Chevrolet small-block engine

src: net.archbold.k12.oh.us

The Chevrolet small-engine block is a series of V8 car engines used in normal production by Chevrolet Division of General Motors between 1955 and 2003, using the same basic engine block. Referred to as a "small block" because of its comparative size relative to bigger Chevrolet big-block machines, the family stretches from 262 cu at (4.3 L) to 400 cu at (6.6Ã, L) in displacement.

Retroactively referred to as "Generation I" small-blocks , this is different from LT "Generation II" and "Generation III/IV" engine, and "Generation V" (LT/EcoTec3). Engineer Ed Cole is credited with leading the design for this machine.

Production of the original small blocks began in the fall of 1954 for the 1955 model with a displacement of 265 cu at (4.3 L), gradually growing over time up to 400 cuÃ, in 1970. Among the intermediate displacements was 283 cu in (4 , 6Ã, Â ° C), 327Ã, Â ° Cu (5,4Ã, L), and many 350Ã, Â ° c deep (5.7Ã, L) versions. Introduced as a performance engine in 1967, the 350 is then used in high-and low-output variants across Chevrolet's product lines.

Although all of Chevrolet's siblings in that period (Buick, Cadillac, Oldsmobile, Pontiac, and Holden) designed their own V8, it was a Chevrolet 305 and a 350 cu in a small block that became GM's corporate standard. For years, every American General Motors division except Saturn and Geo used it and their offspring in their vehicles.

Finally replaced by GM Generation II "LT" and Generation III "LS" V8 in the 1990s and discontinued in 2003, the engine is still made by GM's subsidiary in Mexico as a crate engine for replacement and hot-purpose rodding. Overall, over 100,000,000 small blocks (as of November 29, 2011) have been built in the form of carburettors and fuel injected since 1955. In many ways, Generation II and Generation III engines are still being manufactured today for various vehicles still tracking some from their design line to the design of "small blocks".

The small-block family line is honored as one of the 10 Best Engines of the 20th century by Ward's AutoWorld automotive magazine.

In February 2008, a Wisconsin businessman reported that his Chevrolet C1500 1991 pickup had been cut more than 1 million miles without major repairs on its small V8 block engine. (Source: The Flint Journal , 17 February 2008).

Video Chevrolet small-block engine

Ikhtisar

The first-generation small-block Chevrolet started with a 1955 Chevrolet 265 cuÃ, in the V8 offered on the Corvette and Bel Air. Soon after its introduction, it quickly gained popularity among the stock car racers, known as the "Mighty Mouse", after the popular cartoon character of the day, with the simpler "Mouse" becoming more common as time went on.

In 1957 it has grown to 283 cuÃ, in. Equipped with an optional fuel injection mechanical fuel (FI), it is one of the first production engines to make 1Ã, hp (0.75 kW) per 1Ã, cuÃ, at (0.016Ã ©). The 283 series will later be extended to other Chevrolet models, replacing the old-style 265 V8s.

High-performance 327 cuÃ, in the following variant, turns off as much as 375 hp (280 kW) and increases the horsepower per cubic inch to 1.15 hp (0.86 kW).

Nevertheless, the 350 series in the series that became the smallest block of Chevrolet is best known. Installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) aircraft, is by far the most widely used small block of all time.

Although not offered in GM vehicles since 2003, the 350 series series is still in production today at Toluca General Motors, a Mexican plant under the brand "Mr. Goodwrench" company, and also produced as an industrial and marine engine by GM Powertrain under the name Vortec.

Dari 1955 hingga 1974, mesin blok kecil dikenal sebagai "Turbo-Fire" V8.

Maps Chevrolet small-block engine

3.875 in. bore family (1955-1973)

All Chevrolet V8s, from large blocks up to LS7 and LS9 today, evolved from 265/283 cuÃ, in a small block family. Of the three machines in this family, two of them, 265 and 283, have descended in automotive history. The first of these families is 265, which was introduced in 1955. 265 has a 3.75 inch (95.25 mm) hole. The stroke of 265 is 3.00 in (76.20 mm), like 283. The 283, renowned as one of the first machines to make one hp per cubic inch, is also well known for being an evolutionary stepping stone that would later lead to small blocks and into blocks "W", which ultimately culminates in Chevrolet big-blocks. The last of these families is 307 cu in (5.0 L), which was stroked 283 with medium journals.

265

The 265 cuÃ, in "Turbo-Fire" V8 is the first small Chevrolet-block, although the first Chevrolet V8 was produced from 1917-1918. Designed by Ed Cole's group at Chevrolet to provide a more powerful engine for the 1955 Corvette than the original "stovebolt" in-line six model, the 2-barrel debut version of 162Ã, hp (121rb) went from image to production in just 15 weeks.

Cole's design borrows a valve train design that is scheduled to be used at that time in Pontiac V8. The internal GM rule at the time was that once the automotive division had introduced technological innovation, no other GM division could use it for a period of two years. An independent stud rock arm arm design patented by Pontiac engineer Clayton Leach is scheduled to be introduced at Pontiac 1955 V8. GM forced the Pontiac division to distribute the valve train design at the new Chevrolet 265 V8 in 1955, so in the end the two engines were introduced in the same year as the same valve train design.

A pushrod machine with hydraulic lifter, the small block is available with an optional four barrel Rochester carburetor, boosting engine output up to 180 hp (130 kW), or 195 hp (145 kW) on the Corvette. Short-strokes (3.75 inside, bore, 3 in stroke) 4.4 machine in (111.8 mm) bore spaces will continue to be used for decades.

Also available at Air Sedan bell, the basic passenger car version produces 162 hp with two barrel carburetors. Upgraded to four Rochester barrels, dual exhaust "Power Pack" version, the engine was conservatively rated at 180 hp, and with "Super Power Pack" it was pushed up to Corvette power level.

The 1955 deficiency of 265 is the lack of provision for oil filtering inserted into blocks, rather than relying on additional filters installed in the thermostat housing, and that is "only option". Regardless of the construction of new green sand casting, a deficiency of the '55 block of adequate oil filtration is usually only desired by the period collectors.

The 1956 Corvette introduced three versions of this engine - 210 hp (160 kW) with a single 4-barrel, 225 hp (168 kW) carburetor with 4-barrel twin and 240 hp (180 kW) with two four-barrel carburetors and camshaft with lifter high.

283

265 cuÃ, in the V8 it bored out to 3,875 at (98.4 mm) in 1957, giving it 283 cuÃ, in displacement. 283 first motor uses 265 blocks of stock. However, this block overbore produces a thin cylinder wall. The next 283 blocks were rearranged to receive 3,875 bore. Five different versions between 185 hp (138 kW) and 283 hp (211 kW) are available, depending on whether carbohydrates, twin carbohydrates, or fuel injections are used. The fuel injection produced the greatest power at 315Ã, hp (235 kW) in 1961. Horsepower was up slightly every year for 1958, 1959, and 1960. The 1957 version of the Ramjet fuel injection fuel produced even one hp per one cuÃ, in ( 61Ã, hp (45Ã, kW)/1Ã, L (61Ã, Â ° C)), an impressive feat at the time. This is the third production V8 production in the US to produce one horsepower per cubic inch.

