lifters Clean in the the following grit paper, then with 600-grit. lifters manner. Wet-sand thespray base of lifter with thoroughly, and then thethe base with Dow400Corgrit paper, then with 600-grit. Clean the lifters ning 351R moly lube. Also spray the cam with the thoroughly, andallow then lifters spray the moly lube, and and base cam with to sitDow over-Corning 351R moly lube. Also spray the cam with night before installing. When they are installed,the molythe lube, andofallow lifters andcam camgrinder's to sit overcoat lobes the cam with breaknight before installing. When they are installed, in lube. coat the lobes of the cam with cam grinder's breakin lube. Springs and Retainers Valve Buick Springs produces a and tripleRetainers valve spring for Stage II Valve cylinder heads. Because there are three coils inBuick produces a triple spring forspring, Stage the I1 stead of the normal two invalve a heavy-duty cylinder heads. Because there are three coils inBuick spring (25500035) is not highly stressed constead of the a heavy-duty spring, the sidering the normal pressuretwo it isincapable of yielding. The Buick spring (25500035) is not stressed conspecifications on the spring arehighly as follows: sidering the pressure it is capable of yielding. The Inner: 35on Ibs.the @ 1.80 ± 2 ibs. specifications spring are as follows:

roller lifter used in a smallblock Chevrolet V8 is applicable to Stage II block Any aftermarket useda special in a smallStage I roller blockslifter require lifter application. block aChevrolet V8 isthat applicable Stage I1 block with shielded foot preventstooil hemorrhaging application. StagetoI the blocks requiretunnel a special lifter from the gallery camshaft at maxiwith a shielded foot that prevents oil hemorrhaging mum lift. These are available from many aftermarfromsources. the gallery to the camshaft tunnel a t maxiket mum These are available manyGM aftermarIf a lift. mushroom-type lifter is from required, lifter ket sources. 366253 may be used. This mechanical design feaIf a amushroom-type tures 0.960-inch foot.lifter is required, GM lifter 366253 may be used. This mechanical design feaBuick 102 Buick Power Source tures a 0.960-inch foot. 102 B u i c k Power Source

108 Ibs. @ 1.15 ± 6 Ibs. Inner: 3557lbs. lbs.Ibs. 1.90f±2 2.5 Middle: Ibs.@@1.80 108 Ibs.Ibs. 1.25&± 68.0 170lbs. Ibs.@@1.15 Middle:6557Ibs. lbs.@@2.00 1.90±h3.0 2.5Ibs. lbs. Outer: 170Ibs. Ibs.@@1.35 1.25± 9.5 8.0Ibs. lbs. 193 Outer: 65 lbs. @ 2.00 k 3.0 lbs. heavy·duty parts are designed and manufactured for off-highway use only. 193 lbs. @ 1.35 & 9.5 lbs.

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Buick heauy-duty parts are designed and manufactured for off-highway use only.

Assembly: 157 lbs. @ 2.00 ± 8 Ibs. 471 lbs. @ 1.35 ± 24 Ibs. Assembly: 157 lbs. @ 2.00 t 8 lbs. When this spring is used on k an24aluminum head, @ 1.35 lbs. 471 lbs.

The Stage II valve spring consists of three chrome silicon wires that yield a total spring rate of 500 lbs.lin. Valve closed spring height is 2.00consists inches of with 157chrome poundssilicon on the The Stage II valve spring three seat. open aspring height of 1.35 yieldsValve 471 . wires Valve that yield total spring rate of inches 500 lbs./in. pounds on theheight seat. The Buick partwith number is 25500035. closed spring is 2.00 inches 157pounds on the seat. Valve open spring height of 1.35 inches yields 471 pounds on the seat. The Buick part number is 25500035.

Buick offers a titanium valve spring retainer (25500054) whose outside diameter is 1.725 inches. This retainer is designed to be the Stage II retainer three-wire spring. Buick offers a tused i t a n iwith u m valve spring (25500054) whose outside diameter is 1.725 inches. This retainer is designed to be used with the Stage 11 three-wire spring.

These Howard Stewart retainer locks must be used with the Buick titanium valve spring retainers because of the 7-degree angle. Stewart The lockretainer on the far leftmust is thebestandardThese Howard locks used with height item. yieldsbecause 0.050-inch more the Buick t i tThe a n i ukeeper m valveins the ~ r icenter n aretainers o f the compression, 7-degree angle.while The the lockone o n on t h ethe f a r far leftright is theproduces standard0.100-inch more height item. Thecompression. keeper i n the center yields 0.050-inch more compression, while the one o n the far right produces 0.100-inch more compression.

it should be separated from the aluminum by a When spring is used on an aluminum steel cupthis or shim with a minimum thickness head, of it should be separated from the aluminum by a 0.060-inch steel cup or shim with a minimum thickness of of aftermarket cam grinders offer a variety Most 0.060-inch 1.750-inch OD springs yielding upwards of 500 Most aftermarket cam the grinders offer variety pounds of pressur~ over nose of the alobe. The of 1.750-inch OD springs yielding upwards of 500 important parameters of spring selection are to poundscoil of blind pressur-. over the nose ofenough the lobe. The while maintaining pressure avoid important of spring to to keep theparameters lifter in contact withselection the lobe.are Any avoid coil blind maintaining enough pressure heavy-duty Stagewhile II engine should be capable of to keep the contactvalve with float. the lobe. Any turning 8500lifter rpm in without heavy-duty I1 engine should be capable The BuickStage titanium retainer (25500054) wasofdeturningto8500 rpm with without signed be used the valve triple float. coil Stage II valve The Buick titaniumisretainer (25500054) despring. This retainer machined to acceptwas 10 keepsigned to be used with the triple coil Stage I1 valve . ers. Most aftermarket camshaft grinders market spring. retainer is machined to accept 10 keepsuitableThis retainers. ers. Most aftermarket camshaft grinders market Rev Kits suitable retainers. Roller lifters allow an engine to wind tight as a Rev Kits result of less friction on the cam lobes. But this in Roller liftersmore allowpressure an engine to wind turn ' requires to keep the tight rollerasina result of less friction on the cam lobes. But this in contact with.the cam. To reduce stress on the upturn requires more pressure to keep the roller in per valvetrain while simultaneously providing the contact with-the cam. To reduce up-are additional pressure needed at thestress lifter,onrevthe kits per while cups, simultaneously providing used.valvetrain These springs, and retainer bars fit the unadditional pressure needed a t lifter the lifter, kits der the cylinder heads in the valleyrev and putare used. These springs, cups,tops andofretainer barsIndividufit unpressure directly on the the lifters. derspring the cylinder heads in the lifter valley and put al pressure is approximately 50 pounds at pressure directly on theand tops80ofpounds the lifters. Individu0.500-inch compression at 0.750-inch al spring pressure approximately 50 pounds at various aftermarket supplicompression. Buickisand 0.500-inch compression and 80 pounds a t 0.750-inch ers offer high-rev kits. compression. Buick and various aftermarket suppliRocker Assemblies ers offer high-rev kits. High-performance rocker arm assemblies are Rocker Assemblies available for Stage I and Stage II heads; however, High-performance rocker a rbetween m assemblies are they are not interchangeable the two available for Stage and Stage I1 heads; however, Buick has a Irocker arm assembly that inheads. they are interchangeable t h e two chides 12not 2024 T-6 aluminum between rocker arms fitted heads. Buick has a rocker arm assembly thatbear inwith Torrington needle roller bearings that cludes 12 2024 T-6 aluminum rocker arms fitted with Torrington needle roller bearings that bear

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Rev kit hardware puts additional spring load on the lifter without putting additional spring load on the rocker shafts pushrods. were cast on load the Stage II lifter Rev k i tand hardware putsBosses additional spring on the cylinder head to additional accommodate aftermarket revrocker kits. without putting spring load on the shafts and pushrods. Bosses were cast on the Stage ZI Buick Power Source 103 cylinder head to accommodate aftermarket rev kits. Buick Power Source

103

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This rocker arm assembly from Buick fits Stage II aluminum and iron heads. The assembly includes 12 This rocker r m assembly from Buick fits Stage hardware. I1 rocker arms,atwo shafts, spacers and hold·down The number is 25500044. a l u mBuick i n u m part and iron heads. The assembly includes I2 rocker arms, two shafts, spacers and hold-down hardware. The Buick part number is 25500044.

The rocker arm ratio of the Buick piece is 1.7:1. The material is 2024 T·6. Torrington needle bearings ride on 8620 hardened The rocker a r mshafts. ratio of the Buick piece is 1.7:l. The material is 2024 T-6. Torrington needle bearings ride o n 8620 hardened shafts.

against 8620 hardened steel shafts. The rocker ratio is 1.7:1. The assembly is complete with spacers against 8620 hardened steel shafts. rocker ra-to and all hold-down hardware, which The allows fitting tio is 1.7:l. complete with assemspacers Stage II ironThe or assembly aluminumisheads. Similar and all hold-down allows fitting blies with differenthardware, ratios arewhich available from sever-to Stage I1 iron or aluminum heads. Similar assemal aftermarket sources. " . :.t. blies with different ratios are available from severValves al aftermarket sources. .\;%. Intake and exhaust valves for Stage I and II Valves heads are vastly different in design and size and Intake andinterchange. exhaust valves for Stagevalves I and are I1 not thus do not Heavy-duty heads are for vastly differentorinStage design i n d size available production I heads, butand suitthus do notcan interchange. Heavy-duty valves able items be fashioned by cutting downare re- not available for production or engines. Stage I heads, butvalves suitplacement valves for other Custom able also items be fashioned by cuttingsuppliers. down recan be can ordered from aftermarket placement valves for other Custom valves Buick_ offers a number of engines. heavy-duty valves for can also be ordered from aftermarket suppliers. Stage II cylinder heads. Intake valves are available a number heavy-duty valvesvalves for in Buick-offers both stainless steel andoftitanium; exhaust Stage I1 cylinder heads. Intake valves for areturboavailable are available in titanium and inconel in both stainless steelThe and stainless titanium;valves exhaust valves charged applications. measure are available in titanium and inconel for turbo2.02 inches for intake and 1.60 inches for the exchargedThe applications. The stainless valves measure haust. inconel exhaust is also 1.60 inches. The 2.02 inches for intake and than 1.60 inches for the meaextitanium items are larger the stainless, haust. The is also diameter 1.60 inches. suring 2.050inconel inches exhaust for the intake andThe titanium items are larger than the stainless, mea1.650 inches for the exhaust. The head degrees of suring 2.050 inches for the intake diameter and all valves offered by Buick for heavy-duty applica1.650 are inches for the for exhaust. The head tions optimized maximum flow. degrees of all valves offered by Buick for heavy-duty applications are optimized for maximum flow.

Valve Modifications Both lowand high-lift flow on intake and exValve Modifications

Left to right is a 2.050-inch·diameter titanium intake valve from Buick (25500039); a 1.60-inch production exhaust valve;toand anisinconel exhaust valve with Left right a 2.050-inch-diameter t i t a nai udiameter m intake of valve 1.60 inches. part anumber is production 25500025. The inconel from Buick Buick (25500039); 1.60-inch exhaust exhaust valve is designed specifically for a turbocharged valve; and a n inconel exhaust valve with diameter of applications. 1.60 inches. Buick part number is 25500025. The inconel exhaust valve is designed specifically for turbocharged applications.

Some engine builders modify existing valves for cylinder head·flow work. These general shapes yield maximum flow for exhaust and intake Some engine(left) builders modify(right). existing valves for cylinder head-flow work. These general shapes yield m a x i m u m flow (left)and flow, intakeprovides (right). gains in top-end for exhausthigh-lift improves

haust ports can be improved by carefully altering lowintake andcut ex-the theBoth shape of and the high-lift valve. Onflow the on intake side, haust ports cantobeabout improved by carefully altering backside angle 30 degrees. This angle cut the shape of the valve. On the intake side, cut the 104 Buick Power Source backside angle to about 30 degrees. This angle cut

power, and improves low-lift flow. improves gains in0.020-inch top-end Sink thehigh-lift exhaustflow, seat provides approximately power, and the improves flow. intakelow-lift in order to improve exhaustlower than Sink the exhaust seat approximately 0.020-inch Buick heauy-duty parts are designed and manufactured for off-highway use only. lower than the intake in order to improve exhaust-

104 Buick Power Source

B u ~:k c heauy-duty p a r k are designed and rnanufaclured for off-highway use only.

side airflow. The seat on the exhaust valve should be without definition. A tUlip backside exhaust side The seatlow-lift on theflow. exhaust valve should valveairflow. promotes good Gently radius the be without A tulip edge of the definition. exhaust valve thatbackside sees the exhaust inside of valve promotes good low-lift Gently the combustion chamber. Forflow. purposes of radius increas-the edge of the exhaust valve that sees the inside of ing flow volume, a 2.05-inch intake valve is preferthe chamber. ablecombustion to a 2.02-inch valve. For purposes of increasing flow volume, a 2.05-inch intake valve is preferable to aGrinding 2.02-inch valve. Valve

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The issue of valve seat width should be qualified Valve Grinding for short track and drag race engines. Nothing may issue of valve seat width should be but qualified beThe wrong with narrow valve seats per se, refor short track and drag race engines. Nothing may member that if the angles leading to the seat and be wrong with narrow valve seats per se, but retrailing from the seat are dramatically different member thewill angles to as thea seat and from the that seat,ifair "see"leading the seat sharp trailing from thebad seatfor aremaximum dramatically edge-and that's flow.different The rule of from the airseat willwidth ttsee"is: thethe seat as a the sharp thumb forseat, valve longer race, edge-and that's bad for maximum flow. The rule of the wider the seat. A cylinder head being prepared thumb valve seatendurance width is: the race, for the for street or an racelonger shouldthe have a cylinder head prepared the seat. A seatwider widththe of about O.090-inch on thebeing intake and as for theasstreet or an on endurance race should a much O.125-inch the exhaust. A drag have race or seat width of about 0.090-inch on the intake and short course effort could get away with as little asas much as 0.125-inch on the exhaust. A drag race or O.060-inch on the intake seat and O.070-0.080-inch short course effort could get away with as little as on the exhaust. 0.060-inch on the intake seat and 0.070-0.080-inch If problems occur along the lines of the valve on thebeing exhaust. seats pounded out prematurely, the problem If problems alongIfthe valve so it may be in the occur camshaft. thelines cam of is the designed seats being pounded out prematurely, the drops the valve on the seat quite hard, no problem amount may be in thecure cam the is designed of work on the the camshaft. valve seatIfwill problem.so it drops the valve on the seat quite hard, no amount of workDrives on the valve seat will cure the problem. Gear Historically, Gear Drivesgear-driven

more horsepower to be produced than those moved by chains. This is due to more precise and predictmore horse~ower be ~roduced those moved able valve events. to Infinitely morethan important for by chains. is due t i more precise predictmany formsThis of competition, gear drive and assemblies ablefar valve events. Infinitely more important for are more durable than chain-and-sprocket asmany forms of competition, gear assemblies assemblies are semblies. Aftermarket gear drive drive are far more durable than as-inavailable for the Buick V6; chain-and-sprocket detailed installation semblies. Aftermarket assemblies are structions are includedgear withdrive the hardware. available for the Buick V6; detailed installation instructions are included with the hardware.

Tech Tips Clearance Checking Tech Tips

When mocking up the complete engine for clearClearance Checking ance checking of all components, you must check Whenitems mocking up valvetrain. the complete engine forthe clearcertain in the The ball in ance of checking of all must components, you must checkas ends the pushrod be of the same radius certain items in the valvetrain. The ballBoth in the the socket in the lifter and the rocker. ends of ends of the pushrod must be of the same all push rods should be checked against allradius liftersas the in theinlifter and the rocker. Check Both ends and socket all rockers an engine assembly. for of all should be checked against all lifters bind on all springs and for retainer clearance coilpushrods and all in an assembly. Check foron with therockers underside of engine all rockers (a critical area coil bind on all springs and for retainer clearance all aftermarket rockers). Also check for clearance with the the underside of all (a critical area on between push rods androckers the pushrod openings in all aftermarket rockers). Also check for clearance the cylinder heads. between the pushrods and the pushrod openings in the cylinder heads.

valvetrains have allowed

Historically, gear-driven valvetrains have allowed

During the installation of a gear-drive assembly even the components must be checked for clearance. In this case, a small amount of material had to be ground off the top of the mounting bolts in order to clear the cam gear.

For heavy·duty use, an aftermarket gear drive is the preferred method of driving the cam. A production front coverheavy-duty must be modified to clear thisgear hardware. h'or use, an uttermarket drive isCheck the for adequate clearance and engine is fired. A production front preferred method o fbefore driving theafter cam.the cover must be modified to clear this hardware. Check for adequate clearance before and afier the engine is fired.

Constant checking of clearances and assembly is necessary on any highly stressed heavy-duty engine, and the Buick is no exception. Inspecting roller contact to valve LS tipnecessary is just constant chectzzng of clearances and assembly oneany example. on highly stressed heavy-duty engine, and the Buick is no exception. Inspecting roller contact to value tip is just Buick Power Source 105 one example.

Buick Power Source 105

Depending on a number of factors, interference can exist between pushrods and their holes in Stage 11 heads.

The wrong combination of rev kit, pushrods, and other pieces of valvetrain hardware can create problems in the . area of the combination rev kit bar. of rev kit, pushrods, and other The wrong pieces of valvetrain hardware can create problems in the ' area of the rev kit bar.

NOTES NOTES

Oil Filter Cartridges Molykote and other molydisulfide greases plug an Oil Filter Cartridges oil filter after about 20 minutes running time. InMolykote andfilter othercartridge molydisulfide plug an stall a new oil on an greases engine built oil filter about 20 approximately minutes running time. In- of using thisafter grease after a half hour stall a new oil filter cartridge on an engine built running. You should also change break-in oil at usingtime. this grease after approximately a half hour of this running. You should also change break-in oil a t .this time. Belt-Driven Grinding When usingGrinding a belt-driven grinding machine, turn Belt-Driven the grinder on at least 30 minutes before grinding using belt-driven grinding machine, turn theWhen valves. Thisa allows the belts to warm up and the grinder least 30 is minutes grinding relax. Whenon thea tmachine off, thebefore belts develop the valves. Thisinallows the belts to warm upon and flat spots that turn create chatter marks the relax. When the machine is off, the belts develop valve when it is being ground. flat spots that in turn create chatter marks on the valve when it is being ground. Spring Pressure Buick Pressure V6 engines built for competition require a Spring variety of spring pressures-primarily depending on engines built for The competition theBuick type V6 of lifter being used. followingrequire shoulda variety of spring pressures-primarily depending on be considered a starting point for experimentation the type of lifter being used. The following should with spring pressures. be considered a starting point for experimentation • Roller Lifter-I80 Ibs. pressure on seat; minimum of with spring pressures. 500 Ibs. over the nose. Roller Lifter-180 Ibs. pressure on seat; minimum of • Solid Lifter-I351bs. 500 Ibs. over the nose. pressure on the seat; minimum of 480 Ibs. over the nose. Solid Lifter-135 Ibs. pressure on the seat; minimum • Hydraulic Lifter-110 Ibs. pressure on the seat; miniof 480 lbs. over the nose. mum of 300 lbs. over the nose. Hydraulic Lifter-110 Ibs. pressure on the seat; minimum of 300 lbs. over the nose.

4 d

106 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

106 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

L

NOTES

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--

-

-

Buick Power Source 107

Covers he Buick front cover is designed to perform a number of functions . It holds he Buick front and coverthe is water designed to perthe distributor pump, it form a number of functions. It holds contains the oil pump, it covers the timing chain, theare water pump,two it and it seals the the distributor crankshaft.and There basically contains the for oil pump, it covers the timing chain, designs-one rear-wheel-drive applications and and other it seals crankshaft. There are basically two the forthe front-wheel-drive applications. designs-one for rear-wheel-drive applications and Several front covers have been used on the Buick the since other1975. for front-wheel-drive applications. V6 From 1975 through the end of proSeveral covers configuration have been used Buick duction of front the odd-fire in on thethe summer V6 since 1975. From 1975 through the end of proof 1977, a timing indicator was cast into the front duction of the odd-fire configuration in the summer cover. When the engine was converted to even-fire of 1977, a timing indicator was cast intoa the front configuration, a new cover that utilizes bolt-on cover. When the engine was converted to even-fire plastic timing indicator came into being. The 18configuration, a new cover that utilizes a bolt-on degree difference in the TDC marks of the two indiplastic timing indicator came into being. The 18cators means that if you use an odd-fire cover on degree difference in or theanTDC markscover of the an even-fire engine even-fire ontwo an indioddcators means thathave if you an odd-fire coverindicaon fire engine you'll to use rework the timing ator n even-fire engine oratan even-fire cover covers on an oddto read correctly TDC. Both these fire engine you'll have to rework the timing have a provision for a mechanical fuel pump.indicaThe tor toA-car read (Century) correctly at TDC. Both these covers 1982 features a 3.0L engine with a have a provision for a mechanical pump. which The shorter, more efficient water pumpfuel assembly, 1982 A-car (Century) features a 3.OL engine with is interchangeable with all Buick V6 engines. Thisa shorter, pump assembly, could be more usefulefficient to streetwater rod engines and somewhich is interchangeableengine with all Buick V6 engines. This high-performance applications. The 3.0L wacould be useful to street rod engines and some ter pump is not designed for a mechanical fan; if a high-performance engine applications. Thean3.OL wacooling fan is needed for the application, electriter pump is not designed for a mechanical fan; if a cal unit will be needed as well. You are unlikely to cooling needed theanything application, electriconfuse fan the is 3.0L coverfor with elsean since it cal will be needed as well. You unlikely to has unit no provision for a mehanical fuelare pump; thereconfuse the 3.OL cover with anything else since it fore, an electrical fuel pump must be used. The has provision for a assembly mehanical 3.0Lno cover and pump is fuel 6.76 pump; inches therelong fore, pump mustcompared be used. to The from an theelectrical front facefuel of the block, 8.95

T

T

3.OL cover and pump assembly is 6.76 inches long from the front face of the block, compared to 8.95

inches for a 3.8L cover and pump assembly. With a 2.50-inch fan added to the 3.8L cover, the net savinches a 3.8L cover the and covers pump is assembly. With a ings in for length between 4.69 inches. 2.50-inch fan added to the 3.8L cover, the net savThe impeller is shorter and smaller in diameter ings length between is 4.69 inches. in thein3.0L water pump.the In covers this pump, incoming The flows impeller is shorter smaller in diameter water to the blades, and whereas water flows in the 3.OL water pump. In this pump, incoming through the spokes in the 3.8L pump. The result is water flows awater pumpflows thattois the 268blades, percentwhereas more efficient and rethroughupthe in the pump. The result is quires to spokes 65 percent less3.8L horsepower to operate a pump 268 percent more efficient rethan thethat 3.8Lispump. The 3.0L pump flows and approxiquires up to 65 percent less horsepower to operate mately 13 percent fewer gallons per minute for a than the 3.8Lspeed pump.and Thepulley 3.OL pump given engine ratio. flows approximately percent minute for a If the 13 3.0L waterfewer pumpgallons is to beper used on a 3.8L given engine speed and pulley ratio.front cover beengine, it must be mated to a 3.0L If the water pump to be used on a 3.8L cause the3.OL water pump boltispattern is entirely difengine, it must be mated to a 3.OL front cover are beferent. Other noninterchangeable components cause the watercrank pumpdampeners, bolt pattern is entirely difcrank pulleys, water pump pulferent. Other noninterchangeable are leys, accessory brackets, and some components front cover gascrank pulleys, crank dampeners, water pump pulkets and bolts. A rear-whee I-drive oil pump cannot leys, accessory and some front coverhowgasbe used with a brackets, front-wheel-drive front cover; kets and A rear-wheel-drive oilworks pump with cannot ever, the bolts. front-wheel-drive oil pump a be used with a front-wheel-drive cover; howrear-wheel-drive cover. The 1982 front 3.0L oil pump covever, thebefront-wheel-drive oil pump works er must used with a gasket designed for with that a rear-wheel-drive cover. The 1982 3.OL oil pump cover. The oil filter on the 3.0L oil pump cover cover must used with a gasket forofthat sticks outbeperpendicular to the designed centerline the cover. The oil filter on3.8L the oil 3.OL oil pump cover crankshaft, while the filter extends forward sticks outa perpendicular to the of also the at about 45-degree angle. Thecenterline 3.0L covers crankshaft, while the 3.8L oil filter extends forward have the timing mark indicator cast in the covera t about a 45-degree angle. The 3.OL covers also just like the old odd-fire covers. have the ti'ming mark indicator cast in the coverjust like the old odd-fire covers. Assembly Parts ",

Assembly Parts Water Pump Front Cover Water Pump Oil Pump Cover Assembly Front Crank Cover Pulley Assembly Oil Pump Cover Assembly Water Pump Pulley Crank Pulley Assembly Water Pump Pulley

25500407 25512585 25500407 25509135 25512585 25500498 25509135 25510369 25500498 25510369

Front Cover Seals The crankshaft seal in the front cover of a Buick Front Cover Seals

V6 is a rope seal design held in place by a stamped The retainer. crankshaft seal in the front cover of a Buick metal Crankshaft-to-front-cover sealing V6 is a rope seal design held in place by a stamped can be improved by prying the rope seal and remetal sealing tainer retainer. out of theCrankshaft-to-front-cover cover and replacing it with a neocan be lip-style improved by There prying are the at rope seal and re- of prene seal. least two ways tainer out of theway cover andreplace replacing it with a neodoing this. One is to the rope seal with prene lip-style seal. There a t least two National Seal 472319 or itsare equivalent. Youways can of use doing waysealant is to replace the rope sealseal with epoxy this. or a One silicone to anchor the new National Seal front 472319 or its You in place. The cover is aequivalent. die casting, andcan in use orepoxy silicone sealant anchor seal der to or geta the casting out oftothe mold,the thenew crank in place. die casting, in orhole nestThe mustfront havecover draftisora taper, so no and replaceder to get the casting out of the mold, the crank ment seal fits squarely in the hole, and the success A small steel plate should be attached to the back side of hole must have draftonorthe taper, so noused. replaceof thenest retention depends sealant the cover in front of the camshaft to provide a wear surment seal fits squarely in the hole, and the success The second method of improving the front cover / face for the nose of A small steelthrust plate button should on be the attached tothe thecam. back side of of the retention depends on the sealant used. the cover in front of the camhaft to provide a wear sur108 for Buick Buick heavy-duty parts are des igned and manufactured for use only. The second method of improving theoff-highway front cover/ face thePower thrustSource button on the nose of the cam. 108 Buick Power Source

:k heavy-duty parts are designed and manufactured for off-highway use only.

crank seal involves machining a larger recess of 2.765 inches and pressing in GM pinion seal crank machining a larger recess of 404294.seal Theinvolves larger recess should be larger in diam2.765 inches and pressing in GM pinion seal eter only-not depth. 404294. The larger recess should be larger in diam-

Camonly-not Stop depth. eter

A small steel tab can be epoxied or held in place Cam Stop with screws to provide a hardened surface for the A small steel tab can be epoxied or held in place cam bumper.

with screws to provide a hardened surface for the Gear Drive Clearance cam bumper.

The currently available gear drive assemblies do Gear Drive Clearance not fit under a production front cover. Instructions The currently available gear indicate drive assemblies packaged with the gear drives where thedo

not fit under a production front cover. Instructions packaged with the gear drives indicate where the

The 3.0L front-wheeL-drive front cover interchanges with a rear-wheeL-drive cover although it is completely different. Note the angle offront the oil filter; the angle is The 3.OL front-wheel-drive cover interchanges changed by the adapter cover piecesalthough on eitheritside of the is completely with a rear-wheel-drive filter. different. Note the angle o f the oil filter; the angle is

changed by the adapter pieces on either side of the filter.

I . Many engine builders eliminate the oil pump cast into the front cover on an engine equipped for dry-sump oiling. This isengine done in a mill eliminate followed by heliarc Many builders thea oil pumpIfession. cast into the

front cover on a n engine equipped for dry-sump oiling. This is done in a mill followed by a heliarc session.

It can also be changed downward. The adapter is a piece of stock GM hardware.

It can also be changed downward. The adapter is a piece of stock GM hardware.

The cover on the left has been reworked to accommodate an aftermarket gear-drive assembly, and the area behind the milled flat to accept a thrust Thewater cover pump on thehas left been has been reworked to accommodate plate. The covergear-drive on the right has beenand marked for the cuta n aftermarket assembly, the area behind tingwater that must done. the pumpbehas been milled flat to accept a thrust

plate. The cover on the right has been marked for the cutBuick Power Source 109 ting that must be done. Buick Power Source 109

McLaren Engines offers this front cover for Indy car use. The casting accommodates the Buick Computer Controlled Ignition and Cos worth and water pumps. McLaren Engines offersoil this front cover for Indy car use. The casting accommodates the Buick Computer Controlled Ignition and Cosworth wateraway pumps.for adequate cover must be milledoilorand ground

clearance. cover must be milled or ground away for adequate Aftermarket Front Covers clearance. At the time of Front publication of this volume, only Aftermarket Covers one aftermarket front cover is available for the At the publication of this volume, only Buick V6.time It is ofproduced by McLaren for Indy car one aftermarket front cover is available for the Buick V6. It is produced by McLaren for Indy car

use. This hardware is extremely short and and is designed solely with heavy-duty use use. This hardware is extremely short and and is designed solely with heavy-duty use

7echTip TIG Welding Tech Tip

compact in mind. compact in mind.

AnyWelding welding done on a die-cast front cover TIG should be with a TIG welder using a 50-50 mix of Any welding done on a die-cast front cover helium and argon gas. should be with a TIG welder using a 50-50 mix of helium and argon gas.

~

"V

d

NOTES NOTES

110 Buick Power Source

Buick heauy·duty parts are designed and manufactured for off-highway use only.

110 Buick Power Source

Buick heavy-dutyparts are k i g n e d and manufactured for offhighway use only.

NOTES -

Buzck Power Source Buick

111

gine Lubrication.·_ ssentially, there are two approaches to improving the production Buick V6 oilssentially, are two approaches to ing systemthere for heavy-duty use. The first improving the production Buick V6 oilapproach is to modify the stock system, and the system second is to ing replace it. for heavy-duty use. The first

E E

approach is to modify the stock system, and the The Stock System second is to replace it. The stock Buick V6 The Stock Systemoiling system consists of a single pickup in the pan with the oil drawn The stock V6 oiling system consists of a through the Buick block into a pump consisting of two single pickup in the pan with the oil drawn straight-cut gears. The pump feeds oil through pasthrough into aand pump consisting two sages in the the block front cover then into the of blockstraight-cut gears.the The pump feeds through first to lubricate valvetrain andoil then to oil pasthe sages in the front and the blockmain bearings andcover finally thethen rod into bearings. first to lubricate the valvetrain and then to oil the main bearings and finally the rod bearings.

Properly assembled and installed in a vehicle with the correct oil pan, pump, coolers and filters, assembled and installed in a vehicle theProperly Buick engine prepared for heavy-duty use is rewith the correct oil pan, pump, coolers filters, markably free of any failures from the and oiling systhe engine preparedoffor heavy-duty is retem.Buick The basic guarantee freedom from use bearing markably free of is any failures from the oilingofsyswear and failure a nonfluctuating supply clean tem. basic degrees guarantee of freedom bearing oil atThe 170-270 F with 80-100 from pounds of wear and failure is a nonfluctuating supply of clean pressure. oilThe a t 170-270 degrees F with 80-100 pounds desired oil pressure is governed by the of folpressure. lowing factors: The desired oil pressure is governed the fol1. Clearance stack-up throughout theby engine, lowing such asfactors: main, rod, and cam bearings plus lifter-to1. Clearance bore clearance. stack-up throughout the engine, such as main, lifter-to2. Oil pump rod, gear and size cam and bearings clearance,plus pump volbore clearance. ume, and pressure-relief setting. 2. Oil size andsize clearance, vol- of 3. Oil pump pump gear pickup tube and the pump diameter ume, pressure-relief setting. pickupand passages to the pump. 3. Oil pickup tube size and the diameter of Typepump and viscosity of oil used. 4. pickup passages to the pump. The proper oil temperature is governed by careType low-rpm and viscosity of oil before used. the engine is ful,4. long, warm-ups The is which governed by careput to proper use, andoilbytemperature an oil cooler, keeps oil ful, long, low-rpm warm-ups before the engine is temperature below 270 degrees F while the engine put to use, and by an oil cooler, which keeps oil is in use. temperature belowuse, 270the degrees F while the far engine For heavy-duty valvetrain needs less is use.it gets in production form, and the bottom oilin than For the valvetrain end of heavy-duty the engine use, benefits from oil-inneeds termsfar of less voloil than it gets in production form, and the bottom ume and pressure. The majority of the oil system end of the engine benefits oil-inOil terms modifications are made in from the block. goingoftovolumepump and pressure. The majority of the oil system the travels upward from the pickup flange

modificati'ons are made in the block. Oil going to the pump travels upward from the pickup flange

Because the pressure side of the oil gallery allows oil to Eliminate oil pump priming problems by packing all oil feed past cam bearing Nos. 2 and 3 to the crankshaft, the pump cavities with petroleum jelly when the engine is befeed passage at the 90-degree intersection Because the pressure side of the oil galleryshould allowsbeoilblendto ing assembled. ed with spherical cutter. Eliminate oil pump priming problems by packing all oil feed pasta cam bearing Nos. 2 and 3 to the crankshafl, the pump cavities with petroleum jelly when the engine is be- Buickfeed passage at the 90-degree intersection should be blendheavy·duty parts are designed and manufactured for off-highway use only. 112 Buick Power Source ing assembled. ed with a spherical cutter.

7

112 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highwayuse only.

Many engine builders enlarge the holes feeding the Nos. 2 and 3 main bearings because the cam bearings restrict oil flow these main bearings (thereearng Nos. 2 and 3 bear· h u n yvolume engme toourbuers encarge me noces she NOS. 2 ings 3inmain turn bearings feed two because connecting whereand therod cambearings bearingseach, restrict oil as thevolume Nos. 1 to and 4 mains oil (the to only connect· flow these mainsupply bearings Nos.one 2 and 3 bearing rod each).feed Sizing supply passage larger prolongs ings in turn two this connecting rod bearings each, wherebearing life.I and 4 mains s u ~ ~oil l vto only one connectas the Nos.

ing rod each). Sizing this suiilipassage larger prolongs bearing life.

