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Considered a modern classic since its unveiling more than a quarter-century ago, the Jaguar XK8 offered the well-heeled buyer a heady cocktail of high performance, a sumptuous interior for two, and head-turning styling in both coupe and convertible form. That's all still true today, with the exception that the buyer's wallet can be considerably thinner. Though it's old enough to be considered a true collector car, the XK8 can still be found at used-car prices, with nice examples available at the northern end of four figures.
For enthusiasts who had spent decades debating whether the XJS was a fitting successor to the drop-dead-gorgeous E-type, the XK8 was a welcome return to the kind of voluptuous lines that had defined Jaguar for decades. The purists did have something new to chew over, though: Unlike its straight-six and V-12 predecessors, the XK8 broke with tradition with its 290-hp, all-aluminum, 32-valve V-8, a configuration Jaguar had never before used.
One remnant of its past that Jaguar Cars was trying hard to shed was its reputation for poor quality, a hangover from the dark British Leyland days. Ford had spent $2.38 billion to acquire Jaguar in 1989, and then poured in countless more dollars to try to reverse the brand's slide toward oblivion. One place those investments could be seen was in the XK8, codename Project X100, the first new Jaguar wholly designed under the Blue Oval's ownership.
“The cat is back,” Jaguar proclaimed in its promotional materials, which heavily emphasized the new car’s slinky curves. “In a single leap, the XK8 reclaims Jaguar's domain amongst the world's most exciting, high-performance sports cars. Every graceful line expresses dynamism and instinctive poise. Every effortless movement confirms the XK8 as the most perfectly evolved sporting Jaguar ever.”
From the start, Jaguar's engineers hit the bullseye on driving dynamics, with 95 percent of respondents to a 1998 Motor Trend survey rating acceleration above average, and 100 percent agreeing that handling was also above average. “It makes driving just for the sake of driving fun again,” one owner wrote. A Porsche 911 it is not, however — with a curb weight of nearly two tons, a 101.9-inch wheelbase, no manual transmission option, and somewhat overboosted power steering, it’s correctly cast as an athletic boulevardier and long-distance cruiser, rather than a sports car.
In November 1999, Jaguar let loose the XKR, which boasted a supercharged, 370-hp version of the V-8 under its louvered hood, enabling a Porsche-Boxster-S-challenging 0-60 mph dash of 5.2 seconds and an electronically limited top speed of 155 mph. Both the XK8 and the XKR were available only with automatic transmissions. Priced at $64,900, or $69,900 in convertible form, the XK8 was competitive with the Porsche 911 Carrera 2, and a bargain compared with the $89,900 Mercedes-Benz SL 500 and $126,300 Aston Martin DB7. From 2003, displacement grew to 4.2 liters, with output raised to 300 hp, or 400 hp in supercharged form.
The cars did suffer some teething pains, notably with Nikasil-lined cylinder bores that could not cope with the then-high levels of sulfur in gasoline, and the unrelated tendency of timing chain tensioners to fail. Both were addressed by the factory, but not before lasting damage had been done to the new model's reputation. Perhaps as a result, resale values are still depressed, though this slinky cat may finally be clawing its way up the appreciation curve.
Over 10 production years, there were 90,064 XK8s and XKRs built, with convertibles outnumbering coupes by a factor of two to one. Production peaked at 14,929 in 1997, the second full year of production, and steadily tapered off to just 3,445 in 2005, the models' final year. There were many special editions, in addition to a variety of colors and specifications. If you think it might be time to put one of these in your garage, here are some things you'll want to know.
Body
Photo: Courtesy of Mecum Auctions
The XK8 and XKR are not immune from rust, and a badly rusted car might look good from the outside. Start your inspection with the front floorpans, which are highly susceptible to corrosion, thanks to steel plates under the front footwells that trap moisture. Replacement pans are available, but installing them is a lot of work.
With the front wheels at full lock, shine a light into the wheelwell to look for corrosion of the chassis legs behind the subframe turrets. While you're there, you can check the subframe V-mounts, engine mounts, and suspension bushings. Turn the wheel full lock and repeat on the other side.
The rear of the rocker panels is a notorious corrosion spot, where the design causes them to catch and hold debris and moisture. Repair panels are available in the aftermarket. The front section of the rockers is also vulnerable, to a lesser degree. If the vehicle you're buying has sound rockers, be sure to keep this area clean to prevent future problems.