In addition to being available on the Chevrolet line, it is optional in the Taxi Checker that began in 1965. Versions built by GM Canada are also available at Studebakers produced in Canada for 1965 & amp; 1966.

307

A 307 cu version was produced from 1968 to 1973. The bore engine was 3.875 inches with a stroke of 3.25 inches (82.6 mm). All 307 have journals 2.45 in (62.23 mm) - crankshaft sourced from 327. Pistons used with 307 share the same pin height as 327 but still maintain bore size 283 (before 1968 it is possible to do stroke). a 283 to 307 where an aftermarket piston should be used). This machine is also used by Holden in Australia and by the South African arm of General Motors.

src: www.small-block-chevy.com

4,000 in boring family (1962-2002)

Originally intended as a performance block, this machine family through 350 Â ° cu became a versatile machine used in many applications from Corvette to van. All machines in this family share the same block dimensions and sometimes even the same casting numbers; the latter means the machine is of the same block, but with different strokes (eg casting number 3970010 is used by all three machines: 302, 327, and 350). The family of these machines was updated in 1968 for the use of 2.45 in medium-sized journals. The first machine in this family was a small journal 327 in 1962 and the latter was 2000 medium medium 350 in pickup trucks and commercial vehicles. Medium journal 350 was later developed into "Generation II" LT1/4 350 in the early 1990s.

302

In 1966 General Motors designed a 302 liters (4.9 liters) dedicated engine for Z/28 Camaro production in order to comply with the Club of America Club Trans-Am (SCCA) Sport Racing Rules that limit engine displacement to 305.1 cuÃ, (5,0Ã, L) from 1967 to 1969. This was the product of putting 283 cuÃ, at 3.00 in stroke crankshaft to 4.00 at (101.60 mm) bore 327Ã, ° cu in cylinder block. The 1967 302 uses a nodular nodular iron crankshaft which is equal to 283, with a wrought steel crank being also manufactured. This block is one of three displacements, 302/327/350, which undergoes a transformation in the diameter of the crankshaft bearings for 1968 when the jumper-size increases from 2.00 in (50.80 mm) small-diameter journals to 2.10 in (53.34 mm) of major journals and the size of the main journal increased from 2.30 in (58.42 mm) to 2.45 in (62.23 mm). The big journaling link rod is thicker (heavier) and uses a 3/8 diameter bolt in place of the small 11/32 journal. 1968 blocks are made in 2-bolt and 4-bolt versions with 4-bolt centers-the three main hats each tied by two additional bolts supported by the bulk-web bulk web crankcase-heavyer addition. As the size of the journal increases to a standard large journal size, the 302 crankshaft is typically constructed from tuftride-hardened textured steel reinforcement and is equipped with a high 8.00 rpm in diameter harmonic balancer (203.20 mm). It has a 3/4-length circular windage tray, heated, magnafluxed, shot-peened forged 1038-steel 'pink' connecting rod, floating-pin in `69, forged aluminum pistons with higher blister resistance and single moly ring sealing better. Its solid-shifter cam, known as "30-30 Duntov" cam is named after 0.030 in (0.76 mm)/0.030 in heat/exhaust-lash intake and Zora Arkus-Duntov (the first Duntov camera is 0.012 in (0.30 mm)/0.018 in 1957 grinding (1954) known as' 097, which refers to the last three digits of the casting number) 'Father of Corvette', also used in 1964-1965 327/365 carburetor and fuel injected 327/375 machines. It uses '202' 2.02 deep (51.31 mm)/1.60 in (40.64 mm) diameter 327 double-hump '461 head diameter, pushrod guide plate, pushrod' ​​blue- stripe ', edge-lifting orifice to keep more valvetrain oil in the crankcase for high rpm lubrication, and rigid valve valves. In 1967, the new design of high-rise cast-aluminum dual-plane intake manifold with a more subtle changing launcher was introduced for the Z/28 that LT-1 350 cuÃ, in 1969 Corvette and 1970 Z/28 engines equipped with up to the Carburetor Q- jet back in 1973. Unlike the Corvette, the disposal manifold was a rigid 'rear' log back design to clean the front of the chassis chassis. It had a chrome oil filler tube on the front of the intake manifold next to the thermostat's house from 1967 to 1968. The first year had a unique chrome valve cover with a Chevrolet stamped into it without a engine's displacement decal engine. In 1968, the engine had a chrome cover, but without the Chevrolet name, connected to a PCV and chrome valve 14.00 in ÃÆ'â € 3.00 at (355.60 mm × 76.20 mm) open-drop element the air cleaner assembly is equipped with a breather of karter at a 780Ã, cuÃ, ft/min (22Ã, m ³ /min) secondary vial of the Holley 4-Bbl carburetor. Port exhaust crossover 'divorced' which is heated with coil thermostat is also used to provide a cleaner and faster engine heating. One-point distributors have cam ignition points designed to reduce reflected points at high rpm along with a vacuum diaphragm to advance idle and part-throttle ignition timing for economics and emissions. Pulleys for balancer, alternator, water pump, as well as optional power-steering, are in the groove to maintain the drive belt (s) at high rpm. In 1969, 302 shared a finned cast-aluminum valve cover with a 350 Corvette LT-1 engine. Conservatively rated at 290Ã, hp (220 kW) (SAE gross) at 5800 rpm and 290Ã, lb? Ft (393Ã, N? M) at 4800, the actual output with the production of 11: 1 compression ratio is about 376 hp (280 kW) with 1625 Ã, in (41.28 mm) x 3.00, primary in Sanderson tubular header collector coming in the trunk when ordered with 1967 Z/28, and the main carburetor-related jet and ignition timing ignition [citation needed]. In 1968, the final year for factory headers, they had 1,750 (44.45 mm) introductory x 3.00 in collectors. A 1968 Z/28 stock with close-ratio transmission, optional transistorized-ignition and 4.88 gear, fitted with little more than a cold-air hood induction and headers cowl plenum plant, capable of running 12.9 seconds/108 mph (174 km )/h) 1/4-times mile on the road conveyor.