Engine builders differ on whether the Nos. 2 and 3 main bearing oil feed holes should be enlarged to 5/u;-inch or %inch, but enlarging theon holes improves the condition of rod Engine builders differ whether the Nos. 2 and 3 main and main bearing oilbearings. feed holes should be enlarged to Y~einchor Ye

inch, but enlarging the holes improves the condition of rod and main bearings.

The front cam bearing has a slot that sends oil to the lift· er galleries. You can remove this bearing, drill an 0.080· inch hole, cam and bearing reinstallhas the abearing with the oil smaller The front slot that sends to thehole liftfeeding oil toYou the can lifters to raise oil pressure and reer galleries. remove thisthe bearing, drill an 0.080strict the amount of oil going to the with valvetrain. inch hole, and reinstall the bearing the smaller hole

feeding oil to the lifters to raise the oil pressure and restrict theblock amount of oil to main the valvetrain. on the near thegoing No.2 bearing through

a passage that is intersected by a long horizontal on the block near 2 main through passage leading to the the No. front of thebearing block. Dependa passage that is intersected by a long horizontal ing on the manufacturing date of the block, this passage leading the front block. Dependpassage can varytofrom 7/16- of to the 9/16-inch in diameing on the manufacturing date the block, ter (the larger measurement is of preferred). If this this passage can vary from 7/16to 9/16-inch in diamepassage is to be enlarged, an end mill machine setter is(the larger measurement is preferred). If this up recommended because the enlarged hole must passage is totobe an original end mill hole. machine setbe parallel theenlarged, axis of the upThis is recommended enlarged must modification because can also the be made withhole a slowbe parallel to the axis of the original hole. rpm Vz-inch drill motor and a long drill bit that has This modification can alsocast be made with danger a slow-in been sharpened for drilling iron. The rpm %-inch drill motor and a long drill bit thatinto has doing this is that the enlarged hole breaks out been sharpenedand for adrilling cast iron. danger the crankcase, subsequent leak The on the suc- in doingside thisofisthe that the enlarged hole out tion pump introduces air breaks into the oilinto the crankcase, and a subsequent leak on the sucand results in engine failure . The intersection of tion two sideholes of theis pump introduces the oil the a 90-degree turn air thatinto should be and results engine failure. Thecorner intersection of as modified by in rounding the inside as much the two holes is a 90-degree turn that should be possible. This can be done with a high-speed grindmodified by to rounding the inside corner as er and a %Vz-inch ball~shaped stone as on much a 4-inchpossible. ThisThe cancorner be done, withradiused a high-speed long shank. being in thisgrindsituaer a %-visible, to %-inch ball-shaped on a Cinchtionand is not so this requires stone persistence. long shank. The corner being radiused in situaThe minimum diameter for any piece ofthis oil picktion is not visible, so this requires persistence. Buick Power 113 The minimum diameter for any piece of Source oil pickBuick Power Source 113

........ v

seCTIO~

~,

,~""'">:

A-A

seCTION A·A

s-s

seCTION SECTION A-A 8'S

SECTION B-8

SECTION 8 . 8

~~~~~SECTION

STOCK

MODIFIeD

BYPASS PLUGGED BYPASS PLUGGED

......----OUTL~T ~...----S1.1 N I>

You should spend considerable time with a die grinder radiusing all oil passage corners in the block and the {ront cover. The drawing illustrates how·, many times the oil must make a 90-degree turn in the {ront cover.

G FILTER

ADAPTE'R~'---"

up hardware is %-inch. The pickup tube flange plate should be a minimum of 3/16-inch thick. up hardware %-inch. The pickup tube flangehere Sealing in this1s area is critical, as an, air leak plate should minimum of 3/16-inch results in thebeoila pump pumping air and thick. not oil. Sealing this areaside is critical, as an air leakpashere On theinpressure of the system, three results in the 011 pump pumping air and not oil. sages must be l/2-inch in diameter. Again, dependof block, the system, three pas- be ingOn onthe thepressure vintage side of the this may already sages must be 'h-inch in diameter Again, dependthe case. The first passage to be' addressed runs ing onthe thetop vintage the1 block, this maysaddle already be from of the ofNo. main bearing past the case. The passage be addressed runsoil the No.1 camfirst bearing and to then into the main from the topsecond of thepassage No. 1 main saddle past galley. The is thebearing one that starts at the No. 1 cam bearing and then into the main the 1/4-inch NPT oil pressure sender hole on theoil galley. The block second passage is thethe one that starts a t side of the and intersects first enlarged the %-inch NPTNo.1 oil pressure senderDohole thethis passage at the cam bearing. noton drill side of the block and intersects the first enlarged

Stage II engines bene{it {rom notches cut in the head gasket to aid oil drain to the lifter valley.

114 Buick Power Source

Buick heavy·duty parts are designed and manufactured for off-highway use only.

Buick Potwe/. Source

Buick heauy.duty parts ore destgrled a n d n z a r ~ u f a c t i c ~ ~foie d o f f - h i g h w a y use only.

114

PUMP-FILiE'R PAS'SAG~

PUMP-FILTER PASSAG€

1/4' ROUND 114ROU 6'-1 TO COtJN£CT 1'0 PUMP It.JU!T C;LOT I / ' ' ROUND nSROUGC170COtdNFCT IQ PUMP INLET SLOT

.PLATE

~EM~

I

MATCUCS PUMP I N L n SLOT

ru$'-llt.JG F'~O~ OIL PA<;;S'AGE'S

K E M n~* s u ~ ~ FROM d OILPAS'SAGES

1

By placing the front cover gasket against the front cover, you can trim the gasket to matcli the oil passage. By placing the front cover gasket against the front cover, you can trim the gasket to match the oil passage. The back side of the plug seat has been opened up to allow for an increase in oil flow. Because this is the pressure side of theside valve lifter gallery, morebeen lubricant be allow supThe back o f the plug seat has opened will up to plied the rest in ofoil theflow. engine. for antoincrease Because this is the pressure side of the valve lifter gallery, more lubricant will be suphole to any than necessary, or the hole will plied thedeeper rest of the engine.

break into the water jacket. The final passage, hole deeper necessary, or the holeshort will whichany should be than 1/2-inch in diameter, is the break into the water jacket. The final passage, one going from the front of the block to the second which be %-inch in diameter, is the short passageshould drilled. one going from front of to the second Blending of allthe corners in the the block oil passages is benpassagetodrilled. eficial maintaining pressure-every gO-degree is benBlending all corners in the oil passages turn reducesofpressure about 10 pounds. Oil galley eficial to maintaining pressure-every 90-degree plugs in the front of the block should be %-inch Oil galley turn socket reduceshead pressure NPT pipe about plugs. 10 Thepounds. plugs must not plugs ininto thethe front of the blockthey should %-inchoil extend galley where can be restrict NPT when socketfully headtightened. pipe plugs. The plugs plugs should must not These also flow extend into the galley where they can restrict oil be checked for external protrusion to prevent gear flow when fully tightened. These plugs should also drive interference. beSteps checked for external to prevent gear should be taken protrusion to reduce the supply of oil drive interference. to the valvetrain. Lifters on the right side of the Stepstake should taken from to reduce the supply of oil engine oil be directly the main oil galley, so to the valvetrain. Lifters on the right side of the flow reduction around these lifters cannot be con-

engine take oil directly from the main oil galley, so flow reduction around these lifters cannot be con-

Transfer the gasket to the Stage II block, and drill the appropriate hole to intersect with the AN fitting. You can now plumb an external oiling Transfer the gasket to the Stage 11 sytem. block, and drill the appropriate hole to intersect with the AN fitting. You can now plumb a n external oiling sytem. Buick Power Source 115

Buick Power Source 115

A %inch x 10 fitting can be routed into the Stage I1 block as shown to pressure-feed the block with the front cover gasket that does not align with the potential oil feed hole.

The oil pickup location on Stage II blocks is at the front of the block, while those of Stage I and production blocks are located at the center of the block II adjacent to at thethe pan rail.of blocks is front The oil pickup location on Stage Clearance for thethose frontofcrank mayblocks be necesI and production are the block, while Stagecounterweight sary in the area indicated. located at the center of the block adjacent to the pan rail. Clearance for the front crank counterweight may be necessary i n the area indicated.

On this Stage II block, oil drainback screens have been epoxied in place at each end of the lifter valley to keep debris fromStage reaching the oil drainback pump. Do not use very II block, screens havefine been epOn this screeni here because it restricts oillifter drainback. A keep transparoxied n place at each end of the valley to deent also been poured thenot valley between brisepoxy from has reaching the oil pump.inDo use very fine the lifter bores promote oil flow oil through the screen. screen here to because it restricts drainback. A transparent epoxy has also been poured i n the valley between the lifter bores to promote oil flow through the screen.

trolled. Oil flow to the left-side lifters and the cam journals can be reduced significantly with good retrolled. Oiloil flow theleft left-side lifters isand the cam sults. The for to the lifter galley supplied journals canhole be reduced significantly withNo. good refrom a feed on the right side of the 1 cam sults. TheOil oilflows for the left lifter galley in is the supplied bearing. around the groove No.1 from a feed hole side ofhole the on No.the 1 cam cam bearing and on outthe theright discharge left 1 bearing. Oil flows around the groove in the No. side of the bearing. By installing new cam bearings cam and the discharge hole the left in thebearing block so theout original two holes areonclosed by side of the bearing. By installhg new cam bearings misalignment, you can predrill two smaller holes in thewill block so the original two holes are closed that supply only the minimum amount of oilby misalignment, you can predrill two smaller holes required to lube cam bearings and hydraulic lifters. that same will supply onlycan the be minimum amount of oil The procedure carried out to reduce required to other lube cam bearings and hydraulic flow to the three cam bearings. All camlifters. bearThe sameholes procedure be carried in outdiameter to reduceand ing feed shouldcan be 0.085-inch flow to the other cam bearings. camshould bearall discharge holesthree to the lifter galley All supply ing0.135-inch. feed holes should be 0.085-inch in diameter and be allIfdischarge holespump to theis lifter supply should a production used galley in a heavy-duty apbe 0.135-inch. plication, several modifications are recommended. If aneed production pump is used in drive a heavy-duty apto glass-bead-blast both and driven You plication, several surface modifications are Drill recommended. gears to improve pressure. a 0.060You need to the glass-bead-blast both drive and driven inch hole in driven gear midway between two gears to improve surface pressure. Drill a 0.060teeth to improve oiling to the shaft. Lastly, shim inchpressure hole in the driven gear midway between two%the relief spring in the oil pump 3116- to teethtotoprovide improve to the shaft. Lastly, shim inch 80 oiling psi at 2500 rpm at 120 degrees F. theAny pressure in the Buick oil pump 346- to 'Atime arelief stockspring or modified oil pump is inch to provide 80 psi a t 2500 rpm a t 120 degrees F. used, the distributor gear should be checked freAny time a stock or modified Buick oil pump is quently for wear. used, the distributor gear should be checked frequently for wear. Production Pump Clearances

Any time a camshaft is installed in the Buick V6, the groove in the No.1 cam journal must be in alignment with the groove the camisbearing. Any time a in camshaft installed i n the Buick V6, the Buick V6 oil pump and covers are aluProduction Pumphousings Clearances groove i n the No. I cam journal must be in alignment with 116 Buick iPower Buick heavy·duty are designed manufactured of[highare way use only. the groove n the Source cam bearing. Buick parts V6 oil pump and housings and for covers alu116 Buick Power Source

Buick heavy-duty parts are designed a n d manufactured for o f f h i g h w a y use only.

minum; the gears are steel. The expansion rates of the two metals are vastly different, so the clearminum; the gears steel. rates between the are gears andThe the expansion housing and cov-of ances the two metals are vastly different, so the clearers must be minimal. This may take some juggling ances between the gears and the and covof parts and flat-plate sanding of housing the oil pumpers must be minimal. This may take some juggling on housing-to-cover mating surface. Use Plasti-Gage of parts and flat-plate sanding of the oil pumpthe ends of the gears to determine the clearance housing-to-cover mating surface. between gears and covers, takingUse the Plasti-Gage measure- on the ends thepoints gearson to each determine clearance ments at of two gear. Athe gear-to-cover between gears and covers, taking the measureclearance of O.OOI-inch is the desirable dimension. ments a t two points on each gear. A gear-to-cover External clearance of Pumps 0.001-inch is the desirable dimension. The second approach to a heavy-duty oiling sysExternal Pumps tem is to replace the production or modified oiling The second approach a heavy-duty oiling syssystem with an externaltopump. The many variatem is to replace the production or modified oiling tions of this approach run from a true dry sump system with a n external pump. The many with remote-mounted tank scavenge stagesvariain the tions approachpump run from trueoil dryfrom sump pump oftothis an external that apulls the with remote-mounted tank scavenge in line. the pan and pressurizes the block via an stages external pump II to blocks an external pump that and pullstapped oil from the Stage have two drilled bosses pan and the block via aben used external line. that leadpressurizes to oil passages and may to feed I1 blocks twoMany drilled and tapped bosses Stage pressure to the have system. engine builders prethat lead to oil passages and may be used to the oil fer to route a line directly from the pump to feed pressure to the system. engine prepressure sender hole on Many the right sidebuilders of the block fer route a line directly the pump to the neartothe front cover. Whenfrom plumbing a Buick V6oil pressure sender hole on or thesimply right using side ofan the block external dry-sump oiling system near plumbing Buick V6 pump,the -10front linescover. shouldWhen be used on the ascavenge side dry-sump oiling system or simply using a n external on the of the pump while -12 lines should be used pump, -10side. lines should be used on the scavenge side pressure of The the pump -12 V6 linesis should used on the tighterwhile a Buick twisted,bethe more critipressure side. cal oil pressure becomes. No heavy-duty Buick V6 The tighter a Buick V6less is twisted, critiwith than 80 the psi more (hot) oil should be operated cal oil pressure becomes. heavy-duty Buick Engines turned No in excess of 8500 rpmV6 repressure. should operatedofwith than 80 psi (hot) oil quire a be minimum 100 less psi oil pressure. pressure. Engines turned in excess of 8500 rpm require a minimum of 100 psi oil pressure. Filtering use, a full-size, dual-filter or single take-apart filter is mandatory. You should alFor achieve heavy-duty a full-size, sinpressure before dual-filter firing the or engine. ways full use, gle take-apart filter is mandatory. should alCrank the engine with the ignitionYou turned off until ways achieve full pressure before firing the engine. pressure is shown on the gauge. Crank the engine with the turned off until The Fram HP filters haveignition a low pressure drop pressure is shown on the gauge. from one side to the other. They also feature a mina lowofpressure The hydrostatic Fram HP filters imum bursthave pressure 500 psi, drop and all from one side the other. also minare capable of to accepting 10 They gallons of feature flow pera minimum hydrostatic burst of 500 psi, and ute. The HP2 and HP4 contain no relief valves, all are capable accepting 10through gallons of per minwhich meansofall oil passes theflow filter. ute. The HP2 and HP4 contain no relief valves, which means all oil passes through the filter. Oil

You can gain a slight amount of oil pressure by glassbeading the oil pump gears. The VB-inch hole drilled in the idler gear lubricates shaft of it spins on. Mask the You can gain a slightthe amount oil pressure by off glassshaft of the before beading the driving oil pumpgear gears. Theglass-beading. %-inch hole drilled in the idler gear lubricates the shaft it spins on. Mask off the shaft of the driving gear before glass-beading.

For heavy-duty Filtering

Multigrade racing oil (20-40 and 20-50) reduces Oil the cold-start problem of rupturing filters, as does Multigrade oil (20-40 and 20-50) reduces preheating theracing oil. Under no circumstances should the cold-start problem of rupturing filters, as doesor a cold Buick V6 heavy-duty engine be "winged," preheating oil.rpm, Under should taken abovethe 2000 as no thiscircumstances can scuff or seize the arod cold Buick V6 heavy-duty engine be "winged," bearings. Oil temperature should be 160 de- or taken Fabove 2000 canonscuff seize the anyrpm, load as is this placed the or engine. grees before rodMost bearings. temperature should 160from deengineOil builders currently shy be away grees F before any load is placed on the engine. synthetic oils in high-performance engines because engine builders agents currently shy lubricant. away fromBest of Most the lack of antiscuff in the synthetic in high-performance because results areoils achieved with a quality engines hydrocarbonof the lack of antiscuff agents in the lubricant. Best based racing oil. Never use viscosity-improver oil results a r e achieved with a quality hydrocarbonadditives; if a thicker oil is desired, use a thicker based racing oil. Never use viscosity-improver oil additives; if a thicker oil is desired, use a thicker

Typical dry-sump pump arrangement with two scavenge lines from the pan, one from the lifter valley. One of the other lines pulls oil fromarrangement the remote tank, the reTypical dry-sump pump with while two scavenge maining the block. lines fromline thepressurizes pan, one from the lifter valley. One of the other lines pulls oil from the remote tank, while the remaining line pressurizes the block.

An oil-in fitting at the front of a Stage II cylinder block. Fitting size is 3fs-inch x 10, which is accepted by a stock Stage II boss tower at the front the block. II cylinder block. An oil-in fitting at the front of aofStage Fitting size is %inch x 10, which is accepted by a stock Buick Power Source 117 block. Stage ZI boss tower a t the front of the

Buick Pou~erSource 117

Aftermarket adapters such as this one can be used to facil· itate plumbing to remote filters or coolers. The adapter threads onto adapters the oil pump Aftermarket suchhousing. as this one can be used to facilitate plumbing to remote filters or coolers. The adapter threads onto the oil pump housing. This No. 10 line connects the lifter valley outlet to a scavenge stage in the dry·sump system. . --.., nects the lifter valley G , scavenge stage in the dry-sump system.

--

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You can devise an oil pump priming tool from a worn·out Buick distributor housing and shaft. Some lathe work is necessary if the ashaft to accept a %-inch drillamotor. You can devise n oil is pump priming tool from worn-out Buick distributor housing and shaft. Some lathe work is necessary if the shaft is to accept a %inch drill motor.

This is one approach to scavenging the lifter valley when a dry·sump oiling system is used. A No. 10 bulkhead is shown. This is onefitting approach to scavenging the lifter valley when a dry-sump oiling system is used. A No. 10 bulkhead fitting is shown.

1

oil. The only oil additive you should consider using is an antiscuff mixture such as GM Super Engine oil. Supplement The only oil (1051858). additive you should consider using Oil is a n antiscuff mixture such as GM Super Engine Oil Supplement (1051858). Additives

For heavy-duty Additives

use, only high-detergent and additive engine oil should be used. The oil must meet ForSpec heavy-duty onlyuse high-detergent and addiMIL MS DG. use, Do not viscosity-improver tive engine oil should be used. The oil must as En· oil additives, except antiscuff additives such meet not use viscosity-improver MIL Oil SpecSupplement MS DG. Do1052367. gine oil additives, except antiscuff additives such as En. gine Oil supplement 1052367.

Oil Leaks

A typical dry-sump oil pan design with a crankshaft scraper and an outlet screen. As the crankshaft rides high in typical the block, Buick engines benefit with from ashallow oil pans. A dry-sump oil pan design crankshaft scraper and a n outlet screen. the crankshaft rides high 118 Power i n theBuick block, BuickSource engines benefit from shallow oil pans.

OiGenerally l Leaks speaking, Buick V6 engines are no more prone to leak oil than any other engine. HowGenerally Buick V6 engines areand no racever, a givenspeaking, percentage of engine builders more prone to leak oil than any other engine. ers always have problems in this area, so a fewHowever, aon given builders andplace, racwords the percentage subject are of in engine order. In the first ers always have problems in this area, so a few oil leaks are usually difficult to locate and are words on the in order. the first therefore not subject always are repaired whenInthey first place, apoil leaks difficult means to locate and are pear. Theare twousually most common of determining therefore notofalways repaired they firstmethapthe location the leak are thewhen "black light" pear. The two most common means of determining od and the "baby powder" method. Before attemptthe locationof ofthese the two leak methods, are the "black light"clean mething either thoroughly od and the "baby method. Before attemptthe suspected leakpowder" area with solvent. ingBlack either of these two methods, thoroughly clean light kits such as Kent-Moore Tool J-28428the suspected leak area with solvent. A are available through Kent-Moore Tool Division. Black light kits as Kent-Moore Tool J-28428Included in the kitsuch are detailed instructions; follow A are instructions available through Division. these to the Kent-Moore letter. WhenTool using the baIncluded in the kit are detailed instructions; follow Buick heavy·duty parts are designed and manufactured for offhighway U$e only. these instructions to the letter. When using the ba-

118 Buick Power Source

Buick heavy-duty purls are designed and manufactured for o f f h i g h w a y we only.

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. by powder method, be sure the suspected leak area is clean. Sprinkle baby powder around the suspectby powder method, be sure the and suspected area. Start the engine, while leak it is area ed leak is clean. Sprinkle babythepowder around warming up, observe powdered areathe forsuspectany dised leak area. Startspots. the engine, and while i t is or wet coloration warming up, observe the powdered areacovers for any and aluminum rocker al-disStamped-steel coloration or wet spots. ways yield more than their fair share of leaks Stamped-steel rocker alwhen installed byand thealuminum uninitiated. One covers of the 'most ways yield more t hisa ntotheir fair share leaks cover common mistakes overtighten theofrocker when installed by the uninitiated. of thejmost The factory specification One on this is only 7 fasteners. common mistakes is to overtighten the rocker cover to use ft.llbs. torque. If you are racing, continue fasteners. The on fasteners this is only 7 this amount of factory torque, specification but install the ft./lbs. torque.The If you are most racing, continue to use with Loctite. second common reason this amount of torque, but install the fasteners stamped rocker covers leak is that the fasteners with have Loctite. The second most in common reason that been overtightened the past have dimstamped rocker area covers is thatLay theafasteners pled the flange of leak the cover. straightthat have overtightened in the near past the havefastendim- . edge on thebeen underside of the flange pled the flange area of the cover. Lay a straightedge on the underside of the flange near the fasten-

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Buick Power Source

119

Buick Power Source

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120 Buick Power Source

I'"Ur;.L PUMP

Buicil heavy-duty parts are designed and manufactured for ofr-highway use only_

Buicit heavy-duty park are designed and manufactured for off.hightua use only.

er hole. If it is dimpled downward, cure the problem with a small hammer, and dimple the flange er hole. slightly If it is dimpled downward, cure Using the probupward in the area of the hole. acelem with a small hammer, and dimple theclean flange or some other strong solvent, evetone, MEK, upward slightly in the arm areacover of theand hole. acerything off the rocker theUsing cylinder tone, MEK, orsurface. some other strong solvent, eveENGINE head mating It is imperative that clean all matrything off the rocker arm cover and the cylinder ing surfaces be dry and free of oil and any foreign head mating surface. It is imperative that all matmaterial. ingEvery surfaces be dry and has freeaoffavorite oil and method any foreign engine builder of material. preventing leaks in this area; here are a couple Every engine has ato favorite method that work. Stickbuilder the gasket the rocker with of a preventing in thissealer area;and herecoat are the a couple 3A.6-inch beadleaks of R.T.V. head that work. Stickside the of gasket to the with rocker withbeara mating surface the gasket wheel %-inch bead of R.T.V. sealer and coat the head ing grease. This allows the rocker cover and gasket mating surface side of the gasket wheel assembly to be removed from the with engine manybearing grease. rocker and gasket COOLER times beforeThis the allows gasket the needs to becover replaced. For assembly tolike be removed from thestreet engine many something a basically stock rod engine COOLER I:FILTER times the gasket needsnot to be be removed replaced. for Fora where before the rocker cover may Buick Indy Car Oiling System something like a basically stock street rod engine year or more, the gasket can be stuck to both the where rocker cover maywith not R.T.V. be removed for a ~ Recommended plumbing for Buick heavy-duty Buick Indyprocedures Car Oiling System rocker the cover and the head or Yamaapplications. year the product. gasket can be stuck to both the "V bond or or more, a similar Recommended plumbingprocedures for Buick heavy-duty rocker cover and the head with R.T.V. or Yamaapplications. bond or a similar product. USAC Turbocharged Indy Car Oiling System

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Buick Power Source 121

Buick Power Source

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This dra-wing will be of use to people fabricating or manufacturing heavy-duty oil pans for a Buick V6.

This drawing will be of use to people fabricating or manufacturing heavy-duty oil pans for a Buick V6.

NOTES NOTES

122 Buick Power Source .

Buick heavy-duty parts are designed and manufactured for of{highway use only.

122 Buick Power Source

Buick heauy-duty park are designed and manufactured for off-highway use only.

,

NOTES

Buick Power Source 123

. A

ntake System ntake

Wide variety of intake system hardware is available from both GM and the afwide varietyProduction of intake system termarket. 2- and hardware 4- barrel is available from both GM and afmanifolds fit any displacement of Buick V6the fitted termarket. Production and I4-cylinder barrel with 1979 or newer production or 2Stage manifolds any isdisplacement of Buick V6 fitted heads. Thefit same true of the 1985 normally aspiwith 1979 or newer production or Stage I cylinder rated multipoint fuel-injection manifold that comes heads. The same is true of engines. the 1985This normally aspisome front-wheel-drive situation on ratedexists multipoint fuel-injection manifold that comes also with all carbureted and fuel-injected on some front-wheel-drive engines. turbocharged intake manifolds. All This of thesituation above inalso exists with all carbureted and fuel-injected take systems should be considered for competition turbocharged manifolds. the of above only when theintake rules do not allowAll theof use Stageintake systems should be considered for competition II cylinder heads. only when theBuick rulesoffers do nota allow use ofopenStage Currently, single the 4-barrel, I1 cylinder heads. plenum manifold (25500029) that can be fitted to Currently, Buick a single 4-barrel, openStage II heads. It is offers machined to accept Holley carplenum (25500029) that can be fitted toinburetors.manifold Most engine builders prefer to "tune" Stage I1 heads. to It is machined accept Holley cartake manifolds their specifictouses by matching buretors. Most engine builders prefer to "tune" manifold ports to those in the cylinder head andinby take manifolds to their specific uses by matching radiusing runner dividers in the plenum . manifold ports suppliers to those inoffer the mechanical cylinder head by Aftermarket andand elecradiusing runner dividers in the tronic fuel-injection hardware forplenum. Stage II cylinder Aftermarket suppliers offer mechanical elecheads. Several aftermarket firms also offerand largetronic fuel-iniection hardware for Stage I1 cvlinder volume manifolds, which are beneficial in sustained heads. several aftermarket firms also-offer iargehigh-rpm operation. volume manifolds, which are beneficial in sustained high-rpm operation.

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You can gain mid- and upper-range performance by reworking the production 4_1L manifold_ The work involves raising roof andand blending it intoperformance the individual You canthe gain midupper-range by runreThethe roof should be 4.1L raised at the bottom of the first ners. working production manifold. The work involves machinethe cutroof in the Eliminate all sharp edgesrunin raising andthroat. blending it into the individual the primary secondary ports. ners. The roofand should be raised at the bottom of the first machine cut i n the throat. Eliminate all sharp edges i n the primary and secondary ports.

The Stage II manifold (25500029) in action on a development dyno. This piece has an aluminum 4-barrel design with a square-bore carburetor mounting flange and no heat crossover passage. Note use of a 4-barrel pressuredesign regulament dyno. This piece has a nthe aluminum tor each of the float bowls. mounting Foam at the top of thenocarwithfor a square-bore carburetor flange and buretor seals itpassage. to a plenum. heat crossover Note the use of a pressure regulator for each of the float bowls. Foam at the top of the carburetor seals it to a plenum.

I

Stock Hardware Production engines built during Stock Hardware

the last several years are equipped with 2-barrel carburetors (3.8L Production engines carburetors built during(4.1L the last several and 4-barrel engines) and engines) years are equipped with 2-barrel carburetors (3.8L several versions of electronic fuel injection (normal&U engines) and and 4-barrel carburetorsNone (4.1Lofengines) and ly aspirated turbocharged)_ this hardF." several versions of electronic fuel injection (normalware bolts onto Stage II cylinder heads. When proly aspirated and turbocharged). None of hardduction or Stage I heads are required forthis competiThe production,,#.. 4.1L. 4-barrel manifold is an excellent .. ware bolts onto Stage I1 cylinder heads. When pro'. . tion, a 4.1L production manifold (25512236) should starting point for relatively low-rpm, high-torque applicaduction or Stage I heads are required for competibe considered. This is an aluminum 4-barrel design tions in which smoothness and drivability are important. The production 4.IL 4-barrel manifold is a n excellent a 4.1L production manifold (25512236) should starting point for relatively low-rpm, high-torque applica- Buicktion, hea vy-duly paris are designed a nd m anufaclured for off-highway use only. 124 Power Source be considered. This is a n aluminum 4-barrel design tionsBuick i n which smoothness and drivability are important. "

,

-

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124 Buick Power Source

Buick heauy-dufyparfs are designed and manufactured for offihighway use only.

with a spread-bore (Quadrajet) mounting flange for use with Stage I heads or any production head with asince spread-bore (Quadrajet) mounting flange for built 1979. use with Stage I heads or any production head Aftermarket built since 1979. and Stage II Hardware Manifolds that and bolt toStage production or Stage I cylAftermarket 11Hardware inder heads do not bolt to a Stage II cylinder head. Manifolds bolt4-barrel to production or Stage I cylBuick offers that a single manifold (25500029) indercan heads do nottobolt a Stage I1 cylinder that be fitted an to engine equipped with head. Stage (25500029) Buick offers a single manifold in II heads. It has been 4-barrel used successfully drag racthat road can be fittedand to an withis Stage racing ovalengine track equipped racing. This an ing, I1 heads. It4-barrel has beendesign used successfully in bore dragcarracaluminum with a square ing, road racing and oval track racing. This is a buretor mounting flange and no heat crossover n aluminum passage. 4-barrel design with a square bore carburetor mounting flange and no heat crossover passage. For experimental work, this manifold was welded onto the exterior of the plenum to facilitate additional interior grinding. For experimental work, this manifold was welded onto the

exterior of the plenum to facilitate additional interior grinding.

Two short runners and one longer runner per side point up the problem in getting equal fuel distribution.

!ho short runners and one longer runner per side point u p the problem i n getting equal fuel distribution.

Another manifold that was highly rnoaarzed with epoxy to allow additional grinding.

In a heavy·duty application, it is important that fuel dis· tribution be equal among all cylinders. When four throttle In a heavy-duty is important that fie1 openings supply application, six cylinders,it equal distribution can disbe tribution equal among all cylinders. When four throttle difficult tobeachieve.

openings supply six cylinders, equal distribution can be difficult to achieve.

The prototype of a tunnel·type manifold that was going into production as this book went to press. It is configured for Stage II cylinder heads, and with a removable top, The prototype of a tunnel-type manifold that was going multiple carburetion is book obviously into production as this went atopossibility. press. It is configured a removable top, 125 for Stage 11 cylinder heads, and withBuick Power Source

multiple carburetion is obviously a possibility. Buick Power Source 125

Although these manifold castings are the same, each is fitted with a different type of injection. Note the difference in the placement the nozzles in theare individual Although theseof manifold castings the same,throttle each is fitbores. Three different nozzles are shown here. ted with a different type of injection. Note the difference in

the placement of the nozzles i n the individual throttle bores. Three different nozzles are shown here.

This fabricated manifold is for experimental use in quarter-mile performance.

This fabricated manifold is for experimental use in quarter-mile performance.

Fuel Injection BothInjection mechanical Fuel

and electronically controlled fuel-injection assemblies are available for Stage II Both mechanical electronically controlled cylinder heads fromand aftermarket sources. These can fuel-injection assemblies are available for Stage I1 be calibrated for either normally aspirated or turcylinder heads from aftermarket sources. These bocharged applications. When running any after-can be calibrated for either normally aspirated or turmarket fuel injection system for the first time, you bocharged applications. When runningand anytuning aftershould follow the supplier's plumbing market fuel injection system for the first time, you instructions to the letter.

should follow the supplier's plumbing and tuning 126 Buick Power Source instructions to the letter. 126 Buick Power Source

4

61

You can fabricate a bracket to mount a production throttle cable bracket to a Stage II intake manifold.

You can fabricate a bracket to mount a production

Bllickthrottle heavy-dilly pariS bracket are designed manufactured for manifold. of{highway use only. cable to and a Stage II intake

Buick heauy-duty parts are designed and manufactured for offhighway use only.

NOTES NOTES

Turbocharged 209-cubic-inch engines making more than 800 horsepower have complex and precise intake systems. Turbocharged 209-cubic-inch engines making more than 800 horsepower have complex and precise intake systems.

-,

Buick Power Source

127

Buick Power Source

127

System reworked production High Energy Ignition (HEI) and wires work surprisingly reworked production Highapplications Energy Igniwell in some heavy-duty tion (HEI) and wires work surprisingly where rpm are 7000 or less. However, the mechanisomebeheavy-duty applications to cal advance well curveinmust modified significantly where rprn are less. However, theThe mechanicompensate for 7000 high or compression ratios. maxical advance curve must be modified significantly to mum total advance (initial plus mechanical) should compensate for high ratios. with The maxibe 34-35 degrees. Thecompression best combination 13:1 mum total advance (initial should ratio seems to plus be 15mechanical) degrees initial compression be 34-35 degrees. The best combination with advance with 20 degrees mechanical advance 13:l startcompression ratioand seems to be 15 in degrees initial ing at 2000 rpm all advance at 5000 rpm. advance with 20 degrees mechanical advance This curve requires a heavy set of springs andstartsiging at 2000 rprnremoved and all from advance a t 5000 rpm. nificant metal the in advance weights. This vacuum curve requires heavy set ofcan springs The advancea diaphragm be leftand on sigthe nificant metal removed from the advance weights. distributor to locate the advance plate, but the vacThe vacuum advance can be left the um mechanism shoulddiaphragm not be connected to a on vacdistributor uum source.to locate the advance plate, but the vacum mechanism should not be connected to a vacBuick Power Source Ignition uum source. The Buick Power Source Ignition Computer Controlled Buiek Power Source "Stand Alone" ignition system eliminates the disThe Buick Power Source tributor for improved timingComputer accuracy.Controlled Additional"Stand Alone" ignition system eliminates dis12,000the rpm, ly, 40,000 volts are available beyond tributor for improved timing accuracy. Additionaland the system has a built-in programmable revly, 40,000 are available beyond rpm, At limiter andvolts manifold-pressure timing 12,000 correction. and the system has a built-in programmable revthe present, the system is sensitive to the type of limiter and manifold-pressure timing correction. spark plug wires used-currently, helical-wound At the present, the system is sensitive to the type of radio-suppression wires are recommended. spark plug wires used-currently, helical-wound radio-suppression wires are recommended.

A

A

128

The Buick Power Source Ignition System is an inductive system that exhibits full spark energy The Buick Power IgnitiontoSystem is to an through 10,000 rpm Source and continues operate inductive system that exhibits full spark energy 13,500 rpm. The completely electronic system has through 10,000 and continues to operate toand no moving partsrprn to wear out, is self-contained, 13,500 rpm. The completely systemis has requires no distributor. The electronic timing advance prono moving parts to wear out, is self-contained, and grammable, using five rotary switches. Two requires no distributor. The timing advance is proswitches set two rpm breakpoints and two others grammable, usingadvance five rotary switches. Two set the ultimate at those breakpoints. A switches set sets two the rprnmaximum breakpoints and two others switch vacuum advance fifth set the ultimate advance a t thoseanbreakpoints. available. The unit incorporates rpm-limiterA fifth switch sets the maximum vacuum advance that takes effect at 100 rpm above the RPM HI set available. The unit incorporates n rpm-limiter point. A Hall-effect sensor underathe dampener pulthatsenses takes aeffect a t 100 rprn abovetothe HI set ley rotating ring affixed theRPM dampener point. A Hall-effect sensor under the dampener pulpulley. The system consists of an electronics modley senses a rotating ring affixed to the dampener ule; a coil module; a crankshaft position sensor; balpulley. Thea system a n an electronics last wires; wiring consists harness;ofand optional modmaniule; aabsolute coil module; a crankshaft position sensor; balpressure (MAP) sensor. fold last wires; a wiring harness; and anthe optional The electronics module contains controlmanicirfold absolute pressure (MAP) sensor. cuitry for the system. The programming switches electronics contains control cirareThe located under module the access hatch the on the top cover cuitry for the The programming switches the unit. Tosystem. run properly, the electronic module of are underinthe accessdry hatch on the top(such cover mustlocated be located a clean, environment of the unit. To run properly, the electronic module as a passenger compartment or cockpit) in which must be located in a clean,is dry environment (such the ambient temperature between 40 and + 185 as a passenger compartment or cockpit) in which degrees F. The dimensions of the electronics modthe ambient temperature is between and +I85 ule and mounting detail are pictured 40 here. degrees F. The dimensions of the electronics modThe coil module is a high-energy, extended-range ule and mounting detail are pictured here. The coil module is a high-energy, extended-range

