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Buick V8 engine

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Buick V8 engines
401 cu in "Nailhead" in a 1964 Buick Wildcat
Overview
ManufacturerBuick (General Motors)
Also calledFireball V8
(nickname)
Nailhead (1953–1966)
Production1953 (1953)–1981 (1981) Buick City
(engine block and heads)
Saginaw Metal Casting Operations
Layout
Configuration90º V8
Displacement215–455 cu in (3.5–7.5 L)
Cylinder bore3.5–4.31 in (88.9–109.5 mm)
Piston stroke2.8–3.9 in (71.1–99.1 mm)
Cylinder block materialCast iron, Aluminum
Cylinder head materialCast iron, Aluminum
ValvetrainOHV 2 valves x cyl.
Compression ratio8.8:1–11.0:1
Combustion
TurbochargerIn 1962-63 Oldsmobile Cutlass only
Fuel systemCarter AFB or Rochester carburetors
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output150–360 hp (112–268 kW)
Torque output220–510 lb⋅ft (298–691 N⋅m)
Dimensions
Dry weight318–467 lb (144–212 kg)
Chronology
PredecessorBuick straight-eight
Successor

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 gasoline 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). The big blocks included the 1st (1953–1953) and 2nd (1957-1966) generation Nailheads, and the (1967-1976) Buick "Big Blocks". The Small Blocks were produced from 1961 to 1981. Buick, like most of its competitors, continued to expand their V8 engines to ever larger displacements.

Buick changed the color of their engine paint over the years, with exceptions for particular models.

Buick Engine Colors[1]
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

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).

Big blocks

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All the "big-block" Buick engines shared a 4.75 in (121 mm) bore spacing.

1st-generation Nailheads (NH1)

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Buick's first generation V8 was offered from 1953 through 1956; it replaced the Buick straight-eight. While officially called the "Fireball V8"[2] 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.)[3]

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 [1.75 in (44 mm) intake, 1.25 in (32 mm) 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). Nailheads had their distributor located at the rear of the engine.

264

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The 264 cu in (4.3 L) 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 3.625 in (92.1 mm).

322

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The 322 Fireball V8 in a 1956 Buick Century

The larger 322 cu in (5.3 L) 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 4 in × 3.2 in (101.6 mm × 81.3 mm).

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

2nd-generation Nailheads (NH2)

[edit]

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 foot pounds generated by each piston.[4]

364

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Buick, like most of its competitors, continued to expand their V8 engine to larger displacements. The 364 cu in (6.0 L) was introduced in 1957 and produced through 1961, with a 4.125 by 3.4 inches (104.8 mm × 86.4 mm) (bore by stroke). The Special series cars came standard with the 250 hp (186 kW) two-barrel carburetor version, where all other models got the 300 hp (224 kW) four-barrel engine.

401 (400)

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1963 401 Buick V8

The 364 was enlarged to 401 cu in (6.6 L) and produced from 1959 to 1966. Originally a 401, it was later redesignated a 400 to meet 1960s GM directives for maximum allowable engine displacements in mid-size cars. Bore and stroke were enlarged to 4.1875 by 3.64 inches (106.36 mm × 92.46 mm) respectively.

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. Decals on the Wildcat air cleaners indicated their version (Note: 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 375 was a no-cost option for the 1962-63 LeSabre that used a lower compression ratio to run on lower-octane fuel. The Wildcat 410 was the two-barrel carbureted engine, standard on the 1962-63 LeSabre. 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.

425

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Super Wildcat 425 cu in (7.0 L) 390 hp (291 kW) engine

The 425 cu in (7.0 L) was produced from 1963 to 1966. Its bore and stroke measured 4.3125 by 3.64 inches (109.54 mm × 92.46 mm), the largest-displacement version of the Nailhead. Four-barrel carburetion was standard on the basic 425, called the Wildcat 465 for its torque output (as measured in lb-ft). It was first offered as an option on the 1963 Riviera, and was later available on the Wildcat and Electra models. The 1964 and 1966 Riviera models used the 425 as standard equipment.