After the 1967 Trans-Am campaign with the 4-Bbl induction system generating more horsepower than the competing automotive maker's 8-Bbl system, for 1968 Chevrolet developed the 'intake aluminum manifold' cross-ram factory package using two Holley 600Ã, cuÃ, ft/min (17 m ³ /min) secondary mechanical carburetor for Trans-Am racing. It is only available as an off-road spare part purchased through Chevrolet dealer parts counter. With the Chevrolet 1401 off-road cam design, the package raises the stock of 302 horses from 360 hp (270 kW) to around 400 hp (300 kW). Chevrolet went further by bringing a positive crankcase ventilation (PCV) system to the cross-ram induction system to maintain mandated emission compliance for US-manufactured cars starting in 1967, which also provides throttle pressure thrankle ventilation to the air intake to burn its vapors. Machines prepared for the use of the competition are capable of producing 465 hp (347 kW) with slightly more than 8-bbl induction, head port with higher-pressure valves, roller rocker sleeves, and '754 2-road road race cam. The 1967/1968 model cowl-induction system has an enclosed air-cooled assembly routed from the side of the passenger to the firewall sheath on top of the heater core. In 1969, the Z/28 plant can be ordered with Adhesion of the ZL-1 427 aluminum block from the ZL-2 chapel 'ZL-2' 1967 L-88 427 Corvette available for single sealed and double sealed induction systems to the base of air purifiers that ensure solid, high-pressure, oxygen-laiden air from the center of the windshield is supplied to the engine for maximum burning and power production. Another component that is only used for parts used in 302 is the distributor of magnetic-magnetic Delco-magnetic connector. Introduced in 1963 on the Pontiac 389 and 421 drag racing machines, General Motors paired it to 1967 Z/28 before they used it on L88 427 cuÃ, at (Corvette 7.0 ° C). This eliminates the production breaker-point ignition enabling greater spark energy and more stable ignition times at all engine speeds including idle. This is one of the least talked about the most transformative and comprehensive performance and increased endurance of its time. Many of the 302 off-road service parts are racing development jobs like Roger Penske. Every part of the SCCA Trans-Am machine must be available through the local Chevrolet parts department to encourage its use by anyone who wants it.

While the 302 became a sportsman's limited oval racing engine in the hands of riders like Bud Lunsford in 1966 Chevy II, bore/stroke geometry and rod/stroke made it a natural racing road-rpm engine and responsible for being among more road production engines reliably homologized for full competition across all American brands, winning the back-to-back Trans-Am Championship at the hands of Mark Donohue in 1968 and 1969. However, with the engine built by Al Bartz, Falconer & Dunn and Traco Engineering, the culmination of the use of 302 in professional racing is the main engine that drives the Formula 5000 Championship Series 1968-1976, an open Formula A SCCA class designed for lower costs. The engine is also popular in Formula 5000 racing around the world, especially in Australia and New Zealand where it proves to be stronger than the Repco-Holden V8. It weighs 1,350 pounds (610 kg), with iron blocks of 525-550 hp (391-410 kW) and the engine head is positioned near the moment of polar car inertia for a responsive rotary rotation, a 5-spd Hewland. magnesium transaxle, and 10 in width 13 in front/20 in width 15 on the rear magnesium wheels, it produces a very exciting race. They ran from 0-60 mph (0-97 km/h) in 2.8 seconds and over 180 mph (290 km/h). Reminiscing about the series, the mid-70s Australian F5000 driver Bruce Allison said, "We never used first gear at the start.We started in second position, and even then there was so much torque, you will get the gears through third and fourth gear. "Prepared with an individually-engineered Lucas-McKay magnesium-induction fuel injection system paired with a factory-mounted double-hump head car, a roller-kit mounted camshaft, roller bearing rocker arms, and crankshaft production, it has a lasting impact on the series's ability to perform high-car-count finishes and event competitions close to the level of mechanical success given to the series filled with international Grand Prix star drivers such as David Hobbs, Brian Redman, Jody Scheckter and Mario Andretti.

327

327 cuÃ, in V8, introduced in 1962, has a 4 bore and 3.25 in stroke (82.55 mm). Power ranges from 210 hp to 375 hp depending on carburetor or fuel injection options, camshaft, cylinder head, piston and intake manifold. In 1962, Duntov's solid lifting version produced 340 hp (250 kW), 344  £ (ft 466) with a single 4-barrel Carter, and 360 hp, 352 lb ft (477 N m) with Rochester fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the current version dubbed L-76 , and 375 hp for fuel injected L-84 , making The most powerful natural L -84 aspirated, single-cam, small production block V8 up to the appearance of 385 hp (287 kW), 385 lb? Ft (522Ã, N? M) Generation III LS6 in 2001. This block was one of three displacements that underwent major changes in 1968 when the primary journal size increased from 2.30 to 2.45 inches. In 1965 Chevrolet released the now legendary L-79, which is nothing more than an L-76 (11.0: 1 pisto pop-up forging, a steel rod and a forged crank, head of Corvette 2.02), but with a 30- 30 Duntov replaced by hydraulic cam # 151.

In 1966, Checker began offering 327 as an option. Avanti II and its successors are supported by 327 and later versions of the small block V8.

In 1968, 327 was exported to Australia for use in Holden HK Monaro GTS327. The machine was used in Monaro after the local Holden V8 engine development lagged behind schedule. 327 was replaced in 1969 by 350 Monaro.

350

350 cu in, with a stroke of 3.48 inches (88.39 mm), first emerged as a high-performance L-48 L-48 option for the 1967 Chevrolet Camaro. One year later it was available at Chevrolet Nova, and finally in 1969 the rest of the Chevrolet line could be ordered with 350. As with the previous version of the small block, 350 is available at Beaumont sold by Pontiac Canada, which unlike its US counterpart, uses Chevrolet's chassis and drivet.

Many variants are followed:

L46

Year: 1969-1970

The L46 becomes an optional engine for the 1969 Chevrolet Corvette. This is a higher performance version of the 350 cu base on the V8 with a casting number of 186 2.02 at/1.60 on the valve head and has a 11: 1 compression ratio requiring high octane gas and generating 350 hp (260 kW). It was also available in 1970 with 4bbl Quadrajet carburetor and L46 hydraulic cam, piston dome (0.16 cuÃ, in (2.6 Ã, cc)), 186 heads, and four-bolt blocks.

L48

Year: 1967-1980

The L48 is 350 cuÃ, original in, only available for 1967 in the Camaro Super Sport (SS) version (1967-up) or Chevy II/Nova in 1968-1979. In 1969 used in almost all lines of cars; Camaros, Caprices, Impalas, El Caminos, Chevelles & amp; Novas. The 1969 L48s use hydraulic cam, 4bbl Quadrajet carburetor, piston cast, 4-bolt main casting number 010 Block & amp; casting number 041 or 186 heads. Power output is 300Ã, hp (220Ã, kW) SAE and 380Ã, lb? Ft (515Ã, N? M) torque. The compression ratio is 10.25: 1. The ratio of L48 compression is reduced to 8.5: 1 in 1971.

In 1972, the option L48 (4bbl V8) for Nova was part of the SS Package. This is indicated by the fifth digit in VIN as "K". 1972 is the only year the SS package can be verified by VIN.

The L48 engine was exported to Australia, where it appeared in Holden Monaro from 1969 to 1974, and in the Statesman (car) from 1971 to 1974. Toward the end of the HQ series in 1973-74, due to US emissions regulations, the performance of these machines dropped to a level equal to or lower than locally produced Holden 308 cuÃ, at (5.05Ã, l) V8, which is not subject to similar regulations, so Holden is discontinued using the machine.

