^ ;D

I think the original poster just needs to get laid.

^ ;D

I think the original poster just needs to get laid.


I pity the original poster.

She lacks the ability to fall in love.  :-\\


Having said that, many lonely single women are discovering that they can build inexpensive yet powerful sexual pleasure devices using old, remanufactured automobile engines.

Chevrolet small-block V8's are among the very best. They are cheap, powerful, easy to maintain, and have a reputation for being nearly indestructible.

Here's some more information on the subject:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engines, 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 cubic inches, and with the optional Rochester mechanical fuel injection, it became the first production engine 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 in³ (6.6 L), but none caught on like the 350 in³ (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 carburated, 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 in³ 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.

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 cubic inches 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.
    * 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. 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 troublesome leaky 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 4.3L the year before). The troublesome 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).
    * 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
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
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

Most current GM small-block V8s (the LT and LS series) trace their lineage to the 1955 265 in³ V8 developed for the Corvette. Displacement and power eventually reached 327 in³ and 12 hp (in prototypes) before the Corvette switched to Chevrolet big-block power. But the small-block lived on, settling in at 350 in³ for decades of performance.

265

The 265 in³ (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 (145 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 (2-barrel) and 195 hp (4-barrel)

283

The 283 in³ (4.6 L) V8 was introduced in 1957. It was a version of the 265 in³ (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 (164 kW to 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 in³ (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 in³ (5.0 L) version was produced from 1968 through 1973. Engine bore was 3.875 in (98.4 mm) with a 3.25 stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 ft·lbf (410 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 motor, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 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, 215 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 in³ (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 (186 kW to 280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 ft·lbf (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 ft·lbf (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 for the now dubbed L76 version, and 375 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 ft·lbf (522 N·m) Generation III LS6 in 2001. * L76, 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 in to 2.45 in.

400

A 400 in³ small-block was introduced in 1970 and produced for 10 years. It had a 4.125 inch bore and a 3.75 inch 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.

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 4.3 L (262 in³) 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 ft·lbf (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3L-displaced powerplant; two other Chevrolet engines displaced 4.3L: 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" bore, 5.94" 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 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 V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 motor based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively, one half of a Rochester Quadrajet. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4L V8 motors produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other motors and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 (their own 5.0L) coupled with a THM200-4R overdrive.

305

The 305 variant of the small-block Chevrolet had a displacement of 5.0 L (305 in³) with a 3.736 in (95 mm) bore and 3.48 in (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110", so GM engineers decided to increase the bore diameter from 3.671" to 3.736" and increase the stroke from 3.10" to 3.48" (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 in³ 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)    ft·lbf (N·m)
1976    140    250    w/2bbl.
1977    145    245    w/2bbl.
1978    140    240    w/2bbl.
1978    160    235    w/4bbl.
1979    125    235    w/2bbl.
1979    130    245    w/2bbl.
1979    155    225    w/4bbl.
1981    300    350    w/4bbl eddelbroc.

The 305 was used in the following cars:

    * 1976-1993 Chevrolet Caprice (includes Impala)
    * 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 after 1980)
    * 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 in³/ 5.0L (compared to the L69). It produced 145–170 hp (110–127 kW) and 240–250 ft·lbf (325–340 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: 1983-1988

The L69 was the so-called High Output 305 in³/ 5.0L, featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and catalytic converter of the 350 in³/ 5.7L 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 and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 ft·lbf (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 Turbo 350 or 700R4, this engine provided its driver with a wide range of rpm to play in.

LE9

Years: 1981-1986

The LE9 305 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 weird 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" 305 in³/ 5.0L (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (185 HP @ 4,400 / 275 TQ @ 2,400 in 1993-1995 GM trucks). The 305 dropped the Computer-controlled carburetor and received the fuel-injected TBI (throttle-body injection). The TBI unit consisted of two barrels, much like those of a two barrel carb, but instead of "jets", there was a fuel-injector placed above each barrel, resulting in a 2-barrel, 2-injector setup. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

TBI injection was used on trucks/vans through the 1995 model year, mainly because of its strong torque curve, allowing for heavy towing, hauling and taller axle gearing for fuel economy.

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 ft·lbf (373 N·m) and varied between 190 and 230 hp (with 275 to 300 lb·ft (410 N·m) torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

350

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 in³ (4.3 L) V8. But it was the 350 in³ (5.7L) series that set the standard for high performance. The engine's physical dimensions (oversquare 4.00 in bore and 3.48 in stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (300 kW) LS2 engine of today, but of course 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.

A 350 is usually common with engine swaps - much of the older, pre-1968 Chevrolet V8s were usually swapped with a later 350 when engine replacement was the norm. It has been known to swap a 350 in place of a different small block since all small blocks are the same on the outside (the external dimensions of a Chevrolet small block are the same).

