View source for Chevrolet small-block engine (first- and second-generation)

{{short description|Car engine}}
{{Use mdy dates|date=November 2017}}
{{Infobox automobile engine
| name = Chevrolet small-block engine
| image = 1985 Chevrolet Corvette L98 Engine.jpg
| caption = 1985 Chevrolet Corvette [[#L98|L98]]
| aka = {{ubl|Chevrolet Turbo-Fire|Nascar}}
| manufacturer = [[General Motors]]
| production = {{ubl|1954–2003 [[Flint North]]|(engine block and heads)|[[Saginaw Metal Casting Operations]]}}
| configuration = 90° [[V8 engine|V8]]
| block = [[Cast iron]], [[aluminum]]
| head = Cast iron, aluminum
| bore = {{ubl|{{cvt|3.5|in|1}}| {{cvt|3.67|in|1}}|{{cvt|3.736|in|1}}|{{cvt|3.75|in|1}}|{{cvt|3.875|in|1}}|{{cvt|4|in|1}}|{{cvt|4.125|in|1}}}}
| stroke = {{ubl|{{cvt|3|in|1}}|{{cvt|3.1|in|1}}|{{cvt|3.25|in|1}}|{{cvt|3.48|in|1}}|{{cvt|3.75|in|1}}}}
| displacement = {{ubl
  | {{cvt|262|CID|L|1}} (1975–1976)
  | {{cvt|263|CID|L|1}} (1994–1996)
  | {{cvt|265|CID|L|1}} (1955–1957)
  | {{cvt|267|CID|L|1}} (1979–1982)
  | {{cvt|283|CID|L|1}} (1957–1967)
  | {{cvt|302|CID|L|1}} (1967–1969)
  | {{cvt|305|CID|L|1}} (1976–2002)
  | {{cvt|307|CID|L|1}} (1968–1973)
  | {{cvt|327|CID|L|1}} (1962–1969)
  | {{cvt|350|CID|L|1}} (1967–2003)
 <nowiki>| {{cvt|383|CID|L|1}} (2003-present)</nowiki>
  | {{cvt|400|CID|L|1}} (1970–1981)
}}
| valvetrain = {{ubl|[[Overhead valve engine|OHV]] 2 valves × cyl.|[[DOHC]] [[Multi-valve#Four valves|4 valves]] × cyl. (LT5)}}
| fueltype = [[Gasoline]]
| fuelsystem = [[Carburetor]], [[fuel injection]]
| coolingsystem = [[Radiator (engine cooling)|Water-cooled]]
| timing = Chain
| compression = 8.2:1, 8.3:1, 8.4:1, 8.5:1, 8.6:1, 9.0:1, 9.1:1, 9.5:1, 10.25:1, 10.9:1, 11.0:1
| redline = 4,800
| power = {{cvt|110-475|hp|0}}
| torque = {{cvt|215-400|lbft|0}}
| weight = {{cvt|389-600|lb|kg}}<ref>{{Cite web|url=https://www.mcnallyinstitute.com/how-much-does-a-small-block-chevy-engine-weight/|title=How Much Does a Small Block Chevy Engine Weight? – McNally Institute}}{{Dead link|date=October 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref>{{Cite web|url=https://everythingwhat.com/what-is-the-weight-of-a-chevy-454-engine|title = What is the weight of a Chevy 454 engine?}}</ref><ref>{{Cite web|url=https://www.gomog.com/allmorgan/engineweights2.html|title=Engine Weights II}}</ref><ref>{{cite web|url=https://idswater.com/2020/03/31/how-much-does-a-chevy-engine-weigh/|title=How much does a Chevy engine weigh?|website=idswater.com}}</ref>
| predecessor = [[Chevrolet Series D]], [[Cadillac V8 engine#OHV|Cadillac OHV]], [[Oldsmobile V8 engine#Generation I|Oldsmobile "Rocket" OHV]]
| successor = [[LS based GM small-block engine|GM LS-based small-block engine]]
}}

The '''Chevrolet small-block engine''' is a series of [[Gasoline engine|gasoline]]-powered [[V8 engine|V8]] automobile [[internal combustion engine|engines]], produced by the [[Chevrolet]] division of [[General Motors]] in two overlapping generations between 1954 and 2003, using the same basic [[Cylinder block|engine block]]. Referred to as a "small-block" for its size relative to the physically much larger [[Chevrolet big-block engine]]s, the small-block family spanned from {{cvt|262|cuin|L|1}} to {{cvt|400|cuin|L|1}} in [[Engine displacement|displacement]]. Engineer [[Ed Cole]] is credited with leading the design for this engine. The engine block and cylinder heads were cast at [[Saginaw Metal Casting Operations]] in [[Saginaw, Michigan]].

The [[#Generation II GM small-block (1992–1997)|Generation II]] small-block engine, introduced in 1992 as the '''LT1''' and produced through 1997, is largely an improved version of the Generation I, having many interchangeable parts and dimensions. Later generation GM engines, which began with the [[General_Motors_LS-based_small-block_engine#Generation III (1997–2007)|Generation III]] [[General_Motors_LS-based_small-block_engine#LS1|LS1]] in 1997, have only the rod bearings, transmission-to-block bolt pattern and bore spacing in common with the Generation I Chevrolet and Generation II GM engines.<ref>{{Cite web |url=https://www.novak-adapt.com/knowledge/engines/about/gm/gm-generation-iii-v8/ |title=The Novak Guide to the GM Generation III+ V8 Engines |website=www.novak-adapt.com |access-date=2019-05-24}}</ref>

Production of the original small-block began in late 1954 for the 1955 model year, with a displacement of {{cvt|265|CID|L|1|}}, growing over time to {{cvt|400|CID|L|1|}} by 1970. Among the intermediate displacements were the {{cvt|283|CID|L|1}}, {{cvt|327|CID|L|1}}, and numerous {{cvt|350|CID|L|1}} versions. Introduced as a performance engine in 1967, the 350 went on to be employed in both high- and low-output variants across the entire Chevrolet product line.