The L48 V8 is a standard engine in the 1975-1980 Chevrolet Corvette. The L48 V8 Corvette engine produced 165 hp (123 kW) in 1975. The power increased to 180 hp in 1976 and remained the same in 1977. In 1978 saw 175 hp (130 kW) for California or the plateau and 185 hp for elsewhere.. Power increased to 195 hp in 1979 and fell to 190 hp (140 kW) in 1980.

L65

Carburetor 2bbl version 145 hp (108 kW) from LM1 350. Produced up to 1976 model.

LM1

The LM1 is base 350Ã, c with a 4-barrel carburetor (usually with Rochester Quadrajet) 155-175Ã, hp (116-130 kW) engine in passenger cars for 1979 as a retail option (the Usage the last on the retail passenger car was the Camaro Z28 in 1981 and the 9C1 A/G police package (Malibu up to 1981) and the B-bodies (Caprice, Impala) until 1988 the GM rear wheel/V8 retail market was sold to the general public of 5.0 liter maximum with the exception of car muscle victims eg Corvette and F-body (Camaro IROC Z or Trans Am.) Throughout its lifespan, it uses mechanical ignition points, electronic spark systems, and/or computer controlled, and conventional carburettors or feedback LM1 is replaced by the L05 power plant after 1988.

ZQ3

Year: 1969-1974

The ZQ3 is the standard engine in Chevrolet Corvette 1969-1974. It is a 300 hp version of 350 Â ° cu in small blocks, with 10.25: 1 compression and hydraulic lift. It uses a 4-quad-4-watt Rochester 4-quadra-Jet carburetor.

The post-1971 block may have a lower nickel content but a thicker cylinder deck, and post-1974 heads of small blocks of Chevrolet use less iron, and are lighter, crack-less, and less robust because a lower compression ratio is used.

In 1971, power decreased to 270 hp (200 kW) (gross) and 300 lbb? Ft (407 Nm) (gross) torque with compression 8.5: 1. 1972 saw 200 hp (150 kW) (clean) and 270 lbb? Ft (366 N N m) (clean) torque. In 1973 power decreased to 190 hp, but slightly increased in 1974 to 195 hp.

LT-1

For Generation II V8 used from 1991-1997, see LT1

For the new Generation V V8, see LS-based GM LT1.

Year: 1970-1972

The LT-1 is 350 cuÃ, ending at V8, becoming available in 1970. It uses a solid lifter, 11: 1 compression, a high-performance '178' camshaft, and 780 CFM Holley four carburetor barrels on a special aluminum intake, with a horn oyster manifold in the Corvette, a Delco transistor ignition and a low-voltage exhaust plant rated 370 hp (280 kW) at Corvette, and 360 hp at 6000 rpm and 380 lb-ft at 4000 in Camaro Z28 (NHRA rated it 425 hp (317 kW) for classification purposes). Redline is 6500 rpm but the power falls significantly past 6200 rpm. LT-1 is available on Corvette, and Camaro Z28. Power fell in 1971 to a dual-rated 330 hp (250 kW) (gross)/255 hp (net) and 360Ã, lb? Ft (488Ã, N? M) of torque with 9: 1 compression, and again in 1972 (last year LT-1, now assessed using net only, not gross, measurements) up to 255Ã, hp and 280Ã, lb? ft (380Ã, N? m).

L82

Year: 1973-1980

1973-1974 L82 is a "performance" version of the 350 that still uses the 624 76cc chamber "2.02" head casting number but with the Rochester Quadra-jet 4bbl carburetor and dual-plane aluminum intake manifold, previously 350 350 hp 350-cam hydraulic lifter, and 9: 1 of forged-aluminum forged pistons produce 250 bhp (`71 is the first year for SAE net hp rating, as installed in vehicles with accessories and mufflers) and 285 lb-torque torque. These cast-aluminum LT-1 valvecovers painted in black-wrinkle contrast with aluminum manifolds and residential distributors. It was down to 205 bhp and 255 lb-ft of torque for 1975. It produced 210 bhp at the Corvette for 1976-1977. The 1978 L82 recovered somewhat, producing 220 bhp and 260 lb-ft in the Corvette and in 1979 produced 225 bhp at the Corvette. In 1980, his final year, produced a peak of 230 bhp. This machine is also available in Chevrolet Camaro.

L81

Year: 1981

The L81 was the only Corvette engine of 5.7Ã, L (350Ã, cuÃ, in) for 1981. It produced 190 bhp and 280 lb-ft of torque of 8.2: 1 compression, exactly the same as 1980 L48, but adding a hotter cam and computer controls sparked progress, replacing the vacuum progress. L81 is the first Corvette engine to use "smart carburetors." The 1980 Rochester Quadrajet has been modified to allow for electronic mix control, and ECM (Engine Control Module) supplied with data from the oxygen exhaust sensor, modifying the fuel/air mixture fed to the engine.

LS9

Year: 1970-1986

The LS9 is a 350 cubic inch GM truck engine used in the 10/20 C/K/G model under 8500 pounds GVWR (gross vehicle weight rating). LS9 uses a 4 bbl Rochester carburetor, and the power ratings for 1984 are 165 HP at 3800 rpm, and 275 Lb-ft of torque at 1600 rpm. Versions using closed-loop carburettes were used with California's emissions packages in the last years. The LS9 and LT9 engines were replaced for 1987 by the L05 TBI engine (throttle body injection). Most of these small block machines in this span of time are built in the Flint Engine plant south of Flint, MI or at St. Catherines, Ontario, CA. The Flint factory produces about 5200 engines per day in the mid-80s, and has a slower, separate line for the TPI machines used in the Camaro and Corvette. (Source: 1984 Chevrolet Truck Data Book.)

LT-9

Year: 1981-1986

The LT-9 is presented as a GM truck-based Heavy Emissions variant from 5.7 L (350 cuÃ, in) provided in the K20/K30 pickup, G passenger and van cargo models (built in Lordstown, OH). and then at Flint, MI) and with the P30 chassis used for motorhomes and stepvans.

The specifications listed in LT-9 are 160 bhp @ 3800 rpm and torque of 250 lb-ft @ 2800 rpm with 8.3 compression: 1. LT-9's carbureted with Rochester Quadrajets from the factory and generally 4-bolts of electricity. LT-9 is often known as VIN code as "M-code 350." LT9 is used in models with GVWRs (gross vehicle weight ratings) of over 8500 lbs.

L83

Year: 1982, 1984

1982 L83 is again the only Corvette engine, producing 200 bhp and 285 lb-ft of torque of compression 9: 1. Since GM did not commission the 1983 model for Corvettes production, there is no L83 for 1983 It is also the only engine on the 1984 Corvette, at 205 bhp and 290 lb-ft of torque. The L83 adds a Fuel Injection (i) Cross-Fire (throttle-body twin fuel injection).

