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These are the messages that have been posted on inthe00s over the past few years.
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This is a topic from the Ask Me, Ask Me, Ask Me forum on inthe00s.
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Subject: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 2:59 am
Hello, one and all, this is Andria, and I just might have the answer to your question, be it about general knowledge, music, pop culture, history, collectibles, automobiles, politics, humor or anything at all that one might want to ask me about.
The one thing that I do not want anyone to ask me about is mathematics, since I SUCK at that subject and nearly got held back in high school for that reason rather than graduating.
Ask away...
:) ;D :D ;) 8) http://www.inthe00s.com/smile/08/pump.gif http://www.inthe00s.com/smile/08/rainote.gif
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/01/08 at 5:45 am
How secret is Area 51?
Subject: Re: Ask Andria About Almost Anything
Written By: whistledog on 11/01/08 at 9:45 am
Is that you in your avatar? If so, can I say va-va-voom! 8)
Subject: Re: Ask Andria About Almost Anything
Written By: Henk on 11/01/08 at 9:58 am
Where in the world is Carmen Sandiego?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 10:43 am
Carmen Sandiego is on PBS stations all over the US and on computers used by children in homes and schools worldwide, of course, that's me, and Whistledog, your comment regarding my avatar bordered on being reported to administration (three strikes and you're reported to Chucky G), Area 51 is probably nowhere near as secret as it was years ago thanks to tourism and media exposure.
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/01/08 at 12:45 pm
What is in Area 51?
Subject: Re: Don't Ask Andria About Anything Or She Might "Report" You
Written By: AL-B Mk. III on 11/01/08 at 12:51 pm
Carmen Sandiego is on PBS stations all over the US and on computers used by children in homes and schools worldwide, of course, that's me, and Whistledog, your comment regarding my avatar bordered on being reported to administration (three strikes and you're reported to Chucky G), Area 51 is probably nowhere near as secret as it was years ago thanks to tourism and media exposure.
What is in Area 51?
Careful, Philip, she might "report" you. ::) ::) ::)
Subject: Don't Worry, I Won't Report Anyone Unless They Say Bad Things About Me
Written By: Andria on 11/01/08 at 5:51 pm
Just so you know, the comment about reporting Whistledog to Chucky G was intended to be sarcastic. I have heard many remarks of that type over the years, and I am used to it. Whistledog, I owe you an apology. Therefore, I am sorry. By the way, Chucky G will only be notified if anyone posts anything that is libelous, obscene, scatological, threatening or sexual in nature and is directed toward me.
Sincerely, Andria
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 5:56 pm
Phillip Eno: I have no idea what is in Area 51, but my best guess would be military vehicles, top-secret government installations, or perhaps nothing at all.
Subject: Re: Don't Worry, I Won't Report Anyone Unless They Say Bad Things About Me
Written By: AL-B Mk. III on 11/01/08 at 6:39 pm
Just so you know, the comment about reporting Whistledog to Chucky G was intended to be sarcastic. I have heard many remarks of that type over the years, and I am used to it. Whistledog, I owe you an apology. Therefore, I am sorry. By the way, Chucky G will only be notified if anyone posts anything that is libelous, obscene, scatological, threatening or sexual in nature and is directed toward me.
Sincerely, Andria
OK, fair enough. It's just that whistledog is a good guy and it seemed like you were being rather unfair to him.
Still I wonder, why do you feel like you need to keep reminding us not to be mean to you or put bad stuff in your thread?
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/01/08 at 6:52 pm
^I was wondering the same. You do seem a bit heavy handed in that area, Andria, which is why Al took it seriously, as did I when I read it.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 7:04 pm
Al-B, I seem to be "heavy-handed" in terms of what I don't want posted on my thread because I was essentially victimized by the public-school system, neighbors and ignorant people throughout my life, and I have been subjected to every kind of nasty talk in the book and then some. I will ease up on the heavyhandedness.
Subject: Re: Ask Andria About Almost Anything
Written By: nally on 11/01/08 at 8:07 pm
Hi Andria!
I just happened to click on your profile...and I noticed that you were the same age as me! And your avatar pic looks really nice too. :)
I also am a frequent visitor to Amiright.com, but I'm not a parody author over there. When/how did you discover Amiright?
Jeffrey
Subject: Re: Ask Andria About Almost Anything
Written By: whistledog on 11/01/08 at 8:23 pm
Whistledog, I owe you an apology. Therefore, I am sorry
Not sure I can accept that apology. I was paying you a compliment and you made it seem like I was some kind of perv. That wasn't cool
By the way, Chucky G will only be notified if anyone posts anything that is libelous, obscene, scatological, threatening or sexual in nature and is directed toward me.
Sincerely, Andria
I question the fact that you automatically think that someone might do that. Not everyone is out to get you. We are a frendly group of people here at inthe00s. Please don't make us out to be something we are not
Subject: Re: Ask Andria About Almost Anything
Written By: ladybug316 on 11/01/08 at 8:34 pm
OK, don't worry about me saying va-va-voom to you at all.
I will pose the question my five year old asked (and is still waiting to be answered):
Who invented socks?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 8:51 pm
About the little misunderstanding here: I was not feeling right in the head (I had just gotten a call from a bill collector telling me that my satellite TV bill was 2 months overdue, was a tad gloomy due to the rainy, dreary weather and I had taken some NoDoz tablets, so therefore, I was down in the dumps and also suffering from a gigantic caffeine buzz simultaneously, which can best be described as an uneasy feeling when both are combined), and I shot my mouth off when I shouldn't have. I will keep myself in control so that I do not go the way of Linda Terhune, George Hamilton IV, Poomaster, Proud American and Dr Music, and all of InThe00s' viewers will still be able to enjoy my posts and AmIRight viewers will still get to enjoy my parodies and comments. Thinking back on my comment about a response to my avatar picture's appearance, what I did clearly wasn't cool, and I will work to do what's right from now on.
Jeffrey: I discovered AmIRight in August 2007 when I got an e-mail from a friend that was an AmIRight parody of "Return to Sender" by Elvis Presley (I don't remember the author's name) and was rewritten to the subject of the unloved "Mailer Daemon" e-mails that one gets when they send a message to a nonvalid or incorrect address. I made some wisecracks about telling people about JFK's real fate (which no one really knows but thinks they know many different conspiracy theories or the official story) if they would give me "Daemon's" e-mail and/or postal address, and a man named Darrell Wilhelm, who is another AiR parodist but not an InThe00s member as far as I know, told me that Mailer Daemon is some sort of software used by e-mail providers (My provider, Gmail, does not use it.) and that "he" (actually "it") was not a person and thus did not have an address. I wrote five parodies between then and late last month, and none of them were really all that great, with most of the comments coming from a prolific, longtime AmIRight author known as Airfarcewon or AFW who seems to admire me. Therefore, I will stick to InThe00s.com and commenting and voting on parodies on AmIRight . By the way, I get frequent comments on my appearance, my hairstyle (I am a natural redhead with naturally curly, very long hair), and my personality. (I am described by those who know me well as being sweet, funny, talented, and more intelligent than I come across as.)