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 motor 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 motor was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

Note that Buick, Oldsmobile, and Pontiac all produced three entirely different 350 in³ V8 engines that shared nothing in common other than displacement. The Buick 350 had a 3.80 in bore and a 3.85 in stroke (96.52 mm by 97.91 mm), the Oldsmobile 350 had a 4.057 in bore and 3.39 in stroke (103 mm by 86 mm), and the Pontiac 350 had a 3.876 in bore and a 3.75 in stroke (98.5 mm by 89.66 mm).

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 in³ (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 (150 kW) and 300 ft·lbf (407 N·m) with 8.5:1 compression, dropping another 10 hp (7.5 kW) in 1973. 1975 saw the ZQ3 at 165 hp (123 kW) and 255 ft·lbf (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 ft·lbf (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1
LT-1 from a 1970 Chevrolet Camaro Z28
LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 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 ft·lbf (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 ft·lbf (477 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 ft·lbf (380 N·m).

Note that there was a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350, 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 ft·lbf (477 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 ft·lbf (366 N·m). The 1980 L48 stood at 190 hp (142 kW) and 280 ft·lbf (380 N·m) from 8.2:1 compression.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 (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 ft·lbf (386 N·m) from 9:1 compression. It was down to 205 hp (153 kW) and 255 ft·lbf (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 ft·lbf (353 N·m), and 5 hp (4 kW) and 10 ft·lbf (14 N·m) more for 1979. 1980 saw another 10 hp (7.5 kW) and 15 ft·lbf (20 N·m).

L81

Years: 1981

The L81 was the only 350 Corvette engine for 1981. It produced 190 hp (142 kW) and 280 ft·lbf (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. The L81 is the exact same as any ordinary 350 5.7L ci gm motor.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (150 kW) and 285 ft·lbf (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 ft·lbf (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 ft·lbf (447 N·m). It was standard on all 1985-1991 Corvettes (rated at 230-250 hp and 330-350ft·lbf torque). Optional on 87-92 Chevrolet Camaro & Pontiac Firebird models (rated at 225-245 hp and 330-345ft·lbf torque) 1987 versions had 10 hp (7.5 kW) and 15 ft·lbf (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 350 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 to this day. The "MARINE" intake is a potential upgrade for L31 trucks.

Something else I just thought of....while it is a sin and dehumaniing to hate, or even dislike, women...hating men is perfectly acceptable.

And also, if something is insulting, or offensive, to women, like "Sex & the City", it becomes an issue, but if something is offensive to men, like sat "Two and a Half Men", no one cares.

And, to answer an earlier poster, when a woman has self-esteem, she is EMPOWERED...but when a man has self-esteem, he is an arrogant, mysogynist, cheavunistic bastard!!
Shut up & go fix me a turkey pot pie!

Shut up & go fix me a turkey pot pie!


Yeah and after you're done fixing his turkey pot pie, why don't you go outside and tune up the engine on my old Plymouth Valiant!

(Here's some information that'll help get you started:)

A BRIEF HISTORY OF THE CHRYSLER SLANT-6.


The Slant-6, known within Chrysler as the G-engine, is one of Chrysler's two best known automobile engines, along with the Hemi V8. The engine is an inline-6 piston engine specifically designed such that the cylinders are inclined at a 30-degree angle from vertical. The 30° inclination of the Slant-6 gave a lower height overall engine package, which enabled vehicle stylists to lower hoodlines, and also made room for the water pump to be mounted with a significant lateral offset, significantly shortening the engine's overall length. In addition, the slanted cylinder block provided ample space under the hood for intake and exhaust manifolds with runners of longer and more nearly equal length compared to the "rake" or "log" style manifolds found on other inline engines. These manifolds give a more even cylinder-to-cylinder fuel distribution and are less restrictive for better airflow through the engine.

The engine was introduced in two sizes in 1960: The 170  in³ (2.8 L) "LG" (Low-G, referring to the relatively short engine block casting and crankshaft stroke) in the Valiant, and the 225  in³ (3.7 L) "RG" (Raised-G, referring to the relatively tall engine block casting and crankshaft stroke) in full-size Plymouth and Dodge Dart models. In 1960, the engine was referred to by Plymouth division as the "30-D Economy Six" engine, the "30-D" referring to the 30° cylinder block angle.

The G-engine was offered in various configurations in the North American market until 1983 in cars, 1987 in trucks, and 1991 for marine, agricultural and industrial use. Replacement engines were still being built in Mexico as of 2000. In addition, the G-engine was used extensively by worldwide Chrysler divisions and subsidiaries in their locally-produced vehicles. It was also widely purchased by other original equipment manufacturers for installation in commercial vehicles, agricultural and industrial equipment, and boats.

