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These are the messages that have been posted on inthe00s over the past few years.
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Subject: The Worship Al-B Thread!!!!
Written By: Jessica on 11/12/08 at 1:37 am
Because he's awesome and he's spreading the word of the Chevy small block V8!!!!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Rice_Cube on 11/12/08 at 1:37 am
Al-B has a GPS and can find you wherever you are...
Subject: Re: The Worship Al-B Thread!!!!
Written By: snozberries on 11/12/08 at 1:40 am
Al-B busting it out.... one crack at a time!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/12/08 at 1:52 am
http://www.inthe00s.com/smile/14/pottytrain2.gif
http://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gif
http://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gif
http://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gif
http://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/12/08 at 1:57 am
yanno, I just realized that AL-B has a way with new female members. he really does. anyone recall his first encounter with our dearly departed friend Sister Morphine. anyways, it's impolite to speak of the banned but I am seeing a pattern here ;D Rock It AL!
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/12/08 at 2:01 am
http://www.youtube.com/watch?v=krb2OdQksMc
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/12/08 at 2:04 am
unbelievers beware ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/12/08 at 2:08 am
http://www.youtube.com/watch?v=krb2OdQksMc
Brilliant!
How shall we f**k off, oh lord? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/12/08 at 2:41 am
yanno, I just realized that AL-B has a way with new female members. he really does. anyone recall his first encounter with our dearly departed friend Sister Morphine. anyways, it's impolite to speak of the banned but I am seeing a pattern here ;D Rock It AL!
Well, no offense Badfinger, but that's not entirely accurate. It's not like I'm some "he-man woman-hater" who rips on every new female member that comes in here. Hell, there's a new lady who joined up right around the same time all this latest tomfoolery got started (and I'm not gonna name her because it wouldn't be fair to drag her into this) and she's been totally cool and IMO has been a welcome addition to the boards.
As far as Morphine goes, well, I didn't like her at first (and I'm pretty sure I started the whole Chevy small-block thing just to mess with her) but we eventually got along just fine.
Remember this? (Jessica, I know YOU do. ;))
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/12/08 at 2:55 am
Well, no offense Badfinger, but that's not entirely accurate. It's not like I'm some "he-man woman-hater" who rips on every new female member that comes in here. Hell, there's a new lady who joined up right around the same time all this latest tomfoolery got started (and I'm not gonna name her because it wouldn't be fair to drag her into this) and she's been totally cool and IMO has been a welcome addition to the boards.
As far as Morphine goes, well, I didn't like her at first (and I'm pretty sure I started the whole Chevy small-block thing just to mess with her) but we eventually got along just fine.
Remember this? (Jessica, I know YOU do. ;))
no offense taken, I'm the one that painted you in a somewhat menacing way ::) so I hope I didn't offend you. and you're right, she (SM) did become good friends with you and me and others. I was remembering a thread and now that i think about it, it was really a gang of people that were posting and giving her a really hard time, you were there but it wasn't just you and her and she was firing back in her unique way. I miss that kid. anyways, I know you ain't no woman hater.
on with the show 8)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/12/08 at 6:36 am
I bow down to the King. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Midas on 11/12/08 at 9:26 am
Worship AL-B? Sure! :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/12/08 at 10:11 am
Well, no offense Badfinger, but that's not entirely accurate. It's not like I'm some "he-man woman-hater" who rips on every new female member that comes in here. Hell, there's a new lady who joined up right around the same time all this latest tomfoolery got started (and I'm not gonna name her because it wouldn't be fair to drag her into this) and she's been totally cool and IMO has been a welcome addition to the boards.
As far as Morphine goes, well, I didn't like her at first (and I'm pretty sure I started the whole Chevy small-block thing just to mess with her) but we eventually got along just fine.
