OLDSMOBILE 350 V8

A Mercedes-Beater That Went Down in Flames

It’s not going over the top to say very few engines had more impact on the American light diesel market than the Oldsmobile 350 V8. Here’s how it all went down.

The 1970s is when carefree American motoring went fully into the toilet. Thanks to the Arab oil embargos, fuel economy became the motoring public’s fixation. At the same time, emissions regulations had brought the mighty American V8 to its knees and choked-down cars and trucks couldn’t chirp a tire while sucking way more fuel that was suddenly four times as expensive. A 55-mph national speed limit was the disgusting condiment on a fecal matter sandwich.

The auto industry struggled to meet the challenges and addressed the issues in many ways, including by looking at diesel power. Hey what’s not to like about 25-35 percent better economy on fuel that’s 10-15 percent cheaper? (Then, not now.) Unfortunately, the American auto industry didn’t have suitable automotive diesels in-house. Asian and European automotive diesels were highly developed but generally small four-cylinders for compact cars. Those played well over there but everyone knew America wasn’t quite ready to abandon full-size cars and trucks.

In an SAE white paper from February of 1978, Olds engineers said their diesel quest began in 1973. They started big by installing GMC’s 478ci V6 Toro-Flow diesel into a full-sized car. Since Opel in Germany was an arm of GM, they tested an Opel Rekord four-cylinder diesel in a mid-sized Olds. They also tried a Nissan SD33 six-cylinder diesel in a full-sized car.

The Toro-Flow was physically too big and emissions-dirty. The 2.1L Opel was too small for a mid-size and the 100hp, 165 lb-ft, 3.3L Nissan six was too small for a full-sized car. They didn’t have many other choices without downsizing their car line, so they decided to develop a new engine in-house. The stout, reliable, fits-in-existing-platforms Olds 350 cubic-inch V8 gasoline engine came to mind as an architectural pattern.

Suppress that sneer! To that point in history, basing a diesel on gas engine architecture had occurred many times, most often successfully, and it allowed a manufacturer to use similar tooling for both engines. Conversions generally demanded an IDI combustion chamber, since they deliver a slower and lower pressure rise on the firing event and the engine structure can be lighter. IDI science was well explored at that point but Olds soon learned none of the previously developed IDI combustion chambers were suitable. They tested 300 combustion chamber combinations over a three-month period before settling on a design.

When they installed test engines into cars, a pleasant surprise emerged. The goal had been to equal the performance of the Olds 260ci economy V8 (110 hp/205 lb-ft) in a full-size Delta 88 chassis. The 350 diesel ended up being a little faster—0-60 in 17.5 versus 20.8 for the 260 in the same 4,500-pound ’75 Cutlass test car. Diesel fuel economy was way better— 26.5 mpg versus 19.5 at a steady 55 mph and 21.4 mpg versus 16.7 on the EPA composite test. The 1978 production diesels were EPA rated at 21/30/24 in the full-size platforms. The same car with a 350 V8 gasser delivered 15/22/17. The diesel option cost $740 in a 98 Olds where the base engine was the 350 gas V8.

Meet the Oldsmobile 350 LF9 Diesel

The original 350 diesel “D” block shared the same 4.047×3.385 bore and stroke as the V8 gasser and the same general dimensions, but was only 75 pounds heavier. The complete diesel car was only 135 pounds heavier than the gasser, half of that being the second battery. The internal bulkheads and main bearing support webs of the D block were beefed up and the deck thickness increased. The nodular iron crankshaft was similar to the gas V8’s, but main bearing diameters were enlarged from 2.5 to 3 inches, the cheek structures were increased in size, and the pin lightening holes were eliminated. The connecting rods were significantly enlarged and the piston pin diameter went from 0.978 to 1.11 inches. Needless to say, the pistons were completely different, with steel inserts behind the top compression ring. The compression ratio was a whopping 22.5:1. 

The heads were completely new but the valves were the same size as the gas 350’s. The heads were held down by then-new TTY (Torque To Yield) style bolts with four bolts per cylinder. The cam profile was altered to suit the diesel and the camshaft material was improved from ordinary cast iron to hardened Conkerall iron. The lifters were a tungsten-titanium alloy steel. The cam and injection pump was driven by a double roller chain.