Buick Power S ource

Buick heavy.duty parts are designed and m anufa ctured for off-high way use only.

128 Buick Power Source

Buick heauy-duty parts are designed and manufactured for off-highway use only.

Electronics Module 8 .0 0

Electronics Module 7 . 25

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CONNECTOR 120154-102 CONTACT PIN 1'2.0'33&74-

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., Ballast Wire Assembly

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unit that contains three ignition coils providing spark for Buick V6 engines. The drive signals are unit that contains three ignition coils delivered by the electronic module via providing the wiring spark for Buick V6 engines. The drive signals harness. This module also provides ground for are the delivered by the electronic module via the wiring entire system. The coil module is fairly rugged and, harness. module also provides ground for modthe since theThis operating temperature range of this entire The coil module fairly and, degrees F, itiscan be rugged mounted in ule is -system. 40 to +255 since the operating temperature range of this modthe engine compartment. The unit has a standard ule - 40 to +255terminal degrees design F, it can mounted in SAEishigh-voltage forbe use with most the engine compartment. The unit has a standard high-voltage wires. The dimensions and mounting SAE design for use with most detailhigh-voltage for this unitterminal are illustrated here. high-voltage wires. The dimensions and mounting The ballast wire assembly (also pictured) provides detail for this unit are illustrated here. battery voltage to each invividual coil in the coil The ballast wireThe assembly provides wires (also in thepictured) ballast assembly module assembly. battery to available each invividual the coil limit thevoltage current to eachcoil coil,inthereby module assembly. The wires in the ballast assembly controlling the operating temperature of the coil limit the current available to each coil, thereby assembly. The resistance of each wire in the assemcontrolling theabout operating temperature of the coil 1.0 ohm. bly should be assembly. The resistance of each wire in the assemThe MAP sensor provides the electronic module bly should be about 1.0 ohm. with an electrical signal that is proportional to the The MAP sensorpressure. provides This the electronic manifold absolute results in module a vacuwith an electrical signal that is proportional the um of the other switches. The MAP sensor istocom-

manifold absolute pressure. This results in a vacuum of the other switches. The MAP sensor is com-

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WIRE: &R64-963

60. ~& ± 0.4- ~

TY~

Ballast Wire Assembly

WIRE 6R64963

-

l"OL..'tTUB£ 1t--1SULATION

463CI-BLK-7 -f'

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POLYTUBE INSULATION 463Cl- BLK-7

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) CONIJECTOR 12010791 CONTACT P11-J 12033674CONNECTOR 12010791 CONTACT PIN 12035674

pletely optional; the system provides an rpm-based timing curve set up by the first four programming pletely the MAP systemsensor provides an present. rpm-based switchesoptional; even if the is not timing curve set up byisthe first four programming The wiring harness approximately 6 feet long

switches even if the MAP sensor is not present. Buick Power Source The wiring harness is approximately 6 feet long129 Buick Power Source 129

and contains all the connections necessary to wire a complete Buick Power Source system. It also has and contains all the connections necessary to wire all the connectors and wires necessary to impleament complete Buick Powersuch Source system. also has optional features as the MAPItsensor. all the connectors and wires necessary to implement optional features such as the MAP sensor.

hl ECTOR

NO. 2

'i------CONNECTOR NO.5

CONNECTOR NO. 5

2.50 MAX.

CONNE:CTOR NO. S

t

CONNECTOR N O . 3

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72.00

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----'-.,---NO . I~Gp.,UGE: CONNECTOR NO. 7 CR()';S- \..INI<.E.D

AUTOMOTIVE WIRE:

N O . IGGRUCE -----'--CONNECTOR No.6

CROSS- LINKED A U T O M O T I V E WIRE NO.1€, GAUGE CONNECTOR N0.6 CROSS- LINKED AU10ManVe; WIRE NO.16 GRUGE

System Installation-The hardware required to mount the various system components is as follows: System Installation-The hardware required to 1. Electronic module-This may be mounted using mount the various system is as follows: No. 10 screws through the components mounting ears provided. 1. Electronic module-This be mounted using the electronic modulemay should be mounted in Ideally, No. 10 screws through the mounting ears provided. the passenger compartment. Ideally, the electronic modulecrankshaft should be sensor mounted in 2. Crankshaft Sensor-The the passenger compartment. should be mounted to the front cover of the engine 2. Crankshaft Sensor-The crankshaft sensor behind the dampener pulley using 5!te-inch 18 should be mounted to the front cover of the engine the screws. Alignment is accomplished by loosening behind the dampener pulley using ?&-inch 18 clamp bolt in the mounting bracket and moving the screws. Alignment accomplished head radially until is the sensor slots by areloosening centered the clamp the mounting moving the aroundbolt the in interrupter ring bracket vanes. Aand minimum head radially until the sensor slots are centered clearance of 0.020-inch is required between the aroundofthe vanes. A minimum edges theinterrupter interrupterring vanes and the sides of the clearance of Once 0.020-inch is required betweentighten the sensor slots. alignment is complete, edges of the interrupter vanes and the sides of the the screw and bond with a thread fixative. This sensor slots. Once alignment is complete, tighten completes the sensor alignment. When the engine the screw and bond with a thread fixative. crankshaft is set to 70 degrees BTDC No.1,This the incompletes the sensor alignment. When the engine ner interrupter ring should be transitioning from a crankshaft is set to 70 degrees BTDC No. head. 1,theThis invane to a slot at the center of the sensor ner interrupter ring should be transitioning from slot must be the one preceding the single slot on a vane to a ring slot aoft the of thewhen sensor This the outer the center interrupter thehead. crankslot must be the one preceding the single slot on the outer ring of the interrupter the crankCrankshaft Position when Sensor ~

CRO5S.LINKED

O.IOCl± 0.010

1.18

FLUSH WITHIN", 0.005 '" 2. PLACI2S Crankshaft Position Sensor

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PACKARD ELE'.CTRIC WEA'T~ER PACK 'OI':RIE5 CONNf CTOR DATA 4 WAY <;~ROUD PACKARD ELECTRIC P/N 1'Z020B30 WEATHER PACK SERIES PINOUT, 4 W M CUROUD P/N 12020830 ASt:'NS'OR VOLTAGE B - CRANK SIGNAL 2 ( I PULSE) PINOUT : C-CAANK '>IGNAL I (3 PULSES)

A- SENSOR VOLTAGE B CRANK SIGNAL 2 ( 1 PULSE) D-SENSORLOW C-CRANK SIGNAL 1 ( 3 PULSES)

-

D - SENSOR LOW

mi~iiiiiM

(4 PI-ACES) CONNECTOR

130 Buick Power Source

Buick heavy-duty parts are designed and manufactured for offhighway use only.

130 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

shaft is turned in the normal direction of rotation. This provides 10 10 degrees of base timing (see (see the accompanying illustration). illustration). 3. 3. Ballast Wire Assemblies-When Assemblies-When mounting the ballast wire assemblies, assemblies, take care to bundle the wires together loosely. Under no circumstances should the wires be enclosed in a sleeve. This would unnecessarily restrict the spark energy during high-rpm conditions. Mount the wires in such a way as as to limit the tension applied-a applied-a moderate amount of slack reduces strain on the connections. 4. 4. Coil Assembly-Mount Assembly-Mount the coil assembly on a cool surface if possible; the surface should be kept below + 255 degrees F. +255 F. The coil module may be mounted with %-inch l/4-inch 20 bolts from underneath or with 9mm bolts through the external mounting feet. feet. The mounting surface must provide a lowlowresistance ground back to the system battery. Mounting the module to the engine block is acceptable providing the surface is clear of contaminants such as paint and oils and that it is within the +255 degrees F F constraint. constraint. If If a good ground through the engine block is difficult to achieve, achieve, a %- to I-inch 1-inch ground braid strap back to the battery is acceptable. acceptable. To minimize feedback interference from the coil module to the electronic module, module, mount these units at a t least 4 feet apart. Also, Also, keep the ballast wires away from the rest of the wiring harness, and use radio-suppress ion-type ignition radio-suppression-type wires with at a t least 100 100 ohms-per-foot ohms-per-foot resistance. Wires with solid conductors are specifically not recommended since they may cause erratic operation

under some conditions; conditions; avoid this type of conductor. conductor. Programming Switch Operation-The Operation-The programming switches are used to set up the rpm breaka t those points, the maximum advance available at breakpoints, and the maximum vacuum advance available. The switches are located under an a n access hatch on the top cover of the electronic module. ReRemoving the two screws screws securing this hatch allows the operator to change the switches. The RPM LO switch reads in hundredths of rpm. The range of the switch is 1000-4000 1000-4000 rpm rprn in increincrements of 200 rpm. This switch sets the effective rpm rprn of the first first breakpoint. The RPM HI switch reads in thousandths of rpm. The range of the switch is 6000-13,500 6000-13,500 rpm rprn in inincrements of 500 rpm. This switch sets the effective rpm of the second breakpoint (see (see the accompanying illustration). illustration). In addition, addition, this switch sets the efeffective fective point of the rpm rprn limiter. The limit point begins 100 100 rpm rprn above the rpm rprn set on the RPM HI switch. switch. When the rpm reach the limit point, the system drops one pair of cylinders from the fire sesequence. durquence. A different pair of cylinders is missing during each revolution. When the rpm rprn reach 150 150 above

Connectors and Functions Connector Number 1

Pin A B C D

P

Function 1-4 Coil Module Driver 2-5 Coil Module Driver 3-6 Coil Module Driver Ground MAP Sensor Input Signal Buffered Crank Output Tachometer Output Buffered Cam Output MAP Sensor Voltage Crank Sensor Signal Input Cam Sensor (or sync) Il)put Sensor Power Output Sensor Ground + 12 VDC Ignition Power Input

E

System Wiring Wiring COIJN~CTOR.

NO. 3 (DRIV£R ANt> GROUNDTO COIL MODUL.E)

A ~

I I

-

F

G

COIJ IJ£CTOR NO.2

COI.JN IOCTOR

(MAP)

(DUAL CR.At..IK. SENSOR.)

C D

A 6

A

C

6 C

D

-- --- - ----------- --

M N

I I

I

I

2

A B C

Ground MAP Sensor Output MAP Sensor Ref Voltage Input

I -.J

3

A B C D

1-4 Coil Module Driver 2-5 Coil Module Driver 3-6 Coil Module Driver Ground

4

A B

Tachometer Output Ground

5

A B C D

Sensor Power Input Synchronizer Signal Output Crank Sensor Signal Output Sensor Ground

6

A B C

Ballast Wire Output Ballast Wire Output Ballast Wire Output

7

A

Switched 12V Input

I I I

I I I I

L

H J K L

NO.5

-- -- -- -A B

c

0

E F' G H J

-

K

COI-JNECTOR. 1"0.7 (12 VOLT SWrTCH)

-L M

I

-1-N

P

--

--

-

I

J

C.ONNECTOR "'0.6 (TO 'lODULE MODULE

COI-JI-JECiOR NO. 4('tAC~OMEiER)

Buick Power Source 131

Sample Timing Curve SWITCH S£1'TJ""GS RP.'M. LO' 40

60

R.P.M . HI

60

A.DV. AD".

LO' 10 1-11· 30

VAC.

-15

.13.5

Sample Timing Curve

(4000 R.P.M.)

<13500

R;.P.M.)

C 10° ABOve. SASe.) (30" ABOVE. SASE) (15" MAXIMUM)

SO 40 VI 1JJ 40

VI ~30

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2 2.0

2 2o

Y2 5

4

'0 o~~~--~~~~~~~~~--~~~--~--~~~~--~~~~~~-

\000

2000 ~OOO 4000 5000 GOOO 7000 8000 9000 10000 11000 12000 13000 14000

0 REVOLUTIONS PE~ MlNU,E \OOO 2000 3000 4000 5000 6000 7000 8000 9000 1 0 0 0 0 !LO00 I2000 13000 14000

REVOLUTIONS PEP MINUTE the RPM HI set point, a second pair is dropped from the fire sequence. Again, a different pair of the RPM is HImissing set point, a second is dropped cylinders during each pair revolution to prefrom the fire sequence. Again, a different pair of vent anyone pair from fouling . cylinders is missing during revolution to preThe ADV LO switch readseach in degrees above base vent any The one pair fouling. advance. rangefrom of this switch is 5-20 degrees ADV LOofswitch reads in purpose degrees of above in The increments 1 degree. The this base advance. The range of this switch is 5-20 degrees switch is to set the spark advance at the point sein increments of 1 degree. The The purpose of this lected by the RPM LO switch. ignition system switch is to set thefrom spark t the sethen interpolates an advance advance aof basepoint timing lected by the RPM LO switch. The ignition system at 1000 rpm to an advance set by ADV LO (plus then interpolates n advance base timing base timing) at anfrom rpm aset by RPMofLO. atThe 1000ADV rpm HI to aswitch n advance seta by ADV function, LO (plus serves similar base timing) a t a n rpm RPM LO. setting the advances at set the by high-rpm breakpoint The servesofa this similar function, (set by ADV RPM HI HI).switch The range switch is 10-40 setting the advances a t the high-rpm breakpoint degrees' in increments of 2 degrees. The system (set by RPM HI). The rangethe of high this switch 10-40 then interpolates between and lowis breakdegrees in increments of 2 degrees. The system points set by the four switches. then high and low breakTheinterpolates V AC switchbetween reads inthe relative degrees above points set by the four switches. the basic rpm-generated advance. The range is 0-15 On an Indy engine, the crankshaft position sensor goes The VAC switch reads relativeThe degrees above degrees in increments of 1indegree. setting on inside the timing cover. Note the degreed hub behind the the basic r~m-generated advance' The range is this switch is the maximum advance available to be shutter onan hwheel. d y engine, the position sensor goes degreestointhe increments 1 degree. The inside the timing cover. Note the degreed hub behind the added basic rpmofcurve (set by thesetting other on four this switchThis is the maximum advance available to shutter wheel. switches). advance is directly proportional to be cator dial reads twice the correct advance. added to the basic that rpm is, curve (set by the otherocfour MAP Input-A signal input is provided to the manifold vacuum; maximum advance cator dialinput readsoftwice the correct switches). advance is directly proportional to curs at fullThis vacuum. If the MAP sensor is not inuser for manifold vacuumadvance. information. M A P Input-A signal input is provided the manifold vacuum; that is, maximum advance ocstalled, no advance is added to the timing curve. This input accepts signals directly from thetoDelco user for inputThe of manifold curs a t full vacuum. If the MAP sensor is checked not inInitial Timing Check-Timing may be MAP sensor. electronicvacuum moduleinformation. adds advance This input accepts signalsvacuum directlyand from stalled, no advance is added to the timing curve. by cranking or running the engine below 700 rpm. proportional to manifold to the the Delco curve, MAP sensor. The electronic module adds advance Initial Timing Check-Timing may be checked This causes the ignition system to produce sparks which has been set up using the other four proportional manifold and toto the the maxicurve, by base cranking or running thecylinder engine below 700two rpm. at timing. Since each receives Thetoadvance is vacuum also subject switches. which hasbybeen upswitch. using the fourworks beThis causes the ignition system to produce sparks sparks per cycle, a timing light with a timing indimum set the set VAC Thisother feature switches. The advance is also subject to the maxiat base timing. Since each cylinder receives two heavy·duly are designed manufactured for off-highway use only. 132 Buick Source setparts by the VAC and switch. This feature works besparks perPower cycle, a timing light with a timing indi- Buickmum 132 Buick Power Source

Buick heauy-duty parts are designed and manufactured for off-highway use only.

tween 500 rpm and the RPM HI switch setting (see the accompanying illustration). tween 500 rpm and the RPM switchfor setting Tachometer-An output is HI provided tach- (see the accompanying illustration). ometer operation. The tachometer must be of the Tachometer-An provided for tachelectronic type. Buickoutput PowerisSource tachometers ometer operation. The tachometer must be of the are available through GM parts distributors. electronic type. Buick Power Source tachometers Technical Assistance-If you require technical are available through GM partsand distributors. assistance, send your questions telephone numTechnical Assistance-If you require technical ber to: assistance, send your questions and telephone numBuick Special Products ber to: 902 E. Hamilton Ave. Buick Special Products Flin t, MI 48550 902 E. Hamilton Ave. Aftermarket Ignition Flint, MI 48550 Possibly as many as a dozen different aftermarAftermarket Ignition ket ignition systems are marketed for the Buick asthis many as a dozen different aftermarhardware supplements all or part V6.Possibly Some of ket ignition systems are marketed for the Buick of Buick production ignition hardware. Other afterV6. Some of this hardware supplements all or part market hardware is designed to replace original of Buick production ignition hardware.Distributors Other afterequipment-component by component. market hardware is designed to replace that are triggered by points (some dual), original magnetic equipment-component by component. Distributors induction and light beams are available. You can that find are triggered by points (some systems dual), magnetic also multiple-spark-discharge and igniinduction andthat light beams available. You can systems are crankare triggered. tion also find factors multiple-spark-discharge and igniThree must be consideredsystems when selecting tion systems that are crank triggered. any ignition system for a Buick V6 subjected to Three factors be considered when selecting reliability, rpm capability, and enheavy-duty use: must any ignition for a Buick V6 that subjected to Any ignition system operates ergy delivery.system heavy-duty use: reliability, rpm capability, and encontinuously for 24 hours at 8500 rpm and delivers ergy delivery. Any ignition system that operates 40 kilovolts at the spark plug is adequate for Buick continuously 24 hours a t 8500 rpm and delivers V6 heavy-dutyforuse. 40 kilovolts a t the spark plug is adequate for Buick V6 heavy-duty use. Ignition Wires The correct wire and Ignition Wires

its routing is critical when any of the Buick Computer Controlled Ignition sysTheiscorrect and its routing is critical tems used inwire a heavy-duty application. Thewhen propany of the Buick Computer Controlled Ignition syser hardware is a radio-suppression helical-wound tems is 100 usedohms in a heavy-duty application. The propper foot. Under no circumstances wire of er hardware is a radio-suppression helical-wound should a solid-core wire be used with a Buick Comwire of 100 ohms per foot. Under no circumstances should a solid-core wire be used with a Buick Com-

puter Controlled Ignition system. However, if an aftermarket magneto is used, an 8mm solid-core wire puter Controlled Ignition system. However, if aa nveafis recommended. Hardware placement within termarket magneto is used, an 8mm solid-core wire or within a dyno test cell is vital to troublehicle is recommended. free operation. Hardware placement within a vehicle within a dyno test cell ismodule vital todirectly trouble• Doornot locate the electronics free operation. next to the coil pack. Recommended separation is not locate the electronics module directly fourDo feet. next to not the wrap coil pack. Recommended separation is • Do the sensor input leads around the four feet. high-voltage plug wires. Neatly dress low-voltage Doaway not wrap input leads around the wires from the the sensor plug wires. high-voltage Neatly dresswith low-voltage • Be certainplug the wires. coil pack is fitted a substanwires away from thethe plug wires. tial ground path to engine and/or charging syscoil packground is fitted with substanwire is adesirable. tem.Be A certain liz-inch the flat-braided tial ground path to the engine and/or charging sys• Be certain the charging system and the battery tem. A %-inch flat-braided ground wireare is sufficient. desirable. voltage from the ignition components Be certain thedraw charging and the battery Average current from system the ignition system is voltage from the ignition components are sufficient. 7.5 amps with peak current surges of 11 amps. TypAverage current draw from the ignition system is battery voltage is 11-16 volts. ical 7.5 amps with peak current surges of 11 amps. Typical battery voltage is 11-16 volts. Spark Plugs Stage II iron and Spark Plugs

aluminum heads are machined for different spark plugs. It is also important to Stage I1 iron aluminumfor heads know that plug and requirements the are two machined heads defor different spark plugs. is also to pend on the fuel used andItthe type important of racing done. knowfollowing that plugchart requirements for the two to heads The is a beginning guide plugdesepend onfor theheavy-duty fuel used and use. the type of racing done. lection The following chart is a beginning guide to plug selection for heavy-duty Pluguse. Selection Gasoline

Plug Selection

Aluminum Head-12mm; gap at 0.035 Gasoline Super speedway Champion BN60 Aluminum Head-12mm; gap at 0.035BN60Y Champion Road course Super track speedway Champion BN60 Short BN63 BN6OY Road course Iron Head-14mm; gap at Champion 0.035 Short Champion BN63 Super track speedway Champion N57 Iron Head-14mm; gap at Champion 0.035 N60 Road course Super track speedway Champion N57 Short Champion N63 "l. ;

Road course Champion N60 Alcohol Short track Champion Aluminum Head-12mm; gap at 0.035N63

Alcohol Super speedway Champion R506R Aluminum Head-12mm; gap at 0.035R504R Champion Road course Super track speedway R506R Short Champion R502R Road course R504R Iron Head-14mm; gap at Champion 0.035 Short track Champion R502R Super speedway Champion N54R Iron Head-14mm; gap at Champion 0.035 Road course N57R Super track speedway Short Champion N54R N60R

Road course Short track

Champion N57R Champion N60R

1echTips Reading Tech Spark Plugs

Tips

The Buick Power Source Ignition as it appears when the coil unit is mounted atop the lifter valley cover. Note the length of heat shielding around the spark The Buick Power Source wrapped Ignition as it appears whenplug the wiresunit to protect thematop fromthe thelifter exhaust pipes leading coil is mounted valley cover. Note to the the turbocharger. length of heat shielding wrapped around the spark plug wires to protect them from the exhaust pipes leading to the turbocharger.

The spark plugPlugs can be the easiest-to-read indicaReading Spark tor of the conditions existing inside the combustion The spark plug can be the easiest-to-read indicachamber. torThe of the conditions existing combustion correct heat range and inside type ofthe spark plug is vital part of the "tune" of an engine combination. achamber. The heat range typeplug of spark The tipcorrect temperature of theand spark must plug stay is alower vitalthan part the of the "tune" of an engine combination. dangerous pre-ignition temperature The tip temperature plug must stay of about 1400 degreesofF.the Thespark tip temperature must lower than dangerous pre-ignition temperature also stay hotthe enough to prevent oil or carbon foulof 1400 degrees The tipF). temperature ingabout (approximately 800F.degrees A good rulemust of also stay hot enough to prevent oil carbon foulthumb is to maintain the hottest tiportemperature ing (approximately 800 degrees F). A good rule of Buick Power Source 133 thumb is to maintain the hottest tip temperature Buick Power Source 133

HEAT

iRAN5PE~

that will not cause problems. Use a projected nosetype plug if it clears the piston dome. Supercharged that willprobably not causerequire problems. Useofa aprojected engines the use side gapnoseplug, type plug if it clears the piston dome. but the reading process is the same. Supercharged engines probably require the use ofofaaside gapplug plug, The correct general appearance spark is but the reading is the the spark plugsame. manufacturers; condescribed by all process The correct generalpocket appearance a spark plug sult their individual guides of concerning evi- is described by all the spark plug manufacturers; condence of detonation, overheating, etc. sult their individual pocket guides concerning eviThe spark ·plug insulator transfers heat from the dence of detonation, overheating, etc. tip to the threads. The point of effective heat transspark .plug insulator heata from the ferThe generates a ring (it lookstransfers almost like shadow) tip to the threads. The point of effective heat transthat is best observed with a spark plug inspection fer generates ring (itquickly looks almost likeindication a shadow) light. The ringa forms and is an t h aburning t is best in observed with a spark plugThe inspection of the combustion process. closer to light. and the is a nmixture; indication the tipThe thering ringforms forms,quickly the richer the of burning the combustion Thethe closer closer to theinspark plug shell, process. the leaner mix-to the tip ring forms, mixture; the ture. If the there is no ring,the andricher if thethe plug insulator closer to the sparkthe plug shell, the leaner tip is bone white, mixture is too lean. the Thismixinture. If there is noprimarily ring, and toif gasoline the plug engines, insulatoralformation applies tip is bone the mixture too lean. though it iswhite, applicable to both is alcohol andThis nitro-information applies primarily to gasoline engines, almethane engines as well. The total span of rich-tothough it isnear applicable alcohol nitrolean (ring the tip to to both ring near theand shell) may methaneonly engines as percent well. The total span of rich-torequire a 7-10 change in fuel. When a lean (ring near the tip to ring near the shell) competition ignition system has been installed,may the require only a 7-10 change 5-10 in fuel. When a fuel curve may needpercent to be enriched percent competition systemdecreased has been by installed, and the totalignition spark timing about 3the defuel curve may need efficient to be enriched 5-10 percent grees due to a more flame front. and the total by about en3 deSpark plug spark gaps intiming use indecreased high-performance grees due to a more efficient flame front. gines range from 0.025-inch to no ground electrode plug togaps in use in enat Spark all; 0.0450.060-inch arehigh-performance more common figgines rangeneed from no ground electrode adjust the to variables of gaps, heat ures. You to 0.025-inch a t all; 0.045to 0.060-inch a r e more fig- for ranges, and mixtures to produce the common best results ures. application. You need to adjust the variables of gaps, heat each ranges, and mixtures to produce the best results for each application. Firing Order The firing order on all Bllick V6 engines is 1-6-5Firing Order 4-3-2. The firing order on all Rl~ickV6 engines is 1-6-54-3-2.

Firing Order

134 Buick Power Source

Buick heavy·duty parts are designed and manufactured for offhighway use only.

134 Buick Power Soitrce

Buick h e a v y - d u t y parts are designed a n d m a n u f a c t u r e d for o f f h ~ g h u a yuse only.

Code Reading AC A C Spark Plugs AC Sparks Plugs (aluminum (aluminum head) head) R 42 C

t

resistor type type !esistor

tt . tt range copper tIp heat tip

Y LTS

6

+ tapered seat seat long tapered

O.060-inch 0.060-inch gap recommended

Spark Plug Servicing The proper servicing of spark plugs helps make the winning difference in engine performance and fuel fuel economy. economy. An engine with adequate compression and the proper air/fuel mixture may fail fail to properly ignite

•4

the fuel fuel charge in one or more ways, depending on the condition of the spark plugs. plugs. Misfire of the fuel charge could be caused by an improper air/fuel mixture in the cylinder. cylinder. However, However, the problem is more commonly commonly caused by faulty ignition. ignition.

How Spark Plugs Misfire Normal Ignition A high-voltage pulse travels down the center electrode, arcs across the gap to the side electrode and properly ignites the air/fuel air !fuel mixture in the combustion chamber. Spark plugs in good condicondition used with an adeadequate ignition system dedeliver maximum power and fuel economy.

Tracking Arc High-voltage arcs between a fouling deposit on the insulator tip and spark plug shell. This igignites the air/fuel mixture at a t some some point along the insulator tip and retards the ignition timing, causcausing a power and fuel fuel loss. loss.

Pre-Ignition The spark plug overheats to the point where the air!fuel mixture ignites before the high-voltage pulse arcs across the electrodes. Pre-ignition also occurs when any sursurface face in the combustion chamber remains hot enough to ignite the incoming fuel charge before the timed spark. spark. This concondition can easily cause enengine damage as well as loss loss of power and performance.

Wide Gap Spark plug electrodes are worn so that the highhighvoltage charge cannot arc across the electrodes. ImImproper gapping of elecelectrodes on new or "cleaned" spark plugs could cause a similar problem. Fuel remains unburned results. and a power loss results.

Buick Power Source 135

Bridged Electrodes Fouling deposits between the electrodes ground out the high voltvoltage needed to fire the bespark plug. The arc between the electrodes does does not occur and the air/fuel mixture is not ignited. ignited. This causes a power loss, loss, fuel is exhausted. exhausted. and raw fuel

Flashover A damaged spark plug boot, boot, along with dirt and moisture, can permit the high-voltage charge to short over the insulator to the spark plug shell or the engine. insuengine. AC's buttress insulator design helps prevent high-voltage flashover. flashover.

Cracked Insulator A crack in the spark plug insulator could cause the high-voltage charge to ground out. out. Here, the spark does does not jump the electrode gap and the air/ fuel fuel mixture is not ignitignited. ed. This causes a power loss, exloss, and raw fuel is exhausted.

Fouled Spark Plug Deposits that have formed on the insulator tip may become conducconductive and provide a "shunt" "shunt" path to the shell. shell. This prevents the high voltage from arcing between the electrodes. A power and fuel loss loss is the result.

Timing Timing Mark The timing mark is composed of two lines-one lines-one on the crank dampener and the other on a tab on cover-that indicate TDC. TDC. After the timing chain cover-that TDC has been located with the dial indicator, this true position should be checked against the indicatindicated timing mark. Any deviation from the true TDC should be noted and the correction made permadampener. The new mark nently on the crank dampener. visible. An error in the basic timing should be very visible. of only 2 degrees can be costly in terms of perfordamage-. A 2-degree 2-degree error in mance and/or engine damage. failure or light timing can result in a pre-ignition failure to heavy compression-ring scuffing, scuffing, which results in blow-by and lower horsepower output. output. increased blow-by 136 Buick Power Source

Tachometers Tachometers Not all tachometers are compatible with the orBuick Computer Controlled Ignition systems. In order to function with this hardware, the tach must be compatible with a low-voltage low-voltage (O-12-volt) (0-12-volt) input signal coming from the electronic ignition module a t pin G. (One (One source for such a tach is Auto Meter at Products, Inc., listed in the suppliers suppliers chapter.) chapter.)

GLOSSARY AMPERAGE-The AMPERAGE-The amount of current (amperes) (amperes) flowing flowing in a circuit.

I

(AMP)-The unit of measurement for for AMPERE (AMP)-The

Buick heavy·duty parts are designed and manufactured for off-highway heavy-duty parts off-highway use only. only.

the flow of electrons (current) (current) in a circuit; circuit; the amount of of current produced by one volt acting through a resistance of one ohm. The term ampere is derived from the scientific contributions of of Andre Marie Ampere. CAPACITOR (CONDENSER)-A (CONDENSER)-A device for storstoring an a n electric charge. CURRENT-The CURRENT-The flow of of free free electrons through a conductor. DIELECTRIC-A DIELECTRIC-A nonconductor of of direct electric current. DIODE-A DIODE-A semiconductor that permits current to flow in one direction only, only, used in reflection (changing (changing alternating current to direct current). current). ELECTROMAGNET-A ELECTROMAGNET-A soft-iron core that is magnetized when an a n electric current passes through a coil of of wire surrounding it. it. ELECTROMAGNETIC FIELD-The FIELD-The invisible field of force that surrounds a charged conductor coil. coil. ELECTROMAGNETIC INDUCTION-The INDUCTION-The producing of an a n electromotive force by varying a magnetic field whose lines of of force intersect a conductor in a circuit. ELECTROMECHANICAL-A ELECTROMECHANICAL-A mechanical process actuated or controlled electrically. ERODE-To ERODE-To wear away by slow destruction. destruction. FREE ELECTRON-An electron in the outer orbit ELECTRON-An of an a n atom, atom, not strongly attracted to the nucleus, that can therefore be easily forced out of its orbit around the nucleus of of another atom. INDUCTANCE-A INDUCTANCE-A property of an a n electric circuit

by which an a n electromotive force is induced in the circuit by a variation of current either in the circuit itself itself or in a neighboring circuit. circuit. MAGNETIC FIELD-The FIELD-The directional field of force produced by a magnet or magnetic influence. MAGNETIC FLUX-Lines FLUX-Lines of of force representing a magnetic field. field. MAGNETISM-A MAGNETISM-A class of of physical phenomena that include the attraction for iron observed in lodestone and a magnet, believed to be inseparably associated with moving electricity. These phenomena are exhibited by both magnets and electric currents and are characterized by field of of force. force. OHM-The OHM-The practical unit for measuring electrical resistance. The term ohm is derived from the scienscientific contributions of Georg Simon Ohm. RESISTANCE-The RESISTANCE-The opposition to the free flow of of an a n electric current. RESISTOR-A RESISTOR-A device in an a n electric circuit that "uses up" some of of the available voltage, allowing the remainder to operate an a n electrical unit within the designed voltage limitations of of that unit. SATURATION TIME-The TIME-The length of of time necesnecessary for the primary current to reach its maximum value so that the magnetic field is at a t its maximum strength. VOLT-A VOLT-A practical unit measurement of electrical pressure in a circuit. circuit. The term volt is derived from the scientific contributions of of Alessandro Volta. VOLTAGE-The VOLTAGE-The number of volts required to force current through a conductor. conductor.

~

d

'V

NOTES

Buick Power Source 137

haust System ll Buick V6 exhaust manifolds and headers built for cylinder heads produced 11since Buick1979 V6 exhaust manifolds and headinterchange with production ers built for cylinder heads produced and Stage I heads. This includes the welded stainsince 1979 interchange with less steel manifolds that are standard on production many curand Stage I heads. This includes the welded stainrently produced Buicks. The photographic section less steel manifolds that are standard on many curshows the most readily available production manirently produced Buicks. The photographic section folds identified by part number to aid engine shows the street most readily production maniswappers, rodders,available and other users of the folds identified by part number to aidWhen engineproducBuick V6 in heavy-duty applications. swappers, streetI rodders, other of the tion and Stage cylinder and heads are users required for Buick V6 in heavy-duty applications. When heavy-duty use, the following dimensions canproducbe tion I cylinder heads are fabrication. required for as a Stage starting point for header used and heavy-duty use, the following dimensions can be Drag racing-The current thinking is that headused as a starting point for header fabrication. ers should be of stepped design-that is, a primary D r leaving a g racing-The thinking is thatand headpipe the head current at 1% inches diameter ers should be of stepped design-that expanding to 1% inches at a distance is, of a12primary inches pipe leaving the a t 1% incheslength diameter and from the head forhead a total primary of 30 expanding to 1% inches a t a distance of 12 inches inches. The collector should be 12-16 inches long from3the headinfor a total primary length of 30 and inches diameter. inches. The collector should be 12-16 inches long and 3 inches in diameter.