Check the wheel arches all the way around for bubbling — these collect debris, too. The area behind the rear wheel and above the bumper is also prone to rot. While at the rear, check the bumper mounts, which frequently corrode. As with any potential purchase, give the bodywork a careful look over for poor repairs.
If you're considering a convertible, make sure that the power top works correctly. The system’s CHF11S hydraulic fluid can congeal and block the lines if it isn't flushed every six years; this can cause the top to stick. Check the condition of the material, and the heating elements in the rear glass; a new top, without a window, will cost the better part of $1,000, and that doesn't include installation by your local body shop.
Engine
Photo: Jaguar
The AJ-V8 was Jaguar's first V-8 design, and just the fourth all-new engine developed by the automaker in its long history. It was part of a family of V-6, V-8 and V-12 engines Jaguar had envisioned in the late 1980s as replacements for the existing inline-six and V-12. When Ford took control, it was decided to pursue only the V-8 version, to power the existing "X300" XJ6 sedan and the sports car project that would become the XK8.
Bore and stroke were both set at 86 mm, giving a displacement of 3,995-cc. There were two overhead camshafts for each cylinder bank, and the heads and block were of aluminum. Hollow, one-piece cast camshafts acted directly on the aluminum bucket tappets. To avoid the periodic replacement that a timing belt would require, the intake cams were driven by a pair of long, single-row chains, with the exhaust cams driven by the inlet cams via shorter chains. Jaguar's Variable Valve Timing system was incorporated, with an actuator on each intake cam operated by a pair of electronically switched oil-pressure control valves. The crankshaft was made from spheroidal graphite cast iron, to which were attached fracture-split, powder-forged connecting rods.
A supercharged version of the V-8 was introduced in May 1998 for the XKR model, launched in coupe and convertible form in the U.S. in November 1999. The engine employed an Eaton M112 unit and twin intercoolers to provide 11.9 pounds of boost, adding 80 horses to the 290 of the normally aspirated engine. Dished pistons, made of high-strength aluminum alloy, were used to reduce the compression ratio to 9:1. Distinguished by its hood louvers, mesh grille, and trunklid-mounted spoiler, the XKR was the fastest roadgoing Jaguar to date.
For 2003, the XK8 and XKR received the stroked, 4.2-liter version of the V-8, which had been introduced the year before in the S Type sedan. Power levels rose to 300 hp in normally aspirated form, and 393 with supercharger.
From the outset, the AJ-V8 ran into reliability problems. Cylinder bores were originally coated with Nikasil, a nickel-silicon-carbide material used to prevent wear of the aluminum block, but the coating proved vulnerable to attack from low-grade, high-sulfur fuels. This led to excessive wear in the bores, causing low compression and hard starting. Jaguar switched to traditional cast-in steel cylinder liners, and supplied new engines under warranty for vehicles that were suffering from Nikasil issues.
Jaguar honored warranty claims for all vehicles built before the start of the 2000 model year. To be certain of what you're looking at, check the engine number — steel liners were introduced with engine number 008181043. If an engine has been replaced under warranty, you should find a green "Genuine Jaguar Exchange Product" plate behind the right-hand cylinder head. What if the car you're looking at still has its original Nikasil engine? It might still be in good condition, if it avoided damage in its early years. Gasoline sold today has a much lower sulfur content and is unlikely to create problems.
These engines have also been beset with timing chain tensioner failures, with the plastic used in the hydraulic tensioners tending to disintegrate over time. The immediate result is a rattling sound from the front of the engine at startup as the chain contacts the metal face of the tensioner. Ultimately, if there's enough slack, the chain will jump a tooth. One tooth will make the engine run roughly, while two will result in the catastrophic collision of valves with pistons. Jaguar introduced a second-generation plastic tensioner, which was ineffective, and then beginning with the 2002 model year replaced that with a metal-bodied tensioner, which cured the problem. The metal tensioner was introduced with engine number 0108130000. It's important to remove the cam covers for a visual inspection to ensure that the car you're considering has the right tensioners. If not, budget at least $3,000 for the work, and don't put it off.
Transmission
Photo: Hemmings Auctions (Courtesy: The Motor Venue)
To the everlasting disappointment of three-pedal fans, Jaguar never offered a manual transmission with the XK8. Initially, a ZF 5HP24 five-speed automatic was used with the normally aspirated 4-liter engine, with the supercharged XKR getting a Mercedes-Benz W5A580 five-speed automatic. When the 4.2-liter was introduced, both engines were mated to a new ZF 6HP26 six-speed automatic. Jaguar used its trademark “J gate” gearshift, enabling the driver to prevent the transmission from shifting up from a selected gear.
