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Buick V8 engine

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Template:Infobox engine

The Buick V8 is a family of V8 engines produced by the Buick division of General Motors (GM) between 1953 and 1981. All were 90° water-cooled V8 OHV pushrod engines, and all were naturally aspirated except one turbocharged version of the 215.

The Buick V8 family can be divided into two sizes, big-blocks and small-blocks (block size classification refers to the engine block's bore spacing and external dimensions, not displacement). All 1953–1966 Buick V8s and the 1967–1976 "big-block" engines shared a Template:Cvt bore spacing. The small-block was produced from 1961 to 1981.

Some Buick V8s, such as the 350, 400, and 455, have the same displacements as V8s of other GM divisions, but they are entirely different designs. Buick Nailhead V8s can be distinguished by the top surfaces of their valve covers being horizontal (parallel to the ground). Later Buick small and big block V8s have a front-mounted distributor tilted to the drivers side (like Cadillacs), but siamesed center exhaust ports (unlike Cadillacs).

First-generation NailheadEdit

File:1956 Buick 322 V8 engine (Century), left side view.jpg
The 322 Fireball V8 in a 1956 Buick Century

Buick's first generation V8 was offered from 1953 through 1956; it replaced the Buick straight-eight. While officially called the "Fireball V8"<ref name="flory 50s">Template:Cite book</ref> by Buick, it became known by enthusiasts as the "Nailhead" for the unusual vertical alignment of its small-sized valves (Originally it was known to hot-rodders as the "nail valve", because the engine's small heads contained valves with long stems, which made them look like nails.)<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

During this era, Buick ranked smoothness above most other marketing objectives, and the Dynaflow transmission's non-shifting design was demonstrably smoother than the other rough shifting automatics then available. With the Dynaflow, a high torque engine was needed to provide adequate acceleration, so that's what the Nailhead was designed to deliver.

Both the intake and exhaust valves were on the intake manifold side of a "pent-roof combustion chamber". To offset restrictive port diameters and the smaller-sized valves [[[:Template:Cvt]] intake, Template:Cvt exhaust], the Nailhead V8s used a camshaft with greater lift and duration. The small-diameter intake runners allowed these engines to develop high torque, with many exceeding 1 ft-lb/cu in (exceptional for the time).

First-generation Nailheads were painted "Late" Buick Green (also called Apple Green, used from 1953 to 1965).<ref name=TeamBuickengcol/>

264Edit

The Template:Cvt produced in 1954 and 1955 was a direct replacement for the 263 straight-eight and the only engine available in Buick's economy "Special" series vehicles. It was the smallest displacement Nailhead, sharing stroke and deck height with the 322, but having its own smaller bore Template:Cvt.

322Edit

The larger Template:Cvt was the original Nailhead, used by Buick from 1953 through 1956 in the Roadmaster, Super, and Century models, and the Special in 1956. It has a bore and stroke of Template:Cvt.

The 322 was also used in the 1956 through 1957 10,000-Series conventional-cab Chevrolet heavy duty trucks labeled as the Loadmaster.

Second-generation NailheadEdit

Buick's second variation of the "Nailhead" was produced from 1957–1966. The "Fireball" name was dropped after 1957, but the 364 was very briefly called the "B-12000", referring to the 12,000 pounds of force generated by each piston.<ref name=Flory>Template:Cite book</ref> Second generation Nailheads were painted "Late"Template:Clarify-inline Buick Green, with the exception of those installed in the 1963 Riviera, which were silver, and the 1966 Riviera, which were red.<ref name=TeamBuickengcol/>

364Edit

Buick, like most of its competitors, continued to expand their V8 engine to larger displacements. The Template:Cvt was introduced in 1957 and produced through 1961, with a Template:Convert (bore by stroke). The Special series cars came standard with the Template:Cvt two-barrel carburetor version, where all other models got the Template:Cvt four-barrel engine.

Template:Anchor401 (400)Edit

File:1963 Buick 401 Nailhead.jpg
1963 401 Buick V8

The 364 was enlarged to Template:Cvt and produced from 1959 to 1966. Bore and stroke were enlarged to Template:Convert respectively. Originally labelled a 401, it was later redesignated "400" (with no change to displacement) to meet 1960s GM directives for maximum allowable engine displacements in mid-size cars.