The engine was fueled by a Roosa-Master DB-2 rotary pump from Stanadyne fed by a mechanical lift pump. The injectors also came from Stanadyne and were a new design they called Pencil Nozzles. They had two 0.017-inch orifices (0.014-inch in California) and popped at 1,800 psi.

The Oldsmobile diesel was introduced on September 13, 1977, in the Delta 88 and Ninety-Eight platforms, as well as the Custom Cruiser station wagon and the Chevy C10 pickup. For mid-year 1978, the mid-sized Cadillac Seville, which Cadillac liked to think of as its Mercedes-Beater, also got the diesel option.

All Hell Breaks Loose

The launch started well and the press favorably compared the Oldsmobile diesels to Mercedes. Surveys done of new customers early in ’78 were reported to be 97 percent positive. Olds was selling a lot of diesels, about 60,000 that first year, plus the Chevy trucks and Sevilles (a total of about 129,000 engines). The American public appeared to be accepting the diesel and its quirky ways. Then the fecal matter hit the fan. 

The head gaskets failed. Four TTY head bolts were not always enough to hold the heads down. Sometimes they sheared but most times the gasket failed first. Either way, when the car ended up at the dealer, some mechanics didn’t replace the TTY bolts, or they torqued new ones incorrectly, and if the bolts didn’t break the first time, they did the second. Sometimes the head gasket failure started slowly, contaminating the oil and killing the bearings and/or the camshaft before the head gasket blew.

Injection pump and injector failures occurred. Often this was due to water in the fuel (common in that era). To save money, GM had opted NOT to include a water separator, a water-in-fuel sensor or a tank drain. In some cases, an injection pump failure occurred because people added an alcohol-based “drygas” product.

Camshafts were going flat, despite the improved materials. If it didn’t come from an internal coolant leak it was often related to the lubricants used. GM prescribed a strict 3,000-mile oil change interval to protect against soot buildup, which was made worse by the EGR system, and there wasn’t much fudge factor in the oil change interval. The lubricant specified was a diesel-certified API CE/CD oil, uncommon at gas stations and car repair shops of the day. Non-diesel-rated oil was being used both for changes and top-off, often with some “expert” telling the owner: “It’ll be fine!”

Lower ends were failing. If it didn’t come due to contaminated, incorrect or sooted oil, the “chicken” in that scenario was broken or pulled main bearing cap bolts. Turns out the threads weren’t tapped deeply enough and the bolts were too short. The oil pump driveshaft had a tendency to shear off, but from what little detail is available, it looks like this was often a side effect of oil sludging due to coolant or soot contamination.

Despite it being a stout double roller design, timing chains stretched. This didn’t cause a sudden catastrophic failure but retarded the cam and pump timing, leading to poor performance, higher EGTs, increased noise, excess smoke, hard starting and more strain on the weak head gaskets. This problem was easily fixable by resetting the timing and, if caught early, was no harm in and of itself. 

Finally, it came to light that dealer personnel were in an informational vacuum when it came to dealing with the many warranty problems rolling in. A good number of the follow-up failures were due to inadequate repairs the first time around. The non-dealer repair shops were even deeper in the dark, and more inclined to “wing it.” That was a two-edged sword that sometimes yielded good but non-GM-authorized fixes, and other times hackmeister repairs that added to the car owner’s trouble.

The Blowback on GM

Class action lawsuits ensued and we can thank the Olds 350 for bringing us the Lemon Law, which forces manufacturers to buy back defective cars. The J.D. Power Company sprang into prominence when it published a big survey on the 350 diesel problems. GM spent millions upon millions in paying off claims and has yet to fully get past the reputational hits. Surviving executives and engineers from that time period are probably still experiencing PTSD events.