L98

For the new Generation IV V8, see GM L98.

Year: 1985-1992

New 1985 L98 350 added a tuned-port fuel injection "TPI", which is standard on all Corvettes 1985-1991. It was rated at 230 bhp for 1985-1986, 240 bhp for 1987-1989 (245 bhp with 3.08: 1 rear axle ratio (1988-1989 only)), and 245 bhp in 1990-1991 (250 bhp with 3.08 : 1 rear axle). The aluminum cylinder head (Corvette only) was released partially via the 1986 run model, modified for 1987 with the D-port, and continued until the end of Corvette L98 production in 1991 (still used on the ZZx 350 crate machine until 2015 when ZZ6 received Fast Burn head). The L98 V8 is optional in January '87 -'92 Chevrolet Camaro & amp; The Pontiac Firebird model (rated 225 hp (168 kW) -245 hp (183 kW) and 330 lb? Ft (447 N mm) -345 lb. ft (468 N m)) 1987 version has 20 hp (15 kW)) and 15Ã, lb? ft (20Ã, N? m) more and changes to the hydraulic camshaft roller. Compression rose again in 1990 to 9.5: 1 Camaro/Firebird and 10: 1 Corvette, but the rated output remains the same.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks at GMT400 (introduced in April 1987 as a 1988 model) and R/V series trucks such as the K5 Blazer, Suburban and round-style pickups previously classed as C/K until 1991 including chassis cabin and 4 door cabin crew. The L05 is also used in G van and P30 Step vans models. In addition, the L05 is used in the 9C1 Caprices police option package, and in the following vehicles:

• 1992/1993 Buick Roadmaster sedan and station wagon
• 1990-1992 Cadillac Brougham (optional machine)
• 1993 Cadillac Fleetwood
• 1989-1993 Chevrolet Caprice 9C1 police package (roller cam); Selected custom service station cart 1A2
• 1992/1993 Chevrolet Caprice Wagon (optional machine)
• 1993 Chevrolet Caprice LTZ
• 1992 Oldsmobile Custom Cruiser Wagon (optional machine)
• 1995-1996 AM General Hummer H1

L05s are used primarily with casting numbers 14102193 (64cc combustion chambers) cylinder heads with rotating input ports - intake ports designed for fuel economy (the design is also distributed with 103 heads used on 4.3L with TBI). The vortex port (known to GM as a vortex chamber) along with the irregular shape of the combustion chamber limits airflow and horsepower output where they do not provide quick burns, then gradually with Vortec's 1996 head. The majority of L05 used with trucks/vans have conventional flat tappet camshafts while Caprice 9C1 (1989-93) has a cam roller. The use of the L05 was replaced by LT1 after 1993 at GM B-Bodies until production ceased in 1996.

The single belt access belt (serpentine belt) was introduced on the L05, 5.0L L03 and 4,3L V6 LB4 engines used in the GMT400 1988 model but not on the older R/V model (the R/V model received a serpentine belt belt in the year 1989 when grill front facelift in appearance to the ranks of GMT400).

In February 2008, a Wisconsin businessman reported that his Chevrolet C1500 1991 pickup had been cut more than 1 million miles without major improvements to its L05 engine. This article also mentions that the Flint Engine plant that built the engine, has produced 45 million machines in 45 years of its history, before it closed in 1999.

In mid 1996 L05 was equipped with a head used in 1996 G30.

L31

Vortec 5700 L31 (8 digit Vin code "R") is a V8 truck engine. The displacement is 5.7Ã, L. This is the last production of the small Block I of Chevrolet. The cylinder head features a combustion chamber and an intake port that is very similar to the V8 LT1, but without backflow cooling. Thus, the L31 head is compatible with all the older smaller blocks, and is a very popular upgrade. It offers a more expensive head performance, at a much lower cost. However, requiring a certain intake manifold (A 5.7L, 350 CI L31, the Vortec engine has eight bolts attaching an intake manifold or four per head, as opposed to a "traditional" six bolts per head, twelve total found on a small Chevrolet block older). The L31 is replaced by 5.3Ã, L 5300 LM7. The 2002 model year is the last year for L31 5.7Ã, L small block V8 originally from 1955. Vortec 5700 produces 255 hp (190 kW) to 350 hp (261 kW) at 4600 rpm and 330Ã, lb? Ft (447Ã, N? M) up to 350Ã, lb? Ft (475Ã, Â ± m) of torque at 2800 rpm. Currently being produced as a crate machine for marine applications and automotive enthusiasts as 'RamJet 350' with little modifications. Known as GEN 1, this is the last incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produce L31. The "SEA" intake is an increasing potential for L31 trucks despite the construction of cast iron. Using this "SEA" intake will allow the use of common Bosch-style injectors with varying levels of flow while maintaining emissions compliance.

Application L31:

• 1996-2002 Chevrolet Express/GMC Savana van full size
• 1996-1999 Chevrolet/GMC C/K full-size truck
• 1996-1999 Chevrolet Suburban/GMC Suburban SUV full-size long wheelbase
• 1996-2000 Chevrolet Tahoe/GMC Yukon (and 2000 Tahoe Limited and 2000 Tahoe Z71 models) Short-wheels short SUVs
• 1999-2000 Cadillac Escalade

Application TBI L31

• 1996 G-Series driving more than 8,500 pounds (3.856 kg) GVW w/4L80E transmission

Custom apps

• Oscar Mayer Wienermobile
• Box Isuzu Truck

src: upload.wikimedia.org

4.125_in_bore_family_.281970.E2.80.931980.29 "> 4.125 in the boring family (1970-1980 )

400

The 400.9 cuÃ, in (6,570 cc) is the only machine in this family and was introduced in 1970 and produced for 10 years. Has a hole 4.125 inches (104.8 mm) and stroke 3.75 inches (95.3 mm). 400 differs from other small blocks whose cylinders are siamesed and hence the steam holes are required in the blocks, heads of gaskets, and heads to help ease the 'hot-spots' in the cooling system at the point above the siamesed cylinder. Overheating and possible damage if head gaskets or heads without 'steam' holes are used in 400 blocks. 400 is the only machine that uses the 2.65 "main and stem journal journals" 2.10 "bearing journals The connecting rod also has 400 5.565 special rods compared to 5.7 sticks used in all small blocks of Chevrolet machines 400 made in main journals 4 bolts from 1970 to 1972 and in the 2-bolts main journals from 1973 to 1980. 400 can have 2 or 3 frozen plugs on each side even though all 400 blocks have provisions for third freeze -Pack on each side.The 400 is rated at 245 -265 horsepower (gross [150-180 HP net]) through its life 400 saw extensive use in full-size Chevrolet and GMC trucks K5 Blazer/Jimmy, 1/2-ton, 3/4-ton, 1- ton, and even larger 'medium duty' trucks have the option to be equipped with 400. This machine is available in medium-sized A-Body and full -size B-Body passenger cars until the end of model year 1976. The initial model produces 265 horsepower with two-barrel carburetor l. All 400 came with a two-barrel carburetor until 1973 with a four-barrel carburetor option available in 1974.

