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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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.


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 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


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


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


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


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



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


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


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'~~.

-

, ~

.


....

."

.

-s

:,

.


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.

B

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


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.

B B

-J L

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.

,A ""Y""

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.

t

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

•

. .,

.,... ....

..."• . !'c ,~

~

""

.

• •

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


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


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


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

I

I

~

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.



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


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

NOTES


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

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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


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.

*


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-


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

,

' I

' ,

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.


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.

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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.

~

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NOTES NOTES


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


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


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.


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:TeH-rANK

+TO

-1'2.

TO MeTERING UNIT

TO GAUGE

F~ONT

OF'

VIA

ENGINE 8LOCK

-Ni>-4 I - - - - - - - - - - l

SENSOR

. 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-

,A

CP;Tr H TANK

FR.OM ROcK-

FIRO

,.

I

[

I

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~~~~~~--,-T5l-1 o. ~o R -TIP.

n

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r~±O.,3.T~P.J

3 .21'%: 0.02

1~.~~r'---'-----~~-J..--~----L,i,

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I I

1I

J I

L'==~ ~-~-=::.-:""

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II

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,

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-

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0 .25 DIA ." 4 PlACES

(1)

T~ I

I

~

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Coil Module

0.44

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

1-"

TYF'

[

CONNECTOR 1201 5 4 6 2 CONTACT PIN 12033674

I

., Ballast Wire Assembly

0 .52 iO.16

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-

~

.1

l-

f

WIRE: &R64-963

60. ~& ± 0.4- ~

TY~

Ballast Wire Assembly

WIRE 6R64963

-

l"OL..'tTUB£ 1t--1SULATION

463CI-BLK-7 -f'

I

POLYTUBE INSULATION 463Cl- BLK-7

ll-

__ U~

) 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

-}!::=:::lC:I

72.00

""""'"

----'-.,---NO . I~Gp.,UGE: CONNECTOR NO. 7 CR()';S- \..INIand - 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


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.


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



-

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


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

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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




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. -

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Buick heavy-duty p a r k are designed and manufactured for offihighway use only.


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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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.


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




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


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


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

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