Nailhead 401 ID needed

Just picked up a 401 Nailhead, could someone tell me where to find the ID numbers ???

 

You'll find the ID numbers, just in front of the front edge of the valley pan cover. There should be two different sets of numbers stamped on that surface.

 

Thanks Tagman, i must of missed them as its dark here now 8-(

 

The numbers are often times lightly stamped and might be under several coats of paint, so you may have to scrape the paint off to see them.

 

What would i expect to see on a 401 ???

 

worth 1000 words.........



Note one number (engine serial number) can be read from the front of the engine. The production code number is stamped "upside-down" when viewed from the front.

 

1959
V-8 364 3F
V-8 401 4F

1960
V-8 364`Standard engine 3G
V-8 364 low comp. engine L3G
V-8 401 4G


1961
V-8 364 3H
V-8 401 4H

1962
V-8 401 2 bbl 2I
V-8 401 4 bbl 4I

63
V-8 401 2bbl JR
V-8 401 4bbl JT
V-8 425 4bbl JW

64
V-8 401 KT
V-8 425 4bbl KW
V-8 425 2X4bbl KX

65
V-8 400(401) GS LR
V-8 401 LT
V-8 425 4bbl LW
V-8 425 2X4bbl LX

66
V-8 400 GS 401 MR
V-8 401 MT
V-8 425 4bbl MW
V-8 425 2X4bbl MZ

 

