Installing Valve Guides And Cutting Seats On A Set Of 400 Pontiac Cylinder Heads 

*Hey check it out! It's Eric O! The king of car repairs!! Ya'll should say hi to him! If you have a master at his craft like Eric O watching your videos and giving you a compliment you know you're making it!!*

Paraffin wax was the 'go to' way before any of the 'release oils' were invented. You often see it referenced in manuals from the 1950's and 60's (I haven't got any older than that) 😁

@@davidparker9676 They probably do have machine shops capable of doing the work but aviation pays way more so they don't advertise for automotive work. Last time I checked (about ~18 years ago) many machine shops charged $170 an hour labor rate. Most time is spent in set up rather than 'machine time', if a machine is doing 'one off' it can get uneconomic real fast. (machines 'make money' when running, not sitting in a corner waiting). You need quite a lot of patience to set things up properly if you don't have the correct fixtures (I trained as a precision machinist, 3 micron tolerances) I switched to fixing motorcycles as it was a lot more 'fun' (130mph 'test rides', etc)

Old shop I worked at the owner would melt crayons onto everything. Had Crayola boxes everywhere. Never got convinced it worked but to each his own

doesn't really matter. the only downside to porting after is the risk of damaging a seat. but of course if you are doing oversized valves then porting after would make more sense. :)

@@Hermiwalle yeah, I was thinking porting after would make the most sense, so that the valve job could be included in the flow testing, but at the risk of ruining a valve seat. I guess if that happened, you could always redo the oopsie seat.

@@griffmillerii1885 Even though that motor has hydraulic adjusters (probably?) having all the valves at the same installed height will help 'performance' and set up. I 'do' motorcycles, mostly OHC when these things become very important

@@1crazypj I totally agree. I was not in any way, shape, or form suggesting that having individually-adjustable rockers means you don't have to worry about consistent valve height.

You need machines with a lot of 'headroom' when you have the entire block casting, tends to be a bit tall particularly since side valve motors tended to be 'long stroke' and small bore diameter

There is a killer stock cam for this motor! But I see what you are saying. Personally unless they ask for a different cam I usually just put stock replacement in for my customers. Im not a full time shop like Nic here but I do lots of race engines and many restoration engines. Numbers matching with correct parts inside and out.

Pontiac V8’s do have an adjustable valve train. Each rocker is on its own stud. Still a good question, though - I would think that you’d want to shoot for consistency across all the valves.

@@griffmillerii1885 I was asking in general if he did since I noticed he never showed measuring that, not all Pontiacs have a adjustable valve train so I was curious

@@1ronztoys 👍BTW, which Pontiacs don't have an adjustable valve train? AFAIK all Pontiac V8's have a ball/stud rocker arrangement.

​@@griffmillerii1885 I am not trying to start a argument on here I was just asking if he was checking valve stem height. Most Pontiac engine in the 80's and 90's used a nonadjustable valve train where you torqued the rocker stud to 20-25 ft/lbs and it was set. It could be converted to adjustable with different studs and nuts. The service manuals showed this as well some Pontiac forums talk about that as well.

@@1ronztoys 😀Nor am I. I see now that you are including in the discussion engine families besides "true" Pontiac engines produced between 1955 and 1981, while I was talking about engines that the head in the video is related to. For example, I would not refer to a 403 from a '79 Trans Am as a Pontiac engine - it's an Olds engine. 350 in an '89 Formula? Chevy engine, and so on (but those have the ball/stud arrangement, too). That said, I would think that any valve train that uses individual rocker studs, as opposed to rocker shafts with fixed rockers, for example, is "adjustable". Assuming hydraulic lifters, you can always set zero-lash on each lifter while on the base circle and then add 1/4 turn, 1/2 turn, whatever. Even if you follow the idiot-proof method of torquing the rocker stud nut to some value like 20 ft-lbs, you've "adjusted" it. 🤷‍♂ But again, your question about valve height is a good one - no matter what I would think you'd want consistent height, and I don't doubt that JAMSI pays attention to that (but they can speak for themselves if they wish). Anyway, don't take my comments amiss - I was just trying to make sure there wasn't some Pontiac valvetrain arrangement that I hadn't heard of - again, in the context of "true" Pontiac V8's.

Boo! 😄

As Pontiac lovers were highly offended for this remark but you’re probably right