The Mercedes-Benz and six-speed ZF transmissions have proven to be relatively bulletproof, but owners have reported problems with the five-speed ZF. These include hesitation at takeoff, caused by the failure of a clutch drum; difficulty in engaging reverse, due to a misaligned valve; and failure to engage reverse, caused by a defective clutch piston. Beyond that, problems with the operation of these electronically controlled transmissions can often be traced to poor connections.
Although Jaguar claimed that its transmissions were sealed for life, specialists recommend that the fluid and filter be replaced every 50,000 to 60,000 miles. The usual cautions with an automatic transmission vehicle apply: Look for signs of gear slippage or jerkiness in shifting, which might indicate that the unit is near the end of its useful life, and check for signs of fluid leaks.
Chassis and Brakes
The XK8 is of unit-body construction, with independent suspension at all four corners. Up front, a hefty, cast-aluminum crossmember supports the double-wishbone suspension, which uses coaxial springs and shocks. In the rear, suspension components are mounted to a subframe, using a design borrowed from the successful X300 XJ6 sedan. The wheels are located by lower control arms and the axle shafts, which function as upper control arms. Typical wear items include wheel bearings, bushings (the XK8 has more than its share), ball joints, and shock absorbers.
You may find a car equipped with the optional Computer Active Technology Suspension (CATS) system. CATS manages and optimizes ride and handling through the use of stiffer springs and electronically adjusted shock absorbers that react to conditions. When set up properly, the system works well. Problems arise when the electrical connections between the shocks and the wiring harness fail; the shock will sometimes rotate, pulling the connector off. Replacing components in the rear suspension can be a time-consuming job.
Front suspension bushings are another potential trouble spot. These can collapse in as little as 10,000 miles, affecting ride and handling. If the gaps between the fenders and the wheel tops are not equal front and rear, suspect collapsed bushings. A knocking sound from the front can be a sign that the top wishbone bushings have seized to the fulcrum pin, leading the assembly to wear against the aluminum crossmember. This may require replacement of the crossmember with a new or good used part.
Four-wheel disc brakes with ABS were standard on the XK8 and XKR. The diameter of the brake discs was changed in 1999 from 305 mm to 325 mm, potentially giving these cars superior braking ability. Failures in the ABS system can be caused by broken solder joints in the control module; there are a host of videos on YouTube to walk you through a DIY repair.
Check for Jaguar wheels and good quality tires; this is often an indicator of the kind of care a car has received. Seventeen-inch wheels with Pirelli P-Zero 245/50ZR17 tires were fitted on XK8s at the factory; XK8s with CATS and XKRs got 18-inch wheels with Pirelli 245/45ZR18s at the front and 255/45ZR18s at the rear. Optional at extra cost were 19- and 20-inch wheels. A space-saver spare was supplied.
Interior
Photo: David LaChance
Jaguar founder William Lyons was a genius when it came to making customers feel that they had gotten more than they'd paid for, and that approach continued with the X100 models. The interior was offered in two trims: Classic, which most buyers chose, and Sport. The Classic interior, available in Oatmeal, Charcoal, Cream, or Teal, offered a color-coordinated dashboard; full leather upholstery; burr walnut wood veneer on the dashboard, console and doors; and a wood-and-leather steering wheel. The Sport interior, offered in Oatmeal, Charcoal, or Cream, featured a Charcoal dashboard, steering wheel, and leather key fob, and cloth-and-leather seat upholstery, with all-leather optional. Carpets were color-keyed in the Classic, and black in the Sport.
A six-way power driver seat was standard, as were a trip computer, automatic climate control, heated door mirrors, an auto-dimming interior mirror, an 80-watt audio system with cassette, and adjustable steering column. A power tilt steering column, cruise control, a six-CD trunk-mounted changer, and two-position memory for the driver seat were popular options.
The upholstery tends to wear well, with any damage typically limited to the outer bolster of the driver seat. New front seat covers are available. The rear seat is often in as-new condition, as it’s really too small for human habitation, despite the fact that these cars were marketed as 2+2s — think of it as a nicely finished cargo area. On coupes, the headliner tends to sag; replacement upholstered headliner panels are available. The resin finish on wood parts can crack in certain climates; these can be professionally refinished, or replaced with undamaged used parts. Budget $1,000 to have all the wood stripped, repaired, and refinished.