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/01/08 at 8:56 pm
I really don't know who invented socks, but I am guessing that they were invented in either Roman or medieval times by a European and that they were originally made of either leather, a primitive type of cloth or some sort of animal intestine along the lines of what sausages used to be wrapped in. If my answer is not good enough, Wikipedia might have the answer to your five-year-old's question.
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/02/08 at 2:40 am
By the way, I get frequent comments on my appearance, my hairstyle (I am a natural redhead with naturally curly, very long hair), and my personality. (I am described by those who know me well as being sweet, funny, talented, and more intelligent than I come across as.) Unfortunately for you and some other people, I am already spoken for.
Oh, please. ::) ::) ::)
I was all ready to accept your explanation about your reaction to whistledog's comment and move on and then you pull this crap. All nally did was just try to be friendly and break the ice and you had to just assume that he was trying to hit on you and then you're like "Oh, I'm so hot and perfect and it sucks to be you because you can't have me."
And that also made me realize that your apology to whistledog was completely phony and that the only reason you did so was because everyone called you on it, and you had to try and backpedal and pull that lame "Well, golly gee, I was just joking" excuse.
You know what? GET OVER YOURSELF. YOU'RE NOT ALL THAT.
Maybe a lot of you might think I'm going too far with this but it already seems obvious to me that this "Andria" is arrogant and condescending and is going to cause nothing but trouble in here.
Do you all really want another Dude or Dorko in here? Then keep posting in her threads. Otherwise, heed this advice:
http://i149.photobucket.com/albums/s78/AL-B_photos/Do-not-feed-the-troll.png
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/02/08 at 3:31 pm
^ DITTO
Really, though, we should just not do anything to rile her Al, lest she turn her back on us. She obviously is someone we must all love, someone to whose perfection we all must aspire. How has this board managed to function without her charms? ::)
Subject: Re: Ask Andria About Almost Anything
Written By: nally on 11/02/08 at 7:39 pm
Jeffrey: I discovered AmIRight in August 2007 when I got an e-mail from a friend that was an AmIRight parody of "Return to Sender" by Elvis Presley (I don't remember the author's name) and was rewritten to the subject of the unloved "Mailer Daemon" e-mails that one gets when they send a message to a nonvalid or incorrect address. I made some wisecracks about telling people about JFK's real fate (which no one really knows but thinks they know many different conspiracy theories or the official {Lee Harvey Oswald} story) if they would give me "Daemon's" e-mail and/or postal address, and a man named Darrell Wilhelm, who is another AiR parodist but not an InThe00s member as far as I know, told me that Mailer Daemon is some sort of software used by e-mail providers (My provider, Gmail, does not use it.) and that "he" (actually "it") was not a person and thus did not have an address. I wrote five parodies between then and late last month, and none of them were really all that great, with most of the comments coming from a prolific, longtime AmIRight author known as Airfarcewon or AFW who seems to admire me. Therefore, I will stick to InThe00s.com and commenting and voting on parodies on AmIRight . By the way, I get frequent comments on my appearance, my hairstyle (I am a natural redhead with naturally curly, very long hair), and my personality. (I am described by those who know me well as being sweet, funny, talented, and more intelligent than I come across as.)
Very interesting story. :) FTR, I discovered the site in April 2000, after Google-searching some song lyrics, and came across a site for "misheard lyrics." So I clicked on that, and cracked up laughing at what I saw. So ever since then, I've been making regular visits to Amiright, and have even submitted a few misheard lyric entries myself. And for the past couple years, I have been an editor on the site.
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/02/08 at 9:31 pm
Oh, please. ::) ::) ::)
I was all ready to accept your explanation about your reaction to whistledog's comment and move on and then you pull this crap. All nally did was just try to be friendly and break the ice and you had to just assume that he was trying to hit on you and then you're like "Oh, I'm so hot and perfect and it sucks to be you because you can't have me."
And that also made me realize that your apology to whistledog was completely phony and that the only reason you did so was because everyone called you on it, and you had to try and backpedal and pull that lame "Well, golly gee, I was just joking" excuse.
You know what? GET OVER YOURSELF. YOU'RE NOT ALL THAT.
Maybe a lot of you might think I'm going too far with this but it already seems obvious to me that this "Andria" is arrogant and condescending and is going to cause nothing but trouble in here.
Do you all really want another Dude or Dorko in here? Then keep posting in her threads. Otherwise, heed this advice:
http://i149.photobucket.com/albums/s78/AL-B_photos/Do-not-feed-the-troll.png
Good spot Al... I got lost in all that JFK & Mailer Deamon crap and had to stop reading.
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/03/08 at 12:08 am
Good spot Al... I got lost in all that JFK & Mailer Deamon crap and had to stop reading.
Yeah, it's funny how she came back and edited her post tonight so she could conveniently delete the "Unfortunately for you and some other people, I'm already spoken for" line, as if we'd all be fooled or something.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/03/08 at 12:13 am
Actually, I deleted that line in case anyone would be offended by that. It had nothing to do whatsoever with fooling anybody. This topic is now officially locked and will remain so indefinitely. Thank you, and good day.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/03/08 at 6:26 pm
This thread is now officially back in service, and I have something to say: I am genuinely sorry for the problems that I may have caused, and I had a nice talk with one of the moderators about what to do instead of snitching and threatening people with Chucky G. From now on, I will take compliments as they are meant to be taken, and I will tolerate people giving me a hard time because another member on another thread told me that "veteran" members often like to give newbies a hard time.
Sincerely, Andria :)
Subject: Re: Ask Andria About Almost Anything
Written By: karen on 11/03/08 at 6:46 pm
Moving on then
Somewhere you mentioned that you'd posted a few parodies on AmIRight. Can you post a link to them?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/03/08 at 7:03 pm
Karen, I'm sorry to say, those parodies that I mentioned weren't really any good, with awful pacing, subjects that weren't really what one would call funny and long, rambling preludes, so I would not recommend looking them up. For that reason, I will not post a link. Thanks for asking, though. :)
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/03/08 at 8:59 pm
OK, don't worry about me saying va-va-voom to you at all.
I will pose the question my five year old asked (and is still waiting to be answered):
Who invented socks?
Because I love your kid (she cracks me up) I found this for you Sock History
hope it helps.
Subject: Re: Ask Andria About Almost Anything
Written By: quirky_cat_girl on 11/03/08 at 9:03 pm
Has anyone ever told you that you resemble the 80's singer Tiffany?
Subject: Re: Ask Andria About Almost Anything
Written By: Davester on 11/03/08 at 9:12 pm
Has anyone ever told you that you resemble the 80's singer Tiffany?
She looks a little like Ash in that pic...
Subject: Re: Ask Andria About Almost Anything
Written By: whistledog on 11/03/08 at 9:35 pm
She looks a little like Ash in that pic...
I had thought that same thing
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/03/08 at 9:42 pm
Has anyone ever told you that you resemble the 80's singer Tiffany?