Although all of Chevrolet's siblings of the period ([[Buick V8 engine|Buick]], [[Cadillac V8 engine|Cadillac]], [[Oldsmobile V8 engine|Oldsmobile]], [[Pontiac V8 engine|Pontiac]], and [[Holden V8 engine|Holden]]) designed their own V8s, it was the Chevrolet {{cvt|305|and|350|cuin|L|1}} small-block that became the GM corporate standard. Over the years, every GM division in America, except [[Saturn Corporation|Saturn]] and [[Geo (automobile)|Geo]], used it and its descendants in their vehicles.<ref name="AutoWorld" /> Chevrolet also produced a [[Chevrolet_big-block engine|big-block V8]] starting in 1958 and still in production as of 2024.

Finally superseded by the GM [[LS based GM small-block engine#Generation III|Generation III LS]] in 1997 and discontinued in 2003, the engine is still made{{as of when|reason=A contemporary reliable citation is needed|date=December 2024}} by a General Motors subsidiary in Springfield, Missouri, as a [[crate engine]]{{cn|date=December 2024}} for replacement and [[hot rod]]ding purposes. In all, over 100,000,000 small-blocks had been built in [[Carburetor|carbureted]] and [[fuel injected]] forms since 1955 as of November 29, 2011. The small-block family line was honored as one of the [[Ward's 10 Best Engines#20th Century|10 Best Engines of the 20th Century]] by automotive magazine [[Ward's AutoWorld]].<ref name="AutoWorld">{{Cite web |url=http://wardsautoworld.com/ar/auto_best_engines_th/index.html |title=The 10 Best Engines of the 20th Century |last=Sherman |first=Don |date=January 1, 2000 |website=Ward's AutoWorld |url-status=dead |archive-url=https://web.archive.org/web/20090812202026/http://wardsautoworld.com/ar/auto_best_engines_th/index.html |archive-date=August 12, 2009 |access-date=October 1, 2016}}</ref>

In February 2008, a Wisconsin businessman reported that his 1991 Chevrolet C1500 pickup had logged over one million miles without any major repairs to its small-block V8 engine.<ref name="91chevy">{{Cite news |last=Siegel |first=Robert |url=https://www.npr.org/templates/story/story.php?storyId=18826415 |title=Wisconsin Man Drives Millionth Mile in '91 Chevy |date=Feb 8, 2008 |work=NPR}}</ref>

All first- and second-generation Chevrolet small-block V8 engines share the same firing order of 1-8-4-3-6-5-7-2.

==Overview==
The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265&nbsp;cu&nbsp;in (4.3 L) V8 offered in the [[Chevrolet Corvette|Corvette]] and [[Chevrolet Bel Air|Bel Air]]. The engine quickly gained popularity among [[stock car]] racers, and was nicknamed the "[[Mighty Mouse]]," after the then-popular cartoon character, later abbreviated to "Mouse".<ref name="Wired">{{Cite magazine |last=Borroz |first=Tony |date=September 22, 2011 |title=Chevrolet's Mouse That Roared|url=https://www.wired.com/2011/08/chevrolets-mouse-that-roared/ |magazine=Wired |access-date=October 1, 2016}}</ref> By 1957 the engine had grown to {{cvt|283|cuin|L|1}}. Fitted with the optional [[Rochester Products Division|Rochester]] [[mechanical fuel injection]] (FI) and a [[Zora Arkus-Duntov#General Motors|Duntov high-lift camshaft]], it was one of the first production engines to produce {{cvt|1|hp|1}} per {{cvt|1|cuin|cc|1}}. The 283 was adopted by other Chevrolet models, replacing the 265 V8s.

A high-performance {{cvt|327|cuin|L|1}} variant followed, turning out as much as {{cvt|375|hp|0}} (SAE gross power, not SAE net power or the current SAE certified power values) and raising horsepower per cubic inch to {{cvt|1.15|hp}}. From 1954 to 1974, the small-block engine was known as the "Turbo-Fire" or "High Torque" V8. However, it was the {{cvt|350|cuin|L|1}} series that became the best-known Chevrolet small-block.

Installed in everything from station wagons and sports cars to commercial vehicles, boats, industrial equipment, and even (in highly modified form) in aircraft, the 350 is the most widely used small-block engine of all time. Though not offered in GM vehicles since 2003, the 350 series is still in production at a GM subsidiary in Springfield, Missouri, under the company's "GM Genuine Parts" brand,{{cn|date=December 2024}} and is also manufactured as an industrial and marine engine by GM Powertrain under the "[[Vortec]]" name.{{cn|date=December 2024}}

=={{anchor|3.750}}3.750 in. bore family (1955–1957)==
===265===
[[File:GM Heritage Center - 006 - Cars - 265 + 1955 Chevrolet.jpg|thumb|Original 265 beside a 1955 Chevrolet]]
The {{cvt|265|cuin|L|1}} "Turbo-Fire" V8 was the second Chevrolet small-block; the [[Chevrolet Series D|first Chevrolet V8]] was produced in 1917. The 265 cu in Turbo Fire engine was designed by [[Ed Cole]]'s group at Chevrolet to provide a more powerful engine for the 1955 Corvette than the model's original [[Chevrolet Stovebolt engine#235|"Blue Flame" in-line six]], the {{cvt|162|hp|0}} [[Carburetor#Multiple carburetor barrels|2-barrel]] debut version went from drawings to production in just 15 weeks.<ref name="265CID">{{Cite web |url=http://auto.howstuffworks.com/chevy-265-cid-v-8-engine.htm |title=Chevy 265-cid V8 Engine |date=April 24, 2008 |publisher=Consumer Guide |access-date=October 1, 2016}}</ref>