The Super Wildcat (Regular Production Option RPO Y48) included two four-barrel Carter AFB carburetors and matching intake manifold; coded "MW", these parts were delivered in the car's trunk for dealer installation. It 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.

Toward the end of the 1966 model year (around May), Buick began factory installations of the Super Wildcat package, now labeled the "MZ" option. Only 179 of the 1966 Riviera GS cars were built with the MZ option.

Mounted on a trolley, Buick 425s were also used as starter motors for the SR-71 Blackbird supersonic jet.[5]

"The" Buick Big Blocks (BBB)

[edit]

Buick introduced its "Big Block" in 1967 to replace the largest displacement Nailheads, and production continued through 1976. It retained the 4.75 in (120.7 mm) cylinder bore spacing and was produced in three displacements: 400, 430, and 455 cubic inches. The BBB had the distributor located on the front of the engine.

400

[edit]
1969 Buick Grand Sport 400 Cubic Inch Engine
1969 Buick Grand Sport 400 Engine

The 400-cubic-inch (6.6 L) was produced from 1967-1969. This engine has a bore and a stroke of 4.04 in × 3.9 in (102.6 mm × 99.1 mm). 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.[6] The 400 BB can be distinguished from the 401/400 Nailhead by the distributor location.[7] Most parts except the pistons interchange with the 430 and 455.

430

[edit]
1968 Wildcat 430 CID engine

The 430-cubic-inch (7.0 L) was only produced from 1967 until 1969. This engine had a bore and a stroke of 4.1875 in × 3.9 in (106.36 mm × 99.06 mm). The 430 four-barrel engine was rated at 360 hp (268 kW) and 475 lb⋅ft (644 N⋅m) 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.

Applications:

455

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Buick 455 V8
455 Stage I engine

The 400-based 455 cu in (7.5 L) was produced from 1970–1976, with a bore x stroke of 4.31 in × 3.9 in (109.5 mm × 99.1 mm). Most parts (except pistons and heads) interchange between the 400 and the 430. The 455 was one of the first "thin-wall casting"[11] engine blocks at GM, and because of this advance in technology, it weighs significantly less than other engines of comparable size (for example, 150 lb (68 kg) less than a Chevrolet 454[11] and only 25 lb (11 kg) more than a Chevrolet 350).[citation needed]

Horsepower was reduced in 1971, mainly due to a reduction in cylinder compression ratio, a change mandated by GM to cope with new federal emissions laws requiring new cars to use low octane gasoline. The base model was rated at 350 hp (261 kW), while the 455 Stage 1 equipped with a single 4-barrel Rochester Quadrajet carburetor was rated at 360 hp (268 kW) at 4600 rpm.[12][13] The regular 455 produced a rated 510 lb⋅ft (691 N⋅m) of torque at 2,800 rpm, more than any other muscle car engine.

In 1972, horsepower ratings dropped again on paper, due to a shift in measurement method from SAE gross to SAE net, down to 250 hp (186 kW).

Unleaded gasoline and catalytic converters came into play in 1975, and tightening emissions controls for all US manufactured cars continued to cause drops in engine power, a little at a time, through end of production 1976.

Applications:

Applications:

Buick Small Blocks (BSB)

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Buick engine guru Joe Turlay, Lead for the NH1 project, was also Chief Engineer for the Buick Small Block V8. Introduced in 1961 with a 4.24 in (107.7 mm) cylinder bore spacing, it was produced in four displacements; 215, 300, 340, and 350. This design also became the basis of the highly successful Buick V6 engine (aka 231/3.8/3800), created by lopping two cylinders off the BSB's architecture.

The BSB design include an integrated aluminum timing cover which incorporates a forward-mounted distributor and external oil pump mechanism, and an oil filter exposed to oncoming air for added cooling.