The Hit on Owners

Based on period sources, an estimated 25 percent of everyone who bought an Olds diesel in the ’78-79 model years had major trouble. They faced a lot of obstacles at first with the inability of GM to fix the cars properly. There are tales of people spending exorbitant amounts of money to get the cars fixed after the warranty ran out. The resale value of Olds diesels went straight into the sewer. Even people who had no trouble with their Olds diesels felt the pain. Fearing a problem, they preemptively attempted to trade them in, and found dealers offering dismal trade-in value or even refusing to take them in trade. 

Shared Blame

GM was the chicken that laid the bad eggs. Barring a better initial product, a faster response to the problems could have saved many headaches. Some of the heat must also go to service people, some of them representatives of General Motors, who dropped the ball and added to the problem. Finally, shame on the owners who couldn’t be bothered to read or follow the recommendations in their owner’s manuals. 

The Legacy

There was a time when the words “Oldsmobile” and “diesel” could not be used together without the speaker hawking a big loogie onto the ground. Forty years later, the legacy of that event is still very evident. There isn’t much doubt the fallout soured the majority of the American public on diesel. It’s also true that the problems were magnified in the retelling and it became fashionable to bash GM.

There were a lot of Olds diesels that had no trouble at all, or the problems that occurred were dealt with satisfactorily. The better dealers and techs stayed up on the problem and once GM realized they had a major PR issue, they encouraged dealers to take proactive steps. Competent techs, responsible dealers and diligent owners avoided most of the trouble. When working well, the cars were nice drivers and the fuel economy was just what gas-crunch-shocked owners needed. If GM had spent a little more time on the details, they could have had their Mercedes-Beater and been credited as the foundation of the American diesel car world, not the destroyer of it. 

FREQUENTLY ASKED QUESTIONS

What were the specifications and performance figures for the 1968-1970 Oldsmobile 350 CID W-31 V-8?

Specifications and Performance Figures for the 1968-1970 Oldsmobile 350 CID W-31 V-8

Engine Details

• Engine Block:Durable cast iron
• Displacement:350 cubic inches

Bore and Stroke

• Bore:057 inches
• Stroke:385 inches

Internal Components

• Main Bearings:Five
• Compression Ratio:5:1

Performance Metrics

• Horsepower:325 at 5400 RPM
• Torque:360 lb-ft at 3600 RPM

Valve Specifications

• Intake Valve Size:Ranges between 2.003 inches and 1.990 inches
• Exhaust Valve Size:Measures from 1.629 inches to 1.619 inches
• Valve Lifters:Hydraulic type for smooth operation

Camshaft Characteristics

• Intake Duration:308 degrees
• Exhaust Duration:308 degrees
• Overlap:82 degrees
• Lift:474 inches for both intake and exhaust

Fuel System

• Carburetor:Equipped with a Rochester Quadra-jet 4-barrel, exclusive to models with manual transmission (Part number: 7028255)

This V-8 powerhouse from Oldsmobile was engineered for high performance, offering robust horsepower and torque to elevate the driving experience during its era.

What are the key features and performance aspects of the 1968-1970 Oldsmobile 350 CID W-31 V-8 engine?

Key Features and Performance Aspects of the 1968-1970 Oldsmobile 350 CID W-31 V-8 Engine

The Oldsmobile 350 CID W-31 V-8 engine from 1968 to 1970 is celebrated for its impressive blend of power and performance attributes. Here’s a detailed look at what made this engine a standout:

Key Specifications

• Engine Block and Dimensions:
  • Built with a robust cast iron block.
  • Displacement of 350 cubic inches (CID).
  • Bore and stroke measure 4.057 inches by 3.385 inches, respectively, and it features five main bearings.
• Compression and Power Output:
  • Operates with a compression ratio of 10.50:1.
  • Delivers 325 horsepower at 5400 RPM.
  • Produces torque of 360 lb-ft at 3600 RPM.
• Valves and Camshaft:
  • Equipped with large intake (2.003″-1.990″) and exhaust (1.629″-1.619″) valve heads.
  • Hydraulic valve lifters provide smoother operation.
  • Camshaft specifications include a duration of 308° for both intake and exhaust, with an overlap of 82° and lift of 0.474 inches.
• Carburetion System:
  • Features a Rochester Quadra-jet 4-barrel carburetor, noted in models with manual transmission.