Check to make sure that the fob-operated central locking system works. If the fob can't communicate with the car, you may need a new ECU; since these are no longer available from Jaguar, your only options may be an expensive used unit, or using the key to manually lock and unlock the doors.
What To Pay: Low, Average, High
- XK8 convertible $5,200 $7,875 $9,950
- XK8 coupe $4,700 $7,200 $9,150
- XKR convertible $6,475 $9,800 $12,300
- XKR coupe $6,000 $9,200 $11,800
Parts Prices
- Alternator $1,180
- Top boot cover, vinyl $764
- Brake rotor, front $100
- Bumper cover, front $1,767
- Headlamp assembly, composite $903
- Seat cover set, front, leather $1,667
- Shock absorber, without CATS $315
- Supercharger, remanufactured $4,609
- Timing chains and tensioners, complete kit $495
- Upper suspension mount, front $238
- Water pump assembly $260
- Wheel, 17-inch, refurbished $195
- Wheel bearing $96
Photo: David LaChance
Jaguar produced several special editions of the X100 over its production run. Among those offered in the North American market were:
Silverstone: In celebration of the brand's return to Formula 1 racing, 250 special edition XK8s were sent to the U.S. for 2001. These were finished in Platinum Silver with a black leather interior.
XKR100: To mark the centenary of the birth of Jaguar founder William Lyons, the company created 500 examples of the XKR 100, with Anthracite paint, Warm Charcoal interiors, nine-spoke BBS alloy wheels, and cross-drilled Brembo brakes.
XKR Portfolio: Offered only as a convertible, the Portfolio featured red or blue paintwork with matching Recaro sport seats and interior.
Victory Edition: Jaguar celebrated its four championships in the North American Trans-Am road racing series with special interior trim, accents, and badging, which included a hood-mounted "growler" badge with checkered-flag emblems. Production totaled 1,050, and included XKR and XK8 coupes and convertibles.
Carbon Fiber Edition: Offered only on the XK8 convertible, the 2005 Carbon Fiber Edition was an appearance package that featured carbon fiber dashboard, console, and door accents in place of the usual wood. Four color combinations were offered: Ebony exterior over Charcoal interior; Platinum exterior over Ivory interior; Platinum exterior over Charcoal interior, and; Slate exterior over Dove interior. Just 200 were built for the U.S. market.
Recent
Photo: Provided By Author
I turned 18 in late 1977. Ordinarily it would have been just another birthday, especially considering I had my driver’s license less than a year, but it was significant in that I was hired as a valet parking attendant at The Manor, a well-known fine dining restaurant and caterer - that doubled as a very popular wedding venue - located in West Orange, New Jersey. It also meant I could leave behind yard work, dog care, and the sporadic odd jobs of scooping ice cream and delivering newspapers.
The Manor sat on an extensive mountainside property adjacent to a wooded reservation and a golf course, so it was a great place to work outside in the fresh air. Visitors entered the property through tall gates and navigated a tree-lined driveway that led to the grand entrance of the pillared Georgian mansion. Valet parking was free and not required. If visitors opted for valet service, vehicles were driven from the main entrance to either an upper or lower lot. The farthest parking spaces were more than a quarter mile away from The Manor’s front door.
I had been into cars since childhood, so this was a magical job. I was part of a crew of six or seven that worked for tips, and we wore orange coverall uniforms so that we were easily seen at night. We routinely parked and returned more than 400 cars on a busy Saturday, with parties in the afternoon and then again at night, together with public dining.
Jockeying cars for position in shrinking lanes during return rush times made me a better and more precise driver. Another benefit was that I developed a higher appreciation for well-designed dashboards, budding smart controls, and quality upholstery. I preferred gauges to warning lamps, and I intensely disliked the flashing green and yellow dashboard fuel economy indicators that seemed unwelcome in luxury cars. The only way to make the annoying indicator stay green was to coast.
As a crew, we elbowed each other to park the hot imports, such as BMW’s 2002, Datsun’s Z variants, the first Honda Accords, Toyota Celicas, and less frequently, Volkswagen Sciroccos. These were all well-equipped, light, quick, and easy to park. It was also possible to shift them into higher gears for test drives by taking the long way around to the lower back lot. As far as I knew, none of us ever got a Porsche 911 out of second. Our boss knew the joyride risk, so we had to keep numbered dashboard tickets in sequence for assigned spaces that discouraged long drives around the property.