The 401/400 became Buick's muscle car powerplant of choice, used in the company's Skylark Gran Sport, Buick Sport Wagon and Buick Wildcat models, among others. The engine was variously designated the Wildcat 375, Wildcat 410, and Wildcat 445 depending on the torque each version produced. The Wildcat 410 was the two-barrel carbureted engine, standard on the 1962-63 LeSabre. The Wildcat 375 was a no-cost option for the 1962-63 LeSabre that used a lower compression ratio to run on lower-octane fuel. The various Wildcat engines had decals on their air cleaners indicating their version; however, the four-barrel edition of the 1966-67 small-block Buick 340 V8 was also labeled Wildcat 375 on its air cleaner, but was not a Nailhead.

The Wildcat 445, with a single four-barrel carburetor, was the standard engine in the Invicta, 1959-1966 Electra, 1962–1966 Buick Wildcat, 1963 Riviera, and 1965 Riviera (the 1964 and 1966 Riviera models used the 425 with a single four-barrel carburetor, labeled Wildcat 465, as standard equipment).

In an effort to overcome the restrictive exhaust-port design of the Nailhead, Buick drag racing enthusiasts in the 1960s adapted superchargers with a custom camshaft to feed intake air in through the exhaust ports; the larger intake ports became the exhaust outlets.

425Edit

File:Super Wildcat 425ci 390hp Engine.jpg
Super Wildcat Template:Cvt Template:Cvt engine

The Template:Cvt was produced from 1963 to 1966. Its bore and stroke measured Template:Convert. The largest-displacement version of the Nailhead, it began as an option on the 1963 Riviera, and was later available on the Wildcat and Electra models. The 1964 and 1966 Rivieras used the 425 engine as standard equipment. Mounted on a trolley, Buick 425s were also used as starter motors for the SR-71 Blackbird supersonic jet.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Four-barrel carburetion was standard on the basic 425, called the Wildcat 465 for the torque (as measured in lb-ft) it developed. The Super Wildcat (Regular Production Option {RPO}-coded Y48) was available on the 1964 Riviera as a factory option (2,122 produced), 1964 Electras (any model, production numbers unknown), 1965 Riviera Gran Sport and 1966 Wildcat GS, which included two four-barrel carburetors and matching intake manifold. Coded "MW", these parts were delivered in the car's trunk for dealer installation. Toward the end of the 1966 model year, around May 1966, Buick offered the Super Wildcat 465 with factory-installed dual four-barrel Carter AFB carburetors as an "MZ" option. Only 179 of the 1966 Riviera GS cars were built with the MZ package.

File:Buick400.jpg
1969 Buick Grand Sport 400 Engine

Big-blockEdit

Buick introduced its "Big Block" V8 in 1967 to replace the largest displacement Nailheads. It retained the Template:Cvt cylinder bore spacing and was produced in three displacements: 400, 430, and 455 cubic inches. Production continued through 1976.

Template:Anchor 400Edit

The Template:Cvt big-block V8 was produced from 1967-1969. This engine has a bore and a stroke of Template:Cvt. It was the only large V8 engine available for the intermediate-sized A-body Buicks due to the GM cubic inch limit restriction in effect through 1970.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Most parts except the pistons interchange with the 430 and 455. This 400 engine had the distributor towards the front of the engine, as opposed to the 401/400 nailhead, which had its near the firewall.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

430Edit

File:07-1968 Wildcat Custom - Engine.jpg
1968 Wildcat 430 CID engine

The Template:Convert was only produced from 1967 until 1969. This engine had a bore and a stroke of Template:Cvt. The 430 four-barrel engine was rated at Template:Cvt and Template:Cvt of torque. This engine was used in large B-, C- and E-body Buicks. Most parts except the pistons interchange with the 400 and 455.

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455Edit

File:Buick 455 V8.JPG
Buick 455 V8
File:Buick 455 Stage I Engine.JPG
455 Stage I engine

The 400-based 455 was produced from 1970–1976, with a bore x stroke of Template:Cvt for an overall displacement of Template:Cvt. Most parts (except pistons and heads) interchange between the 400 and the 430. The base model was rated at Template:Cvt, while the 455 Stage 1 equipped with a single 4-barrel Rochester Quadrajet carburetor was rated at Template:Cvt at 4600 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The regular 455 produced a rated Template:Cvt of torque at 2,800 rpm, more than any other muscle car engine. The horsepower was somewhat reduced in 1971 mainly due to the reduction in cylinder compression ratio, a change which was mandated by GM in order to cope with the introduction of new federal laws which would require new cars to use low octane gasoline in an effort to reduce exhaust emissions. Then, starting in 1972, the horsepower rating on paper would be reduced again due to a shift from SAE gross to SAE net, down to approximately Template:Cvt. Unleaded gasoline and catalytic converters came into play in 1975 for all US manufactured cars. Tightening emissions controls would cause the engine to drop in power still further, a little at a time, through 1976.