A

A

To begin, all headers fabricated for Stage II cylinder heads should have the primary pipes joining begin, headers upward fabricated for Stage I1 cylintheTohead at all a 7-degree placement from the der heads should thedesign primary flange surface. A have stepped haspipes also joining been the head a t beneficial a 7-degreeinupward placement from the found to be this case. flange surface. A stepped design has also been the Normally aspirated drag racing-Leaving found to be beneficial in this case. cylinder head, the primary pipe should be Fis Normally d r a g racing-Leaving inches for 12 aspirated inches, expanding to 2 inches for the a tocylinder primary pipe should tal lengthhead, of 30the inches. A starting pointbe for1% collec1 inches, expanding to 2 inches for a toinches tor sizefor is 312 12 inches by 30 inches. tal length of 30 inches. A starting point for collector size is 3% inches by 30 inches.

A typical drag race header, as described in the text.

A typical drag race header, as described in the text.

1'""------ 2. Z4 ------I~

1.4S

Stage I engine headers. The extremely short primary pipe I I length allows power in only a very narrow rpm range. Stage I engine headers. The extremely short primary pipe length allows powerand in only a very narrow rpm range. enRoad racing oval track racing-These

1

gines also benefit from having a stepped design. R o a d racing ovaldiameter t r a c k racing-These Leaving the heada nadpipe of Ph inches isengines also benefit from having a stepped design. of preferred, expanding to 1% inches at a distance By copying this illustration of a Stage II exhaust /lange, Leaving head pipe diameter of 1% inches is 12 inchesthe from thea head with a total primary you can use it as a template for /lame-cutting individual 1% inches a t a distance of preferred, expanding to header flanges. length of 38 inches. Again, the collector should be By copying this illustration of a Stage II exhaust flange, 12 inches from the a total primary you can use it as a template for flame-cutting individual about 12 inches longhead withwith a diameter of 3 inches. length of 38 inches. Again, the collector should be header flanges.aspirated road racing and oval Normally Stage Exhaust Manifolds about 12IIinches long with a diameter of 3 inches. track racing-A stepped design of 17/8 inches leavr o a dtor a2c iinches n g andafter oval12 There 1are no production exhaust manifolds for ingNormally the head aspirated and expanding Stage 1 Exhaust Manifolds 17/a inches leavt r a c k racing-A stepped design of Stage II cylinder heads. All exhaust systems to be inches for a total length of 38 inches gives a broad There are no production exhaust manifolds for ing the head and expanding to 2 inches after 12 fitted to Stage II heads must be custom fabricated. torque curve. Collector size should be about 3 Stage I1guidelines cylinder heads. exhaustinsystems to be inches by for 16 a total length of 38 inches gives a broad Several can beAll followed this area. inches inches. fitted to Stage I1 heads must be custom fabricated. torque curve. Collector size should be about 3 138 Buick Power Source Buick heavy·duty parts are designed and manufactured for off highway use only. Several guidelines can be followed in this area. inches by 16 inches. I38 Buick Power Source

ick heavy-duty parts are designed and manufactured for offhighway use only.

Many engine builders and header manufacturers prefer to have an adapter plate between the cylinder head and head flange.engine This permits useheader of a larger primary pipe. Many buildersthe and manufacturers prefer to have an adapter plate between the cylinder head and head flange. This permits the use o f a larger primary pipe.

Turbocharged road racing and oval track racing-To increase throttle response, primary Turbocharged o a d r as a c ipossible, n g a n d oval c k dipipes should be as rshort with tar apipe racing-To increase response, primary ameter of 1% inches. throttle The collector mating with the pipes should be as short a pipe diturbocharger should also as bepossible, as short with as possible. ameter of 17hinches. The collector mating with the Turbocharged-Applications turbocharger should also be as short as possible. All exhaust systems fabricated for turbocharged Turbocharged-Applications applications must be stainless steel. Ideally, the All exhaust fabricated headers bolt tosystems the cylinder headsfor viaturbocharged individual applications must be stainless steel. flanges with a minimum thickness ofIdeally, %-inch.the An headers bolt to the cylindershould headsbe viaplaced individual expansion joint or bellows beflangesthe with a minimum thickness of %-inch. An tween cylinder head and the turbocharger to expansion joint or bellows should be placed beprevent the exhaust system from cracking. tween the cylinder head and the turbocharger to prevent the Produced exhaust system from Manifolds cracking. Recently Buick

When performing a custom installation of a Recently Produced Buick Manifolds

Buick engine, it may be helpful to study the followperforming a customproduced installation of mania photographs of recently Buick ingWhen Buickused engine, it may be helpful to study theAll followfolds on various models of Buick cars. of ing photographs of recently produced Buick manithese manifolds can be bolted to 1979 and newer folds used on various BuickAll cars. All fabof production heads and models Stage I ofheads. of the these manifolds can be bolted to 1979 and newer ricated manifolds are constructed of stainless steel.4 production heads and Stage I heads. All of the fabricated manifolds are constructed of stainless stee1.d

Buick Power Source 139

Buick Power Source

139

Buick Power Source

Buick heavy-duty parts are designed and manufactured for offhighway use only_

140 Buick Power Source

Bulck heavy-duty parts are designed a n d manufactured for. o f f h i g h w a y use only

140

Buick Power Source

141

Buick Power Source 141

6

O p e r a t i n g Conditions

A A

heaVY-duty heavy-duty Buick V6 engine represents a sizeable outlay in terms of money, time and hours. Every effort should be made to extend the life of all components. Thus, Thus, a number of break-in procedures are recommended. The engine should be cranked until steady oil pressure is seen on a direct reading gauge. It is preferable to do this with all spark plugs removed so as a s not to unduly load the starter or the crank journals. If If the engine is equipped with a dry-sump oiling system, the drive belt can be removed from from the crank pulley and placed around the chuck of aa drill motor and driven until pressure is achieved. It is extremely important to avoid letting air lock either the lubrication or cooling systems when an an engine is first fired. fired. This is especially critical when remote oil coolers and filters filters are a r e used and when remote sumps and surge tanks are used in the coolcooling system. system. Any time an a n engine is assembled using RTV (room (room temperature vulcanizing) sealant, sealant, it should be allowed to sit overnight so the sealant has a chance to cure before being subjected to vibration and hot oil-both oil-both of which dislodge sealant.

Run-In Engine Run-In Racing engine run-in should last at a t least an a n hour and preferably two hours. Any type of running between 2000-4000 2000-4000 rpm is beneficial; however, a dynamometer-controlled run-in is best of all. all. This allows a controlled load on the engine, and any oil and water leaks or other deficiencies deficiencies in buildup are more easily repaired. repaired. Use 30-weight oil and street-type street-type heat range spark plugs during run-in. After run-in, spark plugs, oil and filter should be changed, the valvetrain inspected and valves relashed. If a head gasgasket retorque is required, it can be done done at this time (before the valves are a r e relashed). Inspect the drain oil and filter for large foreign particles at a t this time. It is particularly important to change the oil filfilter, because if you follow our recommendation on buildup lubricants and plugging the oil filter bypass, the filter will be plugged with Molykote durduring run-in. This shows up as aa decrease in engine oil pressure. An engine that has just been rebuilt with new piston rings and a used camshaft needs little or no run-in; run-in; a warm-up and hot lash are sufficient. After the engine has been broken in, in, aa number of items need to be attended to before the engine is put to severe use. 1. 1. Retorque all cylinder head bolts or studs in the correct sequence to the specified loading. 2. Remove and replace the filter and all oil. oil. 3. Cut the filter apart, apart, and examine it carefully. 142 Buick Power Source

4. Install plugs of the correct heat range. range. 4. 5. 5. Readjust valve lash. 6. 6. Check the timing. 7. 7. Check for coolant and lubricant leaks. leaks. The following recommended operating specificaspecifications and limits should ensure long-lasting and satsatisfactory performance from an a n engine built as dedescribed by these instructions.

Oil Use 30-50 30-50 weight ashless racing oil or one of the 20W-50 20W-50 multigrades available with ashless detergent additives. If If you are unsure whether the oil you want to use is ashless, ashless, check with its manufacturer. turer. Avoid any oils that contain barium or calcicalcium even in small percentages, as the presence of these components in the carbon deposits on the piston promotes destructive pre-ignition preignition and causes burned pistons. You can use aircraft oil, which is always ashless; however, unless you run a roller cam you must provide an a n additional extreme pressure additive to prevent cam and lifter wear. wear. Most automotive oils contain 0.1 0.1 percent or greater zinc component for EP E P additive. additive.

7echTips TehTips Oil Coolers ~ooiers Oil coolers are crucial to racing engines because they assist in dissipating combustion heat. Engine coolant temperature and oil temperature are directly related. related. Oil coolers should always be mounted in an a n area where a constant supply of fresh outside air is assured. Long runs of hose and an a n abundance of bends or elbow fittings restrict oil flow and should be avoided. Two oil coolers used in one application should be plumbed in parallel-not parallel-not series-to series-to prevent a loss in pressure. Coolers should be plumbed so the oil enenters from the lowest point in order to force air out of the cooler and prevent air lock. lock. Oil coolers and all external oil plumbing should be sonic cleaned before installation and at a t least once aa season thereafter even if no engine problems are experienced. If an a n engine fails, fails, all engine oiling hardware should be sonically cleaned. Oil Pressure Fluctuations Nonfluctuating oil pressure comes primarily from eliminating any possibility of air entering the oiloiling system under any condition in the operation of the engine. Immediate gauge response is mandatory to detect problems in the oiling system. The oil pressure gauge line should have a 1J8-inch %-inch inside diameter for best response. Pressure loss in aa Buick Buick heavy-duty parts are designed and manufactured for of{highway Auick heavy-duty parts off'highway use only. only.

V6 seeing heavy-duty use comes primarily from insufficient oil level or capacity, and in some cases V6 seeing use are comes primarily from infrom both. heavy-duty Other culprits high engine oil flow sufficient oil level or capacity, and in some cases rates due to excessive clearances within the engine from both. Other culprits are high engine oil flowoil and improper oil pan baffling and/or inadequate rates due capacity. to excessive clearances within the engine drainage and improper oil pan baffling and/or inadequate oil Fuel drainage capacity. Use the best super premium available. Several Fuel good racing fuels are now availab-le-Uni-on 76, Use the super premium available. Several Sunoco 280best (Cam II), and H &H Racing gas. You good racing fuels are now available-Union can also use 100-130 aviation fuel. In order 76, to run a Sunoco 280 compression (Cam II), andratio H &you H Racing 12:1-12.5:1 have togas. runYou one can also use 100-130 aviation fuel. In order to r u n a 12:l-12.5:l compression ratio you have to run one

of the above fuels. If you must run pump premium, limit your CR to 10.5-11.1. The vapor pressure of of the above If you gasolines must runispump premium, aviation fuel fuels. and racing carefully conlimit your CR to 10.5-11.1. The vapor pressure of trolled to prevent vapor lock and vapor lean-outs. aviation fuel and racing gasolines is carefully conSome pump fuels, particularly in northern clitrolled to prevent lock lean and vapor lean-outs. mates, cause vaporvapor lock and mixtures if run Some fuels, inuse. northern clion fuelpump tailored forparticularly cold-weather mates, cause vapor lock and lean mixtures if run on fuel tailored for cold-weather use.

Io'Ht t> TO USI: :.), 0 RU.C

YWY TO

US= IlFm

Th ~ 0 Ri n g can be u lc 4 o nl~ On th .. n ° tn~ of th" (lttlng u h d .. I th it ' ".... 1. oot l ot th;at I I

TAPE

Yhsn rarilng r l l h a n AM Fllllnl t h a t ha. pip. t h r e a d on on. end, <.il." tap. m the p i p

not

**IIrFOLO

plp~

NevU put " n 0-lI. l nl

ThC o-lins cam bo u.cd only 0" "tch the 17A f.1.1.end of outlet ths ftrelng chat 1.us.4

en chc net P L - . end Mr.. of th. put 11rlLng .n 0-Rlng that

- 10

NO . 10

F'ILi"E"R.

t

F"E"ED L.INE:S

1.63 G.P.M. PRI:<;;"SURE PLlMP

-8 F"U£L MANIF'Ot.D OR. Y 8LOCK

EchTips Fuel TechSystem Tips

In most cases one high-capacity electric fuel Fuel System pump is adequate for a Buick V6-powered competiIn car. mostWhen cases two one fuel high-capacity fuel tion pumps areelectric used, they pump is adequate for a Buick V6-powered should be plumbed in parallel. This means competihaving tion inlets car. When twooutlets fuel pumps are used, two and two rather than onethey pump should plumbed in parallel. Thisrecommended means having feeding be into the second pump. The two andistwo outlets rather and thanthe onediameter pump fuel inlets line size %-inch diameter, feeding into the second pump. The recommended from the electric pumps to the carburetor should be fuel line size is %-inch diameter, and the diameter the same. from the electric pumps to the carburetor should be the same. Using an Air Density Meter The use of anDensity air density meter is not a substiI tute Using an Air Meter for tuning. Power output of an engine is di-

The use of a n air density meter is not a substitute for tuning. Power output of a n engine is di-

SEALING 'ii'fl.E THReAO 1'tPE SEALING STYLE 0

TURFAD N P P 45* I. N.E

37

I

'I,

AN 815 SERIES

T~R~DP1PE

11-JREAD TW€R€D ~ P E M READ ,

I

BASELINE

I

AN 816 <3FRrE~

AN 816 SERIFS Buick Power Source

143 1

Buick Power Source 143

L===

100

-

-

'0

-

60

~40

20

~

:30

Recommended pressure Ime velocity range 9,0

'"

Recommended Rerammended pump >"let llnr

OR 0.8i5

(o!,)

'"m'm'~

07

:-"0_ 16

6.0 06881"/,~I'.o

1

2

t

R&ommended

0,';6:3 " S G l , , , . , N o 10-

Z'"'OIi'"

4.0 0.438

('!,,,)

No R

Recommended ~uctlOn

tine

velocityran"e O.OSO 4 0 060 No.6 No 6

2,0

-0 "d 4

0

0

2

4 '.o

1 20

CT-OUP

1" -

1.85 gals.lmin Pressure presure pump pump

-

0 010 -

-"9 -

-

0,8 U8

-

-

-

roe~y ww-+ -

-

0.7 "7

-

-.

05

-

Hose nose size sme

Hose ~ o s ID ID e

now Pump flow (gab,/min.) lpalr Imln I

Sped of fluid nu,d Speed travelhng through traveling assembly assembly irt.lsec.! (It /sec I

Area ~ r e of oa f fitting atrlng

Inside dimension dlmenslon of hose hose or fitting iltttng (area/in.! lareair" I

rectly related to the air density. Air density is affected mainly by two factors: factors: barometric pressure and air temperature. temperature. With a decrease in barometric pressure and/or a rise in air temperature, there is a loss of engine power. power. Conversely, Conversely, an increase in engine power results from a rise in barometric pressure and/or a decrease in air temperature. An internal combustion engine must maintain the proper airlfuel air/fuel ratio (by weight, not volume) to achieve maximum power output or the best fuel economy. economy. A carburetor provides an engine with the proper air/fuel ratio, but only for a given air densidensity. To compensate for changes in air density, the carburetor main jet jet size must be changed correcorrespondingly. The air density meter gives the engine tuner the proper information to compensate for changes in barometer pressure and air temperature to attain maximum power output or the best fuel economy. economy. The density meter indicates air density directly in percent. Standard sea level condition is 60 dedegrees F air temperature and 29.92 29.92 inches of mercury barometric pressure or 100 100 percent air density. 144 144 Buick Power Source

The instrument utilizes a diaphragm with a given volume of air sealed inside. The diaphragm is exexposed to the surrounding surrounding barometric pressure and air temperature, which acts upon the diaphragm and causes it to expand or contract. contract. The motion of the diaphragm is transformed into needle movement on the dial to indicate the actual air density. Once a starting point has been established, the proper jet jet size size may be determined for various air densities to attain maximum power output or the best fuel fuel economy. economy. Since air density may change significantly (even (even at a t a given altitude), altitude), it should be recorded at a t the time of a performance test and used for comparison with other tests. Otherwise, a change in performance cannot be positively attributed to a change in engine tune but could be due to a change in air density. density. The charts show the effect of air temperature and barometric pressure on engine power output. The maximum power output of an engine is directdirectly related to air density, provided the same air/fuel ratio is maintained. If If the airlfuel air/fuel ratio is permitted to go rich or lean, lean, the reduction in power outoutput is considerably greater. In addition, the ignition timing will be fast or slow, slow, and the spark plug heat range will be affected. affected. To maintain a balance of these conditions and to secure maximum power output at a t a given air density, the correct airlfuel air/fuel ratio must be maintained. The air density meter combines the factors of air temperature t e m ~ e r a t u r eand barometric pressure and gives a direct reading in percent air density. density. • Establish a starting point by tuning the engine (carburetor jetting, spark advance, advance, plug heat range, etc.) etc.) at a t aa known air density. Do this by experimenting until the best performance is obtained. • To maintain the proper DroDer air/fuel ratio as deterdetermined above, above, the carburetor main jets must be changed to match new air density conditions. The percentage the main jets area is reduced or inincreased must be the same percentage the air densidensity is reduced or increased, as indicated by the air density meter. jet meter. The following following chart shows shows the jet area for different-size jet jet diameters. diameters. Example: Example: An engine has been tuned for maximum power output at a t a drag strip in the morning with an air density of 98 98 percent and 0.072-inch-diameter jets. In the afternoon, afternoon, the air density drops to 92 percent. This indicates that the main jet jet area should be reduced by 6 percent to maintain maximum power output. To determine the correct jet jet size, size, make the followfollowing computation: A

-

1. jet area from the chart: 1.Find the jet chart: 0.072-inch 0.072-inch didiameter or 0.004072-square-inch. 0.004072-square-inch. 2. Subtract air density readings: readings: 98% -= 6%. 6%. 92% = 3. Multiply jet jet area by percent difference: difference: 0 -4072 4072 x 6% 6% == 0.00024 0.00024 square inch. 4. 4. Subtract Step Step 3 from from Step 1: 1:0.004072 -0.000244 0.000244 = = 0.003828-square-inch. 0.003828-square-inch. 5. jet area should be 0.003828-square5. The new jet 0.003828-squareBuick ick heavy-duty heau.y-duty parts are designed and manufactured manufactured for offhighway use only. only

Diameter Diameter to to Area Area 4ths

Diameter 8ths 16ths 32nds

64ths 1_

1 3_ 1 5_ 3 7_ 1 9_ 5 11_ 3 13_ 7 15_ 1 17 _ 9 19_ 5 21_ 11 23_ 3 25_ 13 27 _ 7 29_ 15 31_ 2 33_ 17 35_ 9 37 _ 19 39_ 5 41_ 21 43_ 11 45_ 23 47 _ 3 49_ 25 51_ 13 53_ 27 55_ 7 57 _ 29 59_ 15 61_ 31 63_

I"

1

Decimal .01562 .03125 .04668 .06253 .07812 .09375 .10938 .12500 .14062 .15625 .17188 .18750 .20312 .21875 .23438 .25000 .26562 .28125 .29688 .31250 .32812 .34375 .35938 .37500 .39062 .40625 .42188 .43750 .45312 .46875 .48438 .50000 .51562 .53125 .54688 .56250 .57812 .59375 .60938 .62500 .64062 .65625 .67188 .68750 .70312 .71875 .73438 .75000 .76562 .78125 .79688 .81250 .82812 .84375 .85938 .87500 .89062 .90625 .92188 .93750 .95312 .96875 .98438 1.0000

Area Area .0002 .0003 .0017 .0031 .0047 .0069 .0094 .0123 .0155 .0192 .0232 .0276 .0324 .0375 .0431 .0490 .0554 .0621 .0692 .0767 .0845 .0928 .1014 .1104 .1198 .1296 .1397 .1503 .1612 .1725 .1842 .1963 .2088 .2216 .2348 .2485 .2624 .2768 .2916 .3068 .3223 .3382 .3545 .3712 .3882 .4057 .4235 .4417 .4525 .4793 .4987 .5184 .5386 .5591 .5800 .6013 .6229 .6450 .6674 .6903 .7135 .7370 .7609 .7854

100

90

70 DI

z

111

U G!

Bso BAGOMETRIC P4ESSURE- INCHES

OF MERCURY ABS

20 TEMPERATLIKE- DEGREES FAI-lRENI FACIRfN..H'IT QEIT T£MPIORATUe£-PEGRFES

inch; inch;the the closest closest area area on on the thechart chart isis 0.0038480.003848square-inch, square-inch,so souse use aa 0.070-inch-diameter 0.070-inch-diameter main main jet jet at 92 percent percent air air density density.. a t 92 The Thetemperature temperature as assensed sensedby by the the air air density density memeter ter must must be be that that of of the the "free "free air" air" measured measured in in the the shade shade(allow (allowtime time for for instrument instrument temperature temperature to to stabilize). stabilize). Direct Direct sunlight sunlight on on the the meter meter or or heat heat from from one's one's hands hands may may create createaa higher higher temperature temperature and and therefore therefore an an error error in in true true air air density density reading reading..

Coolant Coolant The Thestock stock Buick BuickV6 V6water water pump pump isisan an extremely extremely efficient efficient unit. unit. High-rpm High-rpm operation operation turns turns the the pump pump too toofast fast for for effective effectivecooling coolingand andcauses causes excessive excessive pressures pressuresand andcavitation. cavitation. For For high-performance high-performance use, use, water water pump pump speed speedshould shouldbe be reduced reduced to to about about 75 75 percent . percent of of crank crankspeed speed. Several Severalaftermarket aftermarket sources sourcesfor foraa pulley pulley assemassembly bly feature featureaa larger-than-stock larger-than-stockwater water pump pump pulley pulley and andaa smaller-than-stock-diameter smaller-than-stock-diametercrank crankpulley. pulley. Buick Power Power Source Source 145 145 Buick

In the long run, this is a far more flexible and sanitary approach to cooling cooling effectiveness than cutcutting down the pump impeller. On a competition enengine the thermostat bypass should be eliminated. eliminated. This is most easily done on the V6 by welding up the outlet on the back side of the front cover. cover.

Engine Temperature Temperature Competition and street engines should be run as hot as they can be run without encountering probproblems, lems, as hotter-running engines improve fuel fuel econoeconomy and horsepower. Engines are more efficient when they operate at a t 220 degrees degrees than at a t 180 180 and more efficient at a t 240 degrees than at a t 220. 220. There are practical limits to the temperatures that can be run with today's hardware, but remember that the heat pumped into the radiator is horsepower the engine is not feeding to the driving wheels. OverOverheating of a high-performance vehicle can be pure misery for for everyone concerned, so you should shoot for an operating temperature of 180 180 degrees. Overheating problems can be somewhat complex; complex; the following following comments are only suggestions that may help solve the problems. o s t high-performance cars require that the •MMost entire grille area be used to gather air for the radiradiator, ator, and in the case of some cars, cars, ducting air from from under the bumper to the radiator in addition to that coming through the grille is not uncommon. uncommon. To be most effective, effective, all ducting from the front front of the car to the radiator should be tightly sealed. A shroud extending from from the rear of the radiator past the fan is normally beneficial in curing cooling cooling problems, especially if the engine temperature rises significantly during parade laps and caution flag flag laps. laps. If If a shroud is run, it should be sealed at a t the radiator. radiator. •l Increase the pressure in the cooling cooling system. system. Pressure caps of 25 25 pounds are just about standard on most high-performance cars. A number of routine maintenance procedures should be followed followed to avoid problems. Suggestions along these lines are: are: .If l If your budget permits the extra expense, run a steel braided hose with suitable AN-style fittings. fittings. This is particularly important on the upper hose. hose. •WWhen h e n rubber hose is used (upper (upper or lower), lower), alalways use two hose clamps on each end. end. Use only good-quality good-quality worm gear clamps whose slots go all the way through the band. A good, good, readily availavailable, able, stainless steel clamp sold in a variety of sizes sizes is ideal. If If you must use a rubber water hose, hose, attempt to locate Gates "Green Stripe." If If a rubber lower hose is used, give it additional strength and protect it from track debris debris by wrapping it with duct tape. Replace rubber hose frequently. • Pay constant attention to the buildup of mud, fins. rubber and other track debris in the radiator fins. large, shallow pan of laclacSoaking the radiator in a large, quer thinner for 30 minutes and then applying an air hose is one efficient way of getting rubber out of the fins. fins. 146 Buick Power Source

•l Most engine builders prefer to use some some sort of leak fixers in the cooling cooling system in an effort to seal minute leaks in the system. system. If If you are of this persuasion, do not use a pellet-type sealant, sealant, and keep in mind that while the sealant is plugging leaks in your engine, engine, it is also plugging up the radiator. The tanks need to be removed on a regular basis and the core rodded out several times a season. •l Finally, the driver of a car whose engine is overheating will not be winning many races no matter how good he is (or (or thinks thinks he is). is). You should be aware that most high-performance high-performance cars are prone to overheating when tucked tightly behind another car and that this is when you should be reading the temp gauge and moving to one side side of the car in front to pick up some some fresh, fresh, unheated air for for the radiator. radiator.

1echTips Tech T&s Radiators As the horsepower of an engine increases, increases, so must the efficiency efficiency of the cooling system. system. Extra horsepower horse~owermeans extra heat must be carried away by the cooling system. system. A radiator used in a race car c& should be pressure checked to ensure that it is good for 25 25 pounds of pressure. This raises the boiling point of the coolant considerably, as does does running 50 50 percent antifreeze solution. solution. When the radiator is lower in the chassis than the top of the engine, a surge tank is required. required. This tank must be mounted as the highest point in the cooling cooling system, which should then be filled at a t the surge tank. tank.

Antifreeze Antifreeze is sufficient water pump lubrication for heavy-duty Buick V6 engine use. Oil pump lubes that are water soluble can damage coolant hoses in heavy-duty applications. applications. Engine Build Build Specifications and Recommended Recommended Clearances for Off-Highway Off-Highway Use Use Specifications 2.687-2.688 2.3738-2.3745 2.3738-2 3745 9.560 9.560 nominal 9.535 9.535 nominal Clearance 0.0022-D.0027 -inch 0.0022-0.0027-inch 0.00l5-D.007-inch 0.0015-0.007-inch 0.00l8-D.0022-inch 0.0018-0.0022-inch 0.01O-D.020-inch 0.010-0.020-inch 0.0008--D.0012-inch 0.0008-0.0012-inch 0.0005-0.0007-inch 0.0005-D.0007-inch 0.0012-0.0015-inch 0.00l2-D.0015-inch 0.0005-0.0l0-inch 0.0005-0.01Ginch

Main bearing saddle bore ID Connecting rod large end bore ID Deck height-3.8L height-3.81 Stage I -all -all others Main bearing Crankshaft end play endplay Connecting rod bearing Connecting rod side clearance Wristpin to connecting rod bushing Steel to steel -to t o piston -endplay -endplay (minimum (minimum preferred) Piston to bore Use piston manufacturer's manufacturer's recommended clearance. Piston deck to cylinder head Piston valve-intake valve-intake -exhaust -exhaust Piston ring gap-top gap-top -second -second Camshaft end play endplay Valve lash Use camshaft manufacturer's recommended clearance.

Min. Min. Max. Min. Min. Min. Min.

0.045-inch 0.045-inch 0.060-inch 0.060-inch 0.120-inch 0.120-inch 0.150-inch 0.150-inch 0.018-0.020-inch 0.0l8-0.020-inch 0.016-0.018-inch 0.016-D.0l8-inch 0.003-D.005-inch 0.003-0.005-inch

Bllick Rlrick heavy-dllty heavy-dut.y parts are designed and manllfactllred manufactured for off-highway off-highway llSe use only. only

Recommended Bolt Torque Specifications Recommended Toruue and Lubrication S~ecifications Torque Torque

Torque (ft.!lbs.) (ft./lbs.) 100 100 70

(N-m) (N-m)

Main bearing- cap-stud cap-stud . -bolt -bolt Connecting rod bolt (3/8-inch)-25519247 (3/8-inch)-25519247 Cylinder head bolt

135 135 95

Lubrication Lubrication Oil Oil

100 75 (0.006-inch (0.006-inch stretch preferred) 110 80

Oil

Cylinder head studs (if used) used)

95

70

Camshaft nose Harmonic balancer Flywheel Intake manifold Rocker arm a r m shaft Rocker cover Spark plug Exhaust manifold Oil pan Oil pickup tube Timing chain cover Water pump cover Oil pump cover Fuel pump block-off Engine mount bolts

55-75 55-75 270-340 270-340 75-88 75-88 34-40 34-40 52-57 52-57 3 34 34-48 34-48 16-22 16-22 8-12 8-12 34-45 34-45 8-12 8-12 10-16 23-45 23-45 68 75 68-75

40-55 40-55 200-250 200-250 (%-inch (3/4-inchbolt) 55-65 55-65 25-30 25-30 38-42 38-42 25 (lbs'/in.) (lbs./in.) 25 25-35 25-35 12-16 12-16 6-9 6-9 25-33 25-33 6-9 6-9 8-12 8-12 17-33 50-55 50 55

Sealant (1052080 (1052080 recommended) recommended) Sealant (in (in block); block); oil (on nut) Oil Oil Oil Oil Oil Oil Dry Antisieze Oil Oil Sealant Oil Oil Oil Sealant

Blueprinting Records Record-Keeping Record-KeepingForms The following forms are useful in recording spespecific information determined during teardown. teardown. Copy a quantity of forms and keep them on file for shop use. Due to procedure variances among shops, shops, some forms forms are presented in more than one format. format. SimSimply select those forms that apply to your method of of keeping files. files. Piston

Buick Stage I and Stage II 11 Engine Build Build and Check Check Record Build Build date, date_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Customer Customer _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___ Engine Engine number number _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Enginetype Engine type_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___ Displacement, Displacement _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

1 I I 1 I Fuel Fuel requirement requirement _ _ _ _ _ _ _ _ _ _ _ _ _ __ Build Build or or rebuild rebuild no. no._ _ _ _ _ _ _ _ _ _ _ _ __ Special assembly conditions or disassembly comments:

I

I

I I I

Piston make; make; type Compression height Wristpin type; length Wristpin diameter Wristpin clearance in piston ristpin retainer type; size W Wristpin

Piston Piston Deck Clearance Cylinder No. Deck clearance Cylinder No. Deck clearance

11

3

5

2

4

6

Engine Bearing Main bearing make; part no. Rod bearing make; part no. Buick Power Source 147

BlueprintingRecords I

Crankshaft Crankshaft make; type Crankshaft 1 Stroke I Endplay Main Bearing No. 1 4 2 3 Housing diameter -- --- --- --Housing diameter with bearing ----- --- --- --Crankshaft main journal diameter -- -- -- -Main bearing clearance ----- --- --- ---

I

--I

I Piston Piston Size Size and and Bore Bore Clearance Clearance

I Cylinder Number ( Bore size I Piston Piston size size I

I

11

5

3

- -

Clearance Clearance Cylinder Number Bore size size Piston Piston size size Clearance Clearance

22

-I

1 I

66

44

I

Piston Ring Make of ring set; part part no. no. Top ring Top ring type; type; width; width; gap gap 2nd 2nd ring ring type; type; width; width; gap gap Oil Oil ring ring type; type; width; width; gap gap

I Drive Drive make; make; type type

I

Cam Cam make; make; no. no. Type Type of of cam cam

Exhaust Exhaust duration duration at a t 0.050 0.050 Intake Intake lobe lobe center center ( installed installed at at

-1

I Intake Intake lobe lobe lift lift

I

Exhaust Exhaust lobe lobe lift lift Intake Intake valve valve to to piston piston clearance clearance Exhaust Exhaust valve valve to to piston piston clearance clearance Intake Intake valve valve lash lash Exhaust Exhaust valve valve lash lash

148 148 Buick Buick Power Power Source Source

Housing diameter Housing diameter with bearing Crankshaft rod Journal diameter Rod Rod bearing clearance clearance Connecting Rod No. No. Connecting

11

3

5

--

----

-2

4

66

Housing diameter diameter Housing Housing Housing diameter diameter with with bearing bearing Crankshaft rod journal Crankshaft diameter diameter

--

Rod bearing bearing clearance clearance Rod

--

--

Piston at a t BDC BDC in in bore bore Piston Swept volume· volume* Swept Dome H (-) or or dish dish (+) (+)volume volume Dome

Camshaft Camshaft

Camshaft Camshaft lobe lobe separation separation Intake Intake duration duration at a t 0.050 0.050

Rod make; type Length (center to center) Side clearance W ristpin bore diameter Wristpin Wristpin clearance in rod Rod bolt make; size Rod bolt torque Connecting Rod No. No.

Compression Ratio Ratio Compres~ion

I

I

Connecting Rod

Ring land land volume volume Ring Deck volume volume Deck Head Head gasket gasket volume volume Head chamber chamber volume volume Head Total == Total Total -- Swept Swept volume volume == Compression Compression ratio ratio Total CR = :1:1 CR= *Sweptvolume volume ==(bore)2 (bore)2xx stroke stroke xx 12.87 12.87 ·Swept Valvetrain Valvetrain

I I

Make of of rocker rocker arms; arms; type type Make Rocker arm arm ratio ratio Rocker Total Total intake intake lift lift at a t valve valve Total Total exhaust exhaust lift lift at a t valve valve Pushrod length; diameter diameter Push rod length; Lifter make; make; type type Lifter

at a t 10° 10"ATDC ATDC at a t 10° 10" BTDC BTDC

I Buick heavy-duty Bi~ick heavy-dutyparts parts are aredesigned designed and and manufactured manufactured for for off-highway off-highwa.yuse useonly. on1.y

Blueprinting Records Engine Balancing Reciprocating Weight Piston Wrist pin Wristpin Pin locks locks

Cylinder Head Rotating Weight Rod large end Rod bearing (1 (1pair) pair) Oil

Ring set (1 (1piston) piston)

Prepared by; date Intake valve type; type; size Exhaust valve type; size Valve spring make; size Valve spring installed height Valve spring spring seat

Total B

Rod small end Total A A Balance percent" percent* _ _ __

pressure Valve spring spring open

Bob weight == Total A A x (balance %) %) + Total B == _ __

Retainer make; material Keeper type

"Balance *Balance % % should be 0.366 0.366 for all 90° 90" Buick V6 even-fire engines utilizing rubber engine mounts. mounts. For applications where rubber engine mounts are are not used, balance % % should be 0.50. 0.50.

Chamber volume

pressure; at

--

Head gasket type; type; thickness Valve seal seal make; type

Sections Sections 1, 1, 2, 2, and 3 facilitate the mixing and matching of pistons, rods, rods, and the block to achieve achieve a more even pistonpistonto-deck clearance. clearance.

Section 1: Piston, Rod, and Crank Stroke Record here the measurements of piston height, rod length, length, rod bore, and crank stroke. stroke. Piston Height (PH) (pH)

+ +

Rod Length (RL) (RL)

+ +

11_ _ _ _ __

11_ _ _ _ __

2 _ _ _ __

2 _ _ _ _ __

33 _ _ _ __

3 3 _ _ _ _ __

4 _ _ _ _ __

4 _ _ _ _ __

55 _ _ _ _ __

55 _ _ _ _ __

6 _ _ _ __

6 _ _ _ _ __

lh % Rod Bore Bore (lhRB) (%RB)

+ +

lh % Crank Stroke Stroke (lhCS) (%CS) 11_ _ _ _ __

1st 1st journal 2

3 3 _ _ _ _ __

2nd journal journal 4

55 _ _ _ _ __

3rdjournal 3rd journal 6

Section 2: Deck Height and Main Bore Measure the block at all four four corners of the deck on each bank and average the height at each cylinder. These measurements, combined combined with half half of the main bore, will match those in Section 1. 1.

Average Deck Height Actual Deck Height Left Front of Block

Average Deck Height Per Cylinder

+ +

Half of Main Bore

Actual Deck Height Right Front of Block

11

22 _ _ _ _ _ _ __

3

44 _ _ _ _ _ __

55

6 6 _ _ _ _ _ __

Actual Deck Height Left Rear of Block

Half of Main Bore

Average Deck Height Per Cylinder

Actual Deck Height Right Rear of Block Buick Power Source 149

Blueprinting Records

Blueprinting Records + + +

Section 3: Mix and Match Pistons and Rods (PH

RL

+

1fzRB

+

%CS)

+

Mix and match andMatch piston assemblies from Rods Section(PH 1 with RL the average height measurements from Section 2. Section 3: Mixrod and Pistons and ?hRBdeck%CS) Example: No.1 piston + No.5 rod on No.4 journal gives X amount of deck clearance. Record the clearance next to the Mix and match rod and piston assemblies from Section 1 with t h e average deck height measurements from Section 2. assembly. Example: No. 1 piston No. 5 rod on No. 4 journal gives X amount of deck clearance. Record the clearance next to the Left Side Right Side assembly. mated piston, rod, mated piston, rod, Left Side Right Side and cylinder and cylinder mated piston, rod, mated piston, rod, with clearances with clearances