215

[edit]

Aluminum Blocks

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Aluminum’s appeal, compared to gray iron (the traditional engine-block material), is that it yields 2 times the bending stiffness and 3 times the tensile strength, at 1/3 the weight (2.7 g/cm3 versus 7.8 g/cm3). Aluminum’s downside is cost. Iron ore processing is simple, but refining aluminum is a complex and energy-intensive. As a result, aluminum typically costs five times more per pound than gray iron.

Although cast aluminum had been used early in the 20th century for crankcases (the first airplane engine to fly, in the Wright Flyer of 1903, had an aluminum cylinder block[1])., constructing entire blocks and cylinder heads out of this material was a significant step forward.

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 experimental supercharged aluminum V8 was developed for the 1951 Buick concept cars, the Le Sabre and the XP-300 [23].

BOP 215

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Work began on a production aluminum V8 in 1956, and GM designated Buick as design leader. Originally intended for 180-cubic-inch (2.9 L) displacement, Buick decided on a larger 215-cubic-inch (3.5 L) size, deemed ideal for the new GM Y platform cars to be introduced for 1961. Since GM only ever used it in those 1961-1963 Y-bodies sold by Buick, Oldsmobile, and Pontiac, the all-aluminum V8 became known as the BOP 215.

A special aluminum alloy was formulated by GM (GM 4097-M containing 11-13 % silicon and around 1% copper), in part to accommodate the novel casting process developed. Eight 0.1875" thick iron cylinder liners, with exterior serrations to help lock them in place, were cast in place while the block was poured. A hybrid semi-permanent-mold was used; permanent molds formed the block’s exterior while sand cores created the coolant passages.

The result was the the first large-scale production all-aluminum V8 of its time. It had the same external dimensions as a small-block Chevy[24], but with its aluminum cylinder heads and cylinder block, had a dry weight of only 318 lb (144 kg), becoming the lightest mass-produced V8 in the world!

Dimensions were 28 in (71 cm) long, 26 in (66 cm) wide, and 27 in (69 cm) high. The 215 had a bore and a stroke of 3.5 in × 2.8 in (88.9 mm × 71.1 mm), for an actual displacement of 215.51 cu in (3,532 cc). An Armasteel (GM’s trademarked malleable iron) crankshaft was used with cast iron main caps.

While Pontiac used the original Buick version of the aluminum V8, Oldsmobile was allowed to spin off its own variant. Although sharing basic architecture, they were produced on a separate assembly lines; the main difference was cylinder heads, the number of head bolts, and valve covers. The five-bolt per cylinder Buick heads would fit on the six-bolt Oldsmobile blocks, but not vice versa; (The fastener bosses are present in Buick blocks, but not drilled and tapped)[25]. Interestingly, their intake and exhaust manifolds interchange. Both used a wedge-shaped combustion chamber, but the Oldsmobile used quench chambers/pistons that allowed larger valves, while the Buick's 37-cc chamber used "dished head" pistons.[28] Altering the compression ratio on the Oldsmobile 215 required changing the heads, but on a Buick 215, only the pistons were changed, which was simpler and less expensive.

Pontiac usage

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Pontiac used the Buick version of the 215 in its 1961-1962 Y-body cars, all equipped with the unique Tempest IRS "Rope" drivetrain. Since the engine was closely associated with the Buick brand at that time, Pontiac only sold about 2000 cars per year with it.

Buick 215

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At introduction, Buick's 215 was rated 150 hp (112 kW) at 4400 rpm.[26][27] This was raised soon after introduction to 155 hp (116 kW) at 4,600 rpm. 220 lb⋅ft (298 N⋅m) of torque was produced at 2,400 rpm with a Rochester 2GC (DualJet) 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 185 hp (138 kW) at 4,800 rpm and 230 lb⋅ft (312 N⋅m) at 2,800 rpm.