Remember this? (Jessica, I know YOU do. ;))
OMG! Hahahahahaahaha! I totally remember that! I swear, that boy got his ass ripped up for calling me that! ;D
Worship AL-B? Sure! :D
I don't know if I should smite you or give you karamel for that pun. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/12/08 at 1:45 pm
Worship AL-B? Sure! :D
http://www.youtube.com/watch?v=mZ6GddZbQHE
Subject: Re: The Worship Al-B Thread!!!!
Written By: CatwomanofV on 11/12/08 at 2:51 pm
We're not worthy. We're not worthy.
http://i142.photobucket.com/albums/r92/aandcsattic/WeAreNotWorthyAl.jpg
Cat
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/12/08 at 4:01 pm
We're not worthy. We're not worthy.
http://i142.photobucket.com/albums/r92/aandcsattic/WeAreNotWorthyAl.jpg
Cat
Oh geez. ::)
Next thing you know, people are going to start changing their avatars to this
http://i149.photobucket.com/albums/s78/AL-B_photos/70b39a49b791.jpg
and changing their tag lines to "I love this man, I know that makes you angry." ;D
Not that I would discourage anything like that... ;)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/12/08 at 4:04 pm
Oh geez. ::)
Next thing you know, people are going to start changing their avatars to this
http://i149.photobucket.com/albums/s78/AL-B_photos/70b39a49b791.jpg
and changing their tag lines to "I love this man, I know that makes you angry." ;D
Not that I would discourage anything like that... ;)
Is that a dare? :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/12/08 at 4:17 pm
That hairy assed crack ... has such a way with the women. Who needs the Fonz's snapping fingers when you got one of those !
We are not worthy!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/12/08 at 6:53 pm
AL-B Sure,the singer? ???
Subject: Re: The Worship Al-B Thread!!!!
Written By: snozberries on 11/12/08 at 8:15 pm
Well, no offense Badfinger, but that's not entirely accurate. It's not like I'm some "he-man woman-hater" who rips on every new female member that comes in here. Hell, there's a new lady who joined up right around the same time all this latest tomfoolery got started (and I'm not gonna name her because it wouldn't be fair to drag her into this) and she's been totally cool and IMO has been a welcome addition to the boards.
As far as Morphine goes, well, I didn't like her at first (and I'm pretty sure I started the whole Chevy small-block thing just to mess with her) but we eventually got along just fine.
Remember this? (Jessica, I know YOU do. ;))
2kidsami right???? that's my guess and I will totally name her cuz she's totally 8)
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/12/08 at 8:53 pm
2kidsami right???? that's my guess and I will totally name her cuz she's totally 8)
You are correct!
2kidsami is 8)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/12/08 at 8:55 pm
We're not worthy. We're not worthy.
http://i142.photobucket.com/albums/r92/aandcsattic/WeAreNotWorthyAl.jpg
Cat
I'm curious about THIS effort ..which is pretty good. Are you getting into photoshop or some package, Cat ? ???
8)
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/12/08 at 8:56 pm
2kidsami right???? that's my guess and I will totally name her cuz she's totally 8)
You are correct!
2kidsami is 8)
Awww gees guys you made me blush :-[ :-[ :-[ :-[ ;D ;D ;D ;D
All of you have been great too!
Thanks
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/12/08 at 9:02 pm
Awww gees guys you made me blush :-[ :-[ :-[ :-[ ;D ;D ;D ;D
All of you have been great too!
Thanks
And you didn't even try to impress us all ... by dropping my name .... when you first signed up. Now that impresses ME ! 8)
:D
;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/12/08 at 9:19 pm
And you didn't even try to impress us all ... by dropping my name .... when you first signed up. Now that impresses ME ! 8)
Who are you???? ;D
:D
;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/12/08 at 9:28 pm
Who are you? ??? ;D
Poor little you ^ ... you got caught up in the quote box ..... AGAIN ! :D
http://forum.pc-freakz.com/style_emoticons/default/secret.gif
Don't tell ANYBODY ... it's underneath my avatar !
