Oldsmobile & Pontiac - Crane Cams

CAMSHAFTS
Oldsmobile and Pontiac V8 Tech Tips & Notes
Oldsmobile V8 1967-1984 260-307 (5.0L) – 350
(5.7L) – 400-403-425-455 cu.in.
This popular Oldsmobile V8 engine family actually began
in 1964, as a 330 cu.in. version. There are no “small block” or
“big block” Olds V8’s in this series, as the same basic engine
architecture is used from the 260 to the 455 versions. Two
different deck heights were used, depending upon displacement.
There were a number of changes from 1964 to 1967 that
can complicate obtaining the correct camshaft and lifters,
due to differing lifter bank angles and lifter diameters. The
chart below will explain these by year and displacement.
The 45 and 39 degree lifter bank angle camshafts will physically
interchange, but the improper application will cause
incorrect valve timing from bank to bank. To be certain that
you have the proper camshaft in your block, check the cam
timing on each bank of the engine. A cranking compression
test will also be an indication, especially if one side varies
consistently from the other. Our 79-prefix designates the 45
degree bank angle camshafts (available on special order),
while the 80-prefix is for the more common 39-degree bank
angle applications. All of these engines have inline lifter
bores and are equipped with 1.6:1 ratio non-adjustable
rocker arms.
1966-1967 400 cu.in. and 425 cu.in. Toronado engines had
.921” diameter lifters, while the others had .842” diameter
hydraulic lifters. The .921” lifters can be difficult to obtain,
and many folks will sleeve their lifter bores so that the .842”
items can be used.
We offer complete lines of hydraulic, retrofit hydraulic roller,
mechanical, and roller lifter camshafts and valve train
components for these engines.
The carburized steel retrofit hydraulic roller and street roll-
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er camshafts are equipped with a cast iron distributor drive
gear and rear journal. These are noted by an IG suffix (Iron
Gear), allowing the use of a standard type distributor gear
for long term reliability.
There were also 260D and 350D cu.in. Diesel versions
offered from 1978 to 1985, featuring more robust block and
head castings. These engines had 39 degree bank angle
camshafts and .842” flat faced lifters, with the exception of a
few very early blocks intended for racing that were bored
for .921” lifters.
From 1985 to 1990, this engine family continued with a
307 cu.in. powerplant, equipped with a 39 degree bank
angle hydraulic roller camshaft and .921” diameter hydraulic
roller lifters. Our 80-prefix camshafts can be used in these
engines if a thrust spacer is fabricated, and the appropriate
lifters are used.
The production cylinder heads can be machined for screwin
rocker arm studs and pushrod guideplates, permitting
adjustable stud mounted rocker arms to be installed. Heat
treated pushrods will be required for guideplate compatibility.
This will provide more accurate lifter preload adjustment
for hydraulic lifter applications, and are necessary to
achieve lash adjustment for mechanical and roller lifter
equipped engines. A number of aftermarket cylinder heads
have been offered over the years, in iron and aluminum versions,
with most of them having provisions for adjustable
rockers already incorporated.
In the late 70’s and early 80’s, General Motors interchanged
engines throughout the product offerings. Pontiacs could
have Oldsmobile engines, Buicks with Chevy engines, etc.
Make sure of exactly what engine you have before proceeding
with your service or modifications.
Much confusion has arisen from ordering the wrong cam, lifters and pushrods for the 64-84 Olds
engines. The following table should be used to avoid error when placing your order.
Order Cam w/
Lifter Cam Bank Part No. Hydraulic Mechanical Hydraulic Lifter
Year Cu. In. Model Dia. Angle beginning with Cam Lifters Cam Lifters Cam Pushrods
64 330 ALL .842 45° 79- 99284-16* 99250-16 95647-16
65 330 ALL .842 45° 79- 99284-16* 99250-16 95647-16
65 400 ALL .842 45° 79- 99284-16* 99250-16
65 425 ALL .842 45° 79- 99284-16* 99250-16
66 330 ALL .842 45° 79- 99284-16* 99250-16 95647-16
66 400 ALL .921 39° 80-
66 425 ALL exc. Toronado .842 45° 79- 99284-16* 99250-16
66 425 Toronado Only .921 39° 80-
67 330 ALL .842 45° 79- 99284-16* 99250-16 95647-16
67 400 ALL .921 39° 80- 95647-16
67 425 ALL exc. Toronado .842 39° 80- 99284-16* 99250-16
67 425 Toronado Only .921 39° 80- 95647-16
68-69 400 ALL .842 39° 80- 99284-16* 99250-16
68-80 350 ALL .842 39° 80- 99284-16* 99250-16 95647-16
68-76 455 ALL .842 39° 80- 99284-16* 99250-16
75-82 260 ALL .842 39° 80- 99284-16* 99250-16 95647-16
77-79 403 ALL .842 39° 80- 99284-16* 99250-16 95647-16
80-84 307 ALL .842 39° 80- 99284-16* 99250-16 95647-16
*Optional Hi Intensity hydraullic lifters (99384-16*) are available, see page 292 for details

Oldsmobile DRCE V8
The DRCE (Drag Racing Corporate Engine) offered by Olds
consisted of a block and cylinder heads based on big block
Chevrolet dimensioning. The DRCE and DRCE2 engines
were never vehicle installed, nor were they offered as an
engine assembly. Directed towards Pro Stock racing, many
improvements were made over the Chevy, with these components
offered as basic building blocks for the particular
engine builder. Different lifter bore angles and camshaft
journal diameters were used, so if you obtain one of these
engines, be certain of exactly what dimensioned version
you have when requiring parts.