Yes, many times. I first heard it shortly after I graduated from high school and I met up with a guy who was into one-hit wonder music performers at a garage sale. I was looking for K-Tel, Columbia House and Ronco compilation LP records (I don't know why, but I love those things and listen to them regularly), and he was looking for anything 1980s. He failed to find anything that I liked, and so did I, but I sold him a copy of Foreigner's "4" album on LP that was still sealed and was autographed by Lou Gramm for $25, and he told me that I looked like Tiffany (best known for her awful cover of the 1960s oldies song "I Think We're Alone Now", by Tommy James and the Shondells). I vaguely remembered seeing pictures of her in magazines and hearing her music from my childhood, and I smiled and said "thank you". Great question, Quirk! http://www.inthe00s.com/smile/09/singer.gif http://www.inthe00s.com/smile/13/icon_farao.gif
Subject: Re: Ask Andria About Almost Anything
Written By: La Roche on 11/08/08 at 11:46 am
When was jheri curl invented?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/08/08 at 3:10 pm
When was jheri curl invented?
To the best of my knowledge, the Jheri curl was invented between the mid-1960s and early-1970s, and I know for a fact that it was named for Jheri Redding (I think that's the right name), of ethnic hair-care product fame.
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/08/08 at 4:56 pm
What has been the best holiday you have had?
Subject: Re: Ask Andria About Almost Anything
Written By: holicman on 11/08/08 at 6:24 pm
Al-B, I seem to be "heavy-handed" in terms of what I don't want posted on my thread because I was essentially victimized by the public-school system, neighbors and ignorant people throughout my life, and I have been subjected to every kind of nasty talk in the book and then some. I will ease up on the heavyhandedness.
Thats fair enough andria, but look at it this way, you are on the internet.......there is no physical or face to face interaction on the net, so there is no need to be so edgy..... IF you feel that someone is harrassing you, simply report them like you have been doing or just ignore them.
Welcome to the forum btw and I hope that you enjoy your stay here.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/08/08 at 7:27 pm
What has been the best holiday you have had?
Philip, the best holiday that I have had, in the American sense of the word, was the Fourth of July in 2005. Aside from drinking myself nearly to the point of having to get my stomach pumped, I also drilled holes in a large watermelon, inserted several M-80s (American firecrackers that are roughly equal to a quarter stick of dynamite), connected the fuses, lit them, and everyone standing nearby, as well as myself, were splattered with hot, wet melon fragments. I had lots of fun, and I was lucky enough to get a ride home because otherwise, I would have had to have driven my 1985 AMC Eagle 4-wheel-drive station wagon (basically a low-buck Yankee version of a Subaru, with lots of Jeep components, I no longer have it) while intoxicated, thus risking jail and/or the loss of my driver's license. :)
As for the British version of a holiday, meaning a vacation in US terminology, my favorite was when I went to Las Vegas with my best friend and we got deathly ill to our stomachs from tainted all-you-can-eat buffets, lost more money than we wagered at roulette, blackjack, poker, keno and slots, got our rental car stolen, witnessed a police-involved gunfight in the parking lot of Caesar's Palace, got lost more times than we could count and experienced severe turbulence coming to and from Vegas, but we still had fun none the less. :)
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/09/08 at 6:27 am
^ So your idea of a good time involves serious gastric discomfort? What is your idea of a bad time?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/09/08 at 3:47 pm
^ So your idea of a good time involves serious gastric discomfort? What is your idea of a bad time?
Danoota&Me, my idea of a bad time involves anything that involves being held hostage, being chased with a running chain saw or any other type of weapon, being robbed and anything involving non-consensual sexual activity. As for my idea of a good time, the gastric discomfort is a consequence of drinking too much alcohol and of eating tainted food, at least in the two cases that I described, and my idea of a good time is more like drinking alcohol, lighting off fireworks, gambling and generally acting like a Darwin Awards contender. Perhaps I might win a Darwin Award someday. ;D
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/09/08 at 4:49 pm
Philip, the best holiday that I have had, in the American sense of the word, was the Fourth of July in 2005. Aside from drinking myself nearly to the point of having to get my stomach pumped, I also drilled holes in a large watermelon, inserted several M-80s (American firecrackers that are roughly equal to a quarter stick of dynamite), connected the fuses, lit them, and everyone standing nearby, as well as myself, were splattered with hot, wet melon fragments. I had lots of fun, and I was lucky enough to get a ride home because otherwise, I would have had to have driven my 1985 AMC Eagle 4-wheel-drive station wagon (basically a low-buck Yankee version of a Subaru, with lots of Jeep components, I no longer have it) while intoxicated, thus risking jail and/or the loss of my driver's license. :)
As for the British version of a holiday, meaning a vacation in US terminology, my favorite was when I went to Las Vegas with my best friend and we got deathly ill to our stomachs from tainted all-you-can-eat buffets, lost more money than we wagered at roulette, blackjack, poker, keno and slots, got our rental car stolen, witnessed a police-involved gunfight in the parking lot of Caesar's Palace, got lost more times than we could count and experienced severe turbulence coming to and from Vegas, but we still had fun none the less. :)
Sounds like you have a good run for your money?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/09/08 at 6:05 pm
Sounds like you have a good run for your money?
Philip, I assume that your comment that I quoted was a joke about diarrhea and gambling, but I'm not sure, so please clarify it for me. ???
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/10/08 at 5:52 am
Philip, I assume that your comment that I quoted was a joke about diarrhea and gambling, but I'm not sure, so please clarify it for me. ???
run = runs, as in diarrhea
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/10/08 at 6:03 am
Sounds like you have a good run for your money?
;D
Subject: Re: Ask Andria About Almost Anything
Written By: Step-chan on 11/10/08 at 11:29 pm
Karen, I'm sorry to say, those parodies that I mentioned weren't really any good, with awful pacing, subjects that weren't really what one would call funny and long, rambling preludes, so I would not recommend looking them up. For that reason, I will not post a link. Thanks for asking, though. :)
A good portion of the parodies I write and submit(I go by my real name on amiright) are things that only anime fans and gamers would get(I have wrote some more general themed parodies though).
:D :D :D :D :D
It's been a slow for me lately(due to problems I'm having, it's slowing me down in writing parodies).
And now a question....
How many parodies did you write?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 12:08 am
A good portion of the parodies I write and submit(I go by my real name on amiright) are things that only anime fans and gamers would get(I have wrote some more general themed parodies though).
:D :D :D :D :D
It's been a slow for me lately(due to problems I'm having, it's slowing me down in writing parodies).
And now a question....
How many parodies did you write?
I really cannot remember the exact number, but I will say less than 10.
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/11/08 at 1:26 am
Where's the weirdest place you've gotten the urge to make whoopee?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 1:50 am
Where's the weirdest place you've gotten the urge to make whoopee?
Good question, Al. The weirdest place was actually at a place outside of Eugene, Oregon that sells used building materials, appliances, light fixtures, bathtubs, gasoline-powered lawn and garden equipment and just about anything else conceivable, including a stripped Sea Ray cabin cruiser. My boyfriend at the time and I were taking pictures of a row of decommissioned street lights that bore an uncanny resemblance to what a creature from outer space might look like inside a Quonset hut, and something inside me made me horny. I asked Caleb (that was his name) to come to his car (a dilapidated green 1979 Chrysler Town & Country station wagon, replete with badly weathered fake wood paneling), and we did our thing in the back while covered up with a sheet of Dupont Tyvek house wrap.