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/12/08 at 9:39 pm
Poor little you ^ ... you got caught up in the quote box ..... AGAIN ! :D
http://forum.pc-freakz.com/style_emoticons/default/secret.gif
Don't tell ANYBODY ... it's underneath my avatar !
yes once again caught in my own quote box!!!! :\'( :\'( :\'(
I am just a little frazzled and unnerved by unmentionables in the "longest thread ever post" Sorry!
Oh that's you!!!! I thought it was someone else, I have been talking to royalty all along, I am "bare assed" again :-[
Subject: Re: The Worship Al-B Thread!!!!
Written By: snozberries on 11/12/08 at 10:51 pm
yes once again caught in my own quote box!!!! :\'( :\'( :\'(
I am just a little frazzled and unnerved by unmentionables in the "longest thread ever post" Sorry!
Oh that's you!!!! I thought it was someone else, I have been talking to royalty all along, I am "bare assed" again :-[
I don't buy it. I've known Chucky G for two years now and you sir are no Chucky G. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/12/08 at 11:11 pm
I don't buy it. I've known Chucky G for two years now and you sir are no Chucky G. ;D
You are entitled to your own beliefs ! 8) any resemblance between me ... AND > 8) is entirely 'coincidental' ! :P
Yes ... this 'Mister' persona ... WHAT a cover ! 8) 8) Nobody believes that I ... Chucky ... could come up with THIS big of a cretin ... for a persona ! 8)
:D
;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Andria on 11/12/08 at 11:51 pm
What we need now is a "Worship Andria" thread! ;D ;D ;D ;D ;D ;D ;D ;D ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 12:00 am
I don't buy it. I've known Chucky G for two years now and you sir are no Chucky G. ;D
;D true
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 12:24 am
What we need now is a "Worship Andria" thread! ;D ;D ;D ;D ;D ;D ;D ;D ;D
Oh hell no.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 12:29 am
What we need now is a "Worship Andria" thread! ;D ;D ;D ;D ;D ;D ;D ;D ;D
http://bestsmileys.com/signs3/22.gif gotta pay your dues first, get some inthe00s mileage, although in the short time you've been here, you've made your presence known
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 12:34 am
http://bestsmileys.com/signs3/22.gif gotta pay your dues first, get some inthe00s mileage, although in the short time you've been here, you've made your presence known
Like mold. Or an outbreak of West Nile.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 12:46 am
Like mold. Or an outbreak of West Nile.
oooo girl, you so bad http://bestsmileys.com/rude/1.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 12:50 am
oooo girl, you so bad http://bestsmileys.com/rude/1.gif
Yep.
But at least I don't tell stories! ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 12:53 am
Yep.
But at least I don't tell stories! ;D
I prefer to call them tales ;)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 12:55 am
I prefer to call them tales ;)
I'd call them big fat stinkin' lies, but that would be impolite. :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 12:59 am
I'd call them big fat stinkin' lies, but that would be impolite. :D
;D maybe so, but whether they are or they aren't, they are a just a bit depressing to me.
I need a pick me up...
back on topic The Worship Al-B Thread!!!! hey Al, you still got that pic of you riding that big bunny. that one always made me laugh 8)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 1:01 am
http://www.inthe00s.com/smile/14/notworthy.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: Andria on 11/13/08 at 1:15 am
I'd call them big fat stinkin' lies, but that would be impolite. :D
http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif http://www.inthe00s.com/smile/15/spam1.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 1:19 am
And now, to post the gospel of Al-B:
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: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/13/08 at 1:22 am
And now, to post the gospel of Al-B:
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.
http://bestsmileys.com/clueless/1.gif I don't get it. could we go over that once more?
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 1:37 am
http://bestsmileys.com/clueless/1.gif I don't get it. could we go over that once more?
We will have to go over the gospel with Mr. Ass Crack. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/13/08 at 6:05 am
We will have to go over the gospel with Mr. Ass Crack. ;D
What about Ms.Ass Crack? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Midas on 11/13/08 at 8:47 am
And now, to post the gospel of Al-B:
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.