The 455 was one of the first "thin-wall casting" engine blocks at GM, and because of this<ref name="Inside455">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> advance in production technology, it weighs significantly less than other engines of comparable size (for example, Template:Cvt less than a Chevrolet 454<ref name="Inside455"/> and only Template:Cvt more than a Chevrolet 350).Template:Citation needed

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Small-blockEdit

Buick introduced a "small block" V8 in 1961 with a Template:Cvt cylinder bore spacing; it was produced in four displacements, 215, 300, 340, and 350. This design also became the basis of a highly successful cast iron V6 engine, the Fireball. Design features include an external oil pump, a forward-mounted distributor, and an integrated aluminum timing cover which incorporates the oil pump mechanisms, leaving the oil filter exposed to oncoming air for added cooling.

With the exception of the silver 1964 300, Buick small-blocks were painted "Late"Template:Clarify-inline Buick Green through 1966. Buick engines were painted red from 1967-1974, medium metallic blue from 1975-1977, and light blue from 1978-1982.<ref name=TeamBuickengcol/>

The small-block was originally produced as an industry-first all-aluminum engine. Alas, after 3 years of production, persisting cylinder liner issues, trumped with new and cheaper thin-wall iron casting techniques, pushed a change to an iron block.

215Edit

See also Rover V8 engine
File:215 Buick in MGA (9045881524).jpg
Template:Cvt engine in a MGA

GM experimented with aluminum engines starting in the early 1950s, when Aluminum Company of America (ALCOA) was pushing all automakers to use more aluminum. An early-development supercharged version of the Template:Convert V8 was used in the 1951 Le Sabre concept car,<ref>Flory, J. "Kelly", Jr. American Cars 1946-1959 (Jefferson, NC: McFarland & Coy, 2008), p.1021.</ref> and the 1953 Buick Roadmaster concept car.

GM designated Buick as engine design leader, and work on a production unit commenced in 1956. Originally intended for Template:Convert displacement, Buick decided on a larger, Template:Convert size, deemed ideal for the new Y-body cars introduced for 1961, like the Skylark.

Known as the Buick Fireball, the 215 had a bore and a stroke of Template:Cvt, for an actual displacement of Template:Cvt. With its aluminum cylinder heads and cylinder block, at the time it was the lightest mass-production V8 in the world, with a dry weight of only Template:Cvt. Measuring Template:Cvt long, Template:Cvt wide, and Template:Cvt high (same as the small-block Chevy),<ref>Baechtel, John. "Alternative Engines: Part 2--Buick V8", in Hot Rod Magazine, 11/84, p.67.</ref> it became standard equipment in the 1961 Buick Special.

At introduction, Buick's 215 was rated Template:Cvt at 4400 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="RoverV8">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This was raised soon after introduction to Template:Cvt at 4,600 rpm. Template:Cvt of torque was produced at 2,400 rpm with a Rochester 2GC (2 Jet) two-barrel carburetor and 8.8:1 compression ratio. A mid-year introduction was the Buick Special Skylark version, which had 10.0:1 compression and a four-barrel carburetor, raising output to Template:Cvt at 4,800 rpm and Template:Cvt at 2,800 rpm.

For 1962, the four-barrel-equipped engine's compression ratio was increased to 10.25:1 and horsepower to Template:Cvt at 4,800 rpm and Template:Cvt at 3,000 rpm. The two-barrel engine was unchanged. For 1963, the four-barrel was bumped to 11.0:1 compression and an even Template:Cvt at 5,000 rpm and Template:Cvt at 3,200 rpm, Template:Cvt/cu in. The higher output "Power Pack" was equipped with higher lift camshaft .0.518" intake/ 0.523" exhaust with increased duration 305/310 and required 99 research octane fuel.

Pontiac usageEdit

Pontiac used the Buick version of the 215 in its Y-body cars, the Tempest and LeMans. At that time the engine was closely associated with the Buick brand, and Pontiac sold few cars with it, using it only in 1961 and 1962.

