I'm personally not a fan of the traditional generation theory (Boomers, Gen X, Gen Y, Gen Z). It's too vague, the spans are too long and aren't consistent on whether the generation is based on birthrates or the pop culture surrounding their birthyears, and the dates when the generations start and end are so muddled and uncut. That's why I've been given this a lot of thought, and came up with a new generation theory, where each generation spans 9 years. It's not perfect, and those on border birth years may relate more to the succeeding or preceding generation, but it's certainly a lot better and clean cut than the current model, and doesn't stray far away from the truth.

This is also a more lineal generation theory than the standard BB-X-Y-Z model is. Roughly, one's parents would be from three generations before their own using this model, which makes sense, as they'd be 19-27 years older than the oldest in that generation, and 27-35 years older than the youngest in that generation. Granted, one could also definitely have parents from two or four generations before their own, especially if they are on the younger or older end of that generation, but a rough general consensus would have their parents three generations before their own using this model.
Here's what the generations would be;

1883-1891 = Edwardian Generation
They are named the Edwardian Generation because they came of age in the 1900s decade, which is when King Edward VII reigned as King of the British Empire. Last generation to grow up as kids in the 19th Century and first to come of age in the 20th Century, they'd have more value for technologies such as cars and radio than future generations as those were just becoming mainstream by the time they were already adults.

1892-1900 = World War I Generation
Would've been coming of age or still in their early twenties during World War I, and therefore would've been the cohort most affected by it as they were in the perfect shape to fight in the war. Grew up as kids and teens during the 1900s and early 1910s when modern technologies such as automobiles and motion pictures were becoming mainstream, so they had a rather naive worldview growing up of how perfect the world was, until that worldview was destroyed by World War I in the mid 1910s.

1901-1909 = Prohibition Generation
All under 18 by the time World War I ended, and would've been coming of age in the prohibition era following that war, when alcohol was banned and gangsters were becoming powerful because of it. Grew up as kids and teens during World War I, which helped them develop a conscious worldview. Would popularize the jazz and movie culture of the Roaring Twenties, many others would become mobsters and become powerful off of alcohol.

1910-1918 = Depression Generation
(children of the Edwardian Generation)
Came of age either just before or during the Great Depression, and therefore would've been the most affected by it. Like the WWI Generation, they would've grown up with a naive worldview that was crushed by a certain event. They grew up as kids and teens in a prosperous time period following World War I, only to then experience adulthood during the Great Depression where they had to struggle to succeed.

1919-1927 = World War II Generation
(children of the World War I Generation)
Would've been coming of age or still in their early twenties during World War II, and therefore were the cohort most affected by it as they were in the perfect shape to fight in that war. Would've grown up as kids and teens during the Great Depression and would've experienced normalized hardship, so once the war was over and they came home to a prosperous nation, they didn't take it for granted, and would conform to society by creating the baby boom generation.

1928-1936 = Silent Generation
(children of the Prohibition Generation)
Would've all been under 18 by the time World War II ended; however like the previous generation would've grown up as kids during the Depression and World War II before coming of age in the latter 1940s and earlier 1950s , so would have also experienced normalized hardship and would've therefore also conformed to society as well as to the baby boom generation.

1937-1945 = Civil Rights Generation
(children of the Depression Generation)
(grandchildren of the Edwardian Generation)
Would've been coming of age during the pinnacle of the Civil Rights Movement, and would've therefore been the generation that contributed the most to that. Grew up in a prosperous period following World War II, and too young to remember the Great Depression, therefore would've been more critical of the 1950s status quo, which led many whites from this generation to support the cause for the Civil Rights Movement.

1946-1954 = Post-War Boomers
(children of the World War II Generation)
(grandchildren of the World War I Generation)
Born during the post-World War II baby boom. Would've been coming of age during the mid 1960s to early 1970s during the Vietnam War, which was particularly unpopular among this generation, so many would join the Hippie counter culture and popularize bands and artists such as The Beatles and Jimi Hendrix. Are a lot more socially liberal and social cause oriented because of these experiences.

1955-1963 = Generation Jones
(children of the Silent Generation)
(grandchildren of the Prohibition Generation)
Often lumped in with the Baby Boomers due to still being born when birthrates were high, but this cohort would actually be a lot more conservative than their Post-War counterparts as they would've been coming of age in the mid 1970s to early 1980s, and therefore would've been a lot more affected by the Carter presidency than the Vietnam War. Would've also been big supporters of Ronald Reagan because of this.

1964-1972 = Reagan Generation
(children of the Civil Rights Generation)
(grandchildren of the Depression Generation)
(great-grandchildren of the Edwardian Generation)
Last generation to come of age during the Cold War, and would've witnessed the Iron Curtain fall during these formative years. Would be more conservative as they'd have more fond memories of Ronald Reagan. Would've been in high school for MTV, and would've popularized dance pop, R&B, glam metal, and hip hop music as a result of it. Also the first generation that would've used Personal Computers in high school.