Gospel is word. Word is bond, yo.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 10:13 am
What about Ms.Ass Crack? ;D
I don't think Al would appreciate you calling him a chick. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: CatwomanofV on 11/13/08 at 12:09 pm
I'm curious about THIS effort ..which is pretty good. Are you getting into photoshop or some package, Cat ? ???
8)
I'm glad someone noticed. This was my very first attempt and I didn't think that I would be able to do it because I tried with a few programs that I had and it didn't work. I was finally able to do it with Paint.
Cat
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 12:10 pm
I'm glad someone noticed. This was my very first attempt and I didn't think that I would be able to do it because I tried with a few programs that I had and it didn't work. I was finally able to do it with Paint.
Cat
I think it rocks. http://www.inthe00s.com/smile/15/thumbsup.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: CatwomanofV on 11/13/08 at 12:15 pm
I think it rocks. http://www.inthe00s.com/smile/15/thumbsup.gif
Thanks.
Cat
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/13/08 at 12:46 pm
I was looking for another source of Divinity to worship. Al-B is all powerful and all knowing. All hail the God of the Chevy V-8!!!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/13/08 at 3:26 pm
I don't think Al would appreciate you calling him a chick. ;D
I was referring to his wife or his girlfriend. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 4:21 pm
I was referring to his wife or his girlfriend. ;D
He can have both because he's awesome like that.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/13/08 at 4:21 pm
He can have both because he's awesome like that.
He's da man!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/13/08 at 8:50 pm
He's da man!
Deity, Howard. Deity. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/13/08 at 8:55 pm
I still haven't been able to finish the whole article on the Chevy- Man that is a lot of information......
You are the man
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/14/08 at 6:50 am
Worship All Hail King Al!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/14/08 at 9:02 am
Worship All Hail King Al!
Thanks again, Howard ......... THANKS ! 8)
:D
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/14/08 at 5:14 pm
What we need now is a "Worship Andria" thread! ;D ;D ;D ;D ;D ;D ;D ;D ;D
http://i149.photobucket.com/albums/s78/AL-B_photos/churchsign_cankersore.jpg
I was looking for another source of Divinity to worship. Al-B is all powerful and all knowing. All hail the God of the Chevy V-8!!!
http://i149.photobucket.com/albums/s78/AL-B_photos/chevy.jpg
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/14/08 at 5:17 pm
http://i149.photobucket.com/albums/s78/AL-B_photos/churchsign_cankersore.jpg
http://i149.photobucket.com/albums/s78/AL-B_photos/chevy.jpg
Those definitely deserve some Karma!
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/14/08 at 5:43 pm
http://i149.photobucket.com/albums/s78/AL-B_photos/churchsign_cankersore.jpg
http://i149.photobucket.com/albums/s78/AL-B_photos/chevy.jpg
Srsly brilliant. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/14/08 at 7:06 pm
Thanks again, Howard ......... THANKS ! 8)
:D
I meant the OTHER Al. ::)
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/14/08 at 7:52 pm
I meant the OTHER Al. ::)
Al Green?
Alan Thicke?
Al Bundy?
Al Coholic?
Al Buterol?
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/14/08 at 7:55 pm
Al Green?
Alan Thicke?
Al Bundy?
Al Coholic?
Al Buterol?
Al-E-Gator ?
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/14/08 at 7:56 pm
http://i149.photobucket.com/albums/s78/AL-B_photos/chevy.jpg
I like it ! ^ :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/14/08 at 8:04 pm
Al-E-Gator ?
Good call. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/15/08 at 7:05 am
http://www.soultracks.com/files/images/artist2/Al_B_Sure_Artist.jpg
You mean worship this Al-B? ^ ???
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/15/08 at 11:19 am
Al Green?
Alan Thicke?
Al Bundy?
Al Coholic?
Al Buterol?
Aluicious T. Pimpwhistle.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/15/08 at 7:06 pm
Aluicious T. Pimpwhistle.
Who's he?