Oldsmobile versionEdit

Although sharing basic architecture with the Buick, Oldsmobile developed its own all-aluminum 215, the "Rockette V8", to install in its F-85 Cutlass Y-body. Its angled valve covers were designed by Oldsmobile engineers to look like a traditional Olds V8.

Olds also released a turbocharged version, the Template:Cvt Turbo-Rocket, in its 1962–63 Oldsmobile Jetfire.<ref> Flory, J. "Kelly", Jr. American Cars 1960-1972 (Jefferson, NC: McFarland & Coy, 2004), pp.205 & 246.</ref> Together with Chevrolet's turbocharged 1962 Corvair Spyder, these were the first turbochargers ever offered in passenger cars.

Produced on a separate assembly line, the Olds 215 was somewhat heavier at Template:Cvt. Intended to alleviate a head-warping problem on high-compression versions, Oldsmobile added a sixth head bolt on the intake manifold side. This meant that the five-bolt Buick heads would fit on Oldsmobile blocks, but not vice versa. The Oldsmobile used wedge-shaped/quench combustion chambers/pistons that allowed larger valves, while the Buick had a 37-cc wedge combustion chamber and used "dished head" pistons.<ref>Template:Cite magazine</ref> Altering the compression ratio on the Oldsmobile 215 required changing the heads, but on a Buick 215, only the pistons were changed, which was less expensive and simpler.

DiscontinuationEdit

Casting-sealing technology was not advanced enough at that time, and hidden porosity problems caused serious oil leaks, producing an abnormally high scrap ratio.<ref name="RoverV8"/> The factory had to make extensive use of air gauging for leak checks, and was unable to detect leaks on blocks that were as much as 95% complete.<ref name="RoverV8"/> This raised the cost of complete engines to more than that of a comparable all cast-iron engine, so aluminum blocks were cancelled after the 1963 model year.<ref name="RoverV8"/> Another problem was clogged radiators from antifreeze mixtures incompatible with aluminum.<ref name="RoverV8"/>

RacingEdit

The 215's very high power-to-weight ratio made it immediately interesting for automobile and boat racing. Mickey Thompson entered a stock-block 215-powered car in the 1962 Indianapolis 500, the first stock-block engine since 1946 and the only non-Offenhauser-powered entry in the race.<ref name="RoverV8"/> Rookie driver Dan Gurney qualified eighth and raced well for 92 laps before retiring with transmission problems.<ref name="RoverV8"/>

Surplus engine blocks of the Oldsmobile F85 version formed the basis of the Australian Formula One Repco V8<ref name="RoverV8"/> used by Brabham to win the 1966 Formula One world championship, although only the earliest engines had any Oldsmobile components.<ref name="RoverV8"/> The majority of Repco RB620 engines were cast and built in-house at Repco.<ref name="RoverV8"/>

Sale to RoverEdit

Rights to these engines were purchased by the British Rover Company and used in the 1967 Rover P5B that replaced the 3 L straight six Rover engined P5. Throughout the years, the Rover Company (which became part of British Leyland in 1968), and its successor companies constantly improved the engine making it much stronger and more reliable. Capacities ranged from Template:Cvt. This engine was used for V8 versions of the MGB GT known as the GTV8. Rover also used the engine in the 1970 Range Rover. Morgan used the Rover version in its Plus 8.<ref>Boddy, William. "Morgan", in Northey, Tom, executive editor. World of Automobiles (London: Orbis, 1974), Volume 12, p.1419.</ref> American 215s have also been engine swapped into countless other platforms, especially Chevrolet Vegas<ref>Template:Cite magazine</ref> and later British cars including the MG RV8 in the 1990s,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Triumph TR8, and various sports sedans and sports cars by the MG Rover Group and specialist manufacturers such as TVR. The engine remains well-supported by enthusiast clubs, specialist parts suppliers, and by shops that specialize in conversions and tuning.

300Edit

File:1967 300ci Buick V8 engine in a Skylark.jpg
A 300 ci Buick V8 in a 1967 Skylark

In 1964, Buick replaced the 215 with an iron-block engine of very similar architecture. The new "small block" engine had a bore of Template:Cvt and a stroke of Template:Cvt for a displacement of Template:Cvt. It retained the aluminum cylinder heads, intake manifold, and accessories of the 215 for a dry weight of Template:Cvt. The 300 was offered in two-barrel form, with 9.0:1 compression, making Template:Cvt at 4600 rpm and Template:Cvt at 2400 rpm, and four-barrel form, with 11.0:1 compression, making Template:Cvt at 4800 rpm and Template:Cvt at 3000 rpm.