Subject: Re: Ask Andria About Almost Anything
Written By: Dagwood on 11/11/08 at 7:28 am
Where's the weirdest place you've gotten the urge to make whoopee?
Whoopee? Someone been watching the Newlywed Game? ;D
Subject: Re: Ask Andria About Almost Anything
Written By: karen on 11/11/08 at 3:34 pm
clergyman says church has vanished
What's your theory about where it has gone?
Subject: Re: Ask Andria About Almost Anything
Written By: Step-chan on 11/11/08 at 5:19 pm
I really cannot remember the exact number, but I will say less than 10.
I think it takes 10 to get a page(I'm at 123), but I haven't checked to see if it's still the same lately.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 5:32 pm
clergyman says church has vanished
What's your theory about where it has gone?
Well, Karen, I looked at the article, and I deduced that the church must have been dismantled by some stupid oaf who needed building materials and was dumb enough to steal them yet smart enough to know how to take a building apart. :)
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/11/08 at 5:40 pm
Why do you give feel it necessary to tell us stories about foolish things you and your friends do, and give description of the vehicles you use?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 5:51 pm
Why do you give feel it necessary to tell us stories about foolish things you and your friends do, and give description of the vehicles you use?
Because I think that people would find the exploits of my friends and family to be amusing, and because I am very descriptive when I write things, or so my high-school English teacher said. ???
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/11/08 at 5:53 pm
Because I think that people would find the exploits of my friends and family to be amusing, and because I am very descriptive when I write things, or so my high-school English teacher said. ???
Well, they do strike a chord ::)
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/11/08 at 7:14 pm
Hey, how much do you know about Chevrolet small-block V-8's?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 7:32 pm
Hey, how much do you know about Chevrolet small-block V-8's?
Al, I know more about Chevrolet small-block V-8s than one would think.
The Chevrolet small-block V-8 was originally introduced in 1955 in 265ci displacement. Although it was also placed into passenger cars and pickup trucks, it is best known (at least to some people) as the saving grace of the Corvette. It was enlarged to 283ci in 1957, to 327ci in 1962 and to 350ci sometime in the early 1970s. 262ci, 307ci, and 400ci displacements were also offered over the years, and what (at least in my significant other's eyes) is the small-block's greatest incarnation happens to be the 427ci LS-series engine in late-model Corvettes. I know all of this because my significant other works at an auto-repair garage and I have essentially absorbed much of his knowledge in the 4 1/2 years that I have known him. :)
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/11/08 at 7:45 pm
Al, I know more about Chevrolet small-block V-8s than one would think.
Yeah, but...you don't know as much as me!!! :o :o :o
A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.
Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.
From 1955-74, the small-block engine was known as the "Turbo-Fire V8".
Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.
The small-block was on the Ward's 10 Best Engines of the 20th Century list.
Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.
Major Versions
Generation 1
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.
* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design.
* 1956 - Oil filtration was introduced, using a sock style filter in a canister.
* 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
* 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
* 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
* 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
* 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.
SB2 and SB2.2
(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.
Generation II
LT1 from a 1993 Chevrolet Camaro Z28
See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.
Generation III / IV
LS1 from a 1998 Chevrolet Camaro Z28
See the GM LS engine page for more information on the current family of General Motors small-block V8s.
Early Small Blocks
The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.
265
The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.
Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.
The 1956 Corvette introduced three versions of this engine - 210 hp (157 kW), 225 hp (168 kW) with twin 4-barrel carbs, and 240 hp (179 kW) with a high-lift cam.
* 1955, 1956 Chevrolet Corvette
* 1955 Chevrolet, 165 hp (123 kW) (2-barrel) and 195 hp (145 kW) (4-barrel)
283
The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.
The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.
* 1957-1962 Chevrolet Corvette
302
Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.
307
A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.
327
The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.
400
A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.
Later Small Blocks
This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.
262
The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.
This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).
This engine was used in the following cars:
* 1975-1976 Chevrolet Monza
* 1975 Chevrolet Nova
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
305
The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
The 305 was used in the following cars:
* 1977-1993 Chevrolet Caprice (includes Impala)
* 1977-1986 Pontiac Parisienne
* 1976-1979 Chevrolet Monza
* 1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976-1992 Chevrolet Camaro
* 1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978-1992 Pontiac Firebird
* 1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
* 1991-1992 Oldsmobile Custom Cruiser
* 1981-1987 Pontiac Grand Prix
* 1975-1979 Buick Skylark
* 1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991-1992 Cadillac Brougham
LG3
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
LG4
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
L69
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
LE9
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 53 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
L03
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.
LB9
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
350
Not to be confused with Buick V8 engine, Oldsmobile V8 engine, or Pontiac V8 engine.
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.
First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.
The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.
ZQ3
Years: 1969, 1970, 1972-1975
The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.
The 1969 ZQ3 produced 200 hp (149 kW) and 300 lb·ft (407 N·m) with 8.5:1 compression, dropping another 10 hp (7 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 lb·ft (346 N·m).
L46
Years: 1969, 1970
The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.
LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
Years: 1970-1972
The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).
There was also a later small-block engine called the "LT1".
L48
Years: 1967-1980
The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).
The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.
The 1976-1979 L48 was the standard Corvette engine and produced 180 hp (134 kW) and 270 lb·ft (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression.
In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.
In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.
L82
Years: 1973-1980
The 1973-1974 L82 was a "performance" version of the 350 producing 250 hp (186 kW) and 285 lb·ft (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 lb·ft (346 N·m) for 1975. It was the optional engine again in 1976-1977, producing 5 hp (4 kW) more. The 1978 L82 recovered somewhat, producing 220 hp (164 kW) and 260 lb·ft (353 N·m), and then 5 hp (4 kW) and 10 lb·ft (14 N·m) more for 1979. 1980 saw yet another 10 hp (7 kW) and 15 lb·ft (20 N·m).
L81
Years: 1981
The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.
L83
Years: 1982, 1984
The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).
L98
For the new Generation IV V8, see GM L98.
Years: 1985-1992
The new 1985 L98 added tuned-port fuel injection "TPI", which produced 230 hp (172 kW) and 330 lb·ft (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230 hp (172 kW)-250 hp (186 kW) and 330 lb·ft (447 N·m)-350 lb·ft (475 N·m)). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225 hp (168 kW)-245 hp (183 kW) and 330 lb·ft (447 N·m)-345 lb·ft (468 N·m)) 1987 versions had 10 hp (7 kW) and 15 lb·ft (20 N·m) more thanks to 9.5:1 compression. Compression was up again in 1991 to 10:1 but output stayed the same.
LM1
The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.
LM1s were superseded with the LO5 powerplant after 1988.
L05
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:
* 1992/1993 Buick Roadmaster sedan and station wagon
* 1991/1992 Cadillac Brougham (optional engine)
* 1993 Cadillac Fleetwood
* 1992/1993 Chevrolet Caprice Wagon (optional engine)
* 1993 Chevrolet Caprice LTZ
* 1992 Oldsmobile Custom Cruiser Wagon (optional engine)
L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.