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/16/08 at 12:17 pm
Al-righty then!!! (Yes, I know it's lame. ::) )
Subject: Re: The Worship Al-B Thread!!!!
Written By: snozberries on 11/16/08 at 12:24 pm
Al-B. a monkey's uncle? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/16/08 at 5:03 pm
Al-B. a monkey's uncle? ;D
monkeys don't have uncles.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/16/08 at 8:35 pm
monkeys don't have uncles.
All creatures have relatives. You just never think about them or hear about them.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/16/08 at 10:33 pm
monkeys don't have uncles.
All creatures have relatives. You just never think about them or hear about them.
Dubbya's been using medication ... to try to suppress his gene pool .... BUT ! (sometimes ... it just don't work) :( ........
http://www.backroomdesigns.com/images/bush/golum.jpg
http://z.about.com/d/politicalhumor/1/0/7/Q/bush_precious.jpg
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/17/08 at 6:01 am
Are those his uncles? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/18/08 at 9:24 pm
WHere is he???? I am missing his witty humor on the Chevy Small block engine :-\\ :-\\ :-\\
Did he go on vacation without giving us an I'm leaving thread that we could hijack??? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/19/08 at 6:42 am
Yeah,Where Is he? ??? :(
Subject: Re: The Worship Al-B Thread!!!!
Written By: danootaandme on 11/19/08 at 6:45 am
Maybe he got work
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/19/08 at 2:10 pm
Maybe he's being worshipped.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/19/08 at 2:32 pm
Maybe he's being worshipped.
http://i296.photobucket.com/albums/mm186/Rising_Shadow/FRs/Image_Macros/captain-obvious.jpg
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/19/08 at 2:33 pm
http://i296.photobucket.com/albums/mm186/Rising_Shadow/FRs/Image_Macros/captain-obvious.jpg
We don't need him at the moment.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/19/08 at 2:37 pm
Maybe he's being worshipped.
However if he is a deity he should be everywhere. WE ALL feel the spirit of the glorious Al-B.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/20/08 at 7:20 am
However if he is a deity he should be everywhere. WE ALL feel the spirit of the glorious Al-B.
I don't.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/20/08 at 9:46 am
I don't.
I don't think he'd want you feeling his spirit. :o
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/20/08 at 10:40 am
I don't think he'd want you feeling his spirit. :o
No one ever claimed that God doesn't reserve the right to choose his followers.
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/20/08 at 3:06 pm
However if he is a deity he should be everywhere. WE ALL feel the spirit of the glorious Al-B.
No one ever claimed that God doesn't reserve the right to choose his followers.
I am not a god.
I am nothing butt a man. :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Reynolds1863 on 11/20/08 at 3:23 pm
Brian: I'm not the Messiah! Will you please listen? I am not the Messiah, do you understand? Honestly!
Girl: Only the true Messiah denies His divinity.
Brian: What? Well, what sort of chance does that give me? All right! I am the Messiah!
Followers: He is! He is the Messiah!
Brian: Now, fudge off!
Arthur: How shall we fudge off, O Lord?
From The Life Of Brian by Monty Python
Let's hope I don't get busted for this. :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: karen on 11/20/08 at 3:32 pm
He's not the Messiah, he's a very naughty boy
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/20/08 at 3:39 pm
He's not the Messiah, he's a very naughty boy
Hey! >:( >:( >:(
I prefer the word "cheeky." :D :D :D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/20/08 at 4:27 pm
I am not a god.
I am nothing butt a man. :D
??? :o ??? ::)
Are you sure you're not ....
'Mister' ............ in disguise ? ??? ???
8)
:P
;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: 2kidsami on 11/20/08 at 4:34 pm
??? :o ??? ::)
Are you sure you're not ....
'Mister' ............ in disguise ? ??? ???
8)
:P
;D
or are you Mrs. Mister???? ??? ??? ???
;D ;D ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/20/08 at 6:50 pm
I am not a god.
I am nothing butt a man. :D
How does it feel to be the buttguy?