For 1965, the 300 switched to cast-iron heads, raising dry weight to Template:Cvt, still quite light for a V8 engine of its era. The four-barrel option was cancelled for 1966, and the 300 was replaced entirely by the 350 in 1968.

In 1964, while nearly all Buick engines were painted "Buick Late Green", the 300 V8s were painted silver instead. In 1966 Buick engines switched to "Buick Late Red", but until 1967 at least, the 300 V8 (and the 225) were still painted Buick Late Green.<ref name=TeamBuickengcol>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Apollo 5000 GT sports car, (also sold as the Vetta Ventura) used this engine.

340Edit

In 1966, the 300's stroke was increased to Template:Cvt in a raised block to create the 340, displacing Template:Cvt, as a replacement for the four-barrel-carbureted 300. The taller deck (raised by Template:Cvt compared to the 215/300's) meant the intake manifold was of a new design to bolt to the otherwise interchangeable cylinder heads.

It was offered with two- or four-barrel carburetion, the two-barrel with a 9.0:1 compression rated at Template:Cvt at 4,000 rpm and Template:Cvt at 2,400 rpm, and the four barrel with 10.25:1 compression, rated at Template:Cvt at 4,000 rpm and Template:Cvt at 2,800 rpm. It was only produced through 1967, being replaced by the new small block Template:Cvt in 1968.

350Edit

File:1969 Buick GS 350 small-block V8 engine.jpg
A 350 in a 1969 Buick Gran Sport

Buick adopted the popular 350 size in 1968 for their final family of V8 engines, which was produced through 1980. Although it shared the displacement of the other GM small blocks, including the Chevrolet 350, Oldsmobile 350, and Pontiac 350, the Buick blocks were of a substantially different proprietary company design. The Buick 350 featured the same Template:Cvt bore as the Template:Cvt version of the Buick 90° V6 and retained the Template:Cvt stroke of the previous Template:Cvt V8. The exact displacement is Template:Cvt.

The major differences of the 350 in comparison to other GM V8s are Buick's "deep-skirt" engine block construction, the use of cast iron with increased nickel content, under-square cylinder bore sizing, Template:Cvt crankshaft main journals, and Template:Cvt connecting rods. Of all the GM "350s", the Buick has the longest piston stroke. This design characteristic made the engine significantly wider than the others — essentially the same as the Buick big-blocks, which have the shortest stroke of the GM big-blocks. The engine garnered a reputation as rugged and durable,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and some of its design characteristics are found in other Buick-designed GM engines, such as the Template:Cvt V6 and its 3800 descendants.

The 350 was used by Kaiser-Jeep and AMC Jeep in the Jeep Gladiator and Wagoneer models from 1968–71;<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> in these applications, the engine was billed as the Dauntless V8.

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Other GM V8s used in BuicksEdit

In the mid-1970s, Buick's 455 big block became unable to meet fuel economy/emission requirements and was phased out, with the Buick 350 remaining as a factory option until 1980. In their place a variety of other GM divisions' V8s were offered, both as standard equipment and factory options. These included:

Oldsmobile 260Edit

The [[Oldsmobile V8 engine#260|Template:Cvt]] was an Oldsmobile V8 engine shared with Buick:<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Pontiac 301Edit

The [[Pontiac V8 engine#301|Template:Cvt]] was a Pontiac V8 engine shared with Buick.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Chevrolet 305Edit

The [[Chevrolet Small-Block engine#305|Template:Cvt]] was a Chevrolet V8 engine shared with Buick:

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Oldsmobile 307Edit

The [[Oldsmobile V8 engine#307|Template:Cvt]] was an Oldsmobile V8 engine shared with Buick:<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Oldsmobile 403Edit

The [[Oldsmobile V8 engine#403|Template:Cvt]] was an Oldsmobile V8 engine shared with Buick:<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

See alsoEdit

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Years Models Color
1957-1966 All Apple "Late Buick" Green
1963 Riviera Silver
1966 Riviera Red
1967-1974 All Red
1975-1977 All Medium Metallic Blue
1978-1982 All Light Blue

From the 1950s-1970s, each GM division had its own V8 engine family. Many were shared among other divisions, but each design is most-closely associated with its own division:

GM later standardized on the later generations of the Chevrolet design:

ReferencesEdit

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