Casting #'S are on the back side, top where the bellhousing bolts on............
<TABLE><TBODY><TR><TD vAlign=top><TABLE cellSpacing=0 width=300 bgColor=#ffff99 border=0><TBODY><TR bgColor=#c0c0c0><TD>Block Cast #</TD><TD>Year</TD><TD>Displacement</TD></TR><TR><TD>1169334</TD><TD>56-59</TD><TD>322</TD></TR><TR><TD>1173201<!--c--></TD><TD>57-60</TD><TD>364</TD></TR><TR><TD>1172889<!--c--></TD><TD>60</TD><TD>401</TD></TR><TR><TD>1174372</TD><TD>57-58</TD><TD>364</TD></TR><TR><TD>1185484</TD><TD>59-60</TD><TD>401</TD></TR><TR><TD>1185404<!--c--></TD><TD>61-66</TD><TD>401</TD></TR><TR><TD>1185485<!--c--></TD><TD>61-66</TD><TD>401</TD></TR><TR><TD>1196546</TD><TD>61</TD><TD>401</TD></TR><TR><TD>1196547</TD><TD>61</TD><TD>364</TD></TR><TR><TD>1340146</TD><TD>63-66</TD><TD>425</TD></TR><TR><TD>1346046</TD><TD>61-66</TD><TD>401</TD></TR><TR><TD>1349046</TD><TD>62-66</TD><TD>401</TD></TR><TR><TD>1354704</TD><TD>63-66</TD><TD>425</TD></TR><TR><TD>1354713</TD><TD>64-66</TD><TD>425</TD></TR><TR><TD>1354714</TD><TD>64-66</TD><TD>425</TD></TR><TR><TD>1364704</TD><TD>63-66</TD><TD>425</TD></TR><TR><TD>1364705<!--c--></TD><TD>64-66</TD><TD>401/425</TD></TR><TR><TD>1364707</TD><TD>63</TD><TD>425</TD></TR><TR><TD>1364714</TD><TD>64-66</TD><TD>401</TD></TR><TR><TD>1390972</TD><TD>1953</TD><TD>322</TD></TR><TR><TD>1391629</TD><TD>1954 dyna.</TD><TD>264</TD></TR><TR><TD>1391753</TD><TD>1954</TD><TD>322</TD></TR><TR><TD>1391871</TD><TD>1954 std.</TD><TD>264</TD></TR><TR><TD>1392101</TD><TD>1955</TD><TD>322</TD></TR><TR><TD>1392102</TD><TD>1955 std.</TD><TD>322</TD></TR><TR><TD>1392290</TD><TD>1955 dyna.</TD><TD>322</TD></TR><TR><TD>1392291</TD><TD>1955 dyna.</TD><TD>322</TD></TR><TR><TD>1392586*</TD><TD>1956 dyna.</TD><TD>322</TD></TR><TR><TD>1392734</TD><TD>1956</TD><TD>322</TD></TR><TR bgColor=#c0c0c0><TD colSpan=3>*Chev truck</TD></TR></TBODY></TABLE>
<TABLE cellSpacing=0 width=300 bgColor=#ffff99 border=0><TBODY><TR bgColor=#c0c0c0><TD>Intake Manifold
Cast #</TD><TD>Year</TD><TD>Displacement</TD></TR><TR><TD>1162286</TD><TD>53</TD><TD>322 4bbl</TD></TR><TR><TD>1163206</TD><TD>54-55</TD><TD>322 4bbl</TD></TR><TR><TD>1165308</TD><TD>53-55</TD><TD>322 2bbl</TD></TR><TR><TD>1165308
1169189 man. trans.
1170624</TD><TD>55</TD><TD>322 2bbl</TD></TR><TR><TD>1165384</TD><TD>55</TD><TD>322 4bbl</TD></TR><TR><TD>1169189</TD><TD>55</TD><TD>40 std.</TD></TR><TR><TD>1170624</TD><TD>56</TD><TD>322 2bbl</TD></TR><TR><TD>1170625
50/60/70</TD><TD>56</TD><TD>322 4bbl</TD></TR><TR><TD>1175327</TD><TD>57-61</TD><TD>364 2bbl</TD></TR><TR><TD>1175328</TD><TD>57-61</TD><TD>364 4bbl</TD></TR><TR><TD>1173313</TD><TD>57-61</TD><TD>364 4bbl</TD></TR><TR><TD>1187708</TD><TD>59-62</TD><TD>401 4bbl</TD></TR><TR><TD>1349425</TD><TD>62</TD><TD>401 2bbl</TD></TR><TR><TD>1353531</TD><TD>63</TD><TD>401 4bbl</TD></TR><TR><TD>1355410</TD><TD>63</TD><TD>401 2bbl</TD></TR><TR><TD>1357106</TD><TD>64</TD><TD>425 2x4bbl</TD></TR><TR><TD>1363782</TD><TD>64-65</TD><TD>4bbl
GS 400 and others</TD></TR><TR><TD>1370316</TD><TD>65-66</TD><TD>425 2x4bbl</TD></TR><TR><TD>1375118</TD><TD>66</TD><TD>401 4bbl</TD></TR><TR><TD>1375518</TD><TD>66</TD><TD>401 4bbl</TD></TR><TR><TD>1375548</TD><TD>63</TD><TD>425</TD></TR><TR><TD>1375548</TD><TD>64-66</TD><TD>401 4bbl</TD></TR><TR bgColor=#c0c0c0><TD colSpan=3> </TD></TR></TBODY></TABLE></TD><TD><TABLE cellSpacing=0 width=300 bgColor=#ffff99 border=0><TBODY><TR bgColor=#c0c0c0><TD>Head Cast #</TD><TD>Year</TD><TD>Displacement</TD></TR><TR><TD>1344214</TD><TD>1953</TD><TD>322</TD></TR><TR><TD>1343840<!--part no. 1391556--></TD><TD>1953</TD><TD>322</TD></TR><TR><TD>1165549<!--part no. 1391745--></TD><TD>54</TD><TD>264/322</TD></TR><TR><TD>1166349</TD><TD>54-56</TD><TD>264/322</TD></TR><TR><TD>1168930</TD><TD>56</TD><TD>322</TD></TR><TR><TD>1169349</TD><TD>56</TD><TD>322</TD></TR><TR><TD>1172889<!--part no. 1392747--></TD><TD>59-60</TD><TD>364/401</TD></TR><TR><TD>1175109</TD><TD>56-59</TD><TD>322*</TD></TR><TR><TD>1185485<!--part no. 1392747--></TD><TD>61-66</TD><TD>364/401/425</TD></TR><TR><TD>1190415<!--part no. 1392747--></TD><TD>62-66</TD><TD>364/401/425</TD></TR><TR><TD>1196914<!--part no. 1392747--></TD><TD>59-66</TD><TD>364/401/425</TD></TR><TR><TD>1374603</TD><TD>64-66</TD><TD>401/425</TD></TR><TR><TD>1376912</TD><TD>66</TD><TD>401/425</TD></TR><TR bgColor=#c0c0c0><TD colSpan=3>*Chev truck</TD></TR></TBODY></TABLE>
<TABLE cellSpacing=0 width=300 bgColor=#ffff99 border=0><TBODY><TR bgColor=#c0c0c0><TD>Exhaust Manifold
Cast #</TD><TD>Year</TD><TD>Displacement</TD></TR><TR><TD>1165212 right
1345564-5left</TD><TD>54-55</TD><TD>264/322</TD></TR><TR><TD>1168110 right
1169265 left</TD><TD>56</TD><TD>322</TD></TR><TR><TD>1168110 right
1169001 left</TD><TD>56</TD><TD>322</TD></TR><TR><TD>1175576 right
1175575 left</TD><TD>56</TD><TD>322</TD></TR><TR><TD>1175576 right
1175581 left</TD><TD>56 with duals
and series 70</TD><TD>322</TD></TR><TR><TD>1185463 right
1185463 left</TD><TD>57-58</TD><TD>364</TD></TR><TR><TD>1185602 right
1185603 left</TD><TD>59-60</TD><TD>364, 401</TD></TR><TR><TD>1185602 right
1186291 left</TD><TD>59-60, duals</TD><TD>364, 401</TD></TR><TR><TD>1187336 right
1185463 left</TD><TD>57-58
RM, Limited</TD><TD>364</TD></TR><TR><TD>1196974 right
1196457 left</TD><TD>61</TD><TD>364, 401</TD></TR><TR><TD>1345564-5 right
1345564-5 left</TD><TD>53</TD><TD>322</TD></TR><TR><TD>1351702 right
1348477 left</TD><TD>62</TD><TD>401</TD></TR><TR><TD>1377476 right
1372319 left</TD><TD>65-66 GS</TD><TD>401</TD></TR><TR><TD>1377480 right
1348477 left</TD><TD>64</TD><TD>401, 425</TD></TR><TR><TD>1377480 right
1367159 left</TD><TD>65-66</TD><TD>401, 425</TD></TR><TR><TD>1396568 right
1348477 left</TD><TD>63</TD><TD>401, 425</TD></TR><TR bgColor=#c0c0c0><TD colSpan=3> </TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE> Got this from BUICKS.NET