In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.
L31
The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final 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 produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/11/08 at 7:53 pm
Al, that is very impressive, but did you get all that info from Wikipedia? ???
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/11/08 at 8:35 pm
Yeah, but...you don't know as much as me!!! :o :o :o
A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.
Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.
From 1955-74, the small-block engine was known as the "Turbo-Fire V8".
Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.
The small-block was on the Ward's 10 Best Engines of the 20th Century list.
Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.
Major Versions
Generation 1
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.
* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design.
* 1956 - Oil filtration was introduced, using a sock style filter in a canister.
* 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
* 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
* 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
* 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
* 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.
SB2 and SB2.2
(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.
Generation II
LT1 from a 1993 Chevrolet Camaro Z28
See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.
Generation III / IV
LS1 from a 1998 Chevrolet Camaro Z28
See the GM LS engine page for more information on the current family of General Motors small-block V8s.
Early Small Blocks
The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.
265
The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.
Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.
The 1956 Corvette introduced three versions of this engine - 210 hp (157 kW), 225 hp (168 kW) with twin 4-barrel carbs, and 240 hp (179 kW) with a high-lift cam.
* 1955, 1956 Chevrolet Corvette
* 1955 Chevrolet, 165 hp (123 kW) (2-barrel) and 195 hp (145 kW) (4-barrel)
283
The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.
The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.
* 1957-1962 Chevrolet Corvette
302
Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.
307
A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.
327
The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.
400
A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.
Later Small Blocks
This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.
262
The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.
This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).
This engine was used in the following cars:
* 1975-1976 Chevrolet Monza
* 1975 Chevrolet Nova
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
305
The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
The 305 was used in the following cars:
* 1977-1993 Chevrolet Caprice (includes Impala)
* 1977-1986 Pontiac Parisienne
* 1976-1979 Chevrolet Monza
* 1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976-1992 Chevrolet Camaro
* 1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978-1992 Pontiac Firebird
* 1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
* 1991-1992 Oldsmobile Custom Cruiser
* 1981-1987 Pontiac Grand Prix
* 1975-1979 Buick Skylark
* 1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991-1992 Cadillac Brougham
LG3
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
LG4
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
L69
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
LE9
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 53 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
L03
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.
LB9
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
350
Not to be confused with Buick V8 engine, Oldsmobile V8 engine, or Pontiac V8 engine.
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.
First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.
The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.
ZQ3
Years: 1969, 1970, 1972-1975
The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.
The 1969 ZQ3 produced 200 hp (149 kW) and 300 lb·ft (407 N·m) with 8.5:1 compression, dropping another 10 hp (7 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 lb·ft (346 N·m).
L46
Years: 1969, 1970
The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.
LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
Years: 1970-1972
The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).
There was also a later small-block engine called the "LT1".
L48
Years: 1967-1980
The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).
The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.
The 1976-1979 L48 was the standard Corvette engine and produced 180 hp (134 kW) and 270 lb·ft (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression.
In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.
In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.
L82
Years: 1973-1980
The 1973-1974 L82 was a "performance" version of the 350 producing 250 hp (186 kW) and 285 lb·ft (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 lb·ft (346 N·m) for 1975. It was the optional engine again in 1976-1977, producing 5 hp (4 kW) more. The 1978 L82 recovered somewhat, producing 220 hp (164 kW) and 260 lb·ft (353 N·m), and then 5 hp (4 kW) and 10 lb·ft (14 N·m) more for 1979. 1980 saw yet another 10 hp (7 kW) and 15 lb·ft (20 N·m).
L81
Years: 1981
The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.
L83
Years: 1982, 1984
The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).
L98
For the new Generation IV V8, see GM L98.
Years: 1985-1992
The new 1985 L98 added tuned-port fuel injection "TPI", which produced 230 hp (172 kW) and 330 lb·ft (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230 hp (172 kW)-250 hp (186 kW) and 330 lb·ft (447 N·m)-350 lb·ft (475 N·m)). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225 hp (168 kW)-245 hp (183 kW) and 330 lb·ft (447 N·m)-345 lb·ft (468 N·m)) 1987 versions had 10 hp (7 kW) and 15 lb·ft (20 N·m) more thanks to 9.5:1 compression. Compression was up again in 1991 to 10:1 but output stayed the same.
LM1
The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.
LM1s were superseded with the LO5 powerplant after 1988.
L05
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:
* 1992/1993 Buick Roadmaster sedan and station wagon
* 1991/1992 Cadillac Brougham (optional engine)
* 1993 Cadillac Fleetwood
* 1992/1993 Chevrolet Caprice Wagon (optional engine)
* 1993 Chevrolet Caprice LTZ
* 1992 Oldsmobile Custom Cruiser Wagon (optional engine)
L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.
In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.
L31
The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final 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 produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.
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Subject: Re: Ask Andria About Almost Anything
Written By: Rice_Cube on 11/11/08 at 9:45 pm
Yeah, but...you don't know as much as me!!! :o :o :o
A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.
Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.
From 1955-74, the small-block engine was known as the "Turbo-Fire V8".
Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.
The small-block was on the Ward's 10 Best Engines of the 20th Century list.
Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.
Major Versions
Generation 1
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.
* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design.
* 1956 - Oil filtration was introduced, using a sock style filter in a canister.
* 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
* 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
* 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
* 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
* 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.
SB2 and SB2.2
(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.
Generation II
LT1 from a 1993 Chevrolet Camaro Z28
See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.
Generation III / IV
LS1 from a 1998 Chevrolet Camaro Z28
See the GM LS engine page for more information on the current family of General Motors small-block V8s.
Early Small Blocks
The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.
265
The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.
Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.
The 1956 Corvette introduced three versions of this engine - 210 hp (157 kW), 225 hp (168 kW) with twin 4-barrel carbs, and 240 hp (179 kW) with a high-lift cam.
* 1955, 1956 Chevrolet Corvette
* 1955 Chevrolet, 165 hp (123 kW) (2-barrel) and 195 hp (145 kW) (4-barrel)
283
The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.
The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.
* 1957-1962 Chevrolet Corvette
302
Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.
307
A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.
327
The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.
400
A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.
Later Small Blocks
This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.
262
The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.
This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).
This engine was used in the following cars:
* 1975-1976 Chevrolet Monza
* 1975 Chevrolet Nova
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
305
The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
The 305 was used in the following cars:
* 1977-1993 Chevrolet Caprice (includes Impala)
* 1977-1986 Pontiac Parisienne
* 1976-1979 Chevrolet Monza
* 1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976-1992 Chevrolet Camaro
* 1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978-1992 Pontiac Firebird
* 1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
* 1991-1992 Oldsmobile Custom Cruiser
* 1981-1987 Pontiac Grand Prix
* 1975-1979 Buick Skylark
* 1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991-1992 Cadillac Brougham
LG3
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
LG4
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
L69
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
LE9
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 53 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
L03
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.
LB9
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
350
Not to be confused with Buick V8 engine, Oldsmobile V8 engine, or Pontiac V8 engine.
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.
First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.
The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.
ZQ3
Years: 1969, 1970, 1972-1975
The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.