Photo: Hemmings Archives
I have many fond memories of the job. To start, the things people left in their vehicles were nothing short of amazing. There were open bills with private information in plain view, and mail of every other conceivable variety, as well as checkbooks, laundry, arts, and crafts in all stages of non-completion, sticky food wrappers, and other trash. I also quickly learned that a tip amount didn’t always correspond to the expense or condition of the car after one guest left a caged guinea pig in his 1967 Pontiac Le Mans when he arrived late for a wedding reception. Aside from needing to be washed and vacuumed, that car was quite fragrant. It was a dry day, so I lowered the side windows, and we took turns checking the pet as we ran to and from other vehicles. Later, the guest told me he was glad the party was over and was eager to reunite the guinea pig with his young daughter. Having noticed us checking on the pet, the car owner gave me the biggest tip I ever got to fetch a car.
Another unusual thing happened while parking a 1975 Buick LeSabre sedan. Two people got out and went inside for dinner and as I got in immediately noticed the aroma of freshly baked bagels emanating from two gigantic bags that took most of the rear seat, nearly reaching the headliner. After parking the car, I was spooked by a low voice from the far-right of the back seat that asked, “Howee doin’?” I had not seen the slight fellow partially hidden by one of the tall bags, and all I could ask was if he intended to go inside. He said he didn’t want a fancy dinner, just a nap. He offered bagels to the entire crew, which were delicious, and stayed in the car and slept for two hours.
Rare cars would roll up on occasion, including one almost everyone guessed was a Maserati, though I recognized it as a Facel Vega. The exhaust growl of the Chrysler Hemi V-8 was positively rhapsodic, and the grand tourer had polished wood throughout its interior. We parked it in a special spot on an outer aisle near the front door and overheard customers speculate what it was while waiting for their own cars. When the tweedy owner eventually came out, my boss, Ray, was determined to sound smart and amuse himself. He conspicuously and formally signaled, “Christopher, the Facel Vega, please.” Seeing where we placed his pride and joy, the owner gleamed. He may have enjoyed that moment more than his dinner.
Another story involved a regular customer’s Cadillac Seville during lunch hour, when Ray often let me work alone so he could get a break. Two County Sheriff’s detectives stopped to tell me they were looking for two inmates who had escaped from the local penitentiary wearing–what else–orange coveralls. They were last seen running on the neighboring golf course. Of course, we always left keys in the ignition of parked cars. The detectives asked how many cars remained from lunch, and whether I could account for each. To my dismay, the Cadillac (one of only three cars left in my charge) was gone! The owner was very classy when the detectives needed his license plate number and unselfishly said he was glad I had not run into the thieves. Luckily for me, the car was recovered unscratched at a nearby shopping center, but we never heard if the thieves were caught.
I rarely drove a car onto the open road, but one exception was a permanent resident’s 1976 Rolls Royce Silver Shadow. The luminous dark red sedan was overdue for its annual state inspection and the owner’s wife “volunteered” me to drive it to the inspection station in the next town. The engine was so quiet and vibration-free that I had to concentrate to hear it. The interior was beautifully appointed with the finest leather I had ever seen or touched. Intuitive controls were set in burled walnut. In my opinion the steering wheel was somewhat primitive and too hard for an ultra-luxury auto, but it was a minor nitpick since the car was a magic carpet. It literally floated when put in drive. As expected, there were no buzzes, squeaks, or rattles. It handled well and predictably with adequate road feel, despite its considerable weight. Power came immediately at the slightest touch, suggesting ample reserve, and the Rolls-Royce stopped on a dime.
Photo: Hemmings Archives
Admittedly, I was very nervous driving it, even when it seemed other drivers stayed out of the way once I reached a multi-lane avenue. The inspection station was in a not-so-nice area on a narrow, bumpy street, and being near closing time the station was busy. I had to get in a line that snaked around the block and all I could do was hope nobody hit the darn thing.
As I crawled to the entrance, the inspection staff was laughing and pointing at me, still wearing my orange coveralls: “Hey kid, how did you get out of jail and where did you get that car?” Fortunately, my uniform sported a company crest. Seeking mercy, I said it was the boss’ car. Then the Rolls failed its emissions test. Adding to the insult, the dented, oxidized Volkswagen Beetle behind me passed with flying colors. In those days, a sticker with a big red circle signifying failure was affixed to the windshield’s lower left corner. You couldn’t miss it.