400 was never intended as a high-performance machine and never saw a large factory horsepower number; However, it developed a reputation for creating large amounts of torque (up to 400Ã, ft-lbs (g) in 1970) and has since become popular for many types of racing, both on and off the road. It was also used for limited production Avanti for several years in the 1970s.

src: www.hardcorehorsepower.net

3.671 in boring family (1975-1976)

262

The 1975-1976 <262 is 262.3Ã, Â ° c (4,299Ã, cc) 90Ã, Â ° pushrod V8 with iron and head block. Bore and stroke are 3.67 in (93 mm) with 3.10 in (78.7 mm). The power output for 1975 was 110 hp (82 kW) at 3600 rpm and 195Ã, lb ft (264 M) at 2000 rpm. The 262 was replaced by 305 for the 1977 model.

This is the second power plant of 4.3 PLL Chevrolet; four other Chevrolet engines replace the 4.3 L: Vortec 4300 (V6 based on Chevrolet 350, with two cylinders removed), the original 265 V8 in 1955, a bored version of the 235-inches stovebolt-era six replacing 261 cubic inches, and a derivative of the engine LT Generation II known as L99 (using 3,747-inch hole 305, 5.94 inch connecting rod, and 3-inch crankshaft stroke).

This machine is used in the following cars:

• 1975-1976 Chevrolet Monza
• 1975 Chevrolet Nova
• Early 1977 Pontiac Ventura

src: 4wheelonlineblog.files.wordpress.com

3.736_in_bore_family_ (1976-1998) "> 3.736 in boring family (1976-1998 )

305

Designed and built during the era of the gas embargo, the CAFE mandate, and tighter emissions, this engine family is designed to be a versatile economical "V8" economy line from Chevrolet. This is intended to fill the gap where Your Highness 283 ('57 -'67), & amp; 307 ('68 -'73) has. Bore and stroke 3.736 in (94.9 mm) with 3.48 in (88.4 mm) (305.2 cu at (5.001Ã, cc)), utilizing a 350 crankshaft throw. The new engine family will provide a gas economy that better than 350, share the basic architecture and many parts with 350 (thus reducing production costs), and provide customers with more horsepower/torque than the inline 6 and V6 engines of the Chevrolet era of the 1970s. During the early 1980s, when GM was simplifying their engine lineup, the Chevrolet 305 would become famous as a "company" of General Motors engines, characterized by (and often only) V8 standards in many GM vehicles. Through most of the 80s, 305 became the most common General Motors V8, closely followed by Oldsmobile 307. 305 also became a standard V8 in the C/K GM truck series, and was even used in the Corvette for California in 1980.

Crankshafts used with 305 have the same casting number as 350 with one visible difference - 305 crank lighter to compensate machine balance. (The smaller counterweight, which makes it unsuitable for use in 350 where the metal has to be welded back.) Medium journal 305, like his older brother 350, will be further developed in the 1990s, albeit with a 3.00 reduction "stroke (using 5.94 "connecting rod), into the" Generation II SBC "GM LT-Series L99 263.

Diperkenalkan pada model 1976, ia memiliki perpindahan 305 cu di (5.0 L) The 305 digunakan dalam mobil-mobil berikut:

• 1976-1992 Chevrolet Camaro
• 1977-1993 Chevrolet Caprice
• 1977-1985 Chevrolet Impala
• 1980 Chevrolet Corvette (hanya California)
• 1976-1988 Chevrolet Malibu, Chevrolet El Camino/GMC Caballero, dan Chevrolet Monte Carlo
• 1976-1979 Chevrolet Monza
• 1976-1979 Chevrolet Nova (juga klon GM X-body setelah 1976)
• 1977-2003 Chevrolet/GMC Trucks, SUV, Vans
• 1978-1987 Buick Regal
• 1975-1979 Buick Skylark
• 1991-1992 Cadillac Brougham
• 1977-1981 Checker Marathon
• 1991-1992 Oldsmobile Custom Cruiser
• 1977 Oldsmobile Omega
• 1978-1980 Oldsmobile Cutlass (Hanya pasar AS, pasar Kanada 1978-1987)
• 1977-1981 Pontiac Catalina (B-body)
• 1977-1981 Pontiac Bonneville (B-body)
• 1982-1986 Pontiac Bonneville (G-body)
• 1977-1992 Pontiac Firebird
• 1981-1987 Pontiac Grand Prix
• 1978-1981 Pontiac Grand LeMans (A/G-body, termasuk Grand Am)
• 1982-1986 Pontiac Parisienne (B-body)
• 1982-1986 Pontiac Parisienne Safari (B-body wagon)
• 1979 Pontiac Sunbird

The Chevrolet 305 is a reliable fuel-efficient V8, easily able to reach 200,000 miles, if maintained. From 1976 onwards until the early 1980s, these machines were also prone to excrete their premature camshaft hole due to a combination of improper manufacturing and reduced quality control (the result of GM cost cutting measures). The 305 is sometimes dismissed in the performance circle due to "lack of power", the size of its small hole, and the difficulty of flowing large volumes of air at higher rpm; However, two variants of '83 -'92 305 are notable players, especially when compared to most other "performance machines" at the time: '83 -'88 L69 "High Output 5.0L" (only used in the end of '83 - early '86 F-body/end '83 -'88 Monte Carlo SS) and '85 -'92 LB9 "Tuned Port Injection 5.0L" (F-body only).

After 1993, its use was limited to light trucks and SUVs until the 2000 model year (vans and commercial vehicles until 2003). The 305 is sold as a crate motor under the Mr. Goodwrench brand as a replacement motor and as a boat engine for Mercury Marine until the end of 2014 when discontinued. The cylinder block is still manufactured by GM (part number 10243869) for Sprint Car Spec Racing.

^a Catatan: California Emissions

LG3

Year: 1976-1982

This variant used Rochester 2GC from 1976 to 78. In 1979, the more efficient Rochester Dual-Jet 2bbl carburetor of fuel replaced the older 2GC. This change also resulted in a decrease in the horsepower rating to 130 hp (125 for California emissions cars). All year has 8.5: 1 compression ratio.

LG4

Year: 1978-1988 *

The LG4 produces 150 hp (112 kW) -170 hp (127 kW) and 240 lb ft (325 N-m) -250 lb ft (339 N m). Introduced in 1978, LG4 is essentially an LG3 with the addition of a 4-bbl carburetor and larger valve. The engine sees a series of gradual improvements, improves reliability, mpg, and power output through the production process. In 1981 (1980 for the California model) Chevrolet added GM's new Computer Command Control (CCC) engine management system to LG4 engines (except Canadian models). The CCC system includes Quadra-Jet E4ME 4-bbl E4ME electronics, with computer-adjusted fuel metering on the primary venturis and throttle position sensors that allow the CCC to calculate the engine load. In the ignition system, CCC is entirely responsible for the time curve; mechanical and vacuum advances are removed from the distributor. The precise spark time provided by the CCC allows a series of improvements in the compression ratio from pre-CCC 8.4: 1, to 8.6: 1, to knock-sensor-assisted 9.5: 1, all while still requiring only 87 ordinary lead-free AKI.