The 1969 ZQ3 produced 200 hp (149 kW) and 300 lb·ft (407 N·m) with 8.5:1 compression, dropping another 10 hp (7 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 lb·ft (346 N·m).
L46
Years: 1969, 1970
The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.
LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
Years: 1970-1972
The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).
There was also a later small-block engine called the "LT1".
L48
Years: 1967-1980
The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).
The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.
The 1976-1979 L48 was the standard Corvette engine and produced 180 hp (134 kW) and 270 lb·ft (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression.
In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.
In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.
L82
Years: 1973-1980
The 1973-1974 L82 was a "performance" version of the 350 producing 250 hp (186 kW) and 285 lb·ft (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 lb·ft (346 N·m) for 1975. It was the optional engine again in 1976-1977, producing 5 hp (4 kW) more. The 1978 L82 recovered somewhat, producing 220 hp (164 kW) and 260 lb·ft (353 N·m), and then 5 hp (4 kW) and 10 lb·ft (14 N·m) more for 1979. 1980 saw yet another 10 hp (7 kW) and 15 lb·ft (20 N·m).
L81
Years: 1981
The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.
L83
Years: 1982, 1984
The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).
L98
For the new Generation IV V8, see GM L98.
Years: 1985-1992
The new 1985 L98 added tuned-port fuel injection "TPI", which produced 230 hp (172 kW) and 330 lb·ft (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230 hp (172 kW)-250 hp (186 kW) and 330 lb·ft (447 N·m)-350 lb·ft (475 N·m)). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225 hp (168 kW)-245 hp (183 kW) and 330 lb·ft (447 N·m)-345 lb·ft (468 N·m)) 1987 versions had 10 hp (7 kW) and 15 lb·ft (20 N·m) more thanks to 9.5:1 compression. Compression was up again in 1991 to 10:1 but output stayed the same.
LM1
The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.
LM1s were superseded with the LO5 powerplant after 1988.
L05
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:
* 1992/1993 Buick Roadmaster sedan and station wagon
* 1991/1992 Cadillac Brougham (optional engine)
* 1993 Cadillac Fleetwood
* 1992/1993 Chevrolet Caprice Wagon (optional engine)
* 1993 Chevrolet Caprice LTZ
* 1992 Oldsmobile Custom Cruiser Wagon (optional engine)
L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.
In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.
L31
The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final 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 produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.
Wow, I never thought I'd be able to learn so much about Chevys from Al-B.
Subject: Re: Ask Andria About Almost Anything
Written By: Davester on 11/11/08 at 10:37 pm
Yeah, but...you don't know as much as me!!! :o :o :o
A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.
Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.
From 1955-74, the small-block engine was known as the "Turbo-Fire V8".
Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.
The small-block was on the Ward's 10 Best Engines of the 20th Century list.
Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.
Major Versions
Generation 1
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.
* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design.
* 1956 - Oil filtration was introduced, using a sock style filter in a canister.
* 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
* 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
* 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
* 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
* 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.
SB2 and SB2.2
(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.
Generation II
LT1 from a 1993 Chevrolet Camaro Z28
See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.
Generation III / IV
LS1 from a 1998 Chevrolet Camaro Z28
See the GM LS engine page for more information on the current family of General Motors small-block V8s.
Early Small Blocks
The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.
265
The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.
Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.
The 1956 Corvette introduced three versions of this engine - 210 hp (157 kW), 225 hp (168 kW) with twin 4-barrel carbs, and 240 hp (179 kW) with a high-lift cam.
* 1955, 1956 Chevrolet Corvette
* 1955 Chevrolet, 165 hp (123 kW) (2-barrel) and 195 hp (145 kW) (4-barrel)
283
The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.
The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.
* 1957-1962 Chevrolet Corvette
302
Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.
307
A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.
327
The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.
400
A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.
Later Small Blocks
This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.
262
The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.
This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).
This engine was used in the following cars:
* 1975-1976 Chevrolet Monza
* 1975 Chevrolet Nova
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
305
The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
The 305 was used in the following cars:
* 1977-1993 Chevrolet Caprice (includes Impala)
* 1977-1986 Pontiac Parisienne
* 1976-1979 Chevrolet Monza
* 1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976-1992 Chevrolet Camaro
* 1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978-1992 Pontiac Firebird
* 1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
* 1991-1992 Oldsmobile Custom Cruiser
* 1981-1987 Pontiac Grand Prix
* 1975-1979 Buick Skylark
* 1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991-1992 Cadillac Brougham
LG3
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
LG4
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
L69
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
LE9
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 53 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
L03
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.
LB9
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
350
Not to be confused with Buick V8 engine, Oldsmobile V8 engine, or Pontiac V8 engine.
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.
First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.
The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.
ZQ3
Years: 1969, 1970, 1972-1975
The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.
The 1969 ZQ3 produced 200 hp (149 kW) and 300 lb·ft (407 N·m) with 8.5:1 compression, dropping another 10 hp (7 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 lb·ft (346 N·m).
L46
Years: 1969, 1970
The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.
LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
Years: 1970-1972
The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).
There was also a later small-block engine called the "LT1".
L48
Years: 1967-1980
The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).
The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.
The 1976-1979 L48 was the standard Corvette engine and produced 180 hp (134 kW) and 270 lb·ft (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression.
In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.
In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.
L82
Years: 1973-1980
The 1973-1974 L82 was a "performance" version of the 350 producing 250 hp (186 kW) and 285 lb·ft (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 lb·ft (346 N·m) for 1975. It was the optional engine again in 1976-1977, producing 5 hp (4 kW) more. The 1978 L82 recovered somewhat, producing 220 hp (164 kW) and 260 lb·ft (353 N·m), and then 5 hp (4 kW) and 10 lb·ft (14 N·m) more for 1979. 1980 saw yet another 10 hp (7 kW) and 15 lb·ft (20 N·m).
L81
Years: 1981
The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.
L83
Years: 1982, 1984
The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).
L98
For the new Generation IV V8, see GM L98.
Years: 1985-1992
The new 1985 L98 added tuned-port fuel injection "TPI", which produced 230 hp (172 kW) and 330 lb·ft (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230 hp (172 kW)-250 hp (186 kW) and 330 lb·ft (447 N·m)-350 lb·ft (475 N·m)). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225 hp (168 kW)-245 hp (183 kW) and 330 lb·ft (447 N·m)-345 lb·ft (468 N·m)) 1987 versions had 10 hp (7 kW) and 15 lb·ft (20 N·m) more thanks to 9.5:1 compression. Compression was up again in 1991 to 10:1 but output stayed the same.
LM1
The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.
LM1s were superseded with the LO5 powerplant after 1988.
L05
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:
* 1992/1993 Buick Roadmaster sedan and station wagon
* 1991/1992 Cadillac Brougham (optional engine)
* 1993 Cadillac Fleetwood
* 1992/1993 Chevrolet Caprice Wagon (optional engine)
* 1993 Chevrolet Caprice LTZ
* 1992 Oldsmobile Custom Cruiser Wagon (optional engine)
L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.
In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.
L31
The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final 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 produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.
That just about covers it...