For 1962, the four-barrel-equipped engine's compression ratio was increased to 10.25:1 and horsepower to 190 hp (142 kW) at 4,800 rpm and 235 lb⋅ft (319 N⋅m) at 3,000 rpm; the two-barrel's compression was unchanged. For 1963, the four-barrel was bumped to 11.0:1 compression and an even 200 hp (149 kW) at 5,000 rpm and 240 lb⋅ft (325 N⋅m) at 3,200 rpm, 0.93 hp (0.7 kW)/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.

Oldsmobile Rockette 215

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Oldsmobile's 215, the "Rockette V8", was installed in its F-85 Cutlass Y-body. At 350 lb (160 kg), it was slightly heavier than the Buick version. Its angled rocker covers were designed by Oldsmobile engineers to look like a traditional Olds V8. The original Rockette V8 had one more distinctive feature, an odd-looking "saucepan" air cleaner that failed to catch on.

Olds also released a turbocharged version, the 215 hp (160 kW) Turbo-Rocket, in its 1962–63 Oldsmobile Jetfire.[28] Together with Chevrolet's turbocharged 1962 Corvair Spyder, these were the first turbochargers ever offered in passenger cars. The Rocket used an AiResearch T5 turbo and an alcohol/water injection system to develop 5 lbs of boost and 215 hp—the magical one horsepower per cubic inch. A sixth head bolt was added to the intake manifold side along the top of the block to alleviate head-warping on the higher-compression, higher power turbo-charged version. Nearly 10,000 Jetfires were built.

Oldsmobile built 299,308 Y-body cars in the 1961-63 model years, and unlike Buick or Pontiac, every single one of those came with an aluminum 215.[29]

Racing

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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.[27] Rookie driver Dan Gurney qualified eighth and raced well for 92 laps before retiring with transmission problems.[27]

When Formula 1 adopted a 3-liter racing formula for 1966, owner-driver Jack Brabham and Repco of Australia joined forces to produce a single-overhead cam racing engine, the Repco-Brabham 620 V8, using the block from the Oldsmobile 215 V8 (the Olds version's 6 head bolts would accomodate the 6-stud RB620 heads). The earliest RB620s acutally used surplus Olds 215 engine blocks, but the majority of RB620 blocks were cast at Repco.[27] The unlikely combination won four straight races and the 1966 world title, and from there the Repco-Brabham evolved into a purebred racing engine. It was the only American engine design ever to win a Formula 1 title. https://www.hagerty.com/media/magazine-features/hagerty-magazine/buicks-little-aluminum-v-8/

The Rover version of the 215 was extensively developed and used for rallying, especially in Triumph TR8 sports cars.[30]

Discontinuation

[edit]

Many different things contributed to the demise of the aluminum BOP-215. Casting-sealing technology was not advanced enough at that time, and hidden porosity problems caused serious oil leaks, producing an abnormally high scrap ratio. 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. Coolant sealing and radiator clogging (from use of antifreeze incompatible with aluminum) also occurred, and cylinder liner issues persisted.[27]

Combined with new and cheaper thin-wall iron casting techniques, the cost of complete aluminum engines rose to more than that of a comparable all cast-iron engine. Finally, when the GM senior compacts were upsized into intermediates for 1964, the automaker had no further use for a small lightweight V8, and the aluminum engine was dropped.

Sale to Rover

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Tooling and Rights to the aluminum 215 were purchased in January 1965 by the British Rover Company, which became part of British Leyland in 1968. These successor companies constantly improved the engine, making it much stronger and more reliable. Over time, Rover increased displacement from the Buick's original 3.5 L (215 cu in) to 5.0 L (307 cu in). The engine became known as the Rover V8, which was finally discontinued in 2004. The engine remains well-supported by enthusiast clubs, specialist parts suppliers, and by shops that specialize in conversions and tuning.