Performance Highlights

• Enhanced Power Potential:
  • Although rated at 325 HP, the engine demonstrates increased power beyond 5400 RPM.
  • Race-prepped versions surpass 400 HP, capable of reaching RPMs over 6500.
• Acceleration and Speed:
  • Recorded notable ¼ mile times in the low 12-second range, reflecting its swift acceleration.
• Legacy and Competitions:
  • Dominated its NHRA class during its production years, notably in stock eliminator events.
  • Set and held remarkable class record speeds at Bonneville for years.
• Versatile Torque:
  • Consistently offers low-speed torque, making it an efficient performer in everyday cruising and high-performance scenarios.
  • Thrives with a 3.90:1 rear gear ratio, providing powerful bursts when needed.

The 1968-1970 Oldsmobile 350 CID W-31 V-8 was more than an engine; it was a testament to engineering prowess, delivering both reliable day-to-day performance and race-winning power in its heyday.

What were the technical specifications of the Oldsmobile 350 CID engine options available in 1968, 1969, and 1970?

Oldsmobile 350 CID Engine Specifications: 1968-1970

For the Oldsmobile enthusiasts or anyone seeking detailed information on Oldsmobile’s celebrated 350 CID engines, this guide breaks down the essential technical specifications for the years 1968, 1969, and 1970. Each year’s offering included a base engine, an optional upgrade, and a performance-oriented option, demonstrating a commitment to variety and power.

1968 Oldsmobile 350 CID Engines

Base V-8 (All Transmissions)

• Displacement and Construction:330 CID, cast iron block with overhead valves.
• Power Output:250 horsepower at 4400 RPM, 355 torque at 2600 RPM.
• Compression Ratio:Set at 9.0:1.
• Key Features:Five main bearings and hydraulic valve lifters.
• Carburetor:Equipped with a Rochester 2-barrel.

Optional V-8 (All Transmissions)

• Displacement:350 CID.
• Performance Specs:310 horsepower at 4800 RPM and 390 torque at 3200 RPM.
• Compression Ratio:25:1.
• Carburetor:Uses a Rochester 4-barrel.

W-31 V-8 (Manual Transmission Only)

• Performance:325 horsepower at 5400 RPM, torque of 360 at 3600 RPM.
• Compression Ratio and Valve Details:High compression at 10.50:1, hydraulic lifters.
• Carburetor:Rochester Quadra-jet 4-barrel.

1969 Oldsmobile 350 CID Engines

Base V-8 (All Transmissions)

• Specs Remain Constant:Same displacement, power, and carburetion as the 1968 model.

Optional V-8 (All Transmissions)

• Refinement and Specs:Continues the capability of 310 horsepower and 390 torque with a robust compression ratio.

W-31 V-8 (Manual Transmission Exclusively)

• Slight Upgrades:Maintained power and torque with incremental carburetor system updates.

1970 Oldsmobile 350 CID Engines

Base V-8 (All Transmissions)

• Familiar Foundations:Core specifications remain consistent with previous years.

Optional V-8 (All Transmissions)

• Advancements in Engineering:Continues delivery of high-performance metrics with slight modifications in valve lift for enhanced efficiency.

W-31 V-8 (Manual Transmission Only)

• Champion Performance:Maintains its high-performance status with horsepower and torque continuity, offering enthusiastic driving dynamics.

Conclusion

Each of these Oldsmobile engines revealed a careful balance of power, reliability, and performance across the three years, making them popular choices for drivers who demanded more from their vehicles. The strides in technology, especially with the W-31 variants, highlighted Oldsmobile’s focus on delivering thrilling performance with every model.

How did the Oldsmobile 350 CID W-31 V-8 engine become a race legend?

The Birth of a Racing Legend: Oldsmobile 350 CID W-31 V-8 Engine

The Oldsmobile 350 CID W-31 V-8 engine etched its mark in racing history with a unique blend of power, innovation, and timing. But how exactly did this engine transform from a mere powerplant into a revered race legend?