+

and cylinder with clearances

1 _ _ _ _ __

and cylinder with clearances

_ ______ 2

3 _ _ _ _ __

_ _____ 4

5 _ _ _ _ _ __

_ _____ 6 Date _ _ _ _ _ _ _ _ _ __

Engine Number _ _ _ _ _ _ _ _ _ __

Checked by _ _ _ _ _ _ _ _ __

Engine Bore Number Piston Spec _ _ _ _ _ _ _ _ _ __

Checked Date _ _ _ _ _ _ _ _ __ Rod Bore by Spec _ _ _ _ _ _ _ _ _ _ _ Stroke

Piston Bore Spec Piston Height (PH) Start Final

Rod (RL) Bore Spec Rod Length Start Final

I. 2. 3.

I. 2. 3.

I. 2. 3.

4. 5.

4. 5.

4. 5.

6.

6.

6.

Crank Stroke (CS) Stroke Deck to Dome Final Start Final Start

3. 4. 5.

I. 2. 3.

I. 2. 3.

I. 2. 3.

4. 5.

4. 5.

4. 5.

3. 4. 5.

6.

6.

6.

6.

6.

I. 2.

Formula for Blueprinting

Figure 1

[Ij PIST+ ".IGI-lT-_~__ :+

I. 2.

Balancing Information Rotating Reciprocating Rod _ _ _ _ _ _ _ __ Piston _ _ _ _ _ _ _ __ Rod _ _ _ _ _ _ __ Pin/locks _ _ _ _ _ _ __ Insert _ _ _ _ _ _ __ Rings _ _ _ _ _ _ _ __ Rod _ _ _ _ _ _ _~___ Insert _ _ _ _ _ _ __ Oil _ _ _ _ _ _ _ __ Total bob weight _ _ _ _ _ _ _ -:. Each side

NOTES

TOiAL._=_ _ __

TMAL =

VZ

MAIN gORE:= _ _ _ __

iOTAL.=

150 Buick Power Source

Buick heavy·duty parts are designed and manufactured for off-highway use only.

150 Buick Power Source

Buick heavy-duty par& are designed and manufactured for offhighway use onls.

Blueprinting Records Crankpin Check and Connecting Rod Bearing Clearance Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ Checked Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date

H O aZOIJT'L

46" qfjO RIGHT RIGHT

--

4s0LEFT

VE.'RTICAl. VERTICAL

Crankpins

I Cylinder Vertical

11

I

Diameter Diameter at Front of Journal 3 4

6

5

2

45° 45" Right 45° 45" Left Horizontal Diameter Diameter of Rear of Journal Vertical 45° 45" Right

.,

45° 45" Left Horizontal Note: Journal taper not to exceed 0.0003 0.0003 Journal out of round not to exceed 0.0003

-

Bearing Bearing Clearance Clearance Bearing (Min.) (Min.) Journal (Max.) (Max.) Clearance

Rod End Clearance Clearance Rod Thickness Journal Width Clearance

I

Upper Half Lower Half

Bearing Sizes Sizes Installed Installed in Engine Bearing

I

I

I

I

I

Buick Power Source 151

Blueprinting Records Connecting Connecting. Rod and Bearing Bearing. Engine Number _ _ _ _ _ _ _ _ _ _ _ _ Checked Engine Number Checked by by _ _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ _ __

0.25

0.25

0.25

Large End Bores Bores Bore Diameter

Bore # # 11

2

Taper

Connecting Connecting Rod Bearings Bearings Minimum Bore Diameter

Bearing ~~~~i~~# #

A

1 1

2

B

B B

C

C A A

2

B B

C

C

A

A A

3

B C

C A A

4

A B

3

4

C

B C

5

B C

B C B C A

A

66

B B

A

A

5

Minimum Bore Diameter

A A 1

A

B

Bearing Inside Diameter 2 Taper

1

6

B

c

NOTES

152 I52 Buick B u i c k Power Source

Buick heavy-duty parts are designed and manufactured for off-highway heavy-duty parts offhighway use only. only.

Blueprinting Records Piston Pin Fit Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ Checked Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ __ Piston

2

1

Piston Pin Hole ID Pin Diameter Outside Diameter

Min. Max. Min. Max.

Clearance in Piston Rod Diameter Inside Diameter Pin Maximum

Min. Max. Min. Max. Min.

4

3

6

5

Max.

NOTES

Lifters and Cam Cam Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ Checked Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ __ Leakdown Time Cylinder

1

2

3

4

5

6

3

4

5

Intake Exhaust Cam Journal Clearance Journal Case ID Inside Diameter Shaft OD Outside Diameter Clearance

1

2

Min. Max. Min. Max.

I

I

NOTES

Buick Power Source

153

BlueprintingRecords Cylinder Cylinder Bores -

-

-

Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ Checked Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ __

-

8B

+

TOP et-le W E It.KH IWH TOP

A.--7--+--

8 B

Cylinder Cylinder Bore Measurements Measurements

Ring Gauge: 11 Top TOP

2

3

4

Dimensions are 0.0001 Ring Gauge 0.0001+&Ring 6 55

A A B B C D

Taper Measurement Out of Round Measurement Micro Micro

Piston Rings and Pins Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ Checked Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ __

Cylinder Side Fit

1

2

11 2 3

Piston Rings Rings 3

4

55

6 -

Ring Type and Source: Source: Number 11 Compression Number 2 Compression Number 3 Oil

NOTES

154 Buick Power Source

Buick heavy·duty for off-highway heauy-duty parts are designed designed and manufactured manufactured for offhighway use only. only

Blueprinting Records Compression Com~ressionRatio Engine Engine Number Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Cylinder Piston Dish Volume Cylinder Head Volume Cylinder Head Gasket Volume' Piston Ring Land Volume" Net Volume Compression Ratio 'Head Gasket Volume "Ring Land Volume Swept Volume

1

2

5

4

3

6

Average

=

et Volume == Piston Dish Volume Net

+ Cylinder Head Volume + Gasket Volume + Ring Land Volume + 11 ==

Compression Ratio == Swept Swept Volume Net Volume Right Hea!i Head Serial Number Left Head Serial Number

Cast Date Cast Date

Pattern Number Pattern Number

Deck Heights Engine Number _ _ _ _ _ _ _ _ _ _ _ Checked Engine Number Checked by by _ _ _ _ _ _ _ _ _ _ _ Date Date _ _ _ _ _ _ _ _ _ __ Cylinder Deck Cylinder 1 2 3 4 5 6 Indicate with (+) (+) if above case and (-) (-1 if below.

"

Camshaft Camshaft End Clearance End Clearance ==

NOTES

Buick Power Source 155

Blueprinting Records Valve Valve Spring and Stem Heights Valve Valve Spring Loads Engine Engine Number Number _ _ _ _ _ _ _ _ _ __

Checked Checked by by _ _ _ _ _ _ _ _ __

Date _ _ _ _ _ _ _ _ __ Date

•

STEM MeASUR.eME'~T

1

STEM H£IGHT

Cylinder Number Head Number Spring Height Cylinder Number Head Number Spring Height Cylinder Number Head Number Open @ 1 Closed @ 1 Cylinder Number Head Number Open @ 1 Closed @ 1

Installed Installed Spring Heights and and Valve Stem Stem Heights Heights 1 3 Exhaust Intake Exhaust Intake 2

Exhaust

Exhaust

1

Exhaust

Exhaust

Intake 5

Intake

Exhaust

4

Intake

Intake

6 Intake

Exhaust

2

Exhaust

Exhaust

3 Intake

~e:/GHT

5

4

Intake

Exhaust

GAUGs:':

Intake

6 Intake

Exhaust

Intake

NOTES

156 Buick Power Source

Buick heavy-duty heavy-duty parts parts are designed and manufactured for offhighway off-highway use only. only.

Blueprinting Records Cam Cam Data -

-

Engine Number _ _ _ _ _ _ _ _ _ _ _ Checked by _ _ _ _ _ _ _ _ _ __ Date Date _ _ _ _ _ _ _ _ _ __ Type Type Drive: Drive: Gear/Chain Gear/Chain Intake Intake Position Valve to Piston Clearance Lift Clearance

Cam Position: Position: Advance/Retard Advance/Retard TDC

5 ATC

10 10 ATC

15 15 ATC

20 ATC

TDC

5 BTC

10 10 BTC

15 15 BTC

20 BTC

Exhaust Position Valve to Piston Clearance Lift Clearance

Intake Checking clearance Run clearance, cold Run clearance, hot Rocker arm type Rocker arm ratio

Exhaust Exhaust

NOTES I

Valve Lift

(within reason) reason) is not critical because the tester measures the percentage of leakage. leakage. A properly clear anced engine exhibits only 4-5 leakclearanced 4-5 percent leakLeakdown Testing Testing down. An engine showing leakage of 6 percent or more shouldn't go out on the racetrack until the Leakdown testing has become the "yardstick" "yardstick" of problem is located and fixed. determining engine condition in an a n increasing fixed. Check all six cylincylinnumber of engine building shops. ders in the manner described and record the readshops. A leakdown testester doesn't ings. A lot of time can be saved if the dampener is doesn't replace any other piece of equipment; equipment; it marked on the trailing edge to reflect TDC on all simply augments other pieces of test equipment and allows the engine builder to inexpensively and six cylinders. Leakdown data is quite valuable when used with en- 1 quickly pinpoint problems within the complete engine assembly. dyno data. assembly. data. If If the percentage of leakage remains the same while the engine is undergoing changes and As an a n illustration of how the leakdown tester can be used, let's assume a high-performance shows a gain of horsepower when it is power high-performance Buick V6 has been built and broken in on the dyno for about checked on the dyno, the engine builder has the an satisfaction of knowing that the basic condition of a n hour of running at a t roughly 250 rpm on 30-40 percent load. Bring the number one piston to TDC the engine is not changing and thus affecting in the firing horsepower, and that the new cam or manifold (or firing mode in which both valves are closed. closed. With the leakdown tester in place (screws into the whatever) whatever) really did help. A component change spark plug hole), might actually gain horsepower for the engine, engine, but hole), pressurize the cylinder with 100 100 to 150 150 psi with an a n air compressor. The air pressure the dyno does not show it due to horsepower loss

7echTips

Buick Power Source

157

caused by any number of problems in the engineenginewhich the leakdown tester would pick up. If while checking a production engine you find a cylinder with up to 50 percent leakage indicated, indicated, don't panic-that's panic-that's the difference between a highperformance engine and a production engine. engine. Let's say we discover a cylinder that has a high percentage of leakage. leakage. The engine is on the dyno and is fairly fresh, fresh, but it was run r u n hard for several days as you vou tried to come up U D with the "ultimate cam." One cylinder now shows shows a leak percentage of 15 15 percent. cent. How do you find the problem? There are a number of ways to juggle this around, but with the head of air still connected to the engine, listen in the carburetor for air rushing. Even if you are just just a touch on the hard-of-hearing side, a stethoscope can be of great benefit. If you do hear air rushing into the carb, there is is a problem with the intake valve. Repeat the process for the exhaust valve; normally this will require removing the header or one manifold so you can listen in the exhaust port. If air can be heard rushing in the exhaust port, there is aa problem with the exhaust valve. By lislistening in the crankcase vent for air, the problem can be narrowed down to aa piston ring or cylinder it-a bad ring or a cylinwall problem. But which is it-a der wall problem? At this point, the crank can be rotated until the piston in the leaking cylinder is reta t BDC. If the bore is scored, scored. the chances are ~ at pretty good it will not be scored &early nearly as badly at a; the bottom of the bore. If this is the case, the leakdown leakage; but tester will indicate less percentage of leakage; if the ring is bad, it will be bad all the way down Obviously, the ring and the bore could be the bore. Obviously, bad, but at a t least the problem area has been pinpointed. With just just a little bit of thought, you'll see 100 percent better than attemptattemptthat this is about 100 gauge-especially ing to use a regular compression gauge-especially cam. if the engine is equipped with aa long overlap cam. If If a high percentage of leakage is indicated and if valves, the cylinder wall and the rings seem to both valves, be okay, okay, the tester may be trying to tell you that the head gasket is blown or that aa cylinder wall is cracked. cracked. With the engine dead cold and full of wamalfunctionter, again apply the head of air to the malfunctioning cylinder. If bubbles appear in the coolant in the radiator. this further indicates a blown gasket or radiator, cracked piece of hardware. Aside from the one time when you need to check the engine cold, it should always be checked warm and almost immediately after it has been run to ensure that there is sufficient oil around the rings seal. With just to effect the hydraulic seal. just a little practice, all six cylinders on a Buick engine can be leak checked on the dyno or in the car in 10-15 minutes-and this can save a lot of time in the long utes-and run. L,

Final Gearing Due to the very wide range of applications being V6-and those that are to folfolcovered by the Buick V6-and low-it seems appropriate that the subject of final final low-it addressed. gearing be addressed. 158 I58 Buick Power Source

Fractions, Decimal, and Metric Equivalents Fractions (Inch) (Inch)

Decimal (Inch) (Inch)

Metric (Millimeter) (Millimeter)

1164 1132 3/64 1116 5/64 3/32 7/64 118 9/64 5/32 11/64 3/16 13/64 7/32 15/64 114 17/64 9/32 19/64 5/16 21164 11/32 23/64 3/8 25/64 13/32 27/64 7/16 29/64 15/32 31164 112 33/64 17/32 35/64 9/16 37/64 19/32 39/64 5/8 41164 21132 43/64 11/16 45/64 23/32 47/64 3/4 49/64 25/32 51164 13/16 53/64 27/32 55/64 7/8 57/64 29/32 59/64 15/16 61164 31132 63/64 1

0.015625 _ _ _ 0.03125 0.046875 0.0625 0.078125 0.09375 0.109375 0.125 0.140625 0.15625 0.171875 0.1875 0.203125 0.21875 0.234375 0.250 0.265625 0.28125 0.296875 0.3125 0.328125 0.34375 0.359375 0.375 0.390625 0.40625 0.421875 0.4375 0.453125 0.46875 0.484375 0.500 0.515625 0.53125 0.546875 0.5625 0.578125 0.59375 0.609375 0.625 0.640625 0.65625 0.671875 0.6875 0.703125 0.71875 0.734375 0.750 0.765625 0.78125 0.796875 0.8125 0.828125 0.84375 0.859375 0.875 0.890625 0.90625 0.921875 0.9375 0.953125 0.96875 0.984375 1.00

0.39688 0.79375 1.19062 1.58750 1.98437 2.38125 2.77812 3.1750 3.57187 3.96875 4.36562 4.76250 5.15937 5.55625 5.95312 6.35000 6.74687 7.14375 7.54062 7.93750 8.33437 8.73125 9.12812 9.52500 9.92187 10.31875 10.71562 11.11250 11.50937 11.90625 12.30312 12.70000 13.09687 13.49375 13.89062 14.28750 14.68437 15.08125 15.47812 15.87500 16.27187 16.66875 17.06562 17.46250 17.85937 18.25625 18.65312 19.05000 19.44687 19.84375 20.24062 20.63750 21.03437 21.43125 21.82812 22.22500 22.62187 23.01875 23.41562 23.81250 24.20937 24.60625 25.00312 25.40000

Buick heavy·duty heauy-dirtv parts are designed designed and manufactured mantifactl~redfor off·highway of;f-highwayuse only. only

drive wheel curves for the same ratios, and one horsepower required to maintain road speed curve. curve. The two drive wheel torque curves show that inincreasing the gear ratio causes the torque peak to occur at a t a lower road speed and increases the peak torque value. This is the explanation for the performance increase. The two drive wheel horsepower curves show that increasing the gear ratio causes the horsepower peak to occur at a t a lower road speed but that the peak horsepower value does not change. change. The horsepower required curve indicates the amount of horsepower required to maintain vehicle speed. The respective maximum vehicle speeds speeds are are indicated where the drive drive wheel horsehorsepower curves intersect the horsepower required curve. Another way of stating all of this is that the graph shows a torque increase of 55 percent can be had while maximum vehicle speed is reduced by about 88 mph-a mph-a 6 percent loss.

A very good-performance engine can be assemassembled and tested on the dyno with excellent results yet yield disappointing performance after being ininstalled in the vehicle. The culprit is often final gearing. A change in the final gear ratio can be one of the most satisfying modifications you can make on a performance-oriented vehicle-and vehicle-and it can be one of the most cost effective. For instance, changing from from a 2.41:1 2.41:l ratio to a 3.73:1 3.73:l ratio will provide a torque increase at a t the driving wheels of 55 percent! That's torque you can feel. feel. The accompanying chart lists driving wheel torque increases-to increases-to find the torque increase for a proposed gear ratio change, change, locate the present ratio in the left column and move across to the column headed by the proposed ratio. The percentage shown is the torque increase. increase. Negative percentages are torque decreases. decreases.

Proposed Proposed Ratio If If the vehicle has sufficient traction to put the increased torque to the ground, ground, a 55 percent increase should substantially improve accelerationaccelerationon a track or on the street. Throttle response is greatly heightened. The road horsepower graph shows that maximum vehicle speed is influenced by the final drive ratio. The graph shows increasing horsepower and torque on the vertical axis and inincreasing vehicle speed on the horizontal axis. axis. There are five curves on the graph-two graph-two at a t drive wheel curves curves (2.41:1 (2.41:l and 3.73:1 3.73:l ratios), ratios), two horsepower at at

Transmission Transmission Gear Ratios These are the most commonly available OEM transmissions used in heavy-duty applications. Transmission THM 350 THM 400 SAG SAG 3-speed 3-speed SAG SAG 3-speed 3-speed SAG SAG 3-speed 3-speed SAG SAG 3-speed 3-speed SAG SAG 4-speed SAG SAG 4-speed &speed SAG SAG 4-speed BW 4-speed BW 4-speed BW 4-speed BW 4-speed BWT5A 5-speed BWT5C 5-speed 5-speed BWT5K 5-speed 5-speed BWT5E 5-speed 5-speed BWT5H 5-speed 5-speed BWT5J 5-speed 5-speed BWT5G 5-speed 5-speed BWT5L 5-speed 5-speed BWT5P BWT5P 5-speed 5-speed BWT5V 5-speed 5-speed

Road Road Horsepower I

1

~

i :r

oJ

'"

~

3

UJ

~

o VEHICLE MILES P€11 VEHICLE SP€EOSPEED-MILES R R HOUR

1st

2nd

2.5500 2.4815 2.4815 3.1100 2.5400 2.8500 3.5000 3.1100 3.1100 3.5000 3.5000 2.5400 2.4300 2.6400 2.8800 3.4200 4.0300 4.0300 3.7600 3.5000 3.5000 3.3500 2.9500 2.9500 4.0300 3.3500

1.5500 1.5500 1.4815 1.4815 1.8400 1.8400 1.5000 1.5000 1.6800 1.6800 1.8950 1.8950 2.2000 2.2000 2.4800 2.4800 1.8000 1.8000 1.6100 1.6100 1.7500 1.7500 1.9100 1.9100 2.2800 2.2800 2.3700 2.3700 2.3700 2.1800 2.1400 2.1400 2.0600 2.0600 1.9400 1.9400 1.9400 1.9400 2.3700 1.9300 1.9300

3rd 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.47 1.47 1.66 1.66 1.44 1.44 1.23 1.23 1.34 1.34 1.33 1.33 1.46 1.46 1.49 1.49 1.49 1.49 1.42 1.42 1.39 1.39 1.39 1.39 1.38 1.38 1.34 1.34 1.34 1.34 1.49 1.49 1.29 1.29

4th

5th

------1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

-------------0.76 0.86 0.86 0.72 0.72 0.78 0.73 0.73 0.78 0.78 0.73 0.73 0.63 0.63 0.81 0.81 0.61 0.61

3.90

4.10

ercekta~ Changes e Torque ~ Torque Percentage Changes

I~~~II~

Original Ratio

2.41 2.41 2.56 2.73 3.08 3.23 3.42 3.55 3.73 3.90 4.10

2.56

..........

-6% -12% -22% -25% -30% -32% -35% -38% -41%

Proposed Ratio 3.08 3.23 3.42

2.73

3.73

3.55

,}

.

.<;

_ 6%<'·" -17% -11% -21% -15% -25% -20% -28% -23% -31% -27% -34% -30% -38% -33%

II ........

-5% -10% -13% -17% -21% -25%

"",2< - 6% -9% -13% -17% -21%

£1 'i

-8% -12% -17%

-

-9% -13%

- 9%

-5%

......

% of Torque Torque Loss Loss % Source 159 Buick Power Source

l GM parts are available through any the following acts and the causing thereof are prohibited: franchised GM car or truck dealer. Such 11dealers GM parts areallavailable through anyGenthe following and tothe causing pro" ... order GM parts through for anyacts person remove or thereof render are inoperafranchised GM car or truck dealer. Such hibited: eral Motors Parts Division, which maintains 27 tive any device or element of design installed on or dealers Centers order allthroughout GM parts through . . for any person to remove or render inoperaParts Distribution the conti-Genin "a . motor vehicle engine in compliance with regueral Motors Parts Division, which tive anyunder device or title element installed nental United States. Although notmaintains all parts 27 are lations this prioroftodesign its sale and on or Parts Distribution throughout thecomputcontiin a motor vehicle enginepurchaser, in compliance stocked in all PartsCenters Distribution Centers, delivery to the ultimate or forwith any regunental United States. Although not all parts are lations under this title prior to its sale and ers facilitate speedy transmission to the nearest manufacturer or dealer knowingly to remove or stocked inlocation. all Parts Distribution Centers, computdeliveryinoperative to the ultimate purchaser, or element for any of stocking Dealers may specify special-order render any such device or ers facilitate speedy transmission to the nearest manufacturer or dealer knowingly or design handling when requested by the customer to ensure after such sale and delivery to to remove the ultimate stocking location. Dealers may specify special-order render inoperative any such device or element of prompt delivery. purchaser." handling requested by theline customer to ensure design after such saledefines and delivery the ultimate Buick's when heavy-duty hardware continues to The Clean Air Act "motortovehicle" as a prompt delivery. purchaser." grow. Stage I and Stage II blocks, cylinder heads, self-propelled vehicle designed for transporting perBuick's heavy-duty hardware continues to TheorClean Air on Acta defines "motor vehicle" sons intake manifolds, bearings, and line many other parts property street or highway. Manyasofa grow. Stage I and Stage I1 blocks, cylinder heads, self-propelled vehicle for transporting perare available through GM dealerships nationally. the parts described ordesigned listed herein are merchanintake manifolds, bearings, and many other parts sons or property on a street or highway. Many of dised for off-highway application only and are Many aftermarket suppliers market supplementary are available throughhardware GM dealerships nationally. the parts described or listed herein are notice. merchanpieces of heavy-duty to reinforce Buick's tagged with the following special parts Manysuccess aftermarket suppliers Incorporated market supplementary dised for off-highway application only and are solid in competition. into this Special Parts pieces of heavy-duty hardware to reinforce Buick's tagged with the following special parts notice. publication is not only V6 service and heavy-dutysolid success in competition. Incorporated into this This partParts has been specifically designed for offparts information, but also a listing of aftermarket Special publicationThe is not only V6 service heavy-dutysuppliers. blueprinting records,and tips, and cylinhighway application only. Since the installation of partshead information, a listing of aftermarket This part has been impair specifically offder port guidebut arealso intended to help you this part may either your designed vehicle's for emissuppliers. The blueprinting records, tips, and cylinhighway application only. Since the installation achieve success with your own Buick. sions control performance or be uncertified underof der head port guide are intended to help you this partMotor may either impair vehicle'sitemiscurrent Vehicle Safetyyour Standards, should Important achieve successNotice with your own Buick. sions performance orused be uncertified under not becontrol installed in a vehicle on any street or current Motor Vehicle Safety Standards, it should highway. Additionally, These Buick V6 parts are intended for applicaany such application could Important Notice not be installed vehicle used on anyonstreet adversely affect in thea warranty coverage such or an tion in off-highway vehicles only, because federal These Buick V6 parts are intended for applicahighway. Additionally, any such application law restricts the removal or modification of any on-street or highway vehicle. If any engine orcould vehition vehicles only, because adversely the warranty coverage event, on such cle is beingaffect prepared for a competitive it an is part in of off-highway federally required emissions controlfederal systems lawa restricts the removal or many modification of any on-street or highway vehicle. If any engine most important to keep abreast of the rules.or vehion car or truck. Further, states have laws part of federally emissions systems cle is being" prepared for a competitive event, it is with penalties forrequired tampering with orcontrol otherwise Parts Warranty on a car or truck. Further, many states have laws most important to keep abreast of the rules. modifying any required emissions or noise-control with penalties fornot tampering otherwisemay system. Vehicles used on with publicorhighways Due to intended use of many of the parts listed, Parts Warranty modifying emissions or be exempt any fromrequired most regulations, butnoise-control check your they are sold without warranty or guarantee, direct system. Vehicles notlaws usedtoonbepublic to intended use ofofmany of the parts own local and state sure. highways may or Due implied. Installation perfprmance partslisted, in the be Section exempt 1857 from P-l most regulations, but check your they are sold without warranty or guarantee, direct of Title II of the Clean Air Act, engine, drivetrain, or chassis of any General Moown local and laws toP-l be et sure. or of performance as amended 42state USC3l857 seq provides that torsimplied. vehicle Installation voids the vehicle's warranty.parts in the Section 1857 P-1 of Title I1 of the Clean Air Act, engine, drivetrain, or chassis of any General Moas amended 42 USC31857 P-1 et seq PART provides that PART QTY. tors vehicleQTY. voids the vehicle'sCATALOG warranty. CATALOG

A A

NO. GROUP/USE PART CATALOG QTY. NO. GROUP/USE 0.000 ENGINE AND BLOCK ASSEMBLY CYLINDER 0.000 ENGINE BLOCK 25516822 V6 AND Goodwrench ASSEMBLY CYLINDER powerline 25516822 Goodwrench 3.8L engine V6 (1979-85) AR* powerline Included are: Cylinder 3.8L engine (1979-85) AR* block assembly; Included are: connecting rodCylinder and block pistonassembly; assemblies; connecting and crankshaft; rod camshaft; piston assemblies; complete cylinder head crankshaft; camshaft; assemblies including complete cylinder head valvetrains, camshaft assemblies including and crankshaft sprockets valvetrains, camshaft with chain, timing gears and crankshaft sprockets with chain, timing gears *AR = as required -AR

=

NO. PART NO.

GROUP/USE CATALOG QTY. GROUP/USE and timing cover; oil pump and screen; oil and cover; oil and installation pan; timing pump and screen; instruction sheet. oil pan; and installation Rear-wheel-drive bolt instruction sheet.face of pattern on rear Rear-wheel-drive bolt block. The shipping pattern onthis rearengine face of weight of block. Thethe shipping including crate is weight of thisFlywheel, engine 345 pounds. including t hintake e crate and is distributor, 345 pounds. Flywheel, exhaust manifolds, and distributor, intake and harmonic balancer are exhaust manifolds, and not included. harmonic balancer are not included.

as requrred

160 Buick Power Source

Buick heavy·duty parts are designed and manufactured for offhighway use only.

160 Buick Power Source

Buick heauy-duty parts are designed and manufactured for offhighway use only.

PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

QTY.

0.033 BLOCKS AND PARTIAL

ENGINES 0.033 BLOCKS 25500011 3.8LAND StagePARTIAL I Block _ . AR ENGINES 4.1L Stage I Block _ AR 25500015 25500011 3.8L Stage I Block -AR Features: 25500015 4.1L Stage I Block -AR -High strength Features: -Solid cast main bearing -High strength bulkheads -Solid cast -Solid cast main lifterbearing valley bulkheads (customer must add -Solid drain cast holeslifter whenvalley used ( c u s t owet-sump m e r m u s oiling t add with drain system)holes when used with wet-sump -Increased deck oiling strucsystem) ture with provisions for -Increased deck six additional headstrucbolts ture with provisions for per bank six additional head -Reinforced rear facebolts per bank -Large-diameter lifter -Reinforced rear face bosses -Large-diameter -Increased pan rail lifter strucbosses ture -Increased structure pan rail struc-Casting for ture four-bolt main bearing -Casting s t r u cand t u r No.3 e for caps on No.2

four-bolt main bearing caps on No. 2 and No. 3

PART NO. PART NO.

CATALOG QTY. GROUP/USE CATALOG QTY. GROUP/USE journals-(Caps available from aftermarket journals-(Caps availsources) able from aftermarket -Cast provisions for wasources) ter drains provisionsbores for wa--Cast U nchamfered ter drains -Minimum-size cylinder -Unchamfered bores bores -Minimum-size cylinder -Maximum-height decks bores -Casting numbers: 3.8L -Maximum-height 25500012; 4.1L decks -Casting 25500016numbers: 3.8L 4.1L3.8L _ AR 25500012; Stage II Block, 25500013 25500016 Stage II Block, 4.1L _ AR 25500017 I1 Block, 3.8L - AR 25500013 Stage Features: - AR 25500017 -Same Stage I1asBlock, Stage4.1L I plus: Features: for six extra -Machined I plus: -Same as Stage head bolts per bank -Machined main for sixcaps extra -Four-bolt at head bolts per bank two center mains -Four-bolt oiling main caps at -Revised system two center mainsfor drywith provisions -Revised oiling system sump hardware with provisions dry-Main bearingsforalign sump honed hardware -Main -Castingbearings numbers align same honed as Stage I Block -Casting numbers same 0.096 BEARINGS, CRANKSHAFT, I Block as Stage MAIN 0.096 BEARINGS, CRANKSHAFT, 18002950 Bearings standard No.1 MAIN and No . 3 AR 18002950 Bearings standard No. 1 18002951 Bearing 0.001 undersize and No.1No. and3 No. 3 _ _ AR 18002951 Bearing 0.002 0.001 undersize 18002952 No. No.11 and No. 3 _ _ AR 18002952 Bearing 0.002 undersize standard No. 2 18004602 No. 1 and No. 3 -AR (thrust) 18004602 Bearing Bearing 0.001 standard No. 2 18004603 undersize (thrust) AR No.2 (thrust) AR 18004603 Bearing 0.002 0.001 undersize 18004604 No. (thrust) AR No.22 (thrust) 18004604 Bearing standard 0.002 undersize 5468578 No.4 No. 2 (thrust) 5468579 Bearing 0.001 undersize 5468578 Bearing standard No. 4 No.4 AR 5468579 Bearing 0.001 5468580 0.002 undersize No. AR No.44 5468580 Bearing undersize 25500074 Bearings,0.002 crankshaft set, No. 4 AR standard 25500074 set, 2500080 Bearings, crankshaft set, standard undersize. AR O.OOl-inch 2500080 Bearings, set, Both abovecrankshaft sets include 0.001-inch undersize. No.1, 3 and 4 main Both above include bearings andsets No.2 No. 1, 3bearing. and 4 main thrust Material bearings No. 2 adequate and for competition thrust bearing. usage . These areMaterial GM 400 adequate for competition M bearings. usage. These are GM 400 M bearings.

PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

QTY.

0.137 SEAL-SEAL KIT-ENGINE REAR MAIN 0.137 SEAL-SEAL KIT-ENGINE 1193151 Seal, Rear Bearing Cap REARall MAIN V6 1193151 Seal, Rear Bearing Cap 1 3.8-4.1L all V6Rear Main Bearing 9772831 Seal, 1 3.8-4.1L Oil Seal all 9772831 Seal, Rear Main Bearing V6 3.8-4.1L (packing) _2 Oil Seal all 3997597 Chemical sealant kit -2 V6 (packing) that3.8-4.1L can be used to 3997597 Chemical sealant replace rear main kit cap that canside be used bearing sealstoon all replace rear main _cap AR Buick V6 engines bearing side seals on all 0.206 ENGINE COVER, FRONT Buick V6 engines -AR 25515465 This preferred front 0.206 ENGINE COVER, cover gasket FRONT fits all 25515465 This preferredBuick front displacement cover gasket alland engines sincefits 1976 displacement Buickpump has revised water engines 1976 and passagessince to improve and has revised water equalize water flowpump to passages to with improve and both heads a minequalize flow__ to 1 imum of water cavitation both heads with a min0.219 INDICATOR MARK, TIMING imum of cavitation -1 1264952 Bolt-on timing mark 0.219 INDICATOR MARK, TIMING indicator for front cover 1264952 Bolt-on for fronttiming engine,mark indicator for front cover rear-wheel-drive for front engine, applications 1 rear-wheel-drive 0.269 HEAD,applications ENGINE CYLINDER 1

Note 1: Stage I Cylinder heads use the same or studs as production. Stage II 0.269 bolts HEAD, ENGINE CYLINDER Cylinder headsI Cylinder require a heads different Note 1: Stage use number the and length stud for as attachment the 11 production.to Stage same bolts or studs block. Stud kits require are available from number several Cylinder heads a different V6 power suppliers. Production and lengthsource stud for attachment to the rocker shaftskits andare rockers are acceptable on block. Stud available from several Stage I heads if asuppliers. hydraulic cam is used. V6 power source Production It is advisable to remove Teflonon rocker shafts and rockers the are stock acceptable buttons and use of steel Stage I heads if sections a hydraulic camtubing is used. over the rocker to shaft to keep the rockers It is advisable remove the stock Teflon properly spaced. Mechanical liftertubing cams rebuttons and use sections of steel quirethe therocker use ofshaft aftermarket and over to keep rockers the rockers shaft assemblies. Stage I heads cancams be fitproperly spaced. Mechanical lifter reted with valve springs 3927142 quire the GM use of aftermarket rockers or and 330585. shaft assemblies. Stage I heads can be fit-

ted with GM valve springs 3927142 or 330585.

Buick Power Source

161

Buick Power Source 161

PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

QTY.

Stage II Heads require aftermarket rocker and shaft assemblies. GM valve springrequire assembly 3989354 and Stage ZZ Heads aftermarket rockvalve 3989353 are recomer andspring shaft retainer assemblies. mended for all Stage II head3989354 applications. GM valve spring assembly and Stage II cylinders heads are machined to valve spring retainer 3989353 are recomaccept spark mended%-inch-reach for all Stagegasket-type ZZ head applications. Many AC Spark Division spark plugs. cylinders headsPlug are machined to Stage ZZ plugs this requirement. Some of these accept meet %-inch-reach gasket-type spark are S40XL, S43XL, 41XLspark plugs. ManyS41XL, AC Spark Plug and Division (Stage meet I usesthis a tapered seat spark plugs requirement. Someplug). of these covers for Stage II and heads areRocker SBOXL, S41XL, S43XL, 4 Imay X L be obtained froma aftermarket I uses tapered seat suppliers. spark plug). (Stage When ordering from an Rocker covers fora camshaft Stage ZI heads mayaf-be termarketfrom source, the supplier must know obtained aftermarket suppliers. if the engine is equipped withfrom Stagea nI afor When ordering a camshaft Stage II heads duethe to supplier the different termarket source, must placeknow ment intake exhaust ports. Rev kits if the of engine is and equipped with Stage I or are available Stage II heads from afterZZ headsfordue to the different placeStage market ment of suppliers. intake and exhaust ports. Rev kits are available for Stage I1 heads from aftermarket suppliers.

PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USED

QTY.

QTY.

0

A ! ! ! -

.

PART NO. PART NO.

CATALOG QTY. GROUP/USE CATALOG QTY. GROUP/USE Alloy. Valve seats are installed and ready for Alloy. Valve seats are grinding. Bronze-lined installed and are ready for valve guides grinding. but Bronze-lined installed require valve are honingguides for valve installed but require same clearance. Accepts honingsizes for valve valve as Stage II clearance. iron heads.Accepts same AR valve sizes a s Stage 11 iron heads. AR

...

~~7

0.289 GASKET, ENGINE CYLINDER HEAD 0.289 GASKET, CYLIN25500202 HeadENGINE gasket for 1975-85 DER HEAD 3.8Ls. Heavy-duty 25500202 Head gasket for 1975-85 steel-shim-type 3.8Ls. Heavy-duty thick for use 0.018-inch steel-shim-type with production or Stage thick for use 2 I0.018-inch blocks only with Stage Head production gasket for or 1975-85 I4.1Ls. blocks only 2 Heavy-duty Head gasket construction for 1975-85 composition 4.1Ls. for useHeavy-duty with production composition construction or Stage I blocks only. for use with toproduction Compresses or Stage I blocks only. approximately 0.040-inch Compresses to thick 2 approximately Head gasket for0.040-inch 3.8 and 25500006 thick 4.1L Stage I and Stage II2 25500006 Head gasket for 3.8 and bJocks. Heavy-duty 4.1L Stage I construction and Stage I1 composition blocks. Heavy-duty with a solid-core body composition with stainlessconstruction steel with a solid-core and solidbody wire flanging with stainless steel O-ring in the fire ring flangingCompresses and solid wire flange. to O-ring in the fire ring approximately 0.040-inch flange. thick. Compresses to AR approximately 0.040-inch 0.293 BOLT,thick. WASHER, NUT AR CYLINDER HEAD 0.293 BOLT,Cylinder WASHER, NUT 25518482 Head Bolt-long CYLINDER HEAD and Stage for production 25518482 headsBolt-long _ _ AR ICylinder cylinderHead for production 25515638 Cylinder Head and Stage IBolt-short cylinder heads for -AR 25515638 Cylinder Head and Stage I production Bolt-shortheads for ___ AR cylinder production and Stage I 14011040 Washer (special cylinder heads AR hardened)-0.45-inch ID, 14011040 Washer 0.78-inch(special OD AR hardened)-0.45-inch 14044866 Nut, 7/16 x 20-inch "12ID, 0.78-inch ODsteel) 100% AR point" (4037 14044866 Magnafluxed Nut, 7/16 x 20-inch "12 AR point" (4037 steel) 100% Magnafluxed AR

7

25500026

P.

25500009

25500009

-

Cylinder Head V6 3.8 and 4.1L Stage I for Cylinder Head V6 3.8 off-road use (Casting and 4.1L25506293) Stage I for(Note number off-road use (Casting 1) 2 number 25506293) (Note Features: 1) -Intake and exhaust port Features: flow -Intake and deck exhaust port -Reinforced surface flow production 1.17-Uses -Reinforced surface inch intake deck and 1.50 ex-Uses 1.17haust production valves inchheat intake and 1.50 ex-No crossover haustbevalves -Can used on all pro-No heat crossover duction blocks (when -Can on all proused be on used 1975-76 models duction ( w h eorn you mustblocks use 1979 used models la ter onin1975-76 take and exyou mmanifolds) u s t use 1979 or haust l a t e r i n t a k e a n d exhaust manifolds)

Cylinder Head V6 3.8 ->and - Stage II (iron) 4.1L 25500026 Cylinder Head for off-road use V6 3.8 and 4.1L No. Stage I1 (iron) (Casting 25500027) for off-road use (Note 1) 2 (Casting Features:No. 25500027) (Note -NewI )"Competition On-2 Features: ly" iron head (machin-New "Competition Oned, except for valve ly" iron head (machingrinding) _ e d , e xbolt c e ppattern t f o r vsame alve -Head grinding) as Stage II Block --Head Uses bolt 2.02 pattern in take'same and as I1 Block 1.60Stage exhaust valves -Uses 2.02 intake and 1.60 exhaust valves

C'

25500030

25500030 162 Buick Power Source 162 Buick Power Source

k

-L

Stage II head (aluminum). This casting Stage head is fromI1heat-treated 355 (aluminum). This casting heavy·duty parts is fromBuick heat-treated 355 are

designed and manufactured for off-highway use only.

