oh yeah

Those are J heads from 73 and later. Would have been better to use earlier. The pistons he removed were the low compression pistons. I have a 73 block with 70 heads and pistons. Looks stock, just earlier

@@donaldbabineau1063 yeah the first generation had the best heads by far. The heads on the later models were really inefficient so everyone just replaces them with aluminum heads but I like to see people modify the old iron heads just to see what they can do.

I gave my son the 1966 Cutlass f-85 coup deluxe. That we had with our kids growing up. And with all of the updated aftermarket parts with the 455 engine. And when our son was older and he started his family I gave him the car. And he has restored it and he has done all of the body work and the original paint color. And he put disc brakes all the way around, and the engine has the new pistons and aluminum heads and bored out. And has a fuel injection carburetor. And has 700 plus horse power. So I am so glad to see you guys doing an Oldsmobile engine finally.

What have you learned along the way? Can you describe how the videos have enriched your knowledge of mechanics?

Lucore Auto did something similar a couple years ago.

I never understood why the 442’s were never in the Nascar races or Indy 500’s. If they had that fastest motor back then.🤷‍♀️

One in my shed. stock torque about 500 just motor baby

Hey, thanks!

Shake hands with danger

Can confirm that this is very real. Had it happen, fortunately did not get stuck in my hand but it was literally like a bullet. Never would have believed it.

No need to disassemble anything. Go by the letter(s) on the head outer front corner drivers side and outer rear corner passenger side. The G, Ga, and J heads have hardened seats, to my recollection.

Yes, either a chamfer or even a radius on some.

There is 2 different ways to remove the pins one way does damage the pistons and the other way you have a fixture that holds the rod and allows you to remove the pin without any damage to the pistons if you are planning to reuse them.

Mistakes happen too easily. Anyone who claims they don’t make mistakes is a liar. Luckily, most mistakes are repairable, and all mistakes are avoidable when attention is paid. That being said, we have made mistakes that were cheaper to fix w/ a new replacement part as opposed to fixing otherwise. It happens lol!

My recommendation would be to go with the high compression pistons and a very mild cam. If I remember correctly, we used our Engine Pro Stage 2 Torque cam in this engine. You can check the specs out here: jamsionline.com/oldsmobile-v8-260-350-425-stage-2-448-472-lift-cam-camshaft-lifters-kit-mc1777/ Also might recommend switching over to an EFI system to replace that carb. This customer used a Holley EFI system if I remember correctly.

I would go with something like Engle 22-25-10. 230/236 duration and .512./.523 lift on 110 lsa. Will idle at 600 and enough vacuum for power brakes. 9.5 compression should be good 👍

@@robtdougherty this is the cam I used in my 468 with 9.8:1 compression. Ran 11.80's in a 3750 lbs car with 3.73 gears 2000 rpm stall and shifting at 5200 rpm. 1.62 60 ft. Torque monster.

Absolutely high compression, moderate cam. Oldsmobile motors start producing good tourqe at low RPMs. With good compression ratio and decent airflow, has an exceptionally long powerband, doesn't need to rev much above 5500 RPMs for big peak power.

While not required machining cast iron, I sometimes just like to use some coolant to side in cutting seat counterbore pockets. In this case just coolant out of our flywheel grinder

I know I didn't use one on my 455 either, slid right on if I recall.

7 ft-lb is enough, too much it warps and leaks. spec is 7 ft-lb

Same

SPFR M They are J castings. J means junk.

@@davidcollis4758 Mine are J, they're fine.

This video was done about two years ago well before we got the balancing machine.

It has since been dressed ;)

Regardless, a consideration must be made of whether the material hardness will be retained by the integral exhaust seat by the time it has been ground/cut once, twice, or possibly even a third time. While they may have been hard enough from the factory, excessive material removal will cut through the hardened material leaving only the non hardened cast iron. When we do not know the history of the heads with complete confidence, but see evidence of a previous valve job performed, it is our preference to install hardened seats to be 100% sure they are up to our quality standards.

@@JAMSIONLINE The valvetrain is non adjustable as well and you need to get the valve stem height correct or you will have problems.

Whether or not they ever saw leaded fuel is irrelevant. Doesn't change the fact that exhaust seats need to have hard exhaust seat inserts to withstand TODAY's unleaded fuels.

Sorry, that's not true. Too much zinc causes the oil to become acidic and corrosive thereby damaging cam and crank bearings. It's like salt on food - not too little, and not too much.

It was a one time try for the video because I thought it would be cool 😂. It wasn’t. I don’t do it anymore lol