From Humble Beginnings

While many initially attributed the 350 CID V-8’s origins to the success of its predecessor, the 330 CID V-8, its journey to stardom was far more nuanced. The 330 captivated car enthusiasts with its spirited performance, proving its capabilities in Oldsmobile’s mid-size muscle cars. Yet, it was soon overshadowed by the larger 400 CID V-8, seemingly relegating the 350 CID to daily drivers like the Cutlass and F-85.

Seizing the Racing Scene

The 1960s brought a surge of racing enthusiasm with new series emerging, particularly under the SCCA. These races welcomed American V-8s in various chassis, but imposed limits: initially 5 liters (302 CID), later expanding to 6 liters (366 CID). This era was characterized by unrestricted engine modifications—barring intricate aftermarket cylinder heads—turning stock blocks into competitors.

Design Features That Dazzled

The technical specifications of the 350 CID W-31 were game-changing:

• Cast Iron Block:Durable foundation for racing demands.
• Bore and Stroke:057″ x 3.385″, supporting efficient power delivery.
• Compression Ratio:50:1, providing substantial power output.
• Horsepower and Torque:Initially rated at 325 HP at 5400 RPM and 360 lb-ft at 3600 RPM, independent tests revealed that with race preparation, power exceeded 400 HP beyond 6500 RPM.

Crucial to its success were components like big block valves and the camshaft from the formidable 1966-67 big block W-30, enhancing performance and reliability.

A Force on the Track

The W-31 dominated the National Hot Rod Association (NHRA) events, clinching victories and records in its class across various competitions. During the 1968 Springnationals, the engine powered the stock eliminator champion, clocking impressive quarter-mile times in the 12.5-second range.

Cult Status at Speed Records

Beyond drag strips, the W-31’s prowess was solidified at Bonneville Salt Flats, where it set class speed records that remained unbeaten for years, solidifying its legend status in speed trials as well.

Enthusiast Praise and Longevity

Journalists and racers alike were captivated by the W-31’s relentless performance and eagerness to deliver power. This engine was beloved for its accessible low-end torque and adaptability, willing to cruise comfortably yet capable of unleashing fury when accelerated.

The engine’s reputation was bolstered by rave reviews and numerous tests over its production years. For many who had the chance to experience the W-31 firsthand, it became a symbol of muscle car excellence, leaving an indelible legacy in automotive racing history.

How did the Oldsmobile 350 CID W-31 V-8 perform in NHRA competitions?

The Oldsmobile 350 CID W-31 V-8 proved to be a formidable competitor in NHRA races during its short production span. It made a significant impact in its class, particularly excelling in the Stock Eliminator category at the 1968 Springnationals.

Throughout those competitive years, the W-31 consistently pushed the boundaries in its NHRA class, notably setting impressive records. For instance, in 1968, it achieved remarkable times and speeds, showcasing its capability.

These performances underscored the W-31’s prowess and solidified its reputation as a top contender in NHRAevents.

What is the history and development of the Oldsmobile small block engine from 330 CID to 350 CID?

The Evolution of the Oldsmobile Small Block Engine: From 330 CID to 350 CID

The Beginnings: 330 CID V-8

The journey of the Oldsmobile small block engine began with the 330 CID V-8, which was initially part of the 1964 Oldsmobile lineup. Despite its modest beginnings, this engine quickly demonstrated capability beyond expectations, providing substantial performance owing to its refined engineering.

Technical Adaptations and Challenges

During its early years, the 330 CID faced limited availability of performance parts. Nonetheless, engineers and racers found ways to unlock its potential. By 1965, they began experimenting with bigger block heads, taking advantage of key engineering similarities between small and big blocks, particularly in deck height and crankshaft dimensions.

However, this modification came with its own set of challenges. The altered configuration led to a notable reduction in low-end torque, which was a critical factor for racing performance. The turning point came in 1967 when Oldsmobile’s engineering team, led by Dale Smith, devised a clever fix: equipping the 330 CID heads with valves from the larger 400 CID engine. This seemingly simple change drastically elevated the engine’s performance, achieving an impressive one horsepower per cubic inch in near-stock conditions, and exceeding 400 horsepower when heavily modified.