Cole's design borrowed a stud-mounted independent ball rocker arm [[valvetrain]] design patented by [[Pontiac (automobile)|Pontiac]] engineer Clayton Leach scheduled to be used in the 1955 [[Pontiac V8 engine|Pontiac V8]]. Internal GM rules at the time held that an automotive division developing a technological innovation had the right to introduce it and enjoy a two-year hiatus before any other GM division could share it. GM overruled itself and both divisions debuted the new design.<ref name="265CID" /> This provided a considerable advantage to Chevrolet, as the Pontiac V8's introduction had been held back: it had been tracking for introduction in the 1953 model year, and all 1953 and 1954 Pontiac cars' chassis and suspensions had been designed for the new engine.  But GM's Buick division had successfully lobbied corporate management to postpone Pontiac's engine until late 1954 in favor of Buick's release of its new [[overhead valve]] (OHV) [[Buick V8 engine|V8 engine]] in 1953.

A [[pushrod]] (OHV) engine with [[hydraulic lifters]], the small-block was available with an optional four-barrel Rochester [[carburetor]], increasing engine output to {{cvt|180|hp|0}}, or {{cvt|195|hp|0}} in the Corvette. The [[oversquare|short-stroke]] {{cvt|3.75|x|3|in|mm|2}} bore × stroke engine's {{cvt|4.4|in|1}} [[bore spacing]] would continue in use for decades.<ref name="MotorTrend">{{Cite web |url=http://www.motortrend.com/news/small-block-chevy-v8-through-the-years/ |title=Small-Block Chevy V8 through the Years |last=Udy |first=Jason |date=November 3, 2011 |publisher=MotorTrend |access-date=October 1, 2011}}</ref>

Also available in the Bel Air sedan, the basic passenger car version produced {{cvt|162|hp|0}} with a two-barrel carburetor. Upgraded to a four-barrel Rochester, dual exhaust "Power Pack" version, the engine was conservatively rated at {{cvt|180|hp|0}}, and with the "Super Power Pack," it was boosted up to the power level of the Corvette.<ref name="MotorTrend" />

A shortcoming of the 1955 265 was its lack of any provision for oil filtration built into the block, instead relying on an add-on filter mounted on the thermostat housing, and that was an "option only." In spite of its novel [[Green sand (casting)#Green sand|green sand]] foundry construction, the lack of adequate oil filtration leaves it typically only desirable to period collectors.{{Citation needed|date=October 2016}}

The [[Chevrolet Corvette (C1)|1956 Corvette]] introduced three versions of this engine—{{cvt|210|hp|0}} with a single 4-barrel carburetor, {{cvt|225|hp|0}} with twin 4-barrels, and {{cvt|240|hp|0}} with two four-barrel carburetors and a high-lift camshaft.<ref name="MotorTrend" />

=={{anchor|3.875}}3.875 in. bore family (1957–1973)==
===283===
[[File:1959 Chevrolet Corvette C1 V8 283 cui Fuel Injection.jpg|thumb|Fuel injected {{cvt|283|cuin|L|1}} engine installed in a 1959 [[Chevrolet_Corvette_(C1)#1959|Corvette]]]]

The {{cvt|283|cuin|L|1}} engine appeared in 1957, achieved by boring out the {{cvt|265|cuin|L|1}} by {{cvt|0.125|in|mm|2}}, yielding a {{cvt|3.875|x|3|in|mm|2}} bore × stroke. The first 283 motors used the stock 265 blocks. However, the overbore resulted in thin [[cylinder (engine)|cylinder]] walls, causing future 283 blocks to be cast to accept the larger bore. Five different versions between {{cvt|188|hp|0}} and {{cvt|283|hp|0}} were available, variously with a single carburetor, twin carburator, or fuel injection.

Horsepower was up a bit each year for 1958, 1959, 1960 (290hp), 1961 (315hp). The 1957 [[Rochester Ramjet]] [[Manifold injection#Mechanical controlling|mechanical fuel injection]] version produced an even one&nbsp;hp per one&nbsp;cu&nbsp;in ({{cvt|283|hp|0}}, an impressive feat at the time. This was the third U.S.-built production V8 to produce one horsepower per cubic inch, after the 1956 [[Chrysler 300B]] and DeSoto Adventurer.<ref>{{Cite web |url=http://www.curbsideclassic.com/blog/the-1957-chevrolet-fuel-injected-283-v8-gms-greatest-hit-12/ |title=1957 Chevrolet Fuel-Injected 283 V8 – Ahead Of Its Time And The Competition |date=June 15, 2016 |editor-last=Niedermeyer |editor-first=Paul |website=curbsideclassic.com |access-date=June 19, 2018}}</ref>

The 283 engine was optional in [[Checker Taxi]]s beginning in 1965.<ref>Flory, J. "Kelly", Jr. ''American Cars 1960–1972'' (Jefferson, NC: McFarland & Coy, 2004), p.341.</ref> A GM Canada version was also available in [[Studebaker]] vehicles produced there for 1965 and 1966.