Crane offers custom ground camshafts and other components
for the DRCE series of engines. Please contact us
directly for your specific requirements.
Pontiac V8 1955-1981 265 (4.3L) – 287 301
(4.9L) – 316-326-347-350-370-389-400 (6.6L) –
421-428-455 cu.in.
The fabled Pontiac V8 family is also based on a common
dimensioned foundation. There are no “small block” or “big
block” versions. The exceptions that might be noted are the
1977-81 265 and 301 cu.in. lightweight engines, that
require the use of Chevrolet lifters due to relocated oil galleries,
and also have a different deck height (the cylinder
heads and many other internal parts were also unique).
These engines are designated by our 28-prefix. The blocks
have inline lifter bores with .842” diameter lifters. The standard
rocker arm ratio is 1.5:1, with the exception of the
1959-63 Super Duty engines (cylinder head casting numbers
540306, 544127, and 9771980) that were equipped
with 1.65:1 ratio rockers.
We offer complete lines of hydraulic, retrofit hydraulic roller,
mechanical, and roller lifter camshafts and components
for these engines. The carburized steel retrofit hydraulic
roller and street roller camshafts are equipped with a cast
iron distributor drive gear and rear journal. These are noted
by an IG suffix (Iron Gear), allowing the use of a standard
type distributor gear for long term reliability.
The same camshafts are applicable to nearly all of these
engines. One unique exception occurred in the 1973-74 455
Super Duty, which had an undersize distributor drive gear
on the camshaft, and an oversize gear on the distributor. A
standard configuration camshaft can be installed in these
engines, as long as a standard gear is also installed on the
distributor. We did produce some of the small gear camshafts
during that era, and they were designated by an “SD”
suffix after the grind number.
There was also a totally unique 1969 “Race Only” Ram Air V
engine with tunnel port heads that incorporated a different
valve layout, requiring a special camshaft. If you are fortunate
to have one of these rare engines, we can custom
manufacture a steel billet roller camshaft for it.
There are also aftermarket cylinder blocks being offered
today, which have options of different diameter cam bearing
journals. We can also produce special steel billet roller
camshafts for these applications.
Although the Pontiac V8 engines had stud mounted
stamped steel rocker arms with pivot balls, there were a
number of variations. There were a few exceptions for special
versions, but the basics are as follows: The 1955 engines
had straight 3/8” studs, with a crimped locking nut used for
adjustment. The 1956-60 engines had bottleneck 3/8” studs,
with a 5/16” threaded top section. The nuts were torqued
against the step, and were non-adjustable. The 1961-81
engines had bottleneck 7/16” studs, with a 3/8” threaded
top section, and were again non- adjustable. There were
Super Duty heads equipped with straight 7/16’ studs, having
an adjustable configuration. The bottleneck versions
can be made adjustable with the appropriate sized positive
locking adjusting nuts, providing the most accurate adjustment
for hydraulic camshafts, and are a necessity for
mechanical lifter camshafts. Today’s aftermarket aluminum
cylinder heads have straight studs intended for an adjustable
rocker configuration. We offer 1.5:1 and 1.65:1 ratio
rocker arms for most popular combinations.
In the late 70’s and early 80’s, General Motors interchanged
engines throughout the product offerings. Pontiacs could
have Oldsmobile engines, Buicks with Chevy engines, etc.
Make sure of exactly what engine you have before proceeding
with your service or modifications.
866-388-5120 • 386-236-9983 FAX 271