Transition to 350 CID

With the shift to the 350 CID engine, Oldsmobile set the stage for a new era. Anticipating the growing popularity of mid-sized cars with power-packed engines, they focused on balancing performance with cost-effectiveness and drivability. This foresight led to the development of the 350 CID small block that would cater to a broader market, including performance enthusiasts.

Key Specifications and Innovations

The 350 CID V-8 was designed with several notable specifications:

• Cast Iron Block: Ensured durability and reliability.
• Displacement: A well-rounded 350 cubic inches.
• Bore and Stroke: Measured at 4.057″ x 3.385″, complemented by five main bearings.
• Power Output: Delivered 325 horsepower at 5400 RPM and 360 lb-ft of torque at 3600 RPM.

Significantly, the engine utilized large valves from the big blocks and a camshaft configuration that had already proven its mettle in the racing world, featuring attributes from the revered W-30 camshaft.

Market Impact and Legacy

Designed for versatility, the 350 CID engine found its place in models such as the Cutlass, leveraging the robust 442 suspension to enhance handling capabilities. This strategic integration made it a hit in terms of performance and cost-effectiveness, even bypassing insurance penalties due to its sub-400 horsepower rating—though, in reality, the engine’s capability far exceeded this figure, especially at higher RPMs.

The Oldsmobile small block’s legacy is cemented by its adaptability and the breakthroughs achieved through engineering ingenuity, solidifying its place in automotive history as a formidable powerplant that evolved with the times.

What role did Oldsmobile engines play in the development of race cars during the 1960s?

The Role of Oldsmobile Engines in 1960s Race Car Evolution

The 1960s were a revolutionary decade for race car innovation, with Oldsmobile engines playing a pivotal role in this transformation. As car enthusiasts and racing professionals embraced the era’s burgeoning race car scene, new race series emerged under organizations like the Sports Car Club of America (SCCA). Oldsmobile was quick to integrate its engines into this dynamic landscape.

Early Innovations and Collaborations

Initially, Oldsmobile engines found their way into cars built by niche manufacturers. A notable instance is the Elva-built McLaren M1A, famously purchased by American privateer racer Ralph Salyer. Salyer, alongside his mechanic Gene Crowe, effectively harnessed the power of the Oldsmobile engine, earning them pole positions in prestigious races such as the SCCA National Championship run-offs at Daytona in 1965.

The Technical Edge

Oldsmobile engines were initially favored because of their aluminum design. Specifically, the Buick/Oldsmobile215 CID V-8 was enhanced—bored and stroked to a more robust 300 CID using Oldsmobile cylinder heads. These heads offered a technical advantage due to their stronger 6-bolt fasteners compared to Buick’s 5-bolt configuration, facilitating more durability under high-stress conditions.

However, as the race series’ engine displacement limits increased to 6 Liters, Oldsmobile’s smaller blocks were retired in favor of larger options. This shift highlighted Oldsmobile’s adaptability and readiness to innovate with emerging requirements.

Transition to More Powerful Models

Recognizing a gap in the market for a high-performance yet affordable engine, Oldsmobile saw an opportunity when they developed their 350 CID V-8 engine. It was designed to compete with the popular Chevrolet small blocks, known for their cost-effectiveness and drivability in mid-sized cars. Oldsmobile predicted their new engine would not only fit the regulatory demands but excel in the NHRA racing scene.

This engine was integrated into models like the Cutlass, where it partnered with the 442 suspension system to deliver superior handling. Its lighter build provided an edge over heavier competitors, and it was particularly dominant in the NHRA classes during its production. For instance, the Cutlass “Ram Rod” consistently performed well, setting records with its 350/325 HP specs.

Legacy and Lasting Impact

Oldsmobile’s innovations extended beyond mere victories on the track. Their engines also set speed records at iconic locations such as Bonneville, providing lasting contributions to race car engineering. Through these efforts, Oldsmobile solidified its reputation as a formidable player in 1960s motorsports, demonstrating how tactical engine design and strategic partnerships could influence and shape the racing world.