In 1983, Chevrolet replaced the cast iron intake with an aluminum version and used a 14014416 head ("416") or 14022601 ("601") with an int: 1.84/exh: 1.50 valve, 58cc space, 178cc runner. For 1985, 4-valve-relief, flat top piston of L69 was added to LG4 which resulted in increased compression again. Also added is the tap sensor to allow the "CCC" engine management system to compensate for the increasingly aggressive spark compression and timing spark in the ECM. As a result, power increased for the 1985 model to be 165 hp (123 kW) from a 150 hp (112 kW) rating in 1984. For 1986, the Chevrolet was transformed into a rear seal engine block design to minimize leakage and warranty. claims, but some early blocks of '86 retain the main seal behind 2 pieces.

For 1987, Chevrolet once again made several revisions to improve overall reliability, many of them borrowing from TBI L03 , which replaced LG4. HEI distributor coil-in-cap is retired, and new electronic distributor design is used. The intake manifold pattern for the redesigned head bolt improves the integrity of the gasket - four central intake manifold bolts are drilled at 72 degrees instead of 90 degrees for the cast iron cylinder head. Changes to the valve cover are also made. "Ribbed" is added to the top of the valve cover to increase the surface area, acting as a heat sink. To improve the sealing of the intake gasket, the mounting bolts are moved to the center line of the valve cover, placing all the sealing pressure evenly on the perimeter flange mounting... so this is known as the "centerbolt valve cover", first introduced in 1985 on LB4 4.3L V6 and Corvette a year earlier (aluminum cylinder head used with Vette is the first one has a centerbolt valve cover). Another improvement is the utilization of hydraulic lifter/lifter camshafts in most LG4's '87. Some of the early engines have a retainer lifting provision, but utilize an older, non-roller camshaft. 1987 will also be the last year for LG4 production, but the LG4 engine is made to complement the carry-over production for Monte Carlo 1988 and Chevrolet Caprice 1988.

LU5

Year: 1982 - end of 1983

The LU5 "Crossfire EFI 5.0L" features a dual Throttle Body Injection setting, based on the original "Intake Crossram" supplied by Chevrolet for the 1969 Camaro Z28. Unlike the original version of '69, Chevrolet did not place it in the trunk to be installed owner. This system uses a special version of the new "CCC" management system. Fuel is supplied by two TBI units, diagonally separated from each other, over a unique aluminum intake manifold. Unfortunately, the system is placed on the base of LG4 and does not have significant performance capabilities. The engine was originally planned for the long-awaited '82 Camaro Z28 ', but due to the last-minute cancellation of the production & amp; 301 V8 Pontiac; Turbo 4.9L Project (T301), Crossfire 305 is made available at '82 Trans Am. The 350 cubic inch version is also used in Corvette. Being quite early in the development of GM's electronic engine management and electronic fuel injection program, some dealers have technology, equipment, or trained mechanics capable of handling this machine. The mix of these issues broadly varies fuel quality standards, production problems, poor quality control by GM, & amp; owners who tamper with systems they do not understand. In a very short time, these machines acquired a notoriously famous nickname; "Armistice Machine". Currently, owners with these machines note that they are reasonably reliable, and that significant improvements can be made only by using the L69/LB9 TPI ​​exhaust knob â € <â € L69

Year: end of 1983 - 1988

The L69 "High Output 5.0L" was released late to the 1983 model. It's only optional in "Firebird Trans Am", "Camaro Z28", and "IROC-Z", and is the standard in "Monte Carlo Super Sport" revived. (no other GM models are available with this machine)

The L69 has a compression ratio of 9.5: 1, 4-relief flat top pistons, a unique and relatively aggressive stock camshaft, GM PN: 14088843 * flat tappet hydraulic - duration at 0.050 ": 202/206 - max lift: 0.403/0.415 - 115 - idle: 650 rpm... * (not a camshaft taken from another Chevrolet engine It also uses ECM/PROM performance tuned, ECM/PROM, tap sensor, E4ME 750CFM Rochester Quadra-Jet performs perfectly Carburetor 4 barrel, and a special free flowing exhaust system with large-diameter disposal manifolds, Y-Pipe, catalytic converter, and exhaust system (L69 F Body exhaust system components will be revised slightly and used again on LB9 305 later and L98 350 TPI machine.) , the machine was fitted with a functional cold air induction hood in 1983-1984 Trans Am HO, a dual snorkel air cleaning assembly in 1983-1986 Camaro Z28/IROC-Z HO, and 1985 -1986 Trans Am HO, and a large, single snorkel in Monte Carlo 1983-1988 (also, rare optio n al dual snorkel in 1987-1988), aluminum intake manifold, high stall torque converter at Monte SS and 1984 F-Body, or lightweight flywheel on the F-Body e-stop F-Body, and all F-Bodies using 3.73 gear (Standard 3.42 in 1984 F-Body/THM700R4/optional w/3.73: 1). Monte Carlo SS features a special HD version of the THM200-4R at 86-88 which is also used in Buick Turbo Regal/GN and Olds Hurst/Olds-442 along with 3.73 axle teeth. TH350 is used in Monte Carlo SS from 83-85 and has 3.42 axle teeth.

The L69 engine produces 190 hp (142 kW) at 4800 and 240 lb ft (325Ã, N? M) of torque at 3200 rpm. in F-Body and rated at 180 hp at Monte SS.

LE9

Year: 1981-1986

The LE9 5.0Ã, L (305Ã, cuÃ, in) is a 4BBL 650CFM truck/van/car version which also has a compression ratio of 9.5: 1, cam LM1 and 14010201 foundry heads equipped with 1.84/1.50 "valves and 53Ã, cc (3.2Ã, cuÃ, in) chambers.The engine produces 165 hp (123 kW) at 4,400 and 240 μbb ft (325Ã, N? m) at 2,000 rpm.

LB9

Year: 1985-1992

The LB9 "Tuned Port Injection 5.0L" was introduced in 1985. In essence is a L69 fatblack shortblock and utilizes the same aggressive cam69 camshaft profile. The induction system is not like the system previously used by GM. It features a large plenum made of cast aluminum, with an individual runner made of tubular aluminum, feeding air into each cylinder. And each cylinder has its own fuel injector that is fed by a fuel rail mounted on top of each bank. In 1985, this machine was only optional in the "IROC-Z Camaro" and "Trans Am" equipped with WS6 performance suspension. At Corvette, the 350ci version of this machine, L98, was released... it will be two years before the L98 will be offered in the F-Body. LB9 is also available in '87 -92 GTA and Firebird Formula. 215 hp (160 kW) and 275 lb ft (373 N? M) and varies between 190 hp (142 kW) -230 hp (172 kW) (with 275 lb ft (373 N m) -300 lb.Ft (407 N m) torque) for years offered.

