The main issue is bolting a transmission to it. Not only will it be unique, it will be better for the street as it will get better mileage, more affordable Since there's not much of an advantage in weight with this 4 cylinder, why would HE do it?" He'll have twice the engine at very close to the same cost if he goes with nearly any common V8. I don't mean to minimize the awesomeness of Nunzi or Pontiac's 4 cylinder, but Billeekid is building a car for the steet, probably on a tight budget. Why would you make a statement like that? since you seem to know what you are talking about, what are the weights of the 2 engines? Is this something you have weighed yourself and really know? Or just something you read somewhere? "A 389 would have weighed nearly the same" Also, they made quite a few improvements to them over the next 39 years before they stopped making them. They wouldn't be as old as GM's so they may not be as worn out. I think some of them got as large as 307 cubic inches, if I remember corectly. If you do some research on them you may decide you like them better.Īlthough I've never seen one in person, older Range Rovers also have the 215's in them or some aluminum blocked engine that was based on GM's 215's. They only weighed about 320 pounds and produced 200 horse power from the factory. Low weight = incredible acceleration and cornering. That combination seems to fit together better in my mind. You'd still have the cool factor of an unusual, light weight aluminum engine in a small, light car. Try to find one out of a '62 or '63 Buick or Pontiac if you can. They came in the same cars and also in Oldsmobiles and Buicks. They run a lot smoother and weigh a LOT less because they have aluminum blocks and heads. Many station wagons also had 4 barrel carburetors in them. It might be a good idea to grab them with the engine if you go that route. In fact, Pontiac had to make special motor mounts to counter the problem. The 195 is a good engine but as others have said, it has some drawbacks such as weight and shaking. It was a nice car and I really enjoyed it but it was hard to find parts for so I sold it after it sat for a couple of years. The Pontiac Oakland Club International ( has a “Little Indians” chapter for early Tempests.I had a '63 Pontiac Tempest Le Mans Convertible with a 195 in it for a lot of years. These cars have become collectible today. The car was snappy to drive and fun to be seen in and, maybe best of all these days, it delivered almost 20 mpg if driven gently. The nicely-restored Nocturne Blue ragtop gave you the impression of a full-sized Pontiac that someone had shrunk. We had one of these in our shop last year to fix a transmission leak. It’s too bad the ’63 Tempest was a one-year-only car, since it’s a very likeable machine-especially in the LeMans convertible format. This upped torque multiplication and gave smoother shifts. A new feature-and one used exclusively in Tempests-was an all-hydraulic torque converter, rather than the previous split-torque type. It shared its gearset with Powerglide Chevys, while other parts came from the Corvair parts bin. Pontiac engineers redesigned the Tempest-Torque automatic transmission for 1963. quarter mile and an all-out top speed of 115 mph. Car Life magazine said, “The Tempest just doesn’t need 389 cubic inches-when you can spin the rear wheels at any time.” The published performance figures included a 9.5-sec. They included the 326-cid V8 which was exactly like the 389-cid V8 used in big Pontiacs, except for its smaller bore (3.71875 in. There were 18 engine options, which included such choices as an export version with a single-barrel carburetor, a special four with a trailer-tow clutch and heavy-duty taxicab versions.
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