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/20/08 at 6:55 pm
How does it feel to be the buttguy?
Screw this.
We need a "Worship Howard" thread. ;D ;D ;D
Of course, you know what that will lead to. Pretty soon everyone will have a "Worship So-and-so" thread, and next thing you know we'll have a separate "Worship Me! Worship Me! Worship Me!" board. ::) ::) ::)
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/20/08 at 7:11 pm
How does it feel to be the buttguy?
How does it feel to be the pimply butt guy? ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/20/08 at 7:18 pm
How does it feel to be the pimply butt guy? ;D
I don't have a pimply butt.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/20/08 at 7:19 pm
Screw this.
We need a "Worship Howard" thread. ;D ;D ;D
Of course, you know what that will lead to. Pretty soon everyone will have a "Worship So-and-so" thread, and next thing you know we'll have a separate "Worship Me! Worship Me! Worship Me!" board. ::) ::) ::)
There's already a Howard Fun Club.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Marty McFly on 11/20/08 at 9:24 pm
Hey I guess it's only fair if I'm asking for attention and all that, I should give it as well (and focus on what I like about people instead of what bugs me). :) Sometimes I admit I don't know what to say in the Ask type of threads, but...
Al, I dig your car knowledge, sense of humor/easygoing nature, and you seem like you'd be a fun guy to hang out with.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/21/08 at 7:40 pm
http://www.inthe00s.com/smile/14/pottytrain2.gif
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Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/21/08 at 7:44 pm
http://www.inthe00s.com/smile/14/pottytrain2.gif
http://www.inthe00s.com/smile/14/pottytrain2.gifhttp://www.inthe00s.com/smile/14/pottytrain2.gif
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^
A Christmas tree of Al-B butts ::) .... just what EVERY one should get for Christmas ! 8) ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/21/08 at 7:46 pm
^
A Christmas tree of Al-B butts ::) .... just what EVERY one should get for Christmas ! 8) ;D
It's the gift that keeps on giving.
*insert lame joke about diarrhea here*
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/21/08 at 7:57 pm
It's the gift that keeps on giving.
*insert lame joke about diarrhea here*
??? ::)
Well :-\\ .... if you INSIST ...
It's the gift that keeps on giving.
*Didja hear that diarrhea's hereditary? Yeah, it runs in the jeans !*
Better ? ^ ???
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/21/08 at 8:00 pm
It's the gift that keeps on giving.
*insert lame joke about diarrhea here*
They called me in this morning for city driving (local pick up & delivery) and at noon, I made the nearly catastrophic mistake of going to this Mexican restaurant and ordering a huge burrito for lunch.
After I got done with lunch I climbed into my truck and headed off to deliver some stuff, and about 10 minutes later it hit me like a ton of bricks. There was a round in the chamber, and it wanted out RIGHT NOW!!! All I can tell you is that it's no fun to try and maneuver a tractor-trailer around in a big city while you're gritting your teeth and your cheeks are tightly clenched and every small little bump seems to bring you just a little bit closer to disaster.
I must have driven around like that for almost 2 hours. It was brutal. I was running behind schedule but I couldn't take much more. Finally I made it to a QuikTrip that had truck parking.
What happened once I got inside wasn't pretty but I made it, and that's all that mattered.
After I left I felt like a million bucks. ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Rice_Cube on 11/21/08 at 8:02 pm
They called me in this morning for city driving (local pick up & delivery) and at noon, I made the nearly catastrophic mistake of going to this Mexican restaurant and ordering a huge burrito for lunch.
After I got done with lunch I climbed into my truck and headed off to deliver some stuff, and about 10 minutes later it hit me like a ton of bricks. There was a round in the chamber, and it wanted out RIGHT NOW!!! All I can tell you is that it's no fun to try and maneuver a tractor-trailer around in a big city while you're gritting your teeth and your cheeks are tightly clenched and every small little bump seems to bring you just a little bit closer to disaster.