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/12/08 at 12:55 am
Yeah, but...you don't know as much as me!!! :o :o :o
A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.
Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.
From 1955-74, the small-block engine was known as the "Turbo-Fire V8".
Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.
The small-block was on the Ward's 10 Best Engines of the 20th Century list.
Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.
Major Versions
Generation 1
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.
* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design.
* 1956 - Oil filtration was introduced, using a sock style filter in a canister.
* 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
* 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
* 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
* 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
* 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.
SB2 and SB2.2
(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.
Generation II
LT1 from a 1993 Chevrolet Camaro Z28
See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.
Generation III / IV
LS1 from a 1998 Chevrolet Camaro Z28
See the GM LS engine page for more information on the current family of General Motors small-block V8s.
Early Small Blocks
The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.
265
The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.
Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.
The 1956 Corvette introduced three versions of this engine - 210 hp (157 kW), 225 hp (168 kW) with twin 4-barrel carbs, and 240 hp (179 kW) with a high-lift cam.
* 1955, 1956 Chevrolet Corvette
* 1955 Chevrolet, 165 hp (123 kW) (2-barrel) and 195 hp (145 kW) (4-barrel)
283
The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.
The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.
* 1957-1962 Chevrolet Corvette
302
Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.
307
A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.
327
The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.
400
A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.
Later Small Blocks
This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.
262
The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.
This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).
This engine was used in the following cars:
* 1975-1976 Chevrolet Monza
* 1975 Chevrolet Nova
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
305
The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
The 305 was used in the following cars:
* 1977-1993 Chevrolet Caprice (includes Impala)
* 1977-1986 Pontiac Parisienne
* 1976-1979 Chevrolet Monza
* 1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976-1992 Chevrolet Camaro
* 1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978-1992 Pontiac Firebird
* 1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
* 1991-1992 Oldsmobile Custom Cruiser
* 1981-1987 Pontiac Grand Prix
* 1975-1979 Buick Skylark
* 1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991-1992 Cadillac Brougham
LG3
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
LG4
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
L69
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
LE9
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 53 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
L03
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.
LB9
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
350
Not to be confused with Buick V8 engine, Oldsmobile V8 engine, or Pontiac V8 engine.
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.
First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.
The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.
ZQ3
Years: 1969, 1970, 1972-1975
The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.
The 1969 ZQ3 produced 200 hp (149 kW) and 300 lb·ft (407 N·m) with 8.5:1 compression, dropping another 10 hp (7 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 lb·ft (346 N·m).
L46
Years: 1969, 1970
The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.
LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
Years: 1970-1972
The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).
There was also a later small-block engine called the "LT1".
L48
Years: 1967-1980
The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).
The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.
The 1976-1979 L48 was the standard Corvette engine and produced 180 hp (134 kW) and 270 lb·ft (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression.
In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.
In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.
L82
Years: 1973-1980
The 1973-1974 L82 was a "performance" version of the 350 producing 250 hp (186 kW) and 285 lb·ft (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 lb·ft (346 N·m) for 1975. It was the optional engine again in 1976-1977, producing 5 hp (4 kW) more. The 1978 L82 recovered somewhat, producing 220 hp (164 kW) and 260 lb·ft (353 N·m), and then 5 hp (4 kW) and 10 lb·ft (14 N·m) more for 1979. 1980 saw yet another 10 hp (7 kW) and 15 lb·ft (20 N·m).
L81
Years: 1981
The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.
L83
Years: 1982, 1984
The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).
L98
For the new Generation IV V8, see GM L98.
Years: 1985-1992
The new 1985 L98 added tuned-port fuel injection "TPI", which produced 230 hp (172 kW) and 330 lb·ft (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230 hp (172 kW)-250 hp (186 kW) and 330 lb·ft (447 N·m)-350 lb·ft (475 N·m)). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225 hp (168 kW)-245 hp (183 kW) and 330 lb·ft (447 N·m)-345 lb·ft (468 N·m)) 1987 versions had 10 hp (7 kW) and 15 lb·ft (20 N·m) more thanks to 9.5:1 compression. Compression was up again in 1991 to 10:1 but output stayed the same.
LM1
The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.
LM1s were superseded with the LO5 powerplant after 1988.
L05
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:
* 1992/1993 Buick Roadmaster sedan and station wagon
* 1991/1992 Cadillac Brougham (optional engine)
* 1993 Cadillac Fleetwood
* 1992/1993 Chevrolet Caprice Wagon (optional engine)
* 1993 Chevrolet Caprice LTZ
* 1992 Oldsmobile Custom Cruiser Wagon (optional engine)
L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.
In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.
L31
The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final 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 produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.
YOU ARE MY HERO!
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 1:03 am
But Snozberries, this is my thread, so please don't tell Al-B that he is your hero on MY thread. I don't want to have to lock this one again, and I'm sure many other people feel the same way. ;)
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/12/08 at 1:04 am
it's your right to lock your thread just like it is my right to respond to a comment as long as the thread is unlocked.
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 1:30 am
AL-B IS MY F**KING HERO!!!!!!!!!!!!!!!!!!!!!
That is all.
Subject: Re: Ask Andria About Almost Anything
Written By: Rice_Cube on 11/12/08 at 1:31 am
I love Al-B. He needs a statue or something.
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/12/08 at 1:33 am
AL-B IS MY F**KING HERO!!!!!!!!!!!!!!!!!!!!!
That is all.
Careful Jessica she might like this thread and then we'll have no place to worship Al-B
I love Al-B. He needs a statue or something.
Sure enough.... get it ;) Al B Sure :D okay it was lame
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 1:35 am
Careful Jessica she might like this thread and then we'll have no place to worship Al-B
Oh god, I'll be (Al-B?) so sad if she does.
Ooh, this gives me an idea.
Subject: Re: Ask Andria About Almost Anything
Written By: snozberries on 11/12/08 at 1:36 am
Oh god, I'll be (Al-B?) so sad if she does.
Ooh, this gives me an idea.
waiting with bated breath!
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 1:38 am
waiting with bated breath!
Done. Check the PPP. ;)
AL-B!!!!
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 1:45 am
When did the Elizabethans start wearing the ruff?
Subject: Re: Ask Andria About Almost Anything
Written By: Rice_Cube on 11/12/08 at 1:50 am
http://englishhistory.net/tudor/eliz1-ermine.jpg
I bet she gets great reception.
Subject: Re: Ask Andria About Almost Anything
Written By: Gis on 11/12/08 at 2:56 am
When did the Elizabethans start wearing the ruff?
Are you trying to ask a question that can't be answered by one quick use of wiki? ;D
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 2:59 am
Are you trying to ask a question that can't be answered by one quick use of wiki? ;D
I do not trust wiki these days.
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 5:51 am
I do not trust wiki these days.
But you can trust Al-B, because Al-B is our
F**KING HERO!!!!!!!!
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 6:25 am
But you can trust Al-B, because Al-B is our
F**KING HERO!!!!!!!!
Does Al-B know the answer to my question?
Subject: Re: Ask Andria About Almost Anything
Written By: Gis on 11/12/08 at 6:38 am
Does Al-B know the answer to my question?