Buick heavy-duty parts are designed and manitfactured for off-highway use only.

PART CATALOG QTY. NO. GROUP/USE PART CATALOG QTY. NO. GROUP/USE 0.296 VALVE, INTAKE 25512098 Intake Valve, all 1979-85 0.296 VALVE, 3.8 INTAKE and 4.1L V6 25512098 (1.71-inch Intake Valve, all 1979-85 diameter) _ 6 3.8 andValve, 4.1L V6 25500024 Intake all (1.71-inchV6 diameter) 3.8-4.1L Stage II for 6 25500024 heavy-duty Intake Valve, all use off-road 3.8-4.1L V6 Stage _ I1 _ for6 2.02-inch diameter heavy-duty off-road use 0.297 VALVE, EXHAUST 2.02-inch diameter 6 1261380 Exhaust Valve, all EXHAUST 0.297 VALVE, 1980-85 3.8 and 4.1L V6 1261380 Exhaust Valve, all _ 6 (1.50-inch diameter) 1980-85 3.8 and all 4.1L Exhaust Valve, 3.8V6 25500023 (1.50-inch diameter) and 4.1L V6 for Stage II6 25500023 heavy-duty Exhaust Valve, all 3.8 head off-road and 4.1L V6 for Stage (1.60-inch diameter) _ I16 heavy-duty off-road head (1.60-inch diameter) 6

Pi\RT NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

QTY.

PART NO. PART NO. 1249267

1249267

3927142

3927142

Valve spring and dampener, optional Valve spring and1.273 off-road use, OD dampener, optional inches. Valve seal kit off-road use, OD 1.273 14033547 recommended inches. this Valve spring.seal At kit an for 14033547height recommended installed of 1.70 for this seat spring. At an is inches, pressure installed height At aof 1.70 110 pounds. inches, seat solid pressure is compressed height 1101.16 pounds. Atthis a of inches, compressed solid height spring should exhibit 358 of 1.16 inches, this pounds pressure. _ _ 12

3911068

3911068

spring should exhibit 358 pounds pressure. -12

3500025

3500025

Exhaust Valve, all 3.8 and 4.1L V6 heavy-duty Exhaust use Valve, all 3.8 off-road (optional and 4.1LExhaust V6 heavy-duty Inconel for off-roadCharge use (optional Turbo Inconel Exhaust for application), (1.60-inch Turbo Charge diameter) 6

application), (1.60-inch 0.303 SPRING ASSEMBLY, diameter) 6 VALVE SPRING ASSEMBLY, 0.303 3989353 Stage II valve spring VALVE retainer for use with 3989353 Stage valve spring springI13989354 _ _ _ 12 retainer for use with spring 3989354 12

330585

366282 3989354

3989354

25512551

25512551

Stage II valve spring assembly made from Stage I1 valve spring aircraft-quality clean assembly from120 steel wiremade featuring aircraft-quality on the pounds pressureclean steel wire 120 seat at 1.75featuring inches and pounds pressure on the 285 pounds pressure at seat 1.75compressed inches and 1.25 at inches 285 pounds pressure a t 12 height 1.25 inches compressed Production valve spring height 12 for turbocharged Production valve engines _ _ _ _spring _ _ 12

for turbocharged engines

12

Dual valve spring for use with aluminum retainer Dual valve spring forOD use 330586; valve spring with aluminum retainer is 1.379 inches. Valve 330586; spring seal kit valve 14033547 is OD is 1.379 inches.for Valve recommended this seal kit At 14033547 is spring. an installed recommended this height of 1.75 for inches, spring. At an is installed seat pressure 140 height inches, pounds.ofAt1.75 a compressed seat pressure 140 solid height ofis1.15 pounds. At aspring compressed inches, this solid height of 325 1.15 should exhibit inches, spring_ _ 12 pounds this pressure. should exhibit 325.and Dual valve spring pounds pressure. dampener assembly for 12 Dual valve spring and use with titanium dampener assembly for retainer 366254; valve use with spring ODtitanium is 1.525 retainer 366254; valve inches. At an installed spring is 1.525 height OD of 1.70 inches, inches. At an is installed seat pressure 128 height 1.70 inches, pounds.ofAt a compressed seat 128 height ofis1.26 solid pressure pounds. At aspring compressed inches, this solid height of 406 1.26 should exhibit inches, spring_ _ 12 pounds this pressure.

should exhibit 406 pounds pressure.

QTY. CATALOG GROUP/USE CATALOG QTY. GROUP/USE Valve spring, 1976-85, 3.8 and 4.1L V6 Valve spring, 1976-85, production springs; valve 3.8 andOD 4.1L spring is V6 1.24 inches. production springs; valve At an installed height of spring OD isseat 1.24pressure inches. 1.73 inches, At66 anpounds. installed of is Atheight a 1.73 inches, solid seat pressure height compressed is 66 a of 1.25pounds. inches,At this compressed solid height spring should exhibit 234 of 1.25 inches, this pounds pressure. _ _ 12 springspring shouldand exhibit 234 Valve -12 pounds pressure. dampener; valve spring Valve springinches. and OD is 1.241 dampener; valve spring Valve seal kit 14033547 ODrecommended is 1.241 inches. is for this Valve seal kit installed 14033547 spring. At an is recommended for this height of 1.70 inches, spring. At an is installed seat pressure 80 height inches, pounds.ofAt1.70 a compressed seat pressure 80 solid height ofis1.15 pounds.this At aspring compressed inches, solid of 267 1.15 shouldheight exhibit inches, this spring pounds pressure. _ _ 12 should exhibit 267 pounds pressure. -12

I u 3

25500035

25500035

3731058

3731058 3875916 3875916 3891521 3891521

Competition valve spring for use with Stage II Competition valve spring cylinder head; 1.725for with Stage I1load inchuse OD, 200-pound cylinder head; installed 1.725@ 1.90 inches inch OD, 200-pound height. 500 lbs.lin. load @ 1.90rate. inches installed spring Nominal height. 500 lbs./in. solid height is 1.15 spring inches. rate. Nominal AR solid height is 1.15 Shim (55/54-inch ID x inches. 115/54-inch OD x 0.030- AR Shim (%-inch ID x AR inch thick) 0.03011%-inch OD x ID Shim (45/54-inch x inch thick)OD x AR 131/54-inch Shim (4%-inch ID_x_ AR 0.015-inch thick) 13%-inch OD x ID x Shim (4%4-inch 0.015-inch thick) PI/54-inch OD x -AR Shim (45h4-in~h ID_x_ AR 0.065-inch thick)

13%4-inchOD x 0.065-inch thick) -AR

12 Buick Power Source

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Buick Power Source 163

PART CATALOG QTY. NO. GROUP/USE PART CATALOG QTY. NO. GROUP/USE 0.309 CAP, VALVE SPRING RETAINER 0.309 CAP, VALVE SPRING 330586 Cap, Valve SpringRETAINER aluminum for use with 330586 Cap, Valve valve springSpring3350585 aluminum formust use with Stage I head use valve spring 3350585 longer-than-stock valve Stage I head must use AR stem longer-than-stock valve 3989353 Cap, Valve Spring-steel. stem Use with valve spring AR Cap, 3989354. Spring-stee1. AR Use valve spring 366254 Cap, with Valve Spring. 3989354. -Titanium for off-road AR Cap, Valve Spring. use; use with valve Titanium for off-road spring 366282 _ _ _ AR use; with valve Spring-steel 14003974 Cap, use Valve spring 366282 AR for off-road use. Use with 14003974 Cap, Valve valve springSpring-steel 3927142 for off-road (1 %2-inch ODuse. Use with valve spring 3927142 AR diameter) (1%-inch OD 0.310 KEY, ENGINE diameter)VALVE AR SPRING KEY, ENGINE VALVE 0.310 3947770 Key, Valve SPRING Keeper-steel, for 3947770 Key, Valve 1l/32-inch stem Keeper-steel, for (purple) AR 1952-inch stem 0.333 ARM, (purple) ENGINE VALVE AR ROCKER ARM, Rocker ENGINE VALVE 0.333 1241850 Arm all 1976-85 ROCKER 3.8-4.1L V6 Buick 1241850 Rocker all 1976-85 EnginesArm (intake 1-4-5, 3.8-4.1L Buick exhaust V6 2-3-5). Use on Engines (intake 1-4-5, production or Stage I _ _use _ _on _ 12 engines exhaust _ 2-3-5). production or Stage I engines 12

PART CATALOG QTY. NO. GROUP/USE QTY. PART CATALOG Ql'Y. NO. GROUP/USE 0.426 ROD, ENGINE VALVE PUSH 0.426 ROD, ENGINE VALVE 1249139 Pushrod, all 1976-85 3.8 PUSH and 4.1L V6 (production 1249139 Pushrod, 1976-85 3.8 part), 5/16 xall0.060-inch and 4.1L (production tube V6 (8.718-inch wall part), 5/16length; x 0.060-inch overall ID green). wall tube (8.718-inch rocker arm Use Buick overall length; and lifters. MayIDbegreen). 0.352 ROCKER ARM ASSEMBLY Use Buickwith rocker arm required after(STAGE II CYLINDER HEAD) and lifters. May be market roller rocker 0.352 ROCKER ARM includes ASSEMBLY 25500044 Assembly 12 required afterarms andwith roller lifters. (STAGE I1 CYLINDER HEAD) arms, 2 shafts, rocker marketmanufacturer roller rocker for Check 25500044 Assembly includes 12 spacers and hold-down arms and roller___ lifters.AR correct length. rocker shafts, kit. Fitsarms, Stage2 II Check manufacturer Push rod, off-road use;for 51J6 366277 spacers andorhold-down aluminum cast-iron correct length. AR x 0.070-inch wall tube kit. Fits Stage heads.I1Rockers cylinder 366277 Pushrod, off-road (7.824-inch overalluse; 5/16 aluminum or aluminum cast-iron are 2024 T-6 x 0.070-inch wall length). (OD blacktube cylinder heads. Rockers fitted with Torrington (7.824-inch oxide). Mayoverall be required are 2024 T-6 aluminum needle roller bearings. length). (OD blackroller with aftermarket fitted with Torrington Shafts are 8620 oxide). arms May be rocker andrequired roller needle roller bearings. hardened steel. Rocker with aftermarket roller lifters. Check manuShafts areis8620 arm ratio 1.7:1 rocker arms and roller facturer for correct hardened steel. Rocker 2 inches lifters. length. Check manu- AR aRocker r m ratio is 1.7:l 1241851 Arm, 1976-85, all facturer for correct 14075631 Pushrod, off-road use; 5;\6 inches 3.8 and 4.1L V6 Buick 2 AR length. x 0.075-inch wall tube 1241851 Rocker Arm, 1976-85, engines (intake 2-3-6, all Pushrod, off-road (9.13-inch overall use; 5/16 3.8 and 41-4-5). . 1 ~6 ~ Use ~ on~ i 14075631 ~ k exhaust x 0.075-inch wall tube AR length) engines (intake 2-3-6,I or Stage production (9.13-inch overall use; 5;\6 14075632 Pushrod off-road exhaust engine 1-4-5). Use on 6 xlength) 0.075-inch wall tube AR production or Stage I 14075632 (8.155-inch Pushrod off-road 0.353 SHAFT, ENGINE VALVE 6 overalluse; 5/16 engine ROCKER ARM x 0.075-inch wall tube AR length) 0.353 SHAFT, ENGINE 1254201 Rocker Arm VALVE Shaft, all (8.155-inch overalluse. 3942415 Pushrod, off-road ROCKER ARM 1977-85 V6 3.8 and AIL length) Can be used in some AR 1254201 Rocker Arm Shaft, all I for production or Stage 3942415 Pushrod, off-road use. Stage II roller lifter 1977-85 V6 3.8 and-4.1L Head (stamped steel). Can be used in 1;\6-inch some configurations; for or Stage Stage I1 roller lifter For production Stage II Shaft, referI diameter x 9.250-inch Head (stamped steel). to aftermarket configurations; 7h6-inchAR length. For Stage I1 Shaft, refer 2 suppliers. diameter x 9.250-inch to aftermarket length. AR 0.386 ROCKER ARM COVER suppliers. 2 The use of Molykote (or another 25516851 Rocker Arm Cover for molydisulfide-based EP lubricant) is rec0.386 ROCKER ARM COVER production and Stage I ommended on lifters (or for another proper break-in. The use of Molykote 25516851 Rocker Cover cylinderArm heads. Hasfor In addition, valve lifters are more compatmolydisulfide-based EP lubricant) is recproduction I flanged holeand for Stage breather ible with the the contact surommended oncamshaft lifters forifproper break-in. cylinder or heads. Has is polished with 600-grit sandpaper 1552232 oil filler Iface n addition, valve lifters are more compatbefore installation. Good lifters surreflanged hole for breather with the camshaft i f used the contact cap AR ible taining some crown convex sandpaper curvature face is polished withor600-grit 1552232Arm or oilCover fillerfor 25516850 Rocker the bottom are satisfactory. before installation. Good rued lifters recap production and Stage IAR across taining some crown or convex curvature 25516850 Rocker Cover cylinderArm heads (holefor for 0.459 ENGINE VALVE across LIFTER, the bottom are satisfactory. production and stage rubber grommet) __ IAR Note 1: For high-performance hydraulic cylinder heads (hole camshafts for use ENGINE with adjustable rockers 0.459 LIFTER, VALVE Cast-aluminum valvefor 25519988 lifter 5234330; rubberfor grommet) Note Buick I: For heavy-duty high-performance hydraulic cover all 1977-85 AR and adjust to zero plus adjustable '12- to %-turn. camshafts for lash use with rockers 25519988 Cast-aluminum valve I production and Stage Note Buick 2: Mechanical camshafts require GM heavy-duty lifter 5234330; cover for 1977-85 heads (no all holes) _ _ AR and lifter 5232695 {piddle 5231585 adjust to zero lash plusvalve} '/z- toor%-turn. production and stage 25519989 Cast-aluminum valve I (edge 2: orifice). The edge orifice de-sign limits Note Mechanical camshafts require GM heads (noall holes) cover for 1977-85 AR overhead oiling(piddle and is valve) recommended for lifter 5232695 or 5231585 25519989 Cast-aluminum valve I production and Stage use with needle roller (edge orifice). The edgearms. orifice design limits cover for all for 1977-85 heads (holes breather overhead oiling and is recommended for production Stageone I or oil filler and cap and use with needleLifter, roller arms. standard 5234330 heads (holes for_ breather for PCV valve) _ AR production replacement or oil filler cap and one 5234330 Lifter, standard (hydraulic) (Note 1) _ 12 0.423 ROCKER ARMvalve) COVER AR for PCV production replacement GASKET (hydraulic) (Note 1)- 12 0.423 ROCKER ARM COVER 25505889 Stage I Rocker Arm GASKET Cover Gasket AR 25505889 Stage I Rocker Arm Cover Gasket Buick heavy·duty parts AR are designed and manufactured for of{highway use only. PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

I

1CchTip

Tech Tip

3C

0.349 HI-REV KIT ASSEMBLY PIECES 0.349 HI-REV KIT ASSEMBLY 25500041 Aluminum retention bar PIECES (Group 0.349) 2 25500041 Aluminum spring retention bar cups 25500042 (Group 0.349) 2 0.459) 12 25500042 cups 25500043 Springs (Group 0.459) (Group 0.459) Complete assembly fits 12 25500043 Stage Springs 0.459) II (Group aluminum and Complete assemblyheads fits cast-iron cylinder 'I and and accommodates cast-iron or offsetheads on-center cylinder and accommodates Iskenderian roller on-center or offset lifters 12 Iskenderian roller lifters 12

164 Buick Power Source

164 Buick Power Source

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Buick heauy-duly parts are designed and manufactured for off-highway use only

PART NO. PART NO. 5234345

CATALOG QTY. GROUP/USE CATALOG QTY. GROUP/USE Lifter, 0.010-inch oversize production Lifter, 0.010-inch replacement (hydraulic) oversize (Note 1) production AR replacement (hydraulic) Lifter, mechanical (edge (Note 1)design, two-piece AR orifice Lifter,two mechanical (edge body, holes in body, orifice groove design,around two-piece single body, two body, body). Use holes with in roller single groove around rocker arms; Buick body). Use with (Note 2) roller _ _ 12 off-road rocker mechanical, arms; Buick Lifter, (Notedesign 2) off-roadvalve piddle(2.012 Lifter, long mechanical, inches x 27h2-inch piddledesign (2.0 OD); V6valve Buick inches off-roadlong x 27/3z-in~h AR OD); V6 Buick off-road AR

PART QTY. CATALOG GROUP/USE NO. PART CATALOG QTY. NO. GROUP/USE 0.539 BEARING CAM FRONT 1234441 Front Cam Bearing for 5234345 0.539 BEARING FRONT 1976 CAM and newer V6 1234441 Front Cam for split engines, no Bearing 1976 and newer (preferred design)V6 __ 1 5231585 engines, no split 0.543 BEARING, CAM-INTER(preferred design) -1 5231585 MEDIATE CENTER 0.543 AND BEARING, CAM-INTERREAR MEDIATE 1231142 Cam CENTER Bearing for 1976 AND REAR and later V6 engines _ 3 1231142 Cam Bearing for 1976 CAM REAR 0.553 PLUG,and 5232695 later V6 engines - 3 1363755 Plug, 1976 and later V6, 5232695 0.553 PLUG,rear CAM REAR face of block plug Plug, 1976 and later V6,1 1363755 for camshaft hole __ rear face of block plug 0.616 BEARING KIT, ENGINE for camshaft hole -1 CONNECTING ROD 0.616 BEARING KIT, ENGINE 5463929 Bearing 0.010-inch CONNECTING undersize _ROD ____ AR 5463929 Bearing O.OOl-inch 0.010-inch 5463930 undersize _ ____ AR 5463930 Bearing 0.002-inch 0.001-inch 5463931 undersize AR 5463931 Bearing 0.002-inch standard __ AR 5463932 undersize Bearing kit standard. AR 18005399 0.519 CAMSHAFT, STAGE II 5463932 Bearing kit standard 0.008 -AR 18005400 UNFINISHED 18005399 Bearing undersizekit _ standard. ____ AR 0.519 CAMSHAFT, STAGE I1 18005400 Bearing kit 0.008 0.010 18005401 Note 1: When fitting a roller lifter UNFINISHED undersize AR camshaft, any aftermarket lifter used in a 18005401 Bearing 0.010 Standardkit connecting rod 25500072 small·I:block Chevrolet applicable Note When fitting aisroller lifter to Stage II blocks, while Stagelifter I blocks camshaft, any aftermarket used in a undersize AR bearings require a special rollerislifter with a tospecial small-block Chevrolet applicable 25500072 Standard connecting 25500073 O.OOl-inch undersize rod shielded "foot" that hemor· Stage I1 blocks, whileprevents Stage I oil blocks bearings AR standard width, standard rhagingafrom the gallery to camshaft require special roller lifter with a tunnel special 25500073 0.001-inch undersize rod material connecting at maximum lift. shielded 'yoot" that prevents oil hemorstandard standard Both above sets bearings. width, rhaging from thegallery to camshaft tunnel 25500056 Steel camshaft blank of material connecting rod are for use with rolled at maximum lift. 8620 material, bearings. Both above fillet crankshaft for sets 25500056 Steel camshaft heat-treated andblank of are for usewidth with to rolled increased 8620 material, configured to fillet crankshaft maximize bearingforarea. heat-treated accommodateand 100- to increased width to Thin overlay thickness configured 114-degree to lobe maximize bearing area. increases fatigue accommodate to separation and100up to Thin overlay thicknessto resistance in addition 114-degree lobe 0.750-inch valve lift. increases increasingfatigue "crush" to aid separation and lobe up to Requires final grind. resistance in addition bearing retention and to 0.750-inch valve lift. Maximum lobe lift is increasing "crush" to aid improve heat Requires 0.450-inch.final lobe grind. AR bearing retention and transfer. AR Maximum lobe lift is 366253 Lifter, mushroom improve heat 25500070 Standard connecting rod 0.450-inch. AR mechanical type with transfer. bearings for use with AR 366253 Lifter, mushroom foot 0.960-inch-diameter 25500070 Standard connecting standard-width crankrod mechanical type with 12 (Note 1) bearings for use with AR 0.960-inch-diameter foot standard-width crank 0.533 BUTTON, NoteSPRING 1) 12 bearings AR CAMSHAFT THRUST 0.533 BUTTON, SPRING 1250948 Button, all V6 1975CAMSHAFT THRUST 85 1 1250948 Button, all V6 1975Spring Button, 1975-77 1250126 85 3.8L V6, for use with 1 1250126 Spring Button, 1975-77 nonintegral distributor 3.8L use with 1 driveV6, gearforcam O.OOl-inch undersize 25500071 nonintegral distributor 1254199 Spring Button, 1977-85, connecting rod bearings -1 25500071 0.001-inch drive cam with integral for usegear undersize for use with 1254199 Spring Button, 1977-85, distributor drive gear connecting rod bearings standard-width crank cam _ _______ 1 for use with integral for use with bearings. Thin overlay distributor drive gear standard-width crank thickness increases 1 cam bearings. Thin overlay fatigue resistance in thickness increases fatigue resistance in

QTY. CATALOG GROUP/USE CATALOG QTY. GROUP/USE addition to increasing "crush" to aid bearing addition toand increasing retention improve "crush" to aid bearingAR heat transfer. retention and improve 0.629 PISTON, heatENGINE transfer. AR PART NO. PART NO.

Note 1: Stage I pistons cannot be used with 0.629 IIPISTON, ENGINE Stage cylinder heads due to the valve pocket location, so Stagecannot II aftermarket Note 1: Stage Zpistons be used with pistons be purchased. Stage ZImust cylinder heads dueBuick to the forged valve pistons location, should besoinstalled 0.0055· aftermarket pocket Stage 11 at 0.006S·inch After· pistons mustpiston·to·bore be purchased.clearance. Buick forged market should pistons be should be installed at the pistons installed at 0.0055manufacturer's recommended clearance. 0.0065-inchpiston-to-bore clearance. AfterPistonpistons rings are available for Buick at the market should be installed applications from aftermarketclearance. sources. manufacturer's recommended Ring endrings gaps are shou.ld be set for at Buick Piston available recommended clearance in theirsources. respective applications from aftermarket bores end to prevent ring scuffing. Ring gaps should be set at Piston· to· valve clearance should be recommended clearance in their respective checked when you assemble the engine bores to prevent ring scuffing. (0.120·inch intakeclearance is recommended; Piston-to-value should be O.ISO·inch exhaust is recommended). checked when you assemble the engine

25500460 Piston and Pin Assembly (0.120-inch intake is recommended; 0.150-inch exhaust recommended). 3.8L isStage I (Standard) 25500460 Piston Pin Assembly for use and on cylinder Nos. 3.8L Stage 1, 3, 4, and I6.(Standard) ID for use on forged cylinder Nos. 25500469, 1, 3, 4, and 11.2:1 6. ID aluminum, 25500469, forged compression ratio, aluminum, floating-pin 11.2:l design (Note compression ratio, 1) 4

floating-pin design (Note 1) 4

25500461

25500461

25500462

25500462

Piston and Pin Assembly, 3.8L Stage I Piston and for Pinuse on (Standard) Assembly, 3.8L cylinder Nos. 2 Stage and 5.IID (Standard) for use on 25500470, forged cylinder Nos. 2 and 5. ID aluminum, 11.2:1 25500470, forged compression ratio, aluminum, floating-pin 11.2:l design. (Note

compression ratio, 1) 2 (Note floating-pin design. Piston and Pin Assembly 1) 2 3.8L Stage I (0.010 Piston and oversize) forPin useAssembly on 3.8L Stage I (0.010 cylinder Nos. 1, 3, 4, and oversize) for use forged on 6. ID 25500471, cylinder Nos. 1, 3, 4, and aluminum, 11.2:1 6. ID 25500471, forged compression ratio, aluminum, floating-pin 11.2:l design. (Note compression ratio, 1) 4 floating-pin design. (Note

Buick Power Source

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Buick Power Source 165

PART NO. PART NO. 25500463 25500463

25500464

25500464

25500465

25500465

25500466

25500466

25500467

25500467

25516538

25516538

25516539

25516539

CATALOG QTY. GROUP/USE CATALOG QTY. GROUP/USE Piston and Pin Assembly, 3.8L Stage I Piston and Pin for use (0 .010 oversize) Assembly, on cylinder3.8L Nos.Stage 2 andI 5. (0.010 oversize) for use ID 25500472, forged on cylinder 11.2:1 Nos. 2 and 5. aluminum, ID 25500472, ratio, forged compression aluminum, 11.2:l floating-pin design. (Note compression ratio, V 2 floating-pin design. (Note Piston and Pin 1) Assembly, 3.8L Stage I 2 Piston oversize) and Pin for use (0.020 Assembly, I on cylinder3.8L Nos.Stage 1, 3, 4, (0.020 for use and 6. oversize) ID 25500473, on cylinder Nos. 1,11.2:1 3, 4, forged aluminum, and 6. ID 25500473, compression ratio, forged aluminum, floating-pin design.11.2:l (Note compression ratio, V 4 floating-pin design. (Note Piston and Pin 1) Assembly, 3.8L Stage I 4 Piston oversize) and Pin for use (0.020 Assembly, on cylinder3.8L Nos.Stage 2 andI 5. (0.020 oversize) for use ID 25500474, forged on cylinder 11.2:1 N ~ 2 and ~ , 5. aluminum, ID 25500474,ratio, forged compression aluminum, 11.2:l floating-pin design. (Note compression ratio, 1) 2 floating-pin design. (Note Piston and Pin 1) Assembly, 3.8L Stage I Piston oversize) and Pin for use (0.030 Assembly, I on cylinder3.8L Nos.Stage 1, 3, 4, (0.030 for use and 6. oversize) ID 25500475, on cylinder Nos. 1,11.2:1 3, 4, forged aluminum, and 6. ID 25500475, compression ratio, forged aluminum, floating-pin design.11.2:1 (Note compression ratio, 1) 4 floating-pin design. (Note Piston and Pin 1) Assembly, 3.8L Stage I Piston oversize) and Pin for use (0.030 Assembly, on cylinder3.8L Nos.Stage 2 andI 5. (0.030 oversize) for use ID 25500476. (Note on cylinder Nos, andAR 5. 1) ID 25500476. (Note Piston and Pin 1) Assembly, 4.1L Stage IAR Piston and for Pinuse on all (standard) Assembly, 4.1L Stage I cylinders. ID 25516543, (standard) for use on all forged aluminum, 12.1:1 cylinders. ID ratio, 25516543, compression forged aluminum, floating-pin design.12.1:l (Note compression ratio, 1) 6 floating-pin design. (Note Piston and Pin 1) Assembly, 4.1L Stage I 6 Piston and Pin for use (0.010 oversize) Assembly, 4.1L Stage on all cylinders. ID I (0.010 oversize) 25516544, forgedfor use on all cylinders. aluminum, 12.1:1ID 25516544, forged compression ratio, aluminum, 12.1:l floating-pin design. (Note compression ratio, 1) 6 floating-pin design. (Note 1) 6

166 Buick Power Source

166 Buick Power Source

PART NO. PART NO. 25516540

CATALOG QTY. PART QTY. CATALOG GROUP/USE GROUP/ USE NO. CATALOG QTY. PART CATALOG QTY. GROUP/USE NO. GROUP/USE are not machined. _ _ 1 Piston and Pin Assembly, 4.1L Stage I 25500066 Stroke: 3.625 1 25516540 Piston oversize) and Pin for use are not 3.400 machined. -1 1 25500067 (0.020 Stroke: Assembly, 4.1L Stage 25500066 Stroke: 3.625 1 on all cylinders. ID I (0.020 oversize) 25500067 Stroke: 3.400 1 25516545, forgedfor use on all cylinders. aluminum, 12.1:1ID 25516545, forged compression ratio, aluminum, 12.1:l floating-pin design . (Note compression ratio, 1) 6 floating-pin design. (Note 25516541 Piston and Pin 1) Assembly, 4.1L Stage I 6 25516541 Piston oversize) and Pin for use (0.030 Assembly, 4.1L Stage on all cylinders. ID I (0.030 oversize) 25516546, forgedfor use 25500068 Stroke: 3.060 on all cylinders. aluminum, 12.1:1ID Semifinished crankshafts 25516546, forged compression ratio, produced from the aluminum, 12.1:l floating-pin design . (Note Semifinished crankshafts 25500008 forging, fully compression ratio, V 6 produced from machined with the the floating-pin design. (Note 25500008 forging, fully exception of 0.020-inch 0.639 RETAINER, ENGINE 1) 6 machined with stock on rod andthe main PISTON RING exception of 0.020-inch journal fillets . Main 0.639 RETAINER, ENGINE 3946848 Retainer (Spirolocks stock on are rod crossand main journals PISTON RING1.013-inch OD x design), journal drilled. fillets. Main 1 3946848 Retainer (Spirolocks 0.042-inch thick for journals a r e crossdesign), 1.013-inch OD x full-floating-pin CRANKSHAFT _ 1 0.648 SLINGER, drilled. 0.042-inch thick for AR 1193967 design Slinger, 3.8 and 4.1L V6 full-floating-pin 3942423 Retainer (Spirolocks 0.648 SLINGER, CRANKSHAFT stamped steel 1 design 1.013-inch OD A xR 1193967 design), Slinger, 3.8 and 4.1L V6 0.649 BEARING CLUTCH 3942423 Retainer (Spirolocks 0.050-inch thick for stamped steel PILOT, -1 CRANKSHAFT design), 1.013-inch OD x fullcfloating-pin BEARING CLUTCH PILOT, 3752487 Bearing-all standard 0.050-inch thick for AR 0.649 design CRANKSHAFT transmission 1 full-floating-pin 3964238 Retainer (Spirolocks 3752487 Bearing-all standard design 1.103-inch OD AR design), x 0.659 DAMPENER, ENGINE transmission 1 3964238 Retainer (Spirolocks O.On-inch thick for CRANKSHAFT design), l.lO3-inch OD full-floating-pin " x 0.659 ENGINE Note 1:DAMPENER, V6 engines are balanced as 0.072-inch thick for AR complete design assemblies, so when changing CRANKSHAFT full-floating-pin 366219 Retainer (Spirolocks-, piston, crank, flywheel or balancer, Note I: rod, V6 engines are balanced as design you must assemblies, rebalance the engine.changing design), 1,013-inch ODAR x complete so when 366219 Retainer rod, crank, flywheelV6or 231 balancer, 0,072-inch(Spirolocks thick _ _ AR piston, 25506571 Balancer, with you must rebalance engine. design), OD x turbothe (Note 1) 1 Retainer1.013-inch (Round-wire 14011033 25506571 Balancer, V6 231 0.072-inch thick x AR 25508994 4.1Lwith (Note design), 1.07-inch turbo (Note I ) 1 14011033 0,064-inch Retainer (Round-wire 1) 1 thick _ _ AR 25508994 Balancer, V6 4.1L (Note design), 1.07-inch x 0.646 CRANKSHAFT, ENGINE AR 1 ) 1 0.064-inch thick 1260873 Crankshaft, 1978-85 V6, 0.646 CRANKSHAFT, 3.8 and 4.1LENGINE engines. 1260873 Crankshaft, 1978-85 V6, This is a production, 3.8 and 4.1L engines. even-fire, rolled-fillet This isfor a production, crank normally even-fire, rolled-fillet aspirated turbocharged crank for252-cubic-inch normally 231 and aspirated turbocharged engines; has 3ft-inch 231 and 252-cubic-inch balancer bolts (nodular engines; %-inch cast iron).has Excellent balancer (nodular hardwarebolts for highcast iron). Excellent performance street hardware for highand competition engines performance street with up to 400 and competition engines1 horsepower with up to 400 25500069 Stage II Harmonic Crankshaft forging. This 5500008 . horsepower 1 Balancer featuring is a raw crank forging 25500069 Stage 11 iron Harmonic nodular hub and 5500008 Crankshaft that can be forging. custom This Balancer featuring is a raw crank steel inertia ring. machined from forging nodular t2.66-3.625-inch h a t can be custom Balancediron hub and 1 stroke steel inertia ring. machinedisfrom Material 4140 steel. Balanced 1 2.66-3.625-inch stroke Main bearing journals Material is 4140 steel. Main bearing journals Buick hea vy·duty parts are desig ned and m a nufactured for off-highway use only. -

-

Buick heavy-duty p a r k are designed and manufactured for offihighway use only.

PART NO. PART NO. 25500065

CATALOG QTY. GROUP/USE CATALOG QTY. GROUP/USE Stage III Harmonic Balancer with 25500065 Stage 111 Harmonic interrupter rings Balancer to with attached rear face for interrupterheavy-duty rings triggering attached to rear face for AR ignition triggering heavy-duty 0.666 FLYWHEEL ignition __ AR Note 1: Production V6 engines are balanced as aFLYWHEEL complete assembly, so when 0.666

PART CATALOG QTY. CATALOG QTY. PART NO. GROUP/USE GROUP/USE NO. PART CATALOG QTY. PART CATALOG QTY. NO. GROUP/USE NO. GROUP/USE 0.736 SPROCKET, ENGINE CAMSHAFT 0.736 SPROCKET, ENGINE 1233447 Sprocket, 3.8L V6 with CAMSHAFT nonintegral distributor 1233447 Sprocket, with drive gear.3.8L UseV6 washer nonintegral distributor 1 1361893. drive gear.3.8 Use washer and 4.1L 1253698 Sprocket, 1361893. V6 with integral distri- 1 1253698 Sprocket, and _ 4.1L butor drive3.8gear. _1 V6 with integral districhanging connectingV6 rod, piston,are crank, Note 1. Product~on engtnes balanc0.738 WASHER, butorCAM drive gear. 1 rebalance flywheel or balancer, you must ed as a complete assembly, so when 1361893 Cam Washer for odd-fire the engine.connect~ngrod, pzston, crank, changzng 0.738 WASHER, CAM nose cams 1 Drill balance holes you no closer 1.38 flywheel or balancer, must than rebalance 1361893 Cam Washer for odd-fire inches (rom converter mounting holes. the engzne 0.859 COVER, ENGINE 33811 nose cams CLUTCH 1 Not Drrllrecommended balance holes(or nohigh-rpm closer t h a n 1 3 8 6273958 Clutch Cover, 338117 Outlet, water neck for operation. cnches from converter m o u n t ~ n gholes. 0.859 COVER, ENGINE10.4-inch CLUTCH heavy-duty; Stage II intake manifold Not recommended for h ~all g h 1981-84 -rpm 25512350 Flywheel, V6 6273958 Clutch Cover, OD; to be used with 338117 Outlet, water neck (as viewed from thefor front operatton with rear-wheel-drive heavy-duty; clutch plate 10.4-inch 3886059 or Stage intakeoutlet manifold of the I1 engine, 25512350 Flywheel, all 1981-84 V6 automatic transmission OD; to be used with 3991428 1 (as viewed thea front exits to thefrom left at with rear-wheel-drive for off-road use. (Note plate 3886059 or of the englne, outlet 45-degree angle); also automatic transmission 1 0.862 BOLT,clutch 1) ENGINE CLUTCH 3991428 1 exits toand the tapped left a t afor a (Note V6 for off-roadalluse. drilled 25508657 Flywheel, 1977-84 COVER TO FLYWHEEL 45-degree angle); alsoUse 1) rear-wheel-drive 1 838653 temperature sender. 0.862 BOLT,Bolt, ENGINE with 381i6 x CLUTCH 1 inch _ _ 6 drilled 3701777. and tapped for a 1 25508657 Flywheel, all 1977-84 for V6 gasket COVER TO FLYWHEEL manual transmission 0.886 PLATE. ENGINE, temperature sender Use with rear-wheel-drive 838653 Bolt, 38/16x 1CLUTCH inch 6 off-road use. (Note 1) _ 1 DRIVEN gasket 3701777. 1 manual transmission for Clutch Plate, CLUTCH heavy-duty 0.886 PLATE. ENGINE, 0.683 HOUSING, ENGINE off-road use (Note 1) - 1 3886059 DRIVEN with woven facings, CLUTCH 3886059 Clutch Plate,design, heavy-duty 0.683 HOUSING, single-plate 1249599 ClutchENGINE Housing for with woven CLUTCH lO.4-inch OD,facings, 10-tooth V6-powered rear-wheel smgle-plate design, 1249599 Clutchwith Housing for spline 1 drive cable-actuated 10 4-inch OD, heavy-duty 10-tooth V6-powered rear-wheel 1 3991428 Clutch Plate, clutch splinewoven facings, 1 drive with cable-actuated with 563441 Clutch housing for Clutch Plate,design, heavy-duty clutch 1 3991428 single-plate V6-powered with woven Clutch housing for 10.4-inch OD,facings, 26-tooth rear-wheel-drive Buicks single-plate design, V6-powered spline 1 with mechanical-linkage10.4-inch OD, 26-tooth rear-wheel-drive actuated clutch Buicks 1 1.062 PULLEY-FAN AND 1 spllne with mechan~cal-linkagePUMP 0.724 BOLT-CHAIN-DAMPENERactuated clutch 1 1.062 COOLANT PULLEY-FAN AND 3770245 Pulley, Water Pump, SPRING, ENGINE TIMING Outlet, water-neck for 3877660 COOLANT PUMP 0.2-inch groove, deep 0.724 BOLT-CHAIN-DAMPENER1356635 Bolt, all 3.8 and4.1L V6 Stage II intake manifold 3770245 Pulley, Water Pump, groove (small hub %-inch SPRING, ENGINE TIMINGto (right-hand dampener 3877660 Outlet, waterneck (as viewed from thefor front 0.2-inch groove,OD) deep shaft, 71/g-inch __ 1 Bolt, all 3.8 and 4.1L V61 1356635 block) Stage I1 intakeoutlet manifold of the engine, groove (small hub %-inch (right-hand dampener 1257650 Chain, timing, all 3.8 to (as viewed exits to thefrom rightthe at front a 1.069 WATER PUMP shaft, OD) -1 block) and 4.1L V6 11 1260709 of the engine, outlet 45-degree angle). Use Water 7%-inch Pump for 1257650 Chain, timing, all (left 3.8 1354138 Dampener, Chain exits to3701777. the right a t a 1 1.069 WATER PUMP gasket rear-wheel-drive front and 4.1L hand), all V6 3.8 and 4.1L cover _ _ for _ _ _ _ 1 346219 45-degree angle). Use 1260709 Water_ Pump Outlet, water neck for 1354138 Dampener, Chain (left 1 V6 gasketII3701777. rear-wheel-drive front Stage intake manifold1 1.153 OUTLET, hand), all 3.8 and (right 4.1L 1356634 Dampener, Chain 1 346219 coverWATER NECK Outlet, exits waterup; neck for (outlet drilled Outlet, water neck for V6 hand), all 3.8 and 4.1L 1 1380207 Stagetapped I1 intake and for manifold 1.153 OUTLET, WATER NECK production intake 1356634 Dampener, Chain (right 1 V6 (outlet exits up; drilled temperature sender). Use 1380207 Outlet, water for manifold. Use neck gasket hand), all 3.8 and 4 all .1~ 1358909 Spring, Dampener, and tapped for gasket 3701777. 1 production intake 1250390. 1 V6 3.8 and 4.1L V6 11 temperature sender). Use manifold. Use neck gasket Outlet, water for 14007331 1.426 OIL PAN, ENGINE 1358909 Spring, Dampener, all gasket 3701777. 1 0.728 SPROCKET, 1250390. Stage II intake manifold 1 25522386 Oil Pan for rear-wheel3.8 and ENGINE 4.1L V6 1 CRANKSHAFT 14007331 (as Outlet, water neck 1.426 OIL PAN, thefor front viewed from driveENGINE blocks, baffled. Use 0.728 SPROCKET, ENGINE 25519954 Crankshaft Sprocket, Stage intakeoutlet manifold 25522386 Oil Pan for rear-wheelof the I1 engine, with pickup 25505644. _ 1 CRANKSHAFT 1976-85 3.8 and 4.1L V6 (as viewed drive blocks, baffled. Use exits to thefrom rightthe at front a 1.428 BOLTS, OIL PAN 25519954 Crankshaft Sprocket, 1 (even-fire) of the engine, outlet with pickup 25505644. - 1 90-degree angle; drilled 25515406 Production Oil Pan 1976-85 3.8 and 4.1L V6 exits to the right a t a and tapped for two 0.729 KEY, ENGINE, Bolts. to attach any 1.428 BOLTS, OILUse PAN (even-fire)CRANK AND1 90-degree angle; drilled temperature senders. CAM SPROCKET 25515406 Production Oil P a n AR stamped pan. and gasket tapped 3701777. for two _ 1 Use 0.729 KEY, ENGINE, CRANK 1352537 Key, Crank or Cam AND Bolts. Use to attach any temperature senders ENGINE 1.429 GASKET, CAM SPROCKET Sprocket 1 stamped pan. OIL PAN AR Use gasket 3701777. - 1 1260771 Gasket, Engine Oil Pan, 1352537 Key, Crank or Cam 1.429 GASKET, ENGINE OIL PAN all rear-wheel-drive Sprocket 1 1260771 Gasket, blocks Engine Oil Pan, 1 all rear-wheel-drive blocks 1 -

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Buick Power Source

167

PART CATALOG QTY. NO. GROUP/USE PART CATALOG QTY. NO. GROUP/USE 1.154 GASKET, WATER OUTLET 1254390 Gasket. Use with water 1.154 GASKET, OUTLET neckWATER outlet 1380207. _ 1 1254390 Gasket. Use with water 3701777 all neck outlet 1380207. water neck outlets for- 1 3701777 Gasket. with all Stage II Use intake water neck outlets for 1 manifold. Stage I1 intake 1.652 BOLTS, OIL PUMP manifold. 1 25518361 Oil Pump Cover Bolts _ 5 1.652 BOLTS, OIL PUMP Oil Pump Cover Bolts - 5 25518361 1.657 PICKUP ASSEMBLY, OIL PAN 1.657 PICKUP ASSEMBLY,pick-up OIL 25505644 Large-diameter PAN tube assembly for use 25505644 Large-diameter pick-up with oil pan assembly tube assembly for use AR 25522386 with panfor assembly 25525501 O-ringoilSeal use with 25522386 AR oil cooler adapter 25525501 O-ring Seal for use with 25525910 AR oil cooler adapter 1.723 OIL PUMP COVER 25525910 AR ASSEMBLY 1.723 OIL PUMP COVER 966093 Oil Filter Adapter that ASSEMBLY bolts to oil pump cover 966093 Oil Filter Adapter to change filter's t h a t bolts to oilangle pump_cover mounting _ AR to change filter's mounting angle AR

PART NO. PART NO.

CATALOG GROUP/USE CATALOG GROUP/USE

QTY.

QTY.

PART CATALOG QTY. NO. GROUP/USE PART CATALOG QTY. NO. GROUP/USE 2.108 STARTER SOLENOID SPRING 2.108 STARTER SOLENOID 1978281 Heavy-Duty Starter SPRING Solenoid Spring 1 1978281 Heavy-Duty Starter 2.274 PULLEY, ALTERNATOR Solenoid Spring 1 3829387 Alernator Pulley, 2.274 PULLEY, ALTERNATOR 3%-inch diameter, 3829387 Alernatorshaft, Pulley, 4%4-inch one 3%-inch 1fz-inch diameter, groove, wide _ 1 4%4-in~h shaft, one Alternator Pulley, 1942911 groove, %-inch wide 51f4-inch diameter _ _ 11 1942911 Alternator Pulley, 2.275 ALTERNATOR 5%-inch diameter 1 1979865 Alternator, 63 amp __ 1 2.275 ALTERNATOR 1979865 Alternator, 63 amp 1

a, \'.

*

20s P4

25525910