I must have driven around like that for almost 2 hours. It was brutal. I was running behind schedule but I couldn't take much more. Finally I made it to a QuikTrip that had truck parking.
What happened once I got inside wasn't pretty but I made it, and that's all that splattered.
After I left I felt like a million bucks. ;D
Fixt.
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/21/08 at 8:03 pm
Fixt.
Hey, why are my socks all brown? ???
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/21/08 at 8:03 pm
They called me in this morning for city driving (local pick up & delivery) and at noon, I made the nearly catastrophic mistake of going to this Mexican restaurant and ordering a huge burrito for lunch.
After I got done with lunch I climbed into my truck and headed off to deliver some stuff, and about 10 minutes later it hit me like a ton of bricks. There was a round in the chamber, and it wanted out RIGHT NOW!!! All I can tell you is that it's no fun to try and maneuver a tractor-trailer around in a big city while you're gritting your teeth and your cheeks are tightly clenched and every small little bump seems to bring you just a little bit closer to disaster.
I must have driven around like that for almost 2 hours. It was brutal. I was running behind schedule but I couldn't take much more. Finally I made it to a QuikTrip that had truck parking.
What happened once I got inside wasn't pretty but I made it, and that's all that mattered.
After I left I felt like a million bucks. ;D
prairie doggin' for 2 hours... that's sick ;D dude, it's just a burrito. what the heck did they put in it? sounds like sabotage to me. burritos aren't supposed to do that. what kind of meat did you order ???
Subject: Re: The Worship Al-B Thread!!!!
Written By: Rice_Cube on 11/21/08 at 8:03 pm
prairie doggin' for 2 hours... that's sick ;D dude, it's just a burrito. what the heck did they put in it? sounds like sabotage to me. burritos aren't supposed to do that. what kind of meat did you order ???
Carne Assploda.
Subject: Re: The Worship Al-B Thread!!!!
Written By: Badfinger-fan on 11/21/08 at 8:04 pm
Carne Assploda.
;D and this will be my forum quote of the day ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/21/08 at 8:06 pm
Carne Assploda.
http://www.inthe00s.com/smile/13/laughing4.gif
Subject: Re: The Worship Al-B Thread!!!!
Written By: AL-B Mk. III on 11/21/08 at 8:12 pm
Carne Assploda.
All I can say is if I hadn't made it to QuikTrip in time, the force of the blast would have been so powerful that I would have needed windshield wipers on the inside of my cab. :o :o :o
Subject: Re: The Worship Al-B Thread!!!!
Written By: Tam on 11/21/08 at 8:13 pm
Hey, why are my socks all brown? ???
Didn't your mother ever telL you that you were supposed to wear clean underwear when you are out driving like that? Really makes me wonder why your socks were what you were worried about!
;D ;D ;D
Subject: Re: The Worship Al-B Thread!!!!
Written By: Green Lantern on 11/21/08 at 8:19 pm
Hey, why are my socks all brown? ???
Now you know why some cyclists wear brown corduroys, with bicycle clips. Brown cords ... so it don't show ... clips to stop that mess getting everywhere !
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/22/08 at 7:11 am
Hey, why are my socks all brown? ???
Did you just poop in your socks? :o 8-P
Subject: Re: The Worship Al-B Thread!!!!
Written By: ninny on 11/22/08 at 8:03 am
http://i433.photobucket.com/albums/qq55/BWPGraFX/AlvisMooreBack.jpg
We can worship Al -Vis
Subject: Re: The Worship Al-B Thread!!!!
Written By: Jessica on 11/22/08 at 5:07 pm
Let's see.....Nebraska and ass crack. Al, did you have anything to do with this? :D
Butt Bandit Caught Red Handed Cheeked
Subject: Re: The Worship Al-B Thread!!!!
Written By: Howard on 11/22/08 at 7:45 pm
http://i433.photobucket.com/albums/qq55/BWPGraFX/AlvisMooreBack.jpg
We can worship Al -Vis
Is that the REAL Al? :o