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The Oakland V-Eightby Tim Dye

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The Oakland V-Eightby Tim Dye The Oakland V-Eightby Tim Dye any of the car enthusiasts you meet flathead V8 motor produced in great numbers M at the average car show today have was introduced by Ford in 1932, and was in never heard of an Oakland. This is under- use for years. Many of these cars survive to- standable since the car was last produced in day, so many in fact that a club exist just for 1931, many years before most of the people them. Members of the Early Ford V8 club at the show were born. With that in mind it can be found at most of the open car shows I is also understandable that they know noth- attend with the Oakland. It is these folks that ing of the unique motor powering the Oak- are most taken aback by the Oakland V8. It is land in its last two years of production, 1930 almost comical how long they will just stand and ‘31. When describing our 1931 Oakland and stare into the engine compartment, and to car enthusiast, they think that it is pretty are always amazed to learn that Oakland had unique, upon mentioning the V8 they auto- a flathead V8 that pre-dates their Fords. matically assume you have a custom car, and The Oakland V8 is a 251 cubic inch motor are quite surprised when you tell them it is that develops 85 horsepower. In comparison, original equipment. the Model “A” had around 40 horsepower, There had been V8s for years, but one of making the Oakland a very racy car in its day. the most unique things about this one was the There was one horse power for every 37lbs block being cast as one piece. That technol- of weight. This gave it the best horsepower ogy at the time was very new. For a long time to weight ratio in its weight class. As a result “When most Pontiac I worked under the assumption that Oakland few cars were as fast, and few, if any could fans are asked what year had the first such block, but then learned its pass it on a hill, a very important indicator GM sibling, the Viking, offered a similar en- at that time. How cars did on a hill was the of Pontiac first had a V8 gine one year earlier in 1929. Common knowl- standard of the day, similar to us comparing motor, most will respond edge about the Viking is even more obscure quarter mile times today. 1955” and unknown than that of the Oakland. There In the 1930 Oakland shop manual, this were only 7,224 total Vikings built. The first new engine was described to mechanics as a 90 degree V8, being very much like two four- a specially designed bracket. The engine cylinder engines mounted at an angle of 90 mounts and synchronizer lever are an impor- degrees operating through one crankshaft. tant part of the Oakland V8, as the car exhib- The crankshaft is a flat plane type which by its no vibration while in operation. nature creates vibration in the V8 engine. Be- The Oakland V8 crank, cam and valve cause it was not easy at the time (and there- rocker shaft are all in a vertical row. The valve fore not cheap) to mass produce a V8 crank- stems all lie in a horizontal plane across the shaft with throws at 90 degrees, the Oakland top of the engine. The rocker arms are of the used a 180 degree crank design. To compen- roller type and it is here that full-time Oak- sate for any vibration Oakland engineers de- land mechanic Wayne Koffel notes that one signed front engine brackets that are mounted of two problem areas in the design of this on two banks of lami- engine is located. The nated flat springs simi- pins that hold the roll- Unique is a word you often find yourself using lar to leaf springs. The ers on the rocker arms when describing this engine. The exhaust man- rear of the engine is would cease up due ifolds are on top and the exhaust exits through mounted on two rub- to poor oil flow. Once the motor and out the opposite side. ber supports fastened this happened the roll- to the extensions of ers would “flat spot” the transmission case. and it was like metal Between the rubber rubbing against metal, blocks at the rear of wearing the cam shaft the engine and the leaf down. Metal shav- springs at the front, the ings would then get in engine is floating, pre- 1931 Oakland Sport Coupe equipped with the oil system causing venting the vibration the Oakland V-Eight other problems. Design from being transmit- changes took place in ted to the frame or body. In addition to that, 1931 to help increase oil flow to the rockers engineering tests showed that movement at and cam. The other problem area is with the the front of the motor was always in a direc- water flow. Wayne notes that sludge and de- tion crosswise of the frame. To control excess bris builds up at the lower rear area of the movement Oakland engineers developed the motor and eventually will block the flow of synchronizer lever. The lever permits the en- water to the two rear cylinders, causing them This illustration clearly shows the synchro- gine to float within limits. Inside the motor to run hotter than the others. In extreme cases nizer lever unique to this motor. You can also the lever rides on a four lobe cam which al- he has seen the top of the pistons flake off clearly see the horizontal valves. lows .010” travel at the base of the engine. from the heat. The other end is connected to the frame with Wayne advises changing the oil often, page 2 keeping it clean is important, as there is no more leg room. Also the mo- oil filter. The Oakland V8 owners manual tor sat lower in the chassis for recommends straight 30 weight oil. Also a lower center of gravity. keeping the water system clean, changing the The Oakland was discon- fluid regularly is important for the longevity tinued after the 1931 models, of the motor. only 13,408 were produced For those of us who are used to looking that year. This brings up a at more modern engines, the Oakland V8 is great bit of Pontiac trivia. strange looking in that the intake and exhaust When most Pontiac fans are manifolds are located on top of the block, asked what year of Pontiac above the valve tappet first had a V8 covers. The exhaust motor, most will gases from the right respond 1955, bank pass through but 1932 is the the pre-heater under correct answer. the intake/carburetor, Some 1932 joining gases from Pontiacs were the left bank in exit- equipped with This photo shows a 1930 Oakland V8 com- ing the block through the V8, referred to as leftover pletely torn down. Photo courtesy of Hugh a large cast-in pas- engines. The most noticeable Venables. sage through the water change was that the synchro- jacket between the two nizer lever was moved from the center cylinders on the right side of the motor on the left bank. The carbu- Oakland cars, to the left side on retor is a single throat the Pontiacs. There is a hole in downdraft. the block where the pivot pin Besides increased for the synchronizer lever is 1932 Pontiac V-Eight on display at performance, there the Pontiac-Oakland Museum & Re- pressed in. On the 1930 blocks were other advantages source Center. there was a machined flat sur- to the V8 type configu- face where a hole was drilled ration versus the in- only on the right side of the line 8 that were considered by Oakland de- block. The 1931 blocks have a machined flat signers and engineers. Length wise it took up surface on both sides of the block in this area. Another illustration showing a side view of the less space which allowed for a shorter hood, This made it possible to drill the hole for the 1930-31 Oakland V-Eight. shorter wheelbase, and the toe board area pin on either side of the block. A new tim- could be moved forward giving the driver ing cover had to be cast with the hole for the page 3 lever on the left side, but we still don’t know discussing various things when a stranger ap- why the synchronizer lever was moved to the proached and struck up a conversation. We left side on the Pontiacs. did not get his name, but he had an engineer- Oakland enthusiasts and historians don’t ing background and was quite knowledgeable always agree, or really know why the motor about the finer points of the Oakland V8. An was discontinued. Some say that the straight in-depth conversation ensued between Hugh 8 and straight 6 motors were less expensive and this man. I was soon lost in the highly to produce. Others say that maintenance costs technical banter, and could not stay as I had were high, possibly due to the oil flow prob- some duties elsewhere on the grounds. I came lems Wayne noted. Either way, it was deep back some time later and they were still at it, in the great depression, and no doubt money the conversation had to go on well over an was at the root of the decision to discontinue hour.
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