Philip he doesn't need too.
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 6:39 am
Philip he doesn't need too.
Do any of your books in your library give any indication to this?
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 6:42 am
Do any of your books in your library give any indication to this?
www.springfield.k12.il.us/schools/springfield/eliz/womensfashion.html
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 6:45 am
www.springfield.k12.il.us/schools/springfield/eliz/womensfashion.html
From above "There was a growth in the ruffle in the 1500's"
Is there a more precise date?
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 6:51 am
www.directcon.net/wander/accessor.htm
RUFFS
Ruffs are the most distinctive item of Elizabethan apparel. They began in the early part of the 16th century, as small ruffles on the neck and wristbands of smocks and shirts, and by the end of the century they had become independent garments of incredible complexity, size, and cost.
Two technological advances led to this: the invention of lace making, and of starch.
At the beginning of Elizabeth’s reign, ruffs were small, generally no more than two inches in depth, and worn as a high, close collar. Later in the century they grew wider and flatter and spread open to a vast fan shaped collar, supported with a framework to stand up in the back.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 12:24 pm
Everybody, if you want to ask Al-B a question, there is the "Dear Al-B" thread on Page 1 of Playful Penguin Place and the "Ask Al About Automobiles" thread on Page 2 or Page 3. If you look closely at the title of this thread, you will notice that you are to ask ME about almost anything, not Al-B or anyone else. As for Wikipedia, I cannot trust it, especially when it comes to current events or politics, and for extremely difficult questions, I recommend consulting the Encyclopedia Britannica's website before asking me. My best guess about Elizabethans wearing ruffs is sometime in the 1500s.
Subject: Re: Ask Andria About Almost Anything
Written By: Philip Eno on 11/12/08 at 12:38 pm
...best guess about Elizabethans wearing ruffs is sometime in the 1500s.
that was my guess too, but I needed a more precise date/year.
Subject: Re: Ask Andria About Almost Anything
Written By: thereshegoes on 11/12/08 at 1:21 pm
Everybody, if you want to ask Al-B a question, there is the "Dear Al-B" thread on Page 1 of Playful Penguin Place and the "Ask Al About Automobiles" thread on Page 2 or Page 3. If you look closely at the title of this thread, you will notice that you are to ask ME about almost anything, not Al-B or anyone else. As for Wikipedia, I cannot trust it, especially when it comes to current events or politics, and for extremely difficult questions, I recommend consulting the Encyclopedia Britannica's website before asking me. My best guess about Elizabethans wearing ruffs is sometime in the 1500s.
Can we ask you about Al-B then? Isn't he the greatest?
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 1:22 pm
Can we ask you about Al-B then? Isn't he the greatest?
*snicker*
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/12/08 at 1:55 pm
http://i149.photobucket.com/albums/s78/AL-B_photos/Va-va-voom-.jpg
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 2:10 pm
http://i149.photobucket.com/albums/s78/AL-B_photos/Va-va-voom-.jpg
Al, that is a funny picture, but if I did that in real life, I would get my ass thrown in jail. :o
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 2:12 pm
Can we ask you about Al-B then? Isn't he the greatest?
All I know about Al-B is that his real name is Alan (or Al for short), that he lives in Kansas City, Missouri, that he seems to be a car enthusiast, that he is a Teamster, and that he has a penchant for off-color humor, which is not a bad thing.
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 2:17 pm
All I know about Al-B is that his real name is Alan (or Al for short), that he lives in St. Louis, that he seems to be a car enthusiast, that he is a Teamster, and that he has a penchant for off-color humor, which is not a bad thing.
WRONG.
FAIL.
Subject: Re: Ask Andria About Almost Anything
Written By: Jessica on 11/12/08 at 2:22 pm
Also, his name isn't Alan. FAIL AGAIN.
http://i123.photobucket.com/albums/o283/Nerdprincess1980/Funny/fail3.jpg
Subject: Re: Ask Andria About Almost Anything
Written By: thereshegoes on 11/12/08 at 2:38 pm
Uh-oh...
Andria, can it be? You don't know half as much as you think you do?
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 3:29 pm
WRONG.
FAIL.
Jessica, I looked at his profile, and it was Kansas City, not St. Louis. I will alter my post that had that bit of false information in it. :)
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 3:31 pm
Jessica, I got that bit of information that you highlighted in that quote from his profile.
Well, see, that explains it. Al-B likes his anonymity and often gives aliases, and wrong directions
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 3:34 pm
Also, his name isn't Alan. FAIL AGAIN.
http://i123.photobucket.com/albums/o283/Nerdprincess1980/Funny/fail3.jpg
Jessica: According to a comment posted by Al-B himself in his "Dear Al-B" thread, he stated that his name was Alan, or Al for short, that his initials were A.L.B., that one of his older brothers began to call him Al B., and he changed it to Al-B because it had a "street" (i.e., rap star-like) sound. If you don't believe me, look at the "Dear Al-B" thread. ???
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 3:36 pm
Jessica: According to a comment posted by Al-B himself in his "Dear Al-B" thread, he stated that his name was Alan, or Al for short, that his initials were A.L.B., that one of his older brothers began to call him Al B., and he changed it to Al-B because it had a "street" (i.e., rap star-like) sound. If you don't believe me, look at the "Dear Al-B" thread. ???
Again:
.... Al-B likes his anonymity and often gives aliases... and wrong directions ;D
Subject: Re: Ask Andria About Almost Anything
Written By: Gis on 11/12/08 at 3:52 pm
Uh-oh...
Andria, can it be? You don't know half as much as you think you do?
*Said in my best Anjelica Huston does Mortitia Adams voice*
'Oh you wicked, wicked girl' ;D
Subject: Re: Ask Andria About Almost Anything
Written By: AL-B Mk. III on 11/12/08 at 4:04 pm
Wow, all these ladies fighting over little old me.
That's HOT. :o :o :o
Subject: Re: Ask Andria About Almost Anything
Written By: danootaandme on 11/12/08 at 4:07 pm
Wow, all these ladies fighting over little old me.
That's HOT. :o :o :o
We love you Al. :-*
Subject: Re: Ask Andria About Almost Anything
Written By: Step-chan on 11/12/08 at 7:44 pm
Al, that is a funny picture, but if I did that in real life, I would get my ass thrown in jail. :o
I wouldn't necessarily say that.
Subject: Re: Ask Andria About Almost Anything
Written By: Andria on 11/12/08 at 7:51 pm
I wouldn't necessarily say that.
Step-chan, you're probably right. I might be killed by the person on the other end of the punch, or I might get a stern warning from a policeman. Other things could happen, but it is highly likely that anyone who slugs another person out because he/she took a compliment wrong would be arrested for assault and battery, assault upon a peace officer or domestic violence (depending on who the person who got slugged out is), and that person would either go to prison or go to a psychiatric hospital, judging from whether or not they have a psychiatric condition or a drug-induced psychosis.
Subject: Re: Ask Andria About Almost Anything
Written By: Step-chan on 11/12/08 at 10:20 pm
^ Right, it just depends. Some guys would have been embarrassed to call the cops for that reason.(Ego reasons) :D