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. I had always considered the Oakland This is Claude Burton behind the wheel of the the V8. V8 an interesting and 1930 Oakland V8 he piloted to 11th place in the I don’t consider unique engine, but it 1930 Indianapolis 500. myself an expert when was not until then that it comes to the finer I realized how histori- points of various in- cally important the en- ternal combustion en- gine was. It was not lost gine types and their on me that here were many nuances when two men from differ- compared to each ent parts of the world other, but I have been discussing in detail an involved in some con- engine made in Pon- versations with gear- tiac, Michigan almost heads that really know 80 years earlier. It was their stuff. I can’t with then I got out my cam- a clear conscience Here driver Hugh Venables and passenger era and took a picture John Felder are navigating a turn in John’s write a story about the of them talking, I think 1930 Oakland Roadster at the Targa Tasma- Home photos of Oaklands and Pontiacs are one Oakland V8 without they were both having nia race. Photo courtesy of Hugh Venables. of my favorite things to collect. This night photo mentioning Hugh Ve- the time of their life. of a 1930 Oakland coupe is scarce, most car pic- nables of Melbourne, Another reason I tures are taken during the daytime. Information Australia. Hugh is an Oakland V8 gear-head mention Hugh is that he and fellow Oakland accompanying this photo indicated that the car of the highest degree, a fan who has studied enthusiast John Felder race a 1930 Oakland belonged to L. Roy Smith, manager of the Palace the engine for 35 years. While at a display of Roadster with a Stewart body that John owns. Theatre in Hunington, West Virginia. Oaklands in Dearborn, Michigan, Hugh and It is equipped with an Oakland V-8 and John I were standing at the front of my Oakland has ran the car over 50,000 miles since he has page 4 owned it. Annually John enters it in a race one time, common knowledge. For instance, called the Targa Tasmania, as well as other there was no mention of the synchronizer le- races. Hugh notes that they have had the car ver relocation in the 1932 update to the Oak- as fast as 90 MPH, and often sustain a speed land shop manual. There may have been an of 80 MPH in certain races. But this is not engineering memo that made its way to the the first racing Oakland V8, there was one service managers at the dealers explaining it. entered in the 1930 Indianapolis 500. It was In retrospect, my original story above may built by Ira Vail and raced by Claude Bur- have just been the first step in this learning ton. It qualified at 95.087 MPH starting in the process, and even though there were errors in 16th position. He finished 11th completing my story, it started a dialogue that will lead 196 laps, running at the end (only 14 of the to even more information coming to the fore- 38 cars entered were running at the end), av- front, which is a good thing. What we learned eraging 86 MPH. changes a notion collectors have held to be Here is the front view of the 1932 Pontiac V-8 The Oakland V8 was just a brief but inter- true for many years: that the 1932 V-8 motors block. Note the shape of the block near the main esting part of Oakland/Pontiac history, but a installed in Pontiacs that year are left-over bearing cap is different than the 1930/31 - Oak part well worth documenting and preserving. motors from the 1930/31 Oakland. land motors. We may never find out why the synchroniz- er lever was moved from one side of the mo- tor on the Oaklands, to the other side on the Pontiacs, but it is on this change that the con- Myth-Busting the troversy was centered. Was the block recast to make that change? Or, was it done using Oakland V-Eight the original casting from the Oakland, with just different machining methods employed? This portion of the story on the Oakland/ As the emails and phone calls flew back and Pontiac V-Eight produced from 1930-32 is a forth after the original story came out, at some follow-up to the story above. That original point it was decided that the only way to settle story sparked some controversy which led us this was to find a 1932 Pontiac V-8 block and to learn more about the engine which I have compare it to an Oakland block. This would reported below. not be an easy task as there are not very many The arrow shows how the 1930/31 Oakland block of these motors floating around. We knew is shaped differently in this area than the 1932 Original sources such as an Oakland found- where several cars equipped with the motor Pontiac block. ry employee or Oakland dealership mechanic are, but that would do us no good. We had to are no longer available to us, so we are left be able to tear it apart. to our own devices - - a little bit of trial and John Felder of Austrailia, whose 1930 error, so to speak, as we relearn what was, at Roadster I featured in the original story, came page 5 through when he remembered hearing about Oakland blocks this extra thickness of mate- just such a motor located in a back yard in rial only exist on the one side; the other side Montana. Through the generosity of Hugh is much thinner. The only way to achieve this Venables, the owner was contacted and the difference would have been to modify the 1932 V-8 motor pur- castings to create new chased and shipped blocks for the 1932 to my home in Okla- Pontiacs thereby dis- homa (I have since proving the use of left- moved to Illinois). It over blocks. is fairly complete in- The numbers on this cluding all the mani- particular block indi- folds, carburetor, dis- cate that this was an tributor, starter, and early block, the 100th water pump. One head one made for 1932. It and one valve cover is interesting to note are missing as is the that many of the pieces This is what the 1932 Pontiac block looks like on timing cover, but this such as the crank and the passenger side. This would have been drilled is ok as the motor will the block itself have out on an Oakland 1930/31 block. be cleaned up and put an Oakland shield cast on display. The bell Here is the drivers side on the Pontiac block into them. This image housing and transmis- where the shaft is installed. You can see how may have fueled the sion are also present. different this is from the Oakland block. myth about leftovers, After I tore the en- but remember that it gine down enough I could see a difference was the Oakland Motor Car Company build- in the block’s shape near the area where the ing Pontiacs, so that logo, though perhaps un- front main cap is located. But this shape could usual was still appropriate on Pontiacs though have been achieved by grinding or machining the 1932 model year. the material away. The real difference was in- Myth busted! side the front wall of the block. On the 1932 Pontiac block there is a rounded area of extra thickness on both sides of the block. One side The 1932 Pontiac engine mentioned in was where the Oakland blocks would have the above story has been restored for dis- Here is what the drivers side on the Oakland been drilled out for the rod holding the syn- play by the Rustic Auto Club of Pontiac, block looks like. No allowance is made for the chronizer lever. (Of course it is not drilled on Illinois and is now on display at the Ponti- shaft to be located here. this block.) The other side of this block also ac-Oakland Museum & Resource Center in has the extra thickness and is drilled. On the Pontiac, Illinois. page 6 The V-Eight Hood Ornaments

he 1930 Oaklands had no mascot of es. This would be the first Pontiac hood orna- T any kind on the radiator cap, just a ment that did not depict a likeness of Chief plain cap. The illustrations Pontiac. The most notice- of the cars in the 1931 Oak- able difference was at the land brochure did not show feet of the eagle. The Oak- an ornament either, but pro- land version had grooves duction cars had one. The or a series of ridges where ornament depicts an eagle the Pontiac version actu- This shows the base of the early Oakland ver- with both wings complete- ally had feet and talons. sion, this is where to spot the difference in ly together in a vertical po- Other differences become the two mascots. sition to form one wing. apparent when you set It was designed by Wil- them side by side. The liam Schnell who was a de- Oakland mascot measures signer and engineer at the approximately 8” high Ternstedt Manufacturing with a 3 1/4” inch base Co. of Detroit, Michigan. while the Pontiac version Schnell was head of the Art is approximately 7 1/4” & Color department there tall with a 3” base. There from 1924 through 1935 is some speculation that and received patents for the smaller ornament may over 30 car mascots. These If you see this eagle mascot you have been used on some include the first Pontiac In- know the car is equipped with the Oaklands late in 1931, dian mascots and the Oak- V-Eight. This is the later version, they are interchangeable land eagle beginning with but it’s hard to tell the difference at on the cars. the 1927 version. a distance. Either version is scarce, Schnell was a prolific The 1931 Oakland mas- a reproduction of the early version designer holding patents Here is the later version, there is detailed feet cot patent was applied for is available. for other automotive trim and talons on the eagle. It is somewhat small- on June 19, 1930 and a pieces such as dome lights er, but that is hard to see unless you have an patent was issued November 18, 1930. The and door handles. He went on to start his example of both to compare. 1932 Pontiacs equipped with the V8 had a own company, the Michigan Die Casting very similar mascot with only minor chang- Company, also located in Detroit. page 7