 

Many thanks guys, will have a look this morning in the light.

 

What are you doing with a Nailhead?

 

Future project mate, I have a 34 GRP body hanging around and thought it might make a nice gasser 34

 

Nice.

I had a 66 Electra with a 401. Ran a Buick website for a while (still exists) and am planning a 425 Dual Carb for the 32 in my avatar. Love the Nail.

 

Was thinking of not going too wild with the engine, maybe just a dual quad intake with 2 x 500 edelbrocks, decent cam, port & polish the heads etc etc, got any suggestions ???

Thanks for replying Bill.

 

I'm doing the same thing with the 425 but will go with balancing and blueprinting and squaring the block and crank to the world, adding as many good quality parts for durability. I'm using Edelbrock B262 (I have two) and have asked for port matching and essential head work but the heads act as a limiter on these engines so I think all in all you'll be very happy. 445 lb/ft or torque makes for pretty big smiles.

Will you be using a manual or auto? The "Super Turbine" Hydramatic (64,65,66) have a neat 2 speed torque converter with an electrical switch (that activates from a throttle linkage on full throttle or idle) that I used to run inside the car. Normal driving I'd use the low stall but if I felt spirited I would flick the switch and presto...high stall converter! Cool.

 

Yep agreed, I balance and blueprint all my engines as a matter of course, It makes a hell of a difference in my opinion.

I have the original auto but havn't looked at it yet, I think someone said it was a Dynaflash ??? I have a BOP pattern TH400 here that i could also use.
I only had a quick squint at the heads and can see why they don't like revs

I've been looking at the Eelco 2 x 4 intake, What do ya think ???

 

If you have an early 401 you'll need a special adapter bushing (available from Russ Martin "BuickRodder" on ebay) to run the ST400. It's probably no biggie but the Dynaflow has a pretty strange feel to it. Some like it, some don't. I drove my Buddy's 63 Riv. It's like a constant single gear - very strange feeling.