GM made more of these aluminum V8s in three years of production (~ 750,000) than BL/Rover did in over three decades. https://www.macsmotorcitygarage.com/featherweight-wonder-inside-buicks-1961-aluminum-v8/

300

[edit]
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 3.75 in (95.3 mm) and a stroke of 3.4 in (86.4 mm) for a displacement of 300-cubic-inch (4.9 L). It retained the aluminum cylinder heads, intake manifold, and accessories of the 215 for a dry weight of 405 lb (184 kg). The 300 was offered in two-barrel form, with 9.0:1 compression, making 210 hp (157 kW) at 4600 rpm and 310 lb⋅ft (420 N⋅m) at 2400 rpm, and four-barrel form, with 11.0:1 compression, making 250 hp (186 kW) at 4800 rpm and 355 lb⋅ft (481 N⋅m) at 3000 rpm.

For 1965, the 300 switched to cast-iron heads, raising dry weight to 467 lb (212 kg), 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.

The Apollo 5000 GT sports car, (also sold as the Vetta Ventura) used this engine.

340

[edit]

In 1966, the 300's stroke was increased to 3.85 in (97.8 mm) in a raised block to create the 340 (340 cu in (5.6 L)) as a replacement for the four-barrel-carbureted 300. The taller deck (raised by 0.5625 in (14.3 mm) 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 220 hp (164 kW) at 4,000 rpm and 340 lb⋅ft (461 N⋅m) at 2,400 rpm, and the four barrel with 10.25:1 compression, rated at 260 hp (194 kW) at 4,000 rpm and 375 lb⋅ft (508 N⋅m) at 2,800 rpm. It was only produced through 1967, being replaced by the new small block 350 cu in (5.7 L) in 1968.

350

[edit]
A 350 in a 1969 Buick Gran Sport

Buick adopted the popular 350 cu in (5.7 L) size in 1968 for their final family of V8 engines, the 350, 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 3.8 in (96.5 mm) bore as the 231 cu in (3.8 L) version of the Buick 90° V6 and retained the 3.85 in (97.8 mm) stroke of the previous 340 cu in (5.6 L) V8. The exact displacement is 349.31 cu in (5,724 cc).

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, 3 in (76.2 mm) crankshaft main journals, and 6.385 in (162.2 mm) 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,[31] and some of its design characteristics are found in other Buick-designed GM engines, such as the 231 cu in (3.8 L) 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;[32] in these applications, the engine was billed as the Dauntless V8.

Applications:

Other GM V8s used in Buicks

[edit]

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 260

[edit]

The 260 cu in (4.3 L) was an Oldsmobile V8 engine shared with Buick:[42]

Pontiac 301

[edit]

The 301 cu in (4.9 L) was a Pontiac V8 engine shared with Buick.[43]

Chevrolet 305

[edit]

The 305 cu in (5.0 L) was a Chevrolet V8 engine shared with Buick:

Oldsmobile 307

[edit]

The 307 cu in (5.0 L) was an Oldsmobile V8 engine shared with Buick:[46]

Oldsmobile 403

[edit]

The 403 cu in (6.6 L) was an Oldsmobile V8 engine shared with Buick:[47]

See also

[edit]
Wikimedia Commons has media related to Buick V8 engine.

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:

References

[edit]
  1. ^ "Buick Engine Colors, Which One is Right For You!". Reference. Team Buick.
  2. ^ Flory, J. "Kelly" Jr. (2008). American Cars, 1946 to 1959; Every Model, Year by Year. McFarland & Company, Inc., Publishers. ISBN 978-0-7864-3229-5.
  3. ^ "Vintage Buick Engines". Retrieved 5 December 2018.
  4. ^ Flory Jr., J. "Kelly" (2008). American Cars, 1946-1959 Every Model Every Year. McFarland. ISBN 978-0-7864-3229-5.
  5. ^ "English: SR-71 Blackbird AG330 start cart, Hill Aerospace Museum, Utah". 8 March 2010. Retrieved 7 June 2023 – via Wikimedia Commons.
  6. ^ "7 fastest cars 1970s". Muscle Cars Days.com. Retrieved 28 February 2019.
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  9. ^ "1967 Buick Riviera". Conceptcarz.com. Retrieved 28 February 2019.
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  12. ^ "1970 Buick GSX Stage-1 Sport Coupe 4-speed". automobile-catalog. Retrieved July 5, 2018.
  13. ^ "1970 Buick GS". MyClassicGarage.com. Retrieved July 5, 2018.
  14. ^ "1976 Buick Electra". Conceptcarz.com. Retrieved 28 February 2019.
  15. ^ Pawel Zal (ed.). "1972 Buick Estate Wagon 455-4 V-8 dual exhaust". Automobile-catalog.com. Retrieved 28 February 2019.
  16. ^ a b "1972 Buick Le Sabre". Conceptcarz.com. Retrieved 28 February 2019.
  17. ^ "1973 Buick Riviera". Conceptcarz.com. Retrieved 28 February 2019.
  18. ^ "1970 Buick Skylark". Conceptcarz.com. Retrieved 28 February 2019.
  19. ^ Pawel Zal (ed.). "1970 Buick Wildcat Custom Sport Coupe". Automobile-catalog.com. Retrieved 28 February 2019.
  20. ^ a b "1973 Buick Centurion". Conceptcarz.com. Retrieved 28 February 2019.
  21. ^ a b c "1973 Buick Century". Conceptcarz.com. Retrieved 28 February 2019.
  22. ^ a b "1973 Buick Regal". Conceptcarz.com. Retrieved 28 February 2019.
  23. ^ Flory, J. "Kelly", Jr. American Cars 1946-1959 (Jefferson, NC: McFarland & Coy, 2008), p.1021.
  24. ^ Baechtel, John. "Alternative Engines: Part 2--Buick V8", in Hot Rod Magazine, 11/84, p.67.
  25. ^ Davis, Marian (March 1985). "Affordable Aluminum V-8's". Hot Rod. Retrieved 28 February 2019 – via TeamBuick.com.
  26. ^ Autoblog staff, ed. (21 July 2017). "Greatest Buick cars of all time". Autoblog.com. Retrieved 28 February 2019.
  27. ^ a b c d e McKelvie, Steve (21 December 2017). "The Rover V8 engine". Wordpress.com. Retrieved 28 February 2019.
  28. ^ Flory, J. "Kelly", Jr. American Cars 1960-1972 (Jefferson, NC: McFarland & Coy, 2004), pp.205 & 246.
  29. ^ Annual Oldsmobile production data from the book Setting the Pace, by Helen Early
  30. ^ https://www.hagerty.com/media/magazine-features/hagerty-magazine/buicks-little-aluminum-v-8
  31. ^ Jordan, James. "Buick 350 engine specifications". It still runs.com. Retrieved 28 February 2019.
  32. ^ "Jeep Engine: Dauntless Buick 350 V8". www.jeeptech.com. Retrieved 5 December 2018.
  33. ^ a b "1970 Buick Skylark". Myclassicgarage.com. Retrieved 28 February 2019.
  34. ^ "Dauntless Buick 350". 1970jeepwagoneer.com. Retrieved 28 February 2019.
  35. ^ "1963-1987 Jeep Gladiator and J-Series Pickups". Allpar.com. Retrieved 28 February 2019.
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  42. ^ Pawel Zal (ed.). "1976 Buick Skylark S 2-door coupe 4.3L V-8 Hydra-Matic". Automobile-catalog.com. Retrieved 28 February 2019.
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  46. ^ "Oldsmobile 307 Hurst Olds V8". Rebuilt crate engines.com. Retrieved 28 February 2019.
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  • Peter C Sessler (1999). Ultimate American V8 Engine Data Book. MotorBooks/MBI Publishing Company. ISBN 0-7603-0489-0.
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