===307===
An economy {{cvt|307|cuin|L|1}} version was produced from 1968 through 1973 as Chevrolet adjusted to increasingly stringent federal emissions standards. Engine bore and stroke was {{cvt|3.875|x|3.25|in|1}}.{{clarification needed|reason=What was the horsepower rating?  Both gross and net, as it spanned both eras.|date=June 2025}} All 307s had two-barrel carburetors, and large {{convert|2.45|in|1|adj=on}} journals to accept the 327's [[crankshaft]]. [[Piston]]s used with the 307 share the same pin height as the 327 but retain the 283's bore size.
{{hidden begin|title=Vehicles using the 307|titlestyle=background:#99FF99; text-align:left;|bodystyle=text-align:left;}}
*1968–1971 [[Chevrolet Camaro]]
*1968–1973 [[Chevrolet Chevelle]]
*1968–1969 [[Chevrolet Impala]]
*1968–1973 [[Chevrolet Nova]]
*1971–1972 [[Pontiac Ventura]]
*1968–1972 [[Chevrolet C/K (second generation)]]
*1973 [[Chevrolet C/K (third generation)]]
{{hidden end}}

==4.000 in bore family (1962–2002)==
Originally intended as the Chevrolet Division's performance block, the 4.000 in bore engine family was introduced in a {{cvt|327|cuin|L|1}} displacement in the 1962 Corvette.  This was followed by a de-stroked {{cvt|302|cuin|L|1}} racing version introduced in the 1966 Chevrolet Camaro Z/28.  The first {{cvt|350|cuin|L|1}} displacement was the high-performance ''L-48'' option for the 1967 Camaro.  Many variants of 350 followed, at all levels of performance, turning it into an all-purpose engine that saw use in applications from Corvettes to trucks. All engines in this family share the same block dimensions and sometimes even the same casting number; the latter indicating engines were of the same block, but with different strokes (e.g., the casting number 3970010 was used by all three displacements). 

The engine family received a {{cvt|0.15|in|mm|2}} increase in main [[Journal bearing|journal]] size in 1968 to {{cvt|2.45|in|1}}. The  last variant a 2000s 350 used in pickup trucks and commercial vehicles. 

The medium journal 350 was further developed into the Generation engine [[GM LT engine]] 350 in the early 1990s.

===302===
{{uncited section|date=June 2024}}
[[File:69dz302.jpg|alt=1969 Chevrolet 302 Cubic Inch Engine|thumb|1969 Chevrolet 302 cu in [[Chevrolet_Camaro_(first_generation)#1969|Z/28]] engine showing factory [[ram-air intake|cowl-induction]] system]]

In 1966, General Motors designed a special {{cvt|302|cuin|L|1}} engine for the production [[Chevrolet Camaro (first generation)#Z/28|Z/28 Camaro]] in order for it to meet the Sports Car Club of America ([[SCCA]]) [[Trans-Am Series]] road racing rules limiting engine displacement to {{cvt|5.0|L|cuin|0|order=flip}} from 1967 to 1969. It downsized the standard Chevrolet {{cvt|327|cuin|L|1}} V8 by swapping out its crankshaft for a special [[forged steel]] high-performance version of the shorter throw crank from the {{cvt|283|cuin|L|1}} engine, decreasing stroke length {{cvt|0.25|in|mm|2}} while holding cylinder bore the same. The result was a highly [[stroke_ratio#Oversquare|oversquare]] {{cvt|4.0|x|3|in|mm|2}} bore × stroke, well-suited to fast-revving racing applications. 

Every part in a SCCA Trans-Am engine had to be available through local Chevrolet parts departments to comply with race [[homologation]] regulations.

The 302 engine also joined the 327 and 350 in getting larger crankshaft [[Bearing (mechanical)|bearing]]s in 1968, with the rod-journal diameter increased from the {{cvt|2|in|1}} small-journal to a {{cvt|2.1|in|1}} large-journal, and a main-journal increase from {{cvt|2.3|in|1}} to a medium-sized {{cvt|2.45|in|1}}.

The large-journal [[connecting rod]]s were thicker (heavier) and used {{cvt|3/8|in}} diameter cap-bolts to replace the small-journal's 11/32. 1968 blocks were made in 2-bolt and 4-bolt versions with the 4-bolt center-three main caps each fastened by two additional bolts which were supported by the addition of thicker crankcase main-web bulkheads. When the journal size increased to the standard large-journal size, the crankshaft for the 302 was specially built of [[tufftride]]-hardened forged 1053-steel and fitted with a high-[[Revolutions per minute|rpm]] {{cvt|8|in|1}} diameter harmonic balancer. It had a {{3/4}}-length semi-circular [[Windage#Automobiles|windage]] tray, heat-treated, [[magnaflux]]ed, shot-peened forged 1038-steel 'pink' connecting rods, floating-pin in 1969, forged-[[aluminum]] pistons with higher scuff-resistance and better sealing single-molybdenum rings.

Its solid-lifter cam, known as the "30-30 Duntov", named after its {{cvt|0.03|in|1}}/0.030&nbsp;in hot [[intake]]/exhaust valve-lash and [[Zora Arkus-Duntov]], the "Father of the Corvette", was also used in the 1964–1965 carbureted 327 cu in/365 gross hp and fuel injected 327/375 engines. It used the '202' {{cvt|2.02|in|1}}/{{cvt|1.6|in|1}} valve diameter high-performance 327 double-hump 186 and 461 heads, pushrod guide plates, hardened 'blue-stripe' pushrods, edge-orifice lifters to keep more valvetrain oil in the crankcase for high-rpm lubrication, and stiffer valvesprings. In 1967, a new design high-rise cast-aluminum dual-plane [[intake manifold]] with larger smoother turn runners was introduced for the Z/28 that the {{cvt|350|cuin|L|1}}/370&nbsp;gross hp 1970 [[Chevrolet small-block engine (first- and second-generation)#LT-1|LT-1]] also used.