Adapter for oil cooler AR (Note 1) 25525910 Adapter for oil cooler 1.836 FILTER, ENGINE OIL (Note 1) AR 28010792 Oil Filter (AC PF47), 1.836 FILTER, ENGINE metric threadOIL 1 28010792 Oil Filter (AC 28010908 (AC PF47), PF51), 1.5 metric longer thread than 1 inches 28010908 Oil Filter (AC PF51), 1.5 25010792, metric inches thread longer than 1 Oil Pump Cover for 3.0L 966144 25010792, metric 2.041 MOTOR ASSEMBLY, front-wheel-drive V6s. 1 thread STARTER Oil Cover 966144 CanPump be used on for 3.OL 2.041 MWC"I'R ASSEMBLY, 1998441 Starter Motor, 1982-85 front-wheel-drive V6s. rear-wheel-drive front STARTER V6 with rear-wheel Can be toused on filter's covers change drive _Motor, _ _ _1982-85 ___ 1 1998441 Starter rear-wheel-drive front mounting angle for with rear-wheel covers to change filter's clearance. AR 2.042 BOLT,V6 SHIM ENGINE 1 drive mounting angle for STARTER MOTOR 1.724 GASKET, OIL PUMP clearance. AR 2.042 BOLT, SHIM ENGINE 14057099 V6 Engine Starter Motor HOUSING STARTER MOTOR Bolt-long, % x 16 x 4.65 1.724 GASKET, OIL PUMP 25512860 Paper Gasket between 14057099 inches V6 Engine Starter Motor1 HOUSING filter casting and oil Bolt-long, x 16 xMotor 4.65 14057098 V6 Engine 3/s Starter 25512860 Paper Gasketcover between pumplfront inches 1 Bolt-short, % x 16 x filter casting and oil assembly 1 14057098 V6 Engine 1.875 inchesStarter Motor1 pump/front cover 1.758 CAP, OIL BREATHER Bolt-short, 36 x 16starter x V6 Shim, Engine assembly 1 1246249 Note 1: The retainer and adapter and 1.875 inches 1 motor to block-0.015O-ring be used on any 1.758 (25525501) CAP, OILcan BREATHER 1246249 V6 Shim, Engine starter inch thick 1 BuickI:V6 (ront cover and withadapter a metric-thread Note The retainer and motor to block-0.015oil (ilter nipple tocan (aciliate plumbing O-ring (255255011 be used on any and 2.104 HEAT inch SHIELD, thick STARTER 1 an oil cooler between the pump housing Buick V6 front cover with a metric-thread 12255252 Starter Heat Shield to and the (ilter. oil filter nipple to faciliate plumbing and 2.104 HEAT protect SHIELD, STARTER starter from Cap, with flangehousing _ _ 1 12255252 a1552232 n oil cooler between the pump Starter Heat Shield to exhaust manifold and the filter. 25525282 Retainer for oil cooler protect starter from AR heat 1552232 Cap, with flange adapter AR1 exhaust manifold 25525282 Retainer for oil cooler heat AR adapter AR

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2.277 BRACKET, ALTERNATOR 25512475 Cast-Aluminum 2.277 BRACKET, ALTERNATOR Alternator Bracket _ AR 25512475 Cast-Aluminum 2.361 DISTRIBUTOR Alternator Bracket - AR 1110766 Distributor, high energy, 2.361 DISTRIBUTOR with coil in cap, 1110766 Distributor, highvacuum energy, mechanical and with coil can in cap, advance, use rotor mechanical 1893669 andand capvacuum advance, 1880042 can use rotor 1 1893669 and cap 2.374 GEAR,1880042 DISTRIBUTOR 1 DRIVE 2.374 GEAR,Gear, DISTRIBUTOR 1892082 driven, all V6 _ 1 DRIVEGear, driven, all V6 with 1361749 1892082 Gear, driven,(odd-fire) all V6 - . nonintegral cam _driven, ___ _with _l 1361749 Gear, all_V6 nonintegral (odd-fire) 2.367 DISTRIBUTOR CAP cam -1 1880042 HEI-style Distributor 2.367 DISTRIBUTOR CAPpattern for Cap, even-fire 1880042 HEI-style Distributor use with external coil_ 1 Cap, even-fire pattern for 2.379 SHIMS, DISTRIBUTOR use with external coil - 1 SHAFT 2.379 SHIMS, DISTRIBUTOR 1927529 Shims for the shaft SHAFT between distributor 1927529 Shims thedrive shaftgear; housingfor and between distributor thick _ _ AR 0.005-inch housing and drive gear; 2.382 ROTOR, DISTRIBUTOR 0.005-inch thick AR 1893669 Rotor for HEI-style 2.382 ROTOR, DISTRIBUTOR distributor caps 1 1893669 Rotor for HEI-style distributor caps 1

168 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

168 Buick Power Source

Buick heavy-dutyparts are designed and manufactured for off-highwayuse only.

PART NO. PART NO.

CATALOG GROUP/USE . CATALOG GROUP/USE

QTY.

QTY.

2.383 BUICK POWER SOURCE IGNITION SYSTEM 2.383 BUICKComplete POWER"stand-alone" SOURCE 25500059 IGNITION SYSTEM ignition system _ _ AR 25500059 Complete 25500061 Electronics"stand-alone" Module _ AR ignition system_Coil Assembly _ _ AR 25500062 25500061 Electronics Module - AR Ballast Wires _ _ __ 25500063 25500062 Coil Assembly 12051087 Wire Harness AR 25500063 Ballast Sensor Wires 25518675 Crank AR 12051087 Wire Harness AR Bala ncer with 25500065 25518675 Crank Sensor interrupter rings _ _ AR 25500065 Balancer Pressure 16017460 Ma nifold with interrupter rings -_ _ AR Sensor (Optional) 16017460 Manifold Pressure 25500064 Instruction Manual _ AR Sensor (Optional) System features: - - AR 25500064 Instruction -Computer Manual control, - AR System which features: eliminates the -Computer distributor control, for improved which accuracy eliminates t h e timing distributor for available improved -40,000 volts timing accuracy beyond 10,000 rpm -40,000 available -Built-in volts programmable beyond 10,000 rprn rev-limiter -Built-in programmable -Manifold pressure-timrev-limiter ing correction available -Manifold pressure-tim3.265 MANIFOLD, ENGINEavailable ing correction INTAKE 3.265 MANIFOLD, ENGINE 25500029 Intake Manifold, INTAKE aluminum, four-barrel 25500029 Intake Manifold, design (Stage II, 3.8 and aluminum, four-barrel 4.1L V6s only), machined design (Stage 11,Stage 3.8 and for Holley carb; II 4.1L V6s aluminum only), machined iron and for Holley carb; Stage I11 heads iron and aluminum heads 1

PART NO. PART NO. 25512236

QTY. CATALOG GROUP/ USE CATALOG QTY. GROUP/USE Intake Manifold, aluminum four-barrel 25512236 Intake 1977-85 Manifold, design 3.8 and aluminum four-barrel 4.1L production and designI 1977-85 Stage engines,3.8 and 4.1L production and machined for spread Stagecarb I engines, bore (Q-Jet). Fits all machined for Buick spreadV6 displacement bore Fits all with carb 1979 (Q-Jet). or newer displacement BuickkitV6 heads. Use gasket with 1979 or newer 25505397. 1 heads. Use gasket kit 3.270 GASKET KIT, INTAKE 25505397. 1 MANIFOLD SEAL 3.270 GASKET KIT, INTAKE 25505397 Intake Manifold Seal for MANIFOLD SEAL both ends of manifold 25505397 Intake rubber; Manifold 1980-85 Seal for both ends of manifold turbocharged engines rubber; and 4.1L1980-85 2 turbocharged engines 1264718 Intake Manifold Seal for and 4.1L both ends of manifold 2 1264718 Intake Seal_for-2rubber; Manifold 1977-78 3.8L both ends of manifold 1264924 Intake Manifold Seal for rubber; 1977-78 3.8L -2 both ends of manifold 1264924 Intake Seal for2 rubber; Manifold 1979-84s ___ both ends of manifold rubber; 1979-84s -2

PART NO. PART NO.

CATALOG GROUP/ USE CATALOG GROUP/USE

25516237

Cast manifold for left -side, 1983 3.0L Cast manifold for left AR Century side, 1983 3.OL Century AR

25516237

u

". ' %

"4

25520033

25520033

25507804

25507804

25523099

25523099

7

4

-

.

-,

Fabricated manifold for left side, 1984 3.8L Fabricated manifold for Regal AR left side, 1984 3.8L Regal AR

Fabricated manifold for left side, 1984 turboFabricated manifold charged Riviera _ _ for AR left side, 1984 turbocharged Riviera -AR

25819781

applications areexhaust listed . This list Note 1 Not all man~ f o lrepresents d sthat the majority of manifolds-cast andall V6 have been made over the years for andrepresents newer afabricated-that p p l ~ c a t ~ o nare s bolt lzstedto T1979 h w lwt production Stage I cylinder and heads. All the majoratyand of manifolds--cast fabricated manifolds stainless steel. 1979 and newer fabrzcated-that bolt to product~onand Stage I cylinder heads. A l l fabrzcated m a n ~ f o l d sstaanless steel

QTY.

I

25519781

3.275 MANIFOLD, INTAKE BOLT 5 (SPECIAL) 3.275 MANIFOLD, INTAKE 1249603 Short Clutch HeadBOLT Bolt; (SPECIAL) must be used under HEI 1249603 Short Clutch Bolt; distributor forHead clearance must used under_HE1 to seatbedistributor _1 distributor for clearance 25518194 Bolt, Inlet Manifold to seatxdistributor %-16 Pis, all V6 _ _ 91 25518194 Bolt, Inlet Manifold 3.454 BRACKET, 3/8-16 THROTTLE x 1%, all V6 -9 25505161 Throttle cable bracket, 3.454 BRACKET, THROTTLE mounts to production 25505161 Throttle bracket, and mostcable aftermaket mounts to production AR manifolds and most aftermaket 3.601 MANIFOLD, EXHAUST AR manifolds ENGINE 3.6011:MANIFOLD, Note Not all exhaustEXHAUST manifolds that have been made over the years for all V6 ENGINE

QTY.

Cast manifold for right . side, 1985 3.8L ReCast manifold for rightAR gal side, 1985 3.8L Regal AR

,

. Fabricated manifold for left side, 1985 3.8L Fabricated Century andmanifold Electra for _ AR left side, 1985 3.8L Century and Electra - AR

Buick Power Source

169

Buick Power Source 169

PART NO.

PART NO.

25525699

25525699

CATALOG GROUP/ USE

CATALOG GROUP/USE

QTY.

QTY.

Fabricated manifold for left side, 1985 3.0L FabricatedRegal manifold Somerset _ _for AR left side, 1985 3.OL Somerset Regal AR

PART NO.

PART NO.

-r

25510098

25510098

CATALOG GROUP/ USE

CATALOG GROUP/USE

QTY.

PART NO.

CATALOG GROUP/ USE

QTY.

QTY.

PART NO.

CATALOG GROUP/USE

QTY.

!

L- m,,J pa-

, ,

-Cast. manifold for right side, 1983 3.0L Cast manifold for rightAR Century side, 1983 3.OL Century AR
>

.

p'te

1.ie-I

Cast manifold for right .*-inr side, 1984 4.1L Cast manifold for rightAR Riviera side, 1984 4.1L Riviera AR

25518871

i,IIY I

e

25518871

1 25515866

25515866

Fabricated manifold for right side, 1985 3.8L Fabricated Century andmanifold Electra for _ AR right side, 1985 3.8L Century and Electra _ AR

.A c

25522326

25522326

25524335 -

25524335

125515074

25515074

Fabricated manifold for right side, 1985 3.0L FabricatedRegal manifold Somerset _ _for AR right side, 1985 3.OL Somerset Regal -AR

"9

'

Fabricated manifold for right side, 1983 3.8L Fabricated for Electra andmanifold 1985 right side, 1983 3.8L AR Century Electra and 1985 Century AR

25522328

25507594

25507594

L

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25516359

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Fabricated manifold for 25515047 Fabricated manifold for left side, 1983 3.8L left side, 1984 turboFabricated manifold turbocharged Regal _for AR ~ ~ b Riviera ~manifold i _ ~ _~for t ~ 25515047 d charged AR left side, 1983 3.8L left side, 1984 turboENGINE GAS 3.840 FILTER, turbocharged Regal - AR charged Riviera -AR 854619 Fuel Filter, for %-inch 3.840 FILTER, ENGINE GAS(AC rubber fuel lines a4619 Fuel Filter, GF61P) (Notefor1)%-inch 1 rubber fuel lines (AC ENGINE FUEL 3.900 PUMP,GF61P) (Note 1) 1

'

1

,

. Fabricated manifold for right side, 1984 turboFabricated manifold charged Regal _ __for AR right side, 1984 turbocharged Regal AR ,,

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Cast manifold for left side, 1984 4.1L Cast manifold for left AR Riviera side, 1984 4.1L Riviera AR

Note 1: For nonintegral distributor drive gear 40579. 3.900stamped PUMP, ENGINE FUEL integral distributor drive gear. Note 2: I: For nonintegral drfrcbutor dnue gear stamped 40579. 6417173 Fuel Pump, 1975-77 Note 2 For rntegral dlstrrbutor V6 dnue gear. 231-cubic-inch with

6417173

Fuel Pump, odd-fire cam 1975-77 nose (Note 231-cubic-inch V6 with 1 1) odd-fire cam 1977-85 nose (Note 6471172 Fuel Pump, V6 1 1) 3.8 and 4.1L with 6471172 Fuel Pump, V6 even-fire cam1977-85 nose (Note 3.8 2) and 4.1L with 1 even-fire cam nose (Note 3.901 FUEL PUMP, BLOCK-OFF 2) 1384207 Fuel Pump Block-Off 1 3.901 FUEL Plate PUMP, for BLOCK-OFF electric fuel 1384207 Fuel Pump Block-Off pumps on V6 engines Plate for electric drive, fuel with front-wheel pumps on V6 engines mechanical fuel pump with drive, 1 front front-wheel covers mechanical fuel pump FUEL PUMP 1 3.935 ECCENTRIC, front covers 1361789 Eccentric, required on 3.935 ECCENTRIC, FUEL mechanical fuelPUMP pump 1361789 Eccentric, required on with any camshaft mechanical fuel cam pump having odd-fire _ __ _ _ 1 nose _ with any_camshaft having odd-fire cam nose 1 I

Cast manifold for left side, 1985 3.8L Cast Regalmanifold for left AR side, 1985 3.8L Regal AR I

,

170 Buick Power Source

Buick heavy-duty parts are designed and manufactured for off-highway use only.

170 Buick Power Source

Buick heauy-duty parts are designed and manufactured for o f f h i g h w a y use only.

Measurement Conversions Multiply

by

NOTES

to get equivalent number of

Length Inch Foot Yard Mile

25.4 0.3048 0.9144 1.609

Inch 2

645.2 6.45 0.0929 0.8361

millimeters (mm) meters (m) meters kilometers (km)

Area

Foot2 Yard 2

millimeters" (mm 2 ) centimeters2 (cm 2) meters2 (m2) meters"

Volume Inch

Quart Gallon Yard 3

16387.000 16.387 0.0164 0.9464 3.7854 0.7646

Pound Ton Ton

0.4536 907.18 0.907

Kilogram Ounce Pound

9.807 0.2780 4.448

3

millimeters 3 (mm 3) centimeters 3 (cm 3) liters (l) liters liters meters 3 (m 3)

Mass kilograms (kg) kilograms tonne (t)

Force newtons (N) newtons newtons

Temperature Degree Fahrenheit

(+ ° F-32h 1.8

degree Celsius (C)

Acceleration Foot/sec." Inch/sec."

0.3048 0.0254

meter/sec." (m/s 2 ) meter/sec. 2

Torque Pound-inch

0.11298

Foot-pound

1.3558

newton-meters (N-m) newton-meters

Horsepower

Power 0.746

kilowatts (k W)

Inches of water Pounds/sq. ins.

0.2491 6.895

Pressure or Stress kilopascals (kPa) kilopascals

Fuel Performance Miles/gal.

0.425 1

Gals.lmile

2.3527

kilometerslliter (km/l) liters/kilometer (l/km)

Velocity Miles/hour

1.6093

kilometers/hr. (km/h)

I

-40

°C

I

-20

98.6

32

o

40 'I

I

0

, 80

20

I

'I' ,I~O I

40

212 200

160 "

I

60

I I

80

I

r

100

37 Buick Power Source 171

ARE _ _ _ _ _ _ _ _ _ _ Cast-aluminum Cast-aluminum dry-sump 9621-H Oates Dr. oil pans Dr. Sacramento, Sacramento, CA 95827 (916) (916) 363-7352 363-7352

Bo Laws Automotive A u t o m o_ t_ i v_e Bronze valve guides 1015 for Stage II 1015 W. W. Church St. St. I1 heads Orlando, FL 32805 (305) (305) 425-9007 425-9007

Accel Ignition _ _ _ _ _ _ Ignition components 175 175 N. Branford Rd. Rd. Branford, Branford, CT 06405 (203) (203) 481-5771 481-5771

Carrillo Carrillo Industries _ _ _ _ Custom-built 33041 Calle Perfecto 33041 connecting rods San Juan J u a n Capistrano, Capistrano, CA 92675 (714) (714) 493-1230 493-1230

Argo Cars, Cars, Inc. ______ Bellhousing for 1409 Hewland transmissions 1409 S. S. Wilshire Dr. Dr. transmissions Minnetonka, MN 55343 55343 (612) (612) 541-1380 541-1380 Arias Arias _ _ _ _ _ _ _ _ _ _ Pistons Pistons 13420 Ave. 13420 S. S. Normandie Ave. Gardena, Gardena, CA 90249 90249 (213) (213) 532-9755 532-9755 Auto Meter Products Inc. _Tachometer -Tachometer models 413 W. H-661O W. Elm St. St. H-6610 and H-3900 H-3900 comcomSycamore, patible with Buick ComSycamore, IL 60178 Computer Controlled Ignition (815) (815) 895-8141 895-8141

Chapman Chapman Racing Heads __ -Stage II I1 Buick V6 head 10 porting 10 North, 900 West Salt Lake City, City, UT 84116 (801) 595-1400 (801) 595-1400 Cloyes Gear & Products __ -High-performance High-performance timing 4520 Beidler Rd. chains and gearsets Willoughby, Willoughby, OH 44094 (216) (216) 942-8200 942-8200 Cole Performance _ _ _ _ 8357 8357 Eaton St. St. Arvada, CO 80003 80003 (303) (303) 650-6600 650-6600

Single Single and dual carburcarburetor manifolds for Stage II I1 cylinder heads; heads; porting and engine building

Automotive Racing ____ Stud kits for Stage II I1 heads and blocks Products . 8565 8565 Canoga Ave. Ave. Canoga Park, CA 91304 (818) (818) 341-4488 341-4488

Cosworth _ Pistons Cosworth Engineering _ 23205 Early Ave. Ave. Torrance, Torrance, CA 90505 90505 (213) (213) 534)390 534:1390

Autotronic Controls _ _ MSD Controls _ MSD heli-core wire 6908 compatible with Buick 6908 Commerce St. St. EI Computer Controlled El Paso, Paso, TX 79915 79915 (915) Ignition (915) 772-7431 772-7431

Crane Crane Cams Cams _ _ _ _ _ _ _ Cams and related P.O. valvetrain hardware P.O. Box 160-2 160-2 Hallandale, FL 33009 33009 (305) (305) 457-8888 457-8888

Aviaid _ _ _ _ _ _ _ _ _ Dry-sump Dry-sump oiling hardware 7570 Woodman PI. P1. Van Nuys, CA 91405 91405 (213) (213) 873-1510 873-1510

Crower Cams Cams _ _ _ _ _ _ Camshafts Camshafts and related 3333 gear 3333 Main St. St. Chula Vista, Vista, CA 92011 92011 (619) (619) 422-7222 422-7222

B-H-J 4 -inch-thick cast-iron B-H-J Products _ _ _ _ _ 13/ 1%-inch-thick 6756 Central Ave. honing plates for V6s Ave. N ewar k, CA 94560 Newark, (415) (415) 797-6780 797-6780

Custom roller rockers Custom Speed Speed Parts Mfg. Mfg. _Aluminum -Aluminum 13142 13142 Prospect Rd. Rd. Strongsville, Strongsville, OH 44136 44136 (216) (216) 238-3260 238-3260

B.R.C., B.R.C., Inc. Inc. _ _ _ _ _ _ _ Custom piston and crankcrank7091 Bellgrave Ave. Ave. 7091 shaft grinding-billet grinding-billet or Grove, CA 92641 92641 Garden Grove, with Buick raw forging forging (714) 893-0595 893-0595 (714)

Del West Engineering ___ -Titanium valves Ave. 9440 Irondale Ave. Chatsworth, CA 91311 91311 Chatsworth, (213) (213) 998-1016 998-1016

Barnes Racing ______ Cams, Cams, springs, retainers, retainers, Components, Inc. Inc. Components, and keepers 2741 2741 Toledo St. St. Torrance, Torrance, CA 90503 90503 (213) (213) 320-2688 320-2688

Diamond Racing _ _ _ _ _ V6 racing pistons and 23003 pins; ported and 23003 Diamond Dr. Mt. Clemens, polished cylinder heads Clemens, MI 48043 (313) for competition (313) 792-6620 792-6620

Blower Drive Service ___ -Blower-drive assemblies 12140 12140 Washington Blvd. Whittier, CA 90606 (213) (213) 693-4302 693-4302 172 172 Buick Power Source

Dooley Enterprises ____ Fabricated steel wetwet1198 and dry-sump oil pans 1198 N. Grove St. St. 92806 Anaheim, CA 92806 (714) (714) 630-6436 630-6436

Buick heavy-duty parts are designed and manufactured for off-highway heavy-duty parts off-highway use only. only.

Drysump Systems S y s t e m s _ _ _ _ Dry-sump Drysump oil pans 8974 8974 Glenoaks Blvd. Sun Valley, CA 91352 (818) (818) 768-9938

Inglese Weber carburetor carburetor and and Inglese _ _ _ _ _ _ _ _ _ Weber 186 manifold assemblies assemblies for 186 N. Main St. St. Branford, CT 06405 production and Stage I 06405 (203) heads (203) 481-5544

Edelbrock _ _ _ _ _ _ _ Manifolds for Stage I and 411 Stage II 411 Coral Cir. I1 heads; valve EI covers for production and El Segundo, Segundo, CA 90245 (213) Stage I heads; water(213) 322-7310 322-7310 injection and timingchain sets

Ed E d Iskenderian I s k e n d e r i a n _ _ _ _ _ Camshafts and Racing related gear R a c i n g Cams 16020 16020 S. S. Broadway Gardena, CA 90248 90248 (213) (213) 770-0930

Fel-Pro Inc. _______ High-performance gaskets 7450 N. McCormick Blvd. for production and Skokie, IL 60076 Stage II I1 engines (312) (312) 674-7700 Fischer Engineering _ O _v_ Oval a l track and road 9003 9003 Norris Ave. racing engine building Sun Valley, CA 91352 (818) (818) 504-0030

-

Gardner-Westcott Co. ___ Chromed hardware 30962 Industrial Rd. Livonia, MI 48150 (800) (800) 521-9805

-

Jacobs -Universal wire sets J a c o b s Electronics, Inc. __ 3327 compatible with Buick 3327 Verdugo Rd. Los Angeles, CA 90065 Computer Controlled (213) Ignition (213) 254-5108 K-Motion Racing -Valve springs for Stage II I1 R a c i n g Engines E n g i n e s _Valve th St. 2381 heads 2381 N. 24 24th St. Lafayette, IN 47904 (317) (317) 742-8494 Kenne-Bell Performance Performance, _ Products Products th St. 1527-K W. 13 13'" St. Upland, CA 91786 (714) (714) 981-6006

Stage II I1 head rocker covers

-

General Kinetics Co. _ _ _ Camshafts 5161 5161 Trumbull Ave. Detroit, MI 48208 (313) (313) 832-7360

Kinsler Fuel F u e l Injection _ _ Electronic and mechanical 1834-C fuel-injection hardware 1834-C Thunderbird Troy, MI 48084 for Stage II I1 heads (313) (313) 362-1145 362-1145

Ed Hamburger's Hamburger's _____ Aluminum oil pans High-Performance Parts 1590 1590 Church church Rd. Toms River, NJ N J 08753 08753 (201) (201) 240-3888 240-3888

L.A. grindL.A. Billet _ _ _ _ _ _ _ Custom crankshaft grind525 ing-billet ing-billet or with Buick 525 W. W. 172nd 172ndSt. Gardena, raw forging Gardena, CA 90247 90247 Eorging (213) (213) 532-7194

Hawk H a w k Engineering ____ Engineering consulting 2057 2057 Goodyear, Goodyear, Ste. G Ventura, CA 93003 93003 (805) (805) 658-1210 Hooker Industries _ _ _ _ Headers; header 1009 W. W. Brooks St. St. 1009 flange plates; gaskets Ontario, CA 91762 (714) (714) 983-5871 983-5871 Howard H o w a r d Stewart S t e w a r t _____ Valvetrain harrlware hardware Engine E n g i n e Components 114 114 N. Main St., Ste. 301 301 P.O. Box 5523 5523 High Point, NC 27262 (919) (919) 889-8789 (800) (800) 334-7946 Joe J o e Hunt H u n t Magnetos _ _ _ Magnetos 11336-A 11336-A Sunco Dr. Rancho Cordova, Cordova, CA 95670 (916) (916) 635-5387 635-5387

Lozano Brothers B r o t h e r s _____ Porting and engine 12656 building 12656 West Ave. San Antonio, TX 78216 (512) (512) 494-1562 Magoo's Magoo's Auto A u t o _ _ _ _ _ _ Machined aluminum 7630 Alabama Ave., Unit 2 pulleys Canoga Park, CA 91304 (818) (818) 340-8640 Mallory _ _ _ _ _ _ _ _ Ignition components 550 Mallory Way Carson City, NV 89701 89701 (702) (702) 882-6600 McLaren Engines, Inc. _ C o_mComplete p l e t e racing engine assemblies, parts, 32233 W. Eight Mile Rd. assemblies, MI. 48152 Livonia, MI· and services (313) (313) 477-6240 McLeod Industries I n d u s t r i e s ____ Aluminum flywheels flywheels a~d aAd 1125 clutch assemblies 1125 N. Armando St. St. Anaheim, CA 92806 (714) (714) 630-2764 Buick Power Source Source 173

Melling Tool Co. _____ High-volume oil-pump kits 2620 and pump plates 2620 Saradan Dr. Dr. Jackson, MI 49204 49204 (517) (517) 787-8172 787-8172

Ronco R o n c o Corp. _______ Vertex magnetos 463 Norristown Rd. Blue Bell, PA 19422 19422 (215) (215) 828-2150 828-2150

Bill Miller Engineering _ Custom pistons and Engineering _ th St. 1420-B forged-aluminum con1420-B 140 140Ih St. Harbor City, CA 90710 necting rods 90710 (213) (213) 326-4700 326-4700

Ross R o s s Racing R a c i n g Pistons P i s t o n s _ _ _ Custom pistons 11927 11927 S. S. Prairie Ave. Hawthorne, CA 90250 90250 (213) (213) 644-9779 644-9779

Marvin M a r v i n Miller Mfg. _ _ _ Nitrous-oxide systems 7745 S. S. Greenleaf Greenleaf Ave. Whittier, CA 90602 90602 (213) (213) 693-8235 693-8235

Ruggles Performance _ Complete racing engine Performance _ Products, assemblies, parts, and P r o d u c t s , Inc. 2346 services 2346 Mellon Ct. services Decatur, GA 30035 (404) (404) 981-9210 981-9210

Milodon _ _ _ _ _ _ _ _ 9134 Independence Ave. Chatsworth, CA 91311 91311 (818) (818) 882-4727 882-4727

Cam gear drive assemassemblies; stud kits; wet- and dry-sump dry-sump oil pans

Moldex Moidex Tool Co. 25249 W. Warren Ave. Dearborn Heights, Heights, MI 48127 (313) (313) 561-7676 561-7676

Billet crankshafts

Mr. Gasket Gasket _______ 8700 Brookpark Rd. Cleveland, Cleveland, OH 44129 (216) 398-8300 (216) 398-8300

Intake and exhaust gasgaskets, fuel pump block-off plates, clutch housing; scatter shields

-

Nitrous Oxide Systems S y s t e m s _ _ Nitrous-oxide systems 5930 Lakeshore Dr. Cypress, CA 90630 90630 (714) (714) 821-0580 821-0580 Offenhauser Sales S a l e s Corp. _-Four-barrel intake 5232 Alhambra Ave. 5232 manifolds Los Angeles, CA 90032 90032 (213) (213) 225-1307 225-1307

-

Patterson P a t t e r s o n Enterprises E n t e r p r i s e s _ _ Dry-sump oil tanks 7049 7049 Valjean Ave. Van Nuys, CA 91406 91406 (818) (818) 781-1421 781-1421 Peterson P e t e r s o n Automotive ___ -Dry-sump oil pumps Research and related hardware Research 4485 S. S. Broadway Englewood, CO 80110 (303) (303) 781-7290 781-7290 Racing-Systems, Racing-Systems, Inc. ___ -Ported cylinder heads 2201-D 2201-D Brockett Rd. Rd. 30084 Tucker, GA 30084 Tucker, (404) (404) 938-7223 938-7223 Reher-Morrison _ _ _ _ _ Engine building with inhouse cylinder heads 1120 1120 Enterprise PI. P1. Arlington. Arlington, TX 76017 (817) 467-7171 (817) 467-7171 Rocket R o c k e t Industries Industries ____ 9935 9935 Beverly Blvd. Pico Rivera. Rivera, CA 90660 90660 (213) (213) 699-0311 699-0311

174 Buick Power Source

Intake and exhaust gasgaskets for Stage I and II I1 heads; oil filter adapters; fuel pumps; EGR blockoff plates

-

Sealed Power P o w e r _ _ _ _ _ _ Piston rings 2001 2001 Sanford St. St. Muskegon, MI 49443 49443 (616) (616) 726-3261 726-3261 Steve S t e v e Smith S m i t h Autosports __ -The Buick Free Spirit 239 S. S. Glassell Power Manual Orange, CA 92666 (714) (714) 639-7581 639-7581 Smith rods S m i t h Brothers B r o t h e r s _ _ _ _ _ Custom push pushrods 1201 1201 N. Azusa Canyon Rd. West Covina, CA 91790 91790 (213) (213) 338-8026 Superod S u p e r o d _ _ _ _ _ _ _ _ Aluminum Aluminum connecting connecting rods 1528 1528 Highland Ave. Duarte, CA 91010 (213) (213) 445-7463 445-7463 T & & D Machine M a c h i n e _ _ _ _ _ Rocker arm a r m and shaft 3457 S. assemblies; honing plates; S. La Cienega Blvd. rocker covers Los Angeles, CA 90016 (213) (213) 836-1353 836-1353 TRW T R W _ _ _ _ _ _ _ _ _ _ Piston Piston rings; rings; rod, rod, main main 8001 n d cam bearings; electric 8001 E. Pleasant Valley Rd. aand fuel Cleveland, and mechanical fuel 44131 Cleveland, OH 44131 (216) pumps; intake and ex(216) 383-2121 383-2121 haust valves Tilton Engineering E n g i n e e r i n g _ _ _ _ Multiple-disc Multipledisc clutch and P.O. Box 1787 flywheel assemblies 1787 Buellton, CA 93427 93427 (805) (805) 688-2353 688-2353 Vandervell _ _ _ _ _ _ _ Rod and main bearings 6450 6450 Viscount Rd. Rd. Mississauga, Ontario Canada (416) (416) 677-6057 677-6057 Weaver Brothers B r o t h e r s _____ Dry-sump Dry-sump oil pumps and related hardware 1980 1980 Boeing Way 89701 City, NV 39701 Carson City, (702) (702) 883-7677 883-7677 Wegner Automotive ~ u t o m o t i v_ e _ _ Buick V6 circle track Research engine building Research Rt. 2, P.O. Box 147 147 Markesan, Markesan, WI 53946 (414) (414) 394-3557 394-3557 Buick parts are designed and manufactured B ick heavy·duty heau.y-dutyparts manufactured for off-highway use only. only.

9

i

i

INDEX A air-density meter 143, 143, 145 145 align-hone align-hone 46 antifreeze 146 146 B ballast-wire assembly 131 131 bearing journals cross-drill 71 71 groove 71 71 bellhousing alignment 86, 86, 87 87 blueprinting records 147-157 147- 157 Buick Computer Controlled Ignition System 133 133 Buick Power Source Ignition 128 128 C

camshaft 100-102 100-102 center line 10 1, 102 101, 102 centering 101 101 endplay 100, 100, 102 102 odd-fire design 100 100 109 stop 109 camshaft bearings Heavy Duty 84 lubrication 116 1 16 camshaft drive 46 gear-drive gear-drive clearance 109 109 camshaft thrust button, needle bearing 101 101 carburetor Holley 124 124 Quadrajet Quadrajet 125 125 Charts Crankpin Fillets 70 Engine Volumetric Efficiency 55 55 Fuel Fitting/Hose FittingIHose ID 144 144 Power vs. Barometric Pressure 146 146 Power vs. Temperatures 146 146 clutch 86 coil assembly 131 131 combustion-chamber volume 55 55 measure 61-63 6 1-63 competitive combinations combinations 4 connecting rods 90-92 aftermarket aluminum 92 aftermarket steel 92 Carrillo 92 Magnaflux 90, 91 91 nodular cast iron 90 length 92 X-ray 91 91 connecting-rod twist 90 coolant 145, 145, 146 146 coolant drain, install 47 crankshaft 70-79 counterweighting 82 damper 88 forged 72 Magnaflux 70 nodular cast iron 70 scraper 118 118 sensor 130 71 Tuftride 71 crankshaft balancing, with flywheel 83 83 crankshaft bearings 84

Heavy Duty 84 modified V8 84 84 crankshaft counterweights, knife edging 72 crankshaft fillet, fillet, hydraulically rolled 70 crankshaft-position crankshaft-position sensor 128, 128, 132 crankshaft seal, seal, rear 44 crankshaft straightness, straightness, check 71 71 cup plug 46 cup Curves Timing 131 131 HP & & Torque, Normally Aspirated Drag Race 18 18 HP & & Torque, Normally Aspirated Circle Track 36 36 HP & & Torque, Turbocharged Drag Race 24 HP & & Torque, Turbocharged Road Race 30 & Torque, USAC Turbocharged HP & Indy 6 HP & & Torque, Trans-Am 12 12 Road Horsepower 159 159 cylinder block 42-51 42-5 1 assemble 48 bore 46 clean 48 deburr 44, 45 description description 42-44 hone 46 oil drainback 45 45 preparation checklist 46 prepare 44 Stage I1 42, 43 Stage II I1 42, 43 cylinder-block-assembly cylinder-block-assembly weight 44 cylinder head 54-68 54-68 production 54 Stage I1 46, 54 Stage II I1 124, 124, 125 125 Stage II I1 aluminum 56-57 Stage II I1 iron 56 cylinder-head gasket, 60, 61 61 heavy duty 46 Stage II I1 61, 61, 114 114 cylinder-head airflow 54, 55 55 cylinder-head bolts, retorque 61 61 cylinder-head porting production 55 55 Stage.! Stage 1 55 Stage II I1 57-60 cylinder-head studs 60 cylinder-head water passage 56 cylinder wall. minimum thickness 42

D D deck surface, machined 46 Drawings 3.8-Liter V6, 50, 50, 51 51 Ballast Wire Assembly 129 129 c o d Module 129 129 Co3 Crankshaft Machining 74-79 Crankshaft Position Sensor 130 130 Crankshaft Sensor 130 130 Dry-Sump Oiling System 119 119 129 Electronics Module 129

Engine Block & & Flywheel Bolt Pattern 49 Front Cover 114, 114, 115 115 Oil-Pan Bolt Pattern 122 122 Piston Machining 96 Stage II I1 Exhaust Flange 138 138 System Wiring Diagram 131 131 Wiring Harness 130 130 dry-sump oil pan 118 118 dry-sump oiling system 117 117 E E

electronic module 130 130 engine balance 82, 82, 83 83 even-fire 82, 83 83 even-fire V12, 83 83 odd-fire 82 engine lubrication 112-122 112- 122 engine-operating conditions conditions 142-146 142- 146 Engine Parts List 160-170 160- 170 engine run-in 142 142 engine temperature 146 146 exhaust drag racing 138 138 138 oval-track racing 138 road racing 138 138 turbocharged applications applications 139 139 exhaust manifold, Stage II I1 138 138 exhaust port rework 55 55 Stage II I1 cylinder head 58 58 exhaust system 138, 141 141 exhaust valves Inconel 104 104 titanium 104 104 F F

fan shroud 146 146 firing order 134 134 flexplate flexplate 86 flywheel 86 flywheel flywheel doubler plate 86 freeze plug, see "cup plug" freezing freezing plugs, see "cup plug" front cover 108-110 108- 110 even-fire 108 108 front-wheel front-wheel drive 109 109 gasket 115 115 Indy car 110 110 odd-fire 108 108 rear-wheel drive 109 109 seal 108 108 welding 110 110 fuel 143 143 fuel injection 126 126 fuel pump electrical 108 108 108 mechanical 108 143 fuel system 143

G GM Super Engine Oil Supplement 118 118 gasket sealing 61 61 gearing 158, 158, 159 159 Glossary 136, 136, 137 137 grinding valves 105 105 Source 175 175 Buick Power Source

H H Hall-effect sensor 128 128 High Energy Ignition (HEI) 128 128 hose, steel braided 146 146 II IMSA GTP 4 ignition system 128-137 128- 137 aftermarket 133 133 crank triggered 133 133 installation 130-132 130-132 Stand Alone 128 128 ignition wires 133 133 ignition-programming switch operation 131 131 intake manifold 2-barrel 124 124 4-barrel 124 aftermarket 125 125 mUltipoint multipoint fuel-injection 124 124 open plenum 124 124 Stage 11 II 124-126 124-126 tunnel type 125 125 II cylinder head 59 intake port, Stage I1 intake system 124-127 124-127 intake valves, stainless steel 104 104 titanium 104 K K Kent-Moore Tool Division 118 118

L leakdown testing 157, 157, 158 158 lifter preparation 102 lifter valley, Stage I1 II block 44 lifters 102 102 hydraulic 116 116 mushroom 45, 100 100 roller 98, 102 Loctite 119 M M MAP sensor 132 132 MEK 121 121 main-bearing oil-feed holes, enlarge 113 113 manifold absolute pressure (MAP) sensor 128, 128. 129 129

o0 oil 117, 117, 142 additive 117, 117, 118 118 cooler 112,118,142 112, 118, 142 filter 112, 112, 117 117 leaks 118-121 118-121 leaks, rocker cover 119 119 pan 112 pressure 112, 117 117 racing 117 synthetic 117 117 temperature 112 112 oil drain, Stage II I1 116 116 oil-filter adapter 109 109 oil-pressure fluctuation 142 142 oil pump 112 112 clearances 116 116 external 117 117 gears 112, 112, 117 117 prime 112 112

176 Buick Power Source

priming tool 118 118 oil-pump pickup 113, 113, 114 114 Stage II I1 116 116 tube 112 oil tank, remote 117 117 oiling system Indy Car 120, 120, 121 121 stock 112 112 oiling Stage I block 45 Stage II I1 block 45 overheating 146 146 p P

61 Permatex High Tack 61 piston fit 46 piston pin concentricity 9911 full-floating 91 full-floating 90, 91 lubricating 91 91 piston ring 95-96 gap 96 96 gap positioning 96 temperatures 95 pistons aftermarket 94 glass bead 98 Heavy Duty 94 turbocharged applications 94 117 Plasti-Gage 117 pushrod interference 106 106 R R.T.V. sealer 121 121 radiator, seal 146 146 radiator core, rod out 146 146 radiator hose, Gates "Green Stripe" 146 146 rev kit 103, 103, 106 106 rev-limiter, programmable 128" 128 rocker-arm assembly 103, 103, 104 Stage I1 II 104 104 rocker-arm ratio 104 rocker covers 60

S S SCCA Trans-Am 4 sealant, pellet-type 146 146 soft plug, see "cup plug" spark plugs 133 133 misfire 135 135 read 133, 133, 134 134 service service 135 135 starter ring gear 86 steam holes 61 61 Suppliers Suppliers Index 172-174 172-174

T Tables Assembly Parts 108 108 Bolt Torque & & Lubrication Specifications Specifications 147 147 Code Reading AC Spark Plugs 135 135 Connectors & & Functions 131 131 Crankshaft Fillets 70 Cubic-Inch Conversion 44 Diameter-to-Area Conversion 145 Diameter-to-Area 145 Specifications & Engine Build Specifications & Recommended Clearances 146 146

Engine Features 5 Engine Specifications Specifications 4 Fractions to English & & Metric Equivalent Decimals 158 158 Indy Engine Specs 6-1 6-111 Metric Conversions 171 17 1 I1 57 Modified Stage II Modified Stock Head Intake Port 55 55 Normally Aspirated Drag Engine Specs 18-23 18-23 Normally Aspirated Circle Track Engine 36-41 36-41 Production Modified Street Use 55 Spark Plug Selection 133 133 Torque Percentage Changes 159 Trans-Am Engine Specs 12-17 12-17 Transmission Gear Ratios 159 Turbo Drag Engine Specs 24-29 Turbo Road Race Engine 30-35 tachometer 136 136 template exhaust-port profile 68 exhaust-port width 66 intake-port profile 67 intake-port width 65 65 Stage II I1 exhaust port 64 63 Stage II I1 intake port 63 thermostat bypass 146 timing-chain cover, see "front cover" timing check, initial 132 128 timing correction, manifold pressure 128 timing mark 136 torque plate 48 torsional damper 86, 86, 88

vV valve-bowl alterations 60 valve grinding 105 105 105 valve modifications 104, 105 valve-seat modification 60 valve-spring pressure 106 106 valve springs springs 102, 102, 103 103 Stage II I1 103 103 valve-spring retainers 102-103 102- 103 Howard Stewart 103 103 titanium 103 103 valve-stem seals Stage 1I 60 Stage II I1 60 valve-to-piston clearance, check 97, 98 valve-to-piston valves Stage I1 104 104 Stage II I1 104 104 unshroud 56 valvetrain 100-106 100- 106 clearance checking 105 105 gear drive 105 105 oil 112, 112, 115 115 W water-pump cavitation 146 146 water-pump lubrication 146 146

HP HP Automotive Books Books Handbook Handbook Series Auto Electrical Electrical Handbook-Horner Handbook-Horner Baja Bugs & Buggies-Hibbard Baja Buggies-Hibbard Brake Handbook-Puhn Handbook-Puhn Clutch & Flywheel Flywheel Handbook-Monroe Handbook-Monroe Clutch How To Make Make Your Car Handle-Puhn Handle-Puhn Metal Metal Fabricator's Handbook-Fournier Handbook-Fournier Off-Roader's Handbook-Crow Handbook-Crow & Murray Murray Paint & Body Handbook-Taylor Handbook-Taylor & Hofer Street Rodder's Handbook-Oddo Handbook-Oddo Turbochargers- Macinnes Turbochargers-Maclnnes Turbo Hydra-matic Hydra-matic 350 Handbook-Sessions Handbook-Sessions Welder's Handbook-Finch Monroe Handbook-Finch & Monroe

$12.95 $9.95 12.95 12.95 9.95 12.95 12.95 9.95 14.95 12.95 14.95 12.95

Carburetors Carburetors 2300-Urich Holley 2300-Urich Holley 4150-Urich 4150-Urich Holley Holley 5200-Urich 5200-Urich Holley Carburetors & Manifolds-Fisher Manifolds-Fisher & Urich Urich Rochester Carburetors-Roe Carburetors- Roe

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Engine Engine Hotrod Hotrod & Rebuild Rebuild Series How To Hotrod Big-Block ChevysFisher & Waar Chevys-Fisher How To Hotrod Small-Block ChevysChevys- Fisher Fisher & Waar How To Hotrod Hotrod VW Engines-Fisher Engines-Fisher How To Hotrod Your 2.0-Liter 2.0-Liter OHC OHC Ford-Vizard Ford-Vizard How To Hotrod Your Buick VSV6How To Modify Your Nissan/Oatsun NissanIDatsun OHC OHC Engine-Honsowetz Engine-Honsowetz How To Rebuild Your Big-Block Chevy-Wilson Chevy-Wilson How To Rebuild Rebuild Your Big-Block Ford-Christ Ford-Christ How To Rebuild Rebuild Your Ford Ford V8-351C-351 V8-351 C-351M-400-429-4S0-Monroe M-400-429-460-Monroe How To Rebuild Rebuild Your Honda Car Engine-Wilson Engine-Wilson How To Rebuild Rebuild Your Nissan/Oatsun NissanIDatsun OHC OHC Engine-Monroe Engine-Monroe How To Rebuild Rebuild Your Small-Block Chevy-Vizard Chevy-Vizard How To Rebuild Rebuild Your Small-Block Ford-Monroe Ford-Monroe How To Rebuild Rebuild Your Small-Block Mopar-Taylor Mopar-Taylor & Hofer Two-Stroke Tuner's Handbook-Jennings Handbook-Jennings

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Special Special Interest Interest American Supercar-Huntington Supercar-Huntington RacingIUSA 1985-Anlon 1985-Anlon Press Press (hc) (hc) Auto Racing/USA Auto Racing/USA RacingIUSA 1984-Anlon 1984-Anlon Press Press (hc) (hc) Auto Racing/USA (hc) RacingIUSA 1983-Anlon 1983-Anlon Press Press (hc) Camaro, From From A Through Z-28-Lamm 2-28-Lamm (hc) (hc) Third Generation-Lamm Generation-Lamm (hc) (hc) Camaro, The Third Fabulous Firebird-Lamm Firebird-Lamm (hc) (hc) Fabulous Fiero-Witzenburg (hc) (hc) Fiero-Witzenburg Corvette-Lamm (hc) (hc) The Newest Corvette-Lamm Cars-Gabbard (hc) (hc) Vintage & Historic Racing Racing Cars-Gabbard

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Buddy Ingersoll leaving line in his super-quick turbo-V6 Regal. Car is capable of 7.60-second E. T. 's at 183 mph. Car I# mpabk d 7-. E7.3 sf 183 mph.

Buddy lngmwI1 hpflng l l ~ s in hie w i c k twtro-V6 -1.

BUICK VB POlMer ... BUICK V6 Power... . . . for drag, oval-track or road racing. Learn what parts to use and

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. for drag, 6vabtmck or rotadthem racing. what partsand to usle and how to prepare and assemble for Learn optimum power maxihow to prepare and assemble them fc# aptimum power end m mum durability. Production, Stage I and Stage II parts for 400-HPd mum durabili. Pr~du~tkM?, I #KI St- applications. II rwt8 for 4WHP normally aspirated to 900-HPStage turbocharged normally aspiiated to WHP tu-hcharged kpk&ons. Step-by-step blueprinting procedures and records. Tips on Step-by-step blueprinting procedures and ignition records.and Tips on tuning, dry-sump and wet-sump lubrication, tuning, dryaump and wetamp lubrication, ignStion and cooling systems. Comprehensive Buick Heavy-Duty parts d i and n g systems. CompledthensiVa Buick Heavy-Duty pwta iist supplier list included. listIf and sup' e r list indudd. you are building a Buick V6, you need this book. If you are building a B U M V6, you need this book.

W M e d Stage 11 4.54fter Bulck V6 wlth mlngk GiBM arrb

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Grand National 274-CID V6 with super-speedway setup typically produces HP atW 7,500 Grand M oover n a 1525 274430 wlU,rpm. r ~ srhrp typimlcy ~

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produces over 525 HP at 7,500 rpm.

ISBN 0-89586-514- 9

I S B N 0-89586-5L4-9

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$12.95 US

$12.95 US $18.50 Canada $18.50

Canada

Turbocharged 3.4-liter Buick V6 in IMSA GTP configuration produces over 900 HP at f u 3.Clitw BU74-in.Hg M ~ Y6 Inboost. 1118A~GTP conffgumtb~; ~u~ over g(WI HP at 744n.Hg bawt