I've only ever driven a factory dual quad intake so can't compare it against the Eelco or Edelbrock but I've heard that the order of preference and performance is...

1) Edelbrock B262
2) Eelco Dual Quad
3) Factory Dual Quad (some prefer the factory intake over the Eelco but that's probably hood clearance related)
4) Offenhauser (commonly referred to as the worst intake and worse than the factory dual quad and the Quadrajet intake - the poor old thing).

P.S. Your green car is Cool McCool.

 

64 and up nailheads had the ST400,65 had the SP400, 63 and below had the dynaflow, AKA dynaslow.
I am planning on building my 425 when I return to the states.
Would love to get hands on a dual quad setup!

 

Dont forget the Weiands!!

 

thanks Bill, I'm in florida next week for 3 weeks and hope to pick up a cam and intake to bring back. any idea's on the cheapest place to find the edelbrock B262 ???
I'm a nailhead newbie so appreciate the heads up on stuff.

 

I assume the ST400 is the buick version of the TH400 ???

 

Complete setups are going for over $2,500 on ****. A Factory intake will set you back $400-$500+. Edelbrock B262s seem to be selling lately for $800-$1,000. Any carter will work. Nailheads have big lungs and draw deep breathes so they love big carbs. A couple of 600-750cfm carbs should do the trick. I used to use a progressive linkage to bring the front carb on at about half throttle.

Many argue that a fully dressed Nailhead is one of the most attractive engines you can put in a rod. Here are two pics I took of my 401 in my 66 Electra before I sold it (back to it's original owner).

 

Yep. ST stands for "Super Turbine". Refers to the trick two speed converter.

Shit! Forgot the Weiands! I've not heard how they perform. Anyone know where they should be placed on the performance scale?

Cheap B262? I'm afraid that ship's called the Mayflower (already sailed).

You're welcome. I was a Nailhead Newbie as well. Here's a link to an essential resource for any Nailhead owner.

 

I have heard the Weiands rate on the same scale as the Offy's1

 

BOP won't fit, the Nailhead is unto itself.

Marty at Eelco won't ever get any money from me, ripped off to many people. Just do a search for Eelco and/or Northwest Speed.

Actually the ST400 came first for the Buicks and the Cadillacs. But yes.

Nope... not all of the trannies are Switch Pitch. ST is just a TH400. SP is the switch pitch version, they're pretty easy to find though. But most are plain jane non switch.

The Weiands can be found for the 264/322 pretty easy, and even the 364, seems any for the 401/425 were pretty rare. They're better than the Offy's though. But the Offy can be fixed if you want to put some time into them. Extrude hone or porting...

 

Correct, all the ST400s (that were installed behind the big Nailheads of 64,65,66) have the "variable Stator" (Switch Pitch) but not all TH400s have the Dual speed converters. Look for ST400 on the ID tag.

 

Wrong, not all the ST400's behind the big Nailheads have the "switch pitch" converter. Sorry. I have three sitting here that DO NOT, and 2 that do. Including the one from the '64 Riviera that powers my 57 Buick. I do not know why people keep repeating this. The switch pitch is usually referred to as a SP400 as well.

 

And these TH400s were originally behind 64, 65 or 66 Nails?

I guess the reason people keep repeating it is because they believe it.

 

Yep, they fit nothing else. I don't know where this "every one" thing came from, but it is just not true. Especially for the 64 stuff. I've heard both ways that 64 did or did not have switch pitch at all. That it came in 65.

http://www.buickperformance.com/switchpitch.htm

Seems to back that up. The easy ways to tell is the electrical plug on the side (two prongs vs. one) and the pan and the horseshoe looking impression and the three dots.

 

Well, I didn't know that. Learn something new every day. Seems (from reading that article again) that the early 64s were the ones that got the TH400 before the ST400 was introduced.

Jim (who co-wrote) that article you linked to built my ST400 for the Electra with his high stall version of the converter.

So though not all (64) Nailheads came with the ST400 it still seems like a good bet to infer that all ST400s came behind Nailheads (and a few cad motors). I never knew about the early 64 engines though.

 

Most of them did came with ST400's, a few came with ST300's (GS) but not all the ST400's were switch pitch.