Unlike the Corvette, the [[exhaust manifold]]s were the more restrictive rear outlet 'log' design to clear the Camaro chassis's front cross-member. It had a chrome oil filler tube in the front of the intake manifold next to the thermostat housing from 1967 to 1968. The first year had unique chrome [[valve cover]]s with Chevrolet stamped into them without an engine displacement decal pad. In 1968, the engine had the chrome covers, but without the Chevrolet name, connected to a PCV valve and a chrome {{cvt|14|x|3|in|1}} drop-base open-element air cleaner assembly fitted with a crankcase breather on a {{cvt|780|cuft/min}} [[vacuum]] secondary [[Holley Performance Products|Holley]] 4-Bbl carburetor. 1969 Corvette and 1970 Z/28 engines were also equipped with this Holley carburetor until the Quadrajet carburetor returned in 1973. A 'divorced' exhaust crossover port heated well-choke thermostat coil was used to provide cleaner and faster engine warm-up. Its cast-aluminum [[distributor]] had a vacuum diaphragm to advance [[ignition timing]] at part-[[throttle]] for economy and emissions, and came in single-point in the Camaro, with an ignition point cam designed to reduce point bounce at high rpm, and transistorized in the Corvette.

Pulleys for the balancer, [[alternator]], water-pump, as well as optional [[power steering]], were deep-groove to retain the drive belts at high rpm. In 1969, the 302 shared the finned [[cast aluminium]] valve covers with the LT1 350 Corvette engine. Conservatively rated at {{cvt|290|hp|0}} ([[Horsepower#SAE gross power|SAE gross]]) at 5800&nbsp;rpm and {{cvt|290|lbft|0}} at 4800, actual output with its production 11.0:1 [[compression ratio]] was around {{cvt|376|hp|0}} with {{cvt|1.625|in|1}} primary x {{cvt|3|in|1}} collector Sanderson tubular headers that came in the trunk when ordered with a 1967 Z/28, and associated carburetor main jet and ignition timing tuning.{{citation needed|date=April 2020}} In 1968, the last year for factory headers, they had {{cvt|1.75|in|1}} primaries x {{cvt|3|in|1}} collectors. A stock 1968 Z/28 with the close-ratio transmission, optional transistorized-ignition, and 4.88 gear, fitted with little more than the factory cowl plenum cold-air hood induction and headers, was capable of running 12.9 second/{{cvt|108|mph}} [[Dragstrip|{{convert|1/4|mi|m|0}}]] times on street tires.{{cn}}

After the 1967 Trans-Am campaign with the four-barrel induction system producing more horsepower than the competing automakers' eight-barrel systems, Chevrolet developed a factory 'cross-ram' aluminum intake-manifold package for 1968 using two Holley {{cvt|600|cuft/min}} mechanical secondary carburetors for Trans-Am racing. It was available only as off-road service parts purchased over the Chevrolet dealership parts counter. With the Chevrolet 140 1st-design off-road cam, the package increased a stock 302's horsepower from {{cvt|360|hp|0}} to approximately {{cvt|400|hp|0}}. Chevrolet carried the positive [[crankcase ventilation system]] (PCV) over to the cross-ram induction system to retain emissions compliance mandated for U.S.-produced cars beginning in 1967, that also provided full-throttle crankcase pressure venting to the intake air to burn its vapors.

Engines prepared for competition use were capable of producing {{cvt|465|hp|0}} with little more than the paired 4-barrel carburators, ported heads with heavy duty valve springs, roller rocker arms, and the 754 2nd-design road-race cam. 1967–1968 models' cowl-induction system had an enclosed air-cleaner assembly ducted from its passenger side into the firewall cowl above the heater core.

Another popular service-parts-only component used on the 302 was the magnetic-pulse [[Delco Electronics|Delco]] [[transistor]]-[[Ignition system|ignition]] [[ball bearing]] distributor. Introduced in 1963 on Pontiac's {{cvt|389|and|421|cuin|L|1}} [[drag racing]] engines, General Motors fitted it to the 1967 Z/28 before they used it on the L88 {{cvt|427|cuin|L|1}} Corvette. It eliminated the production breaker-point ignition, allowing greater spark energy and more stable ignition timing at all engine speeds, including idle. This was one of the least talked about yet most transformative and comprehensive performance and durability upgrades of its time. Many of the 302s off-road service parts were the development work of racers like [[Roger Penske]]. 

While the 302 became a strong Limited Sportsman oval track racing engine in the hands of racers like Bud Lunsford in his 1966 Chevy II, its bore/stroke and rod/stroke geometries made it a natural high-rpm road-racing engine and were responsible for its being among the more reliable production street engines homologated for full competition across all the American makes, winning back-to-back Trans-Am Championships at the hands of [[Mark Donohue]] in 1968 and 1969. However, with engines built by Al Bartz, Falconer & Dunn and Traco Engineering, the pinnacle of the 302's use in professional racing, was its being the primary engine that powered the outstanding but overshadowed 1968–1976 [[Formula 5000]] Championship Series, a SCCA Formula A open-wheel class designed for lower cost.  They were also used in period endurance racing, such Traco-engined [[Lola T70]]'s in the [[24 Hours of Daytona]] and the [[12 Hours of Sebring]] (as featured in the 1969 auto racing movie, ''[[The Racing Scene]]'').