L03

Year: 1987-95

The L03 produces 170 hp at 4,400 rpm and 255Ã, lb? Ft (346Ã, M) torque at 2,400 rpm in truck GM 1993-1995. This machine uses TBI throttle-body fuel injection. It featured a "rotating port" head and served as a basic V8 engine in all C/K 1500 Series GMC/Chevrolet Trucks/Vans. (The LB4 4.3L V6 is the standard engine in this model.)

L30

Year: 1996-2003

Vortec 5000 L30 is a V8 truck engine. The displacement is 5.013 cc, (305.9 cubic inches). Bore is 95 mm (3.7 inches), the stroke is 88.4 mm (3.5 inches). The compression ratio is 9.1: 1. It is based on the Small Block of Generation I of Chevrolet. It was replaced by 4.8 L Vortec 4800 LR4 for a full-size van in 2003. In the C/K truck configuration it generated a clean 230 hp (172 kW) flywheel at 4,600 rpm and 285 net  £ net (386 Ã,  ° m) net flywheel at 2,800 rpm. In the van configuration it produces 220 netwheel (164Ã, kW) net flywheel at 4,600rpm and 290Ã, lb? Ft (393Ã, N? M) net flywheel torque at 2800 rpm. The engine uses a hydraulic cam roller and a vortec head with a high burning and fast burning force. Differences include bore and stroke, intake valve size, and smaller combustion chamber. Application L30:

• Chevrolet Express/GMC Savana
• General Motors large C/K truck

src: c8.alamy.com

262

L99

L99 4.3 L (263.1 in ³ ) V8 shares a 3.736 inch (94.9 mm) cylinder hole with 305 in ³ but has 3 inches (76 mm) stroke compared with a stroke of 3.48 inches (88 mm) of 305 in ³ . The piston used on the 4.3 L V8 is the same as that used in Vortec 5000, but the 5.94 inch (151 mm) connecting rod is used to compensate for shorter strokes. It was designated by the RPO code L99 , and was introduced in the 1994 model. This is the basic engine used in 1994-1996 Chevrolet Caprice Sedans, 9C1 police package sedan and 1A2 special service carriage. L99 is not available in other vehicles.

L99 features an updated Generation II block architecture and is visually identical to the larger 5.7 L LT1 Generation II V8. Like LT1, it has sequential fuel injection, reverse flow refrigeration, and optical ignition pickup. The output is 200 hp (150 kW) and 245 lb ft (332 N m). Due to its smaller displacement, the L99 provides a higher EPA fuel economy rating than the 5.7 L LT1. L99 produced for model year 1994-1996.

src: image.trucktrend.com

3.50 in the boring family (1979-1982)

267

The 267 was introduced in 1979 to GM F-Body (Camaro), G-body (Chevrolet Monte Carlo, El Camino and Malibu Classic) and also used in GM B-body cars (Impala and Caprice ). model). The 267,8 cu in (4,389Ã, cc) engine has 350 crankshaft stroke of 3.48 "and the smallest hole of each small block, 3.500 at (88.9 x 88.4 mm), divided by 200 V6 introduced a year earlier.

It's only available with Rochester Dualjet 210 - effective Rochester Quadrajet without rear barrel. After 1980, carburizing electronic feedback was used in 267. Number 267 was also used in 1980 to 1982, Checker Marathons.

While similar in displacement to the other 4.3L (265) -4.4L (267) V8 engines manufactured by General Motors (including Oldsmobile 260 and Pontiac 265), 267 small holes share no part with other machines and deleted after the 1982 model due to incompetence to meet emission standards. Chevrolet vehicles eventually use 305 cuÃ, at (5.0Ã, L) as their base V8 engine.

The 267 when it was introduced at GM F-Body as L39 4.4L it made 120HP @ 3600 RPM and 215Ã, ft-lb torque @ 2000 RPM (SAE NET) Power output will drop in the next years of the machine. The 267 (4.4L) has a low 8.3: 1 compression ratio.

src: c1.staticflickr.com

Big changes

note 1: depending on vehicle application; horsepower, torque, and fuel requirements will vary.

src: image.trucktrend.com

Block Generation Generation II (1992-1997) < span id = "Generation_II">

Generation General Motors II LT1 is a small block V8 engine. Making its debut at the 1992 Chevrolet Corvette, the new LT1 seeks to capitalize on the legacy of the 1970 Chevrolet LT-1.

Significant improvement on Genuine Generation I V8 is the Generation II LT1 "reverse cooling" system, allowing the cooler to start at the head and flow down through the block. This makes the head cooler, providing greater strength through higher compression ratios and greater forward motion at the same time maintaining a higher and more consistent cylinder temperature.

Parts of Generation II can be interchanged with the main seal engine behind Generation I. Interchangeable parts include rotating assemblies (crankshaft, piston, connecting rod, and flywheel/flexplate) and valvetrain assemblies (excluding timing, which includes gears for moving the water pump). LT1 uses new engine block, cylinder head, timing cover, water pump, intake manifold and accessory bracket. The harmonic dampers also do not exchange; it is a unique damper/pulley assembly. Engine mounts and bolt housing patterns remain the same bell, allowing newer machines to easily swap to older vehicles.

4.00 in bore block

5.7 L

LT1

In 1992, GM created a new generation small block engine called the "LT1 350", not to be confused with the high-output LT-1 Generation in the 1970s. It replaces 5.7 L (350 Â ° C), and is a 2-valve pushrod design. LT1 uses a reverse cooling system that cools the cylinder head first, maintains a lower combustion chamber temperature and allows the engine to run at higher compression than its immediate predecessor.

Mesin ini digunakan dalam:

• Y-body:
  • 1992-1996 Chevrolet Corvette C4
• F-body:
  • 1993-1997 Chevrolet Camaro Z28, B4C dan SS
  • 1993-1997 Pontiac Firebird Formula dan Trans Am
• B-body:
  • 1994-1996 Buick Roadmaster
  • 1994-1996 Chevrolet Caprice
  • 1994-1996 Paket Polisi Chevrolet Caprice
  • 1994-1996 Chevrolet Impala SS
  • 1994-1996 Chevrolet Caprice Wagon
  • 1994-1996 Buick Roadmaster Wagon
• D-body:
  • 1994-1996 Cadillac Fleetwood

There are several different versions of LT1. All features of cast iron block, with aluminum heads on the bodies of Y and F, and cast iron heads in the bodies of B and D. The Corvette blocks have four main bolts, while most of the other blocks are the two bolts main lids. Block castings remain the same between 2 and 4 main bolts.

The 92-93 LT1s use speed density fuel management, batch-fire fuel injection and a special Engine Control Module (ECM). In 94 LT1 switches to airflow sensor and sequential port injection. The new Compu is more capable

Source of the article : Wikipedia