The G-engine gained an enviable reputation for reliability and nearly unstoppable durability. The basic engine design incorporates much heavy-duty engineering, in part because the engine was designed from the start to be made of either iron or aluminum: The block is of a deep-skirt design, with the crankshaft axis well above the oil pan rails for structural rigidity. Although only four main bearings are used, they are of the same dimensions as those in the Hemi. Very efficient cooling and lubrication systems, a favorable rod ratio, and an extremely strong forged steel crankshaft (on engines made through mid-1976) all contributed to the engine's apparent indestructibility. In addition, the G-engine also provided better performance than most of its competition in the 1960s and 1970s. By the 1980s, the G-engine had been effectively strangled by continual addition of increasingly-restrictive exhaust emission control devices, without upgrades to the combustion chamber design, piston displacement or induction system, all of which were by that time quite antiquated. G-engine use in passenger cars was rapidly phased out in the early 1980s as Chrysler Corporation shifted to front wheel drive architecture.

Significant production changes

    * The combustion chamber shape was slightly modified for 1967 to promote more complete combustion and reduce exhaust emission toxicity.
    * All G engines used forged steel crankshafts until the middle of model year 1976, when a less costly cast iron crankshaft was introduced. The cast crankshaft uses a different block, different main and connecting rod bearings and different connecting rods.
    * The counterbore in the rear flange of the crankshaft was 1¼" diameter until 1967. For 1968, it was enlarged to 1½". This difference has implications when swapping engines and automatic transmissions across this date line.
    * All G-engines used solid valve lifters through the 1980 model year, with the exception of a small production test of hydraulic lifters in the 1978 model year. For model year 1981, all North American G-engines received top-fed hydraulic lifters. Retrofitment in both directions is possible.
    * Emission control devices and systems, carburetor make and specification, and engine assembly details changed over the years to comply with market requirements and preferences.
    * Electronic ignition, which had been made available on V8 engines late in 1971, was made standard equipment on all engines including the RG in 1973.
    * Induction-hardened exhaust valve seats and upgraded exhaust valves were made standard in 1973 to withstand prolonged operation on no-lead fuel.

Configuration variants

Different displacements

170 in³

The 170  in³ (2.8 L) slant-6 engine was offered in model years 1960 through 1969 in North America, and through 1971 for export markets. The first vehicle to offer the 170 slant-6 was the 1960 Valiant. The engine has a bore of 3.40" (86 mm) and a stroke of 3.125" (79 mm). The "LG" low-deck block was unique to the 170 engine.

198 in³

The 198  in³ (3.2 L) slant-6 was introduced in the North American market for model year 1970 as a more powerful base-model engine than the previous 170  in³ base engine. The increased displacement gave improved base-model vehicle performance and lower manufacturing cost, for it was achieved by installing a crankshaft with 3.64" (92.5 mm) stroke into the tall RG block also used with the 225  in³ (3.7 L) version of the engine. In this manner, manufacturing costs were eliminated that had been caused by previously using two different blocks for the two different available sizes of slant-6 engine. The 198 engine was available through the 1974 model year.

225 in³

The 225  in³ (3.7 L) Slant-6 used the RG (tall) block with a 3.40" (86 mm) bore and a 4.125" (105 mm) stroke. This undersquare geometry was a departure from the emerging trend towards oversquare engines, and gave the 225 exceptionally strong low-RPM torque characteristics. The large amount of torque available at low RPMs caused the 225 to find favor not only as a responsive and driveable passenger car engine, but also in pickup and commercial trucks, school buses, motorhomes, forklifts, harvesters, swathers from the likes of John Deere, airplane tugs, and powerboats The 225 was originally designed and introduced in 1960 for use in full-size models, and it eventually became the best known of the Slant Six engines.

Aluminum-block 225 in³

Between late model year 1961 and early model year 1963, approximately 52,000 die-cast aluminum RG blocks were produced and installed in passenger cars. These open-deck blocks used integrally-cast high-Nickel iron cylinder liners, and bolt-in iron upper and lower main bearing caps. Internal components (crank, rods, pistons, etc.) were the same as used in the iron engine, and an iron cylinder head was used with a special copper-asbestos gasket. The aluminum block weighs about 80 lb (36 kg) less than the iron RG block.

High performance variants

Most G-engines were equipped with small-capacity carburetors and exhaust systems adequate for standard passenger car usage at low altitudes, but which tended to hamper maximum available performance at high altitudes, in heavy or race-purpose vehicles and/or where quicker acceleration was desired. To meet the demand for improved responsiveness, modified engine configurations were made available in various markets over the years.