The engine was also popular in Formula 5000 racing around the world, especially in Australia and New Zealand where it proved more powerful than the [[Repco]]-[[Holden V8 engine|Holden]] V8. Weighing {{cvt|510|lbs}}, with a {{cvt|525|-|550|hp|0}} iron block and head engine positioned near the car's polar moment of inertia for responsive turn pivoting, a [[Hewland]] 5-speed magnesium transaxle, and {{cvt|10|in|1}} wide {{cvt|13|in|1}} front/{{cvt|20|in|1}} wide {{cvt|15|in|1}} rear magnesium wheels, it produced incredibly exciting racing. They ran {{cvt|0|-|60|mph}} in 2.8 seconds and over {{cvt|180|mph}}.

Reminiscing about the series, mid-70s Australian F5000 driver Bruce Allison said, "We never used first gear at the start. We started in second, and even then there was so much [[torque]], you'd get [[wheelspin]] through third and fourth gears." Prepared with a Lucas-McKay mechanically timed individual-stack magnesium fuel-injection induction system that was paired with ported production car double-hump iron heads, a rev-kit fitted roller lifter camshaft, roller bearing [[rocker arm]]s, and a virtually stock production crankshaft, it had a lasting impact on the series' ability to conduct high car-count finishes and close competition events by the degree of mechanical success it provided to a series filled with star international Grand Prix drivers like [[Mario Andretti]], [[Mark Donohue]], [[David Hobbs (racing driver)|David Hobbs]], [[Graham McRae]], [[Brian Redman]], [[Jody Scheckter]], and [[Al Unser|Al]] and [[Bobby Unser]].

===327===<!-- This section is linked from [[Rambler Rebel]], [[Checker Marathon]] -->
[[File:Chevrolet Corvette 1963 327ci Engine Lake Mirror Cassic 16Oct2010 (14690603730).jpg|thumb|Fuel-injected {{cvt|327|cuin|L|1}} engine installed in a 1963 [[Chevrolet_Corvette_(C2)#1963|Corvette]]]]

The {{cvt|327|cuin|L|1}} V8, introduced in 1962, had a bore and stroke of {{Convert|4x3.25|in|mm|abbr=on}}. The exact displacement is {{cvt|326.7256|cuin|cc|0}}. Power ranged from {{cvt|225|to|383|hp|0}} depending on the choice of carburetor or fuel injection, camshaft, [[cylinder head]]s, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced {{cvt|340|hp|0}}, {{cvt|344|lbft|0}} with single [[Carter Carburetor|Carter]] 4-barrel, and {{cvt|360|hp|0}}, {{cvt|358|lbft|0}} with Rochester fuel-injection. In 1964, horsepower increased to {{cvt|366|hp|0}} for the newly named ''L-76'' version, and {{cvt|375|hp|0}} for the fuel injected ''L-84'', making the L-84 the most powerful [[naturally aspirated]], single-cam, production small-block V8 until the appearance of the {{cvt|385|hp|0}}, {{cvt|395|lbft|0}} Generation III [[GM LS6 engine|LS6]] in 2001. This block is one of three displacements that underwent a major change in 1968 when the main journal size was increased from {{cvt|2.3|to|2.45|in|1}}. In 1965, Chevrolet released the now-legendary ''L-79'', which was nothing more than an L-76 (11.0:1 forged pop-up pistons, forged steel rods and crank, 2.02 Corvette heads), but with the 30-30 Duntov cam replaced by the No. 151 hydraulic cam.

In 1966, Checker began offering the 327 as an option.<ref>Flory, p.411.</ref> The [[Avanti (car)|Avanti II]] and its successors were powered by the 327 and later versions of the small-block V8.

The 327 was fitted in the English [[Gordon-Keeble]]. Ninety-nine cars were made between 1964 and 1967. It was also installed in many [[Iso (automobile)|Iso]]s, until 1972 when General Motors started demanding cash in advance and the Italian manufacturer switched to the [[Ford 335 engine|Ford Cleveland V8]].<ref name="DandL">{{Cite web |url=http://www.drivingandlife.com/2016/02/the-long-forgotten-lele.html |title=The Long-Forgotten Lele |last=Crawford |first=John |date=2016-02-08 |website=Driving & Life |archive-url=https://web.archive.org/web/20180421051559/http://www.drivingandlife.com/2016/02/the-long-forgotten-lele.html |archive-date=2018-04-21}}</ref>

In 1968, the 327 L73 developing {{cvt|250|hp|0}} was part of the CKD packages exported to Australia from Canada for use in the locally assembled (by General Motors Holdens) Chevrolet Impala and Pontiac Parisienne. GMH used the same specification engine in the [[Holden Monaro#HK|Holden HK Monaro GTS327]]. The engine was used in the Monaro GTS327 to make it the new Holden Muscle Car, and so it could compete in the local improved production (Australian Group C). The car had modified suspension just before release to also be used in local Series Production racing (Australian Group E). A special build 327 was built for GMH for the final run of the HK GTS327 by the Canadian McKinnon Industries. It was a lower compression version of the 1968 engine first used on the HK GTS327, and was dressed as a 1969 engine sporting all 1969 parts. The 327 was replaced in the mid-1969 HT Monaro by the 350 L48 developing {{cvt|300|hp|0}}.

===350===
[[File:Chevrolet Camaro 1968 SS 350 Engine LakeMirrorClassic 17Oct09 (14577515876).jpg|thumb|{{cvt|350|cuin|L|1}} engine installed in a 1968 [[Chevrolet Camaro (first generation)#SS|Camaro]] SS]]

The {{cvt|350|cuin|L|1}} first appeared as a high-performance ''L-48'' option for the [[Chevrolet Camaro (first generation)|1967 Camaro]]. Bore × stroke were {{cvt|4.0|x|3.48|in|mm|2}}. One year later, it was made available in that form in the [[Chevrolet Nova]], and in 1969 the lower-compression mainstream LM1 version became an option in the rest of the Chevrolet line. As had been the case with earlier versions of the small-block, the 350 was available in the [[Beaumont (automobile)|Beaumont]] sold by Pontiac Canada, which unlike its U.S. counterparts, used Chevrolet chassis and drivelines. Many variants followed.