How did the Oldsmobile 330 CID engine perform in the 1964 442 model?

The 1964 Oldsmobile 442 equipped with the 330 CID V-8 engine showcased impressive performance. Initially, the engine had limited speed enhancement options, which slightly hindered its competitiveness. However, the landscape changed in the mid-1960s.

By 1965 and early 1966, modifications were made by integrating big block heads with the small block engine. Though this upgrade improved the engine’s capabilities, it didn’t significantly enhance low-end torque.

A breakthrough came in 1967 when Oldsmobile engineers suggested a clever modification: pairing the 330 CID heads with the larger 400 CID valves. This relatively straightforward adjustment transformed the engine, enabling it to produce 1 horsepower per cubic inch in nearly standard form, and exceed 400 horsepower when further modified. Despite these advancements, shifts in racing series rules moved the focus to larger engines, leading to the prominence of big block alternatives.

What were the different variants and specifications of the Oldsmobile 330 CID engine from 1964 to 1967?

Overview of the Oldsmobile 330 CID Engine (1964-1967)

The Oldsmobile 330 CID engine underwent several transformations from 1964 to 1967, each variant offering unique specifications catering to different performance needs. Here’s a detailed look at what each year’s models presented:

1964 Variants and Specifications

• Base V-8:
  • Horsepower: 230 HP
  • Torque: 325 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 2-barrel
• Optional V-8:
  • Horsepower: 290 HP
  • Torque: 355 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 4-barrel
• 442 V-8 (Manual Transmission Only):
  • Horsepower: 310 HP
  • Torque: 355 lb-ft
  • Compression Ratio: 10.25:1
  • Carburetor: Rochester 4-barrel

1965 Variants and Specifications

• Base V-8:
  • Horsepower: 250 HP
  • Torque: 335 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 2-barrel
• Optional V-8:
  • Horsepower: 315 HP
  • Torque: 360 lb-ft
  • Compression Ratio: 10.25:1
  • Carburetor: Rochester 4-barrel

1966 Variants and Specifications

• Base V-8:
  • Horsepower: 250 HP
  • Torque: 335 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 2-barrel
• Optional Low Compression V-8:
  • Horsepower: 310 HP
  • Torque: 340 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 4-barrel
• Optional High Compression V-8:
  • Horsepower: 320 HP
  • Torque: 360 lb-ft
  • Compression Ratio: 10.25:1
  • Carburetor: Rochester 4-barrel

1967 Variants and Specifications

• Base V-8:
  • Horsepower: 250 HP
  • Torque: 335 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 2-barrel
• Optional Low Compression V-8:
  • Horsepower: 310 HP
  • Torque: 340 lb-ft
  • Compression Ratio: 9.0:1
  • Carburetor: Rochester 4-barrel
• Optional High Compression V-8:
  • Horsepower: 320 HP
  • Torque: 360 lb-ft
  • Compression Ratio: 10.25:1
  • Carburetor: Rochester 4-barrel

Throughout its production, the 330 CID engine became a flexible powerhouse, adapting to various performance demands with innovations like changing compression ratios and carburetor types. These adjustments helped the engine to stay competitive while meeting different consumer expectations for power and reliability.

How did the 1964-65 McLaren M1A Oldsmobile perform in races?

The 1964-65 McLaren M1A, equipped with an Oldsmobile engine, showcased impressive performance in the racing circuits. Originally sold to privateer racer Ralph Salyer, the vehicle earned a reputation for speed and reliability. Salyer, with the support of his dedicated mechanic Gene Crowe, propelled the car to notable achievements.

Key Highlights of Performance:

• 1965 Season:Salyer emerged as one of the fastest drivers, consistently delivering strong performances. His skills were particularly evident during the SCCA National Championship run-offs at Daytona, where he secured pole position with this formidable machine.
• Technical Adaptability:Initially, the car featured an Oldsmobile engine, but in the following year, a shift to a McKee chassis and a Chevrolet engine took place, highlighting the team’s commitment to enhancing performance.

In summary, the McLaren M1A was a standout in its era, combining a powerful engine and skilled driving to deliver outstanding race results.