Hyper Pak

The Hyper Pak was a parts package made available from 1960 through 1962 at Chrysler Corporation dealer parts counters. The parts were made available to comply with the regulations of sanctioning bodies for racing events in which Valiants had been entered by factory-backed teams: All parts used had to be "stock" parts, the definition of which meant that they were available through normal factory parts channels. The Hyper Pak consisted of a very-long-ram intake manifold meant to accept a Carter AFB 4-barrel carburetor, the AFB carburetor itself and an appropriate air cleaner, dual (front-3 and rear-3) cast iron exhaust headers, a large-diameter exhaust Y-pipe to connect to these dual cast iron headers, a larger muffler, a 276°-duration camshaft with appropriate valve springs and pushrods, a heavier-duty clutch, a manual choke control, a starter motor modification template and, in the full-race version of the package, high-compression pistons designed to increase the engine's compression ratio to 10.5 from the stock 8.5. The Hyper Pak was recommended for installation only on vehicles equipped with manual transmissions, for the camshaft was of such characteristics that a high idle speed was required to prevent engine stall-out. The Hyper Pak was primarily intended for competition driving, its road manners involving rough idling and poor cold-engine driveability, a high power band and poor fuel economy. But, in competition events, it proved unbeatable. Eight factory-backed Valiants entered the 1960 NASCAR compact car race at Daytona Beach, and humbled the competition; the Valiants came in first through eighth. After a similar performance the following year, the race was dropped. A high-fidelity reproduction of the Hyper Pak intake manifold was created by noted Slant-6 builder Doug Dutra in the late 1990s; subsequently the tooling was sold to a marketer of performance equipment for inline six-cylinder engines.

Multiple carburetors

For the 1965-1968 model years, Chrysler Argentina equipped Valiant GT models with a system of dual 1-barrel carburetors and other engine specification changes. Claimed output was 180 bhp (134 kW), compared to the single-carburetor version of the engine producing 145 bhp (108 kW).

2-barrel carburetion

Export 2-barrel setup
Air cleaner decal from Australian-market 1967-'70 2bbl Slant-6 installed on US-market 1976-'79 2bbl setup
Air cleaner decal from Australian-market 1967-'70 2bbl Slant-6 installed on US-market 1976-'79 2bbl setup

For the 1967 model year, a 2-barrel carburetor setup was released for export production. This configuration, similar to that found on marine G-engines beginning in 1965, consisted of an iron intake manifold with open-plenum 2-barrel carburetor mounting pad, a Carter BBD carburetor, and associated air cleaner, linkage and plumbing changes. Also installed on these export 2-barrel engines was a slightly hotter camshaft (244° duration rather than 240°), and a distributor with modified advance curves. This engine, rated at 160 bhp (120 kW), was popular in Central and South America, South Africa, Australia and New Zealand. Driveability characteristics were generally superior to those of the 1-barrel engine, but to avoid cutting into sales of the more expensive V8 engine, this 2-barrel setup was not offered in the North American market. Of particular note is the automatic choke design found in this export 2-barrel setup. Most Chrysler products used remote automatic chokes, with a bimetal coil spring mounted on the exhaust manifold, exposed to exhaust heat and operating a pushrod which rotated the choke lever on the carburetor. The export 2-barrel setup used an integral heat-tube style automatic choke: Air heated by the exhaust manifold was routed to a round bakelite housing on the carburetor air horn, which contained a bimetal spring acting directly on the choke lever.

Super Six

By the mid 1970s in the North American market, emission control regulations were reducing engine performance at the same time as safety regulations were making cars heavier. An increase in performance was required for the G-engine, so a 2-barrel setup was released for the 1976 model year. This was not the same as the export 2-barrel package described above; the intake manifold used a throttle-bored plenum rather than an open one, and had provisions for an EGR valve. The carburetor, a Carter BBD similar but not identical to the one used on Chrysler's 318 V8 engine, used a standard Chrysler-style remote automatic choke. A 2¼-inch exhaust headpipe was also provided, as well as 2bbl-specific advance curves in the ignition distributor. This package, called "Super Six" by the marketing division, added between 10 and 15% to the engine's horsepower and significantly improved throttle response and driveability while maintaining compliance with emission laws.

Aftermarket

Many companies have provided aftermarket performance equipment for the G-engine through the years. A surprisingly wide selection of camshafts, intake manifolds and carburetion setups, ignition components, internal engine parts and accessories are still available on today's market.

Applications

Passenger cars, trucks, vans
Cars, trucks and vans using G- and RG-engines

    * Chrysler LeBaron
    * Dodge Aspen
    * Dodge Challenger
    * Dodge Charger
    * Dodge Coronet
    * Dodge Dart
    * Dodge Diplomat
    * Dodge Lancer
    * Dodge Mirada
    * Dodge Monaco
    * Dodge Polara
    * Dodge Ram
    * Dodge St. Regis
    * A-series truck and van
    * D-series truck and van
    * W-series 4WD truck
    * Plymouth Barracuda
    * Plymouth Belvedere
    * Plymouth Duster
    * Plymouth Fury
    * Plymouth Satellite
    * Plymouth Valiant
    * Plymouth Volaré