====L46====
Years: 1969–1970

The ''L46'' became an optional engine for the [[Chevrolet Corvette (C3)|1969 Chevrolet Corvette]]. It was a higher-performance version of the base {{cvt|350|cuin|L|1}} V8 with casting number 186, {{cvt|2.02|/|1.6|in|1}} valve heads and an 11.0:1 compression ratio that required high [[octane]] gas. Output was {{cvt|350|hp|0}} (SAE gross power) and 380 lb⋅ft (515 N⋅m) torque.<ref name="Gunnell, John 2005" /> It was also available in 1970 with a four-barrel [[Quadrajet]] carburetor and L46 hydraulic cam, dome piston (+{{cvt|2.6|cc|cuin|order=flip|2}}), 186 heads, and a four-bolt block.

====L48====
Years: 1967–1980

The ''L48'' is the original {{cvt|350|cuin|L|1}} engine. It was introduced for 1967 in the [[Super Sport (Chevrolet)|Super Sport (SS)]] version of the Camaro (which used it until 1969) and for 1968 in the Chevy II/Nova (which used it until 1979). In 1969, it was used in almost all car lines—Camaros, Caprices, Impalas, El Caminos, Chevelles, and Novas. The 1969 L48s use a hydraulic cam, 4bbl Quadrajet carburetor, cast pistons, [[4-bolt main]] [[casting]] number 010 blocks and casting number 041 or 186 heads. Power output was {{cvt|300|hp|0}} SAE and {{cvt|380|lbft|0}} torque. Compression ratio was 10.25:1. The compression ratio of the L48 was lowered to 8.5:1 in 1971.

In 1972, the L48 (four-barrel V8) option for the Nova was part of the SS package. This is indicated by the fifth digit in the [[VIN]] being a ''K''. 1972 was the only year the SS package could be verified by the VIN.

The L48 engine was exported to Australia, where it appeared in the [[Holden Monaro]] from 1969 through 1974, and in the [[Statesman (automobile)|Statesman]] from 1971 through 1974. Towards the end of the HQ series in 1973–74, due to US emissions regulations, the performance of these engines had dropped to the same or lower than Holden's locally manufactured {{cvt|308|cuin|L|1|}} V8, which was not yet subject to similar regulations, so Holden discontinued using the engine.

The L48 V8 was the standard engine in the 1975–1980 Chevrolet Corvette. The L48 V8 Corvette engine produced {{cvt|165|hp|0}} in 1975. Power increased to {{cvt|180|hp|0}} in 1976 and stayed the same in 1977. The 1978 saw {{cvt|175|hp|0}} for California or high altitude areas and {{cvt|185|hp|0}} everywhere else. Power increased to {{cvt|195|hp|0}} in 1979 but decreased to {{cvt|190|hp|0}} in 1980.<ref name="Gunnell, John 2005" />

A modified version of the L48 was used in the [[Kodiak F1]]; however, only two units were ever fit with this engine. One was tuned to the full {{cvt|450|hp|0}}, the other had a standard EU-specification {{cvt|230|hp|0}} engine, and the other four cars produced had never been fit with an engine before they were destroyed. The modifications included new [[Piston|forged pistons]], Brodix [[Cylinder head|cylinder heads]], higher [[compression ratio]], and a significantly lighter-than-stock [[flywheel]].<ref>{{Cite web |date=2023-08-14 |title=Kodiak F1 Flügeltürer mit bis zu 450 PS |url=https://www.autozeitung.de/kodiak-f1-100307.html |access-date=2024-12-12 |website=autozeitung.de |language=de}}</ref>

====L65====
The 1970 model year Camaro had a {{cvt|250|hp|0}} high-performance two-barrel Rochester carburetor. In 1971, it dropped to {{cvt|245|hp|0}}, and net performance further dropped to {{cvt|165|hp|0}} for 1972 and {{cvt|145|hp|0}} for 1973–1976. It was basically the two-barrel version of the L48 350. It was produced until the 1976 model year. It produced up to {{cvt|255|lbft|0}} of torque.

====LM1====
The ''LM1'' was introduced for 1969 model year as a 9.0:1 255&nbsp;hp engine. It was essentially an L48 engine in all ways except for 75cc combustion chambers rather than the L48's 64cc, and less spark advance to allow it to run on regular-grade fuel. Throughout its lifespan, it used a four-barrel carburetor (usually with a Rochester Quadrajet), mechanical ignition points, and an electronic or computer-controlled spark system. In a lower compression, unleaded gas, considerably more emissions control-hampered form it was rated at {{cvt|155-175|hp|0}} SAE net by 1971, and continued the base Chevrolet 350&nbsp;cu&nbsp;in engine in passenger cars to 1988, optional in most models, standard in some. It was superseded by the L05 powerplant after 1988. This engine was fitted to automatic versions of the 1969 and 1970 Holden Monaro GTS350 in Australia where it was rated at 275&nbsp;hp most likely due to the use of higher octane fuel and far more spark advance than was fitted to North American versions of the engine.

====ZQ3====
Years: 1969–1974

The ''ZQ3'' was the standard engine in the 1969–1974 Chevrolet Corvette.