I finally relaxed when I pulled the Silver Shadow into the familiar driveway without incident. To my surprise, the owner’s wife was happy to see that the car failed, because now she could get it tuned up without further debate. Apparently, her husband was always working and neglected his cars. We were reminded of that later when we had to jump the battery in his seldom-driven Jaguar XJ12. The next time I saw the Rolls it had a proper inspection sticker.
After parking cars for eighteen months, I transferred inside to become a bartender as my college days progressed. I missed handling the cars, but not enduring cold winter nights or donning those orange coveralls. Over the years I have almost always insisted on parking my own car, but when valet parking is unavoidable, particularly in a city, I tip in advance. It’s remarkable how a few dollars will often gain a spot close to the attendant’s booth, sometimes with a safety cone next to our car.
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Photo by Matthew Litwin
Americans rediscovered factory performance thanks, in part, to NASCAR’s first official Strictly Stock (quickly renamed Grand National) race, held on June 19, 1949, on Charlotte Speedway’s ¾-mile dirt oval. What made the 200-lap contest compelling to the 13,000 attendees was a relatable starting field of 33 factory-stock cars (with minor provisions allowed for safety). Of the nine makes that took the green flag (Buick, Cadillac, Chrysler, Ford, Hudson, Kaiser, Lincoln, Mercury, and Oldsmobile), Jim Roper and his 1949 Lincoln were declared victors following the disqualification of Glenn Dunnaway and his 1947 Ford, the latter’s rear spring having been modified for its day-to-day life as a moonshine hauler.
By the end of the 1955 season, Buick, Chevrolet, Oldsmobile, Chrysler, Dodge, Plymouth, Ford, Mercury, Hudson, Nash, Studebaker, and even Jaguar, had been added to the list of race-winning manufactures. Absent was Pontiac, though not for a lack of effort. Thirteen drivers had entered Pontiacs, a combined total of just 25 races. Freddie Lee provided the best result, a fourth, at Carrell Speedway in Gardena, California, on June 30, 1951.
Photo by Matthew Litwin
Race wins touted in national headlineswere not lost on manufacturers, so by the start of the 1956 season nearly every major domestic brandhad invested performance resources into NASCAR. Pontiac initially supported two teams: Jim Stephens (Stephens Pontiac), and A.L. Bumgarner (Brushy Mountain Motors). Each were armed with a new-for-1956 engine designed for racing: a 316.6-cu.in. V-8 fitted with dual Rochester four-barrel carburetors that, along with a high-performance camshaft, dual-point distributor, specialized valley cover, and 10:1 compression cylinder heads, conspired to produce 285 horsepower (in street trim, mind. It’s well-known that racers knew how to make more horsepower).
A Pontiac win looked favorable, beginning with the sixth race of the season at the Daytona Beach/Road race, where Stephens’ two-car effort - with Ed Kretz and Cotton Owens - qualified 3rd and 4th, while Junior Johnson, in Bumgarner’s Pontiac, qualified 26th in the 76-car field. None saw the checkered flag. Johnson crashed, and the Stephens effort was met with mechanical woes. It was a sign of things to come. Strong as Pontiac was, bad fortune and mechanical reliability were its Achilles’ heel. Pontiac attained just 17 top 10 finishes with a best of 3rd recorded by Pat Kirkwood in a Stephens’ Pontiac.
Going winless, coupled with poor street ability of the dual-quad 316.6 V-8, spurred Pontiac to develop Tri-Power and fuel-injected 347-cu.in. engines for 1957. They became instant hits on the track - the brand notched two wins prior to a June rule change that mandated a single four-barrel induction system - and on the street, leaving the dual-quad 316.6 a nearly forgotten footnote of Fifties factory performance.
Rare reminders, however, still exist, such as this bred-for-NASCAR 1956 Pontiac twin Rochester carburetor and intake manifold assembly spotted for sale at the 2023 AACA Eastern Fall Meet in Hershey, Pennsylvania. Also included as part of the $4,500 package price was the system’s specific air cleaner assembly, which looked similar that of Cadillac’s (the two reportedly would not interchange without modifications). Save for rebuilding the carburetors, it looked ready to install on a specific “HY” stamped block.
1956 Pontiac Dual four-barrel induction setup
ASKING PRICE:$4,500
FOUND AT: 2023 AACA EASTERN FALL MEET (HERSHEY, PENNSYLVANIA)
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