1973-1981 = Grunge Generation
(children of the Post-War Boomers)
(grandchildren of the World War II Generation)
(great-grandchildren of the World War I Generation)
First generation to come of age after the Cold War. Are a lot more liberal than their Reagan Generation counterparts, as they would've been very fond of Bill Clinton due to Bush Sr's gulf war. Would've popularized grunge, Bad Boy - Death Row era hip hop, and pop-punk during their coming of age years. First generation to take video games seriously as they would've grown up as kids in the Atari and NES days and came of age in the SNES/Genesis and PS1/N64 days.

1982-1990 = Millennials
(children of Generation Jones)
(grandchildren of the Silent Generation)
(great-grandchildren of the Prohibition Generation)
"Millennials" as they would've come of age at the dawn of the new millennium. Would be a very liberal cohort, as they would have distasteful memory of George W. Bush, particularly due to the Iraq War and Recession. Would've been huge supporters of Barack Obama because of this. Popularized 2000s Hip Hop (Eminem, 50 Cent, Nelly, etc.), emo, and alternative metal, and the first generation to use social media during these formative years.

1991-1999 = Centennials
(children of the Reagan Generation)
(grandchildren of the Civil Rights Generation)
(great-grandchildren of the Depression Generation)
(great-great-grandchildren of the Edwardian Generation)
"Centennials", as they would've grown up as kids at the dawn of the 21st Century, and then came of age during the formative years of the 21st Century. Are very diverse but more radical politically due to coming of age after Obama's election and in the time of the Tea Party Movement, Ron Paul wave, Crimea Annexation, ISIS, and Trump Election, so would therefore have more radical views on either the Far-Right or Marxist-Left. Would've popularized electropop, indie, and rap ballad pop, and first to use smartphones, tablets, and digital movie and TV streaming media during their coming of age years.

2000-2008 = iGeneration
(children of the Grunge Generation)
(grandchildren of the Post-War Boomers)
(great-grandchildren of the World War II Generation)
(great-great-grandchildren of the World War I Generation)
Haven't come of age yet, but will likely be heavily affected by politics due to growing up as kids and teens at the time of Trump's election. Are projected to be more conservative by the time they grow up, but could swing more liberal if the left fixes their image and move away from neo-Marxism, albeit that doesn't seem too likely as of now.

2009-2017 = Generation Alpha
(children of the Millennials)
(grandchildren of Generation Jones)
(great-grandchildren of the Silent Generation)
(great-great-grandchildren of the Prohibition Generation)
To be determined.


What do you think of this breakdown?

1955-1963 = Generation Jones
(children of the Silent Generation)
(grandchildren of the Prohibition Generation)
Often lumped in with the Baby Boomers due to still being born when birthrates were high, but this cohort would actually be a lot more conservative than their Post-War counterparts as they would've been coming of age in the mid 1970s to early 1980s, and therefore would've been a lot more affected by the Carter presidency than the Vietnam War. Would've also been big supporters of Ronald Reagan because of this.

Why 'Jones' from Generation Jones?

http://4.bp.blogspot.com/-R7pMOXg01EU/UdUrbkyCN1I/AAAAAAAAQFA/Bh0eDwLGO4g/s400/david-hasselhoff-underwear-animated.gif

http://4.bp.blogspot.com/-R7pMOXg01EU/UdUrbkyCN1I/AAAAAAAAQFA/Bh0eDwLGO4g/s400/david-hasselhoff-underwear-animated.gif

;D ;D

http://4.bp.blogspot.com/-R7pMOXg01EU/UdUrbkyCN1I/AAAAAAAAQFA/Bh0eDwLGO4g/s400/david-hasselhoff-underwear-animated.gif


What does this even mean?  :o

Why 'Jones' from Generation Jones?


Good question.  It's not new, though - the label "Generation Jones" has been around for many years...

http://4.bp.blogspot.com/-R7pMOXg01EU/UdUrbkyCN1I/AAAAAAAAQFA/Bh0eDwLGO4g/s400/david-hasselhoff-underwear-animated.gif

What does this even mean?  :o

Maybe he really wants it....  ;)

http://4.bp.blogspot.com/-R7pMOXg01EU/UdUrbkyCN1I/AAAAAAAAQFA/Bh0eDwLGO4g/s400/david-hasselhoff-underwear-animated.gif

What does this even mean?  :o


I think it means that something is being repeated continuously. Or, that someone is being repetitive. Not sure of it though.

I think it means that something is being repeated continuously. Or, that someone is being repetitive. Not sure of it though.


It's a meme on this board, usually posted in decadeology/generationology threads. It's usually accompanied by a GIANT post about 1970s cars.

It's a meme on this board, usually posted in decadeology/generationology threads. It's usually accompanied by a GIANT post about 1970s cars.

Is it really? I don’t get it haha

What does this even mean?  :o



It's a meme on this board, usually posted in decadeology/generationology threads.


Is it really? I don’t get it haha


If you're looking for any significance or deeper meaning to the Hasselhoff Bomb, there really isn't any. It's simply a visually arresting image that we used to jam up stupid threads.  I don't really come in here much anymore but there have been a lot of really idiotic posts on Facebook about Nebraska football as of late, so perhaps I could start using the Hoff Bomb to jam them up.


It's usually accompanied by a GIANT post about 1970s cars.


Ah yes, of course. The Brief History of the Chevrolet Small Block V-8.

Thank you for reminding me, I had completely forgotten about that.  ;)


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.