In 1969 and 1970, it was a {{cvt|300|hp|0}} version of the {{cvt|350|cuin|L|1}} small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor and a L48 camshaft.<ref name="Gunnell, John 2005">Gunnell, John. Standard Catalog of Corvette, 1953-2005. Krause Publications, 2004</ref>

In 1971, power decreased to {{cvt|270|hp|0}} (gross) and {{cvt|300|lbft|0}} (gross) of torque with a lower 8.5:1 compression. 1972 saw {{cvt|200|hp|0}} (net) and {{cvt|270|lbft|0}} (net) of torque. In 1973 power decreased to {{cvt|190|hp|0}}, but increased slightly in 1974 to {{cvt|195|hp|0}}.<ref name="Gunnell, John 2005" />

Post-1971 blocks possibly had a lower nickel content but thicker cylinder deck, and post 1974 heads of the small-block Chevrolet used less iron, and were lighter weight, crack-prone, and were less powerful because of the lower compression ratios used.{{Citation needed|date=November 2016}}

====LT-1====
{{for multi|the Generation II V8 used from 1991–1997|#LT1|the new Generation V V8|LS based GM small-block engine#LT1}}
[[Image:1970ChevroletCamaroZ28-engine.jpg|thumb|right|200px|LT-1 in a 1970 [[Chevrolet Camaro]] Z/28]]
Years: 1970–1972

The ''LT-1'' was one of the most well-known Chevrolet small-block V8s, becoming available as a track-ready {{cvt|350|cuin|L|1}} option in 1970. It used solid lifters, 11.0:1 compression, the "178" high-performance camshaft, and a {{cvt|780|cuft/min}} vacuum secondary Holley four-barrel carburetor on a special high-rise aluminum intake, with special 2.5" outlet ram's-horn exhaust manifolds in the Corvette, Delco transistor ignition and a low-restriction exhaust factory rated at {{cvt|370|hp|0}} in the Corvette, and {{cvt|360|hp|0}} at 6000&nbsp;rpm and {{cvt|380|lbft|0}} at 4000&nbsp;rpm in the Camaro Z28<ref>Gunnell, John, {{cvt|360|hp|0}} with the Camaro's 'log' manifold exhaust system and points ignition. Standard Catalog of Corvette, 1953-2005. Krause Publications, 2004</ref> (the [[NHRA]] rated it at {{cvt|425|hp|0}} for classification purposes). [[Redline]] was 6,500&nbsp;rpm but power fell off significantly past 6,200&nbsp;rpm. The LT-1 was available in the Corvette and Camaro Z28. Power was down in 1971 to dual-rated {{cvt|330|hp|0}} (gross)/{{cvt|255|hp|0}} (net) and {{cvt|360|lbft|0}} of torque with 9.0:1 compression, and again in 1972 (the last year of the LT-1, then rated using net only, rather than gross, measurement) to {{cvt|255|hp|0}} and {{cvt|280|lbft|0}}.

{{anchor|L82}}

====L82====
Years: 1973–1980

The 1973–1974 ''L82'' was a "performance" version of the 350 that still used the casting number 624 76cc chamber "2.02" heads but with a Rochester Quadra-jet 4bbl carburetor and dual-plane aluminum intake manifold, the earlier L46 {{cvt|350|hp|0}} 350 hydraulic-lifter cam, and 9.0:1 compression forged-aluminum pistons producing {{cvt|250|hp|0}} (1971 was the first year for SAE net hp rating, as installed in the vehicle with accessories and mufflers) and {{cvt|285|lbft|0}} of torque. Its cast-aluminum LT1 valvecovers were painted crinkle-black contrasting with the aluminum manifold and distributor housing. It was down to {{cvt|205|hp|0}} and {{cvt|255|lbft|0}} of torque for 1975. It produced {{cvt|210|hp|0}} in the Corvette for 1976–1977. The 1978 L82 recovered somewhat, producing {{cvt|220|hp|0}} and {{cvt|260|lbft|0}} in the Corvette and in 1979 it produced {{cvt|225|hp|0}} in the Corvette. In 1980, its final year, it produced a peak of {{cvt|230|hp|0}}.<ref name="Gunnell, John 2005" /> This engine was also available on the Chevrolet Camaro in 1973 and 1974.

{{anchor|L81}}

====L81====
Years: 1981

The ''L81'' was the only {{cvt|350|cuin|L|1|order=flip}} Corvette engine for 1981. It produced {{cvt|190|hp|0}} and {{cvt|280|lbft|0}} of torque from 8.2:1 compression, exactly the same as the 1980 L48, but added hotter cam and computer control spark advance, replacing the vacuum advance.<ref name="Gunnell, John 2005" /> The L81 was the first Corvette engine to employ a "smart carburetor." The 1980 Rochester Quadrajet was modified to allow electronic mixture control, and an ECM ([[Engine Control Module]]) supplied with data from an exhaust oxygen sensor, modified the air–fuel mixture being fed to the engine.

{{anchor|LT-9}}

====LS9====
Years: 1969–1986

The ''LS9'' was GM's 350 cubic inch truck engine used in C/K and G-series models up to {{cvt|8500|lb|0}} GVWR (gross vehicle weight rating). The LS9 used a Rochester four-barrel carburetor, and its power ratings for 1984 were {{cvt|165|hp|0}} at 3800&nbsp;rpm, and {{cvt|275|lbft|0}} torque at 1600&nbsp;rpm. A version using a closed-loop carburetor was used with the California emissions package in its final years. The LS9 and LT9 engines were replaced for 1987 by the L05 TBI ([[throttle-body fuel injection]]) engines. Most of the small-block engines in this timeframe were built at either the [[Flint, Michigan auto industry|Flint engine plant]] in south [[Flint, Michigan]], or at [[St. Catharines, Ontario]]. The Flint plant was producing about