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Hi, due to failure I am removing the Air Injection system. Are plugs available for the ports in the heads after the tubes are removed? Are the threads bolt or pipe threads?
I kept the fittings and, if all else fails, I will try welding them closed and screw them in tight.
Pull the tubes that protrude into the ports as well. I was lucky, my 81 had plugs from the factory, I reused them for my future 307's. I believe they are Metric, not NPT threads.
The A.I.R. fittings are neither NPT nor metric. They are inverted flare fittings, just like brake lines and fuel lines. The seal is the flare of the plug on the seat in the head. Yeah, people force brass NPT plugs into these ports all the time, and the brass is soft enough to mush around until they seal (hopefully). I still don't get the need to do things half-fast. Correct inverted flare plugs are readily available.
Joe, those are exactly what GM used, just less shinny with the ends closed. I actually ground that little protrusion off as I didn't know about the tubes inside the exhaust ports.
Gentlemen,
I just got home from taking the 5A heads off my 1984 307 to the machinist. The AIR system had been removed years ago by the previous owner. I removed the plugs from the heads but he noticed the tubes that are still in the exhaust ports of the heads. We were debating if they could be drilled out or what? How do we go about "pulling" the tubes? Is it just a matter of pulling them out with a pair of long nosed pliers? Can they be drilled out? I really appreciate your help with this. I was given a '55 Studebaker that had the drive train converted to a 1984 Olds 98. I have spent many hours reviewing the 135 pages of threads concerning the Olds small block engines. I have decided to completely finish the de-smoging of the engine. Out with the ECM, ECM controlled Quadrajet and distributor.
I have read up on and watched a few videos concerning porting and polishing the small block Olds heads. I ported and polished the heads on my '55 Studebaker V8 and they came out pretty good. I already have the burrs and die grinders so I think I will try to clean up the heads some and maybe bump up the torque and HP a few numbers.
The tubes pull straight out with just a bit of effort, carbon will be holding them in. As another note, the air system was blocked with plugs for 81 and 82 on Olds V8's in Canada. It came into use in 83, still with the non CCC carb till 86. So basically only the H/O, 442, basically US cars, the 88 CSC and 87 Olds 307 in a Chevy Caprice actually received the CCC system. We didn't see many in shops because of it.
Were the distributors in Canada also non-CCC. If that is the case, I may be looking for the early '80s Canadian Quadrajet and distributor for my '84 307. I would think the linkage would be very similar to the one I have. In a perfect world I could find someone who is looking for a CCC quadrajet and distributor that I could swap out for the non CCC carb and distributor. I am very excited about this forum. There is a wealth of information on it and you guys are willing and capable to provide advice to an Oldsmobile novice.
Thank you.
The CCC distributor doesn't work without the TPS on the carb and the MAP sensor to provide info to the ECU, so yes, the Canadian-spec cars used a normal HEI distributor with a vacuum advance. You don't need to find one of those. Any Olds HEI with a vacuum advance canister will work. You'll likely want to play with the advance curve to better match your engine's requirements.
The non CCC Canadian 307 Qjets are extremely lean, idle and part throttle. Honestly, a 76 to 80 Olds 350 Qjet would probably perform better, just properly rebuilt. The Canadian distributors were a normal 4 pin module with vacuum advance, for the most part. I did have an 82 Delta 88 with a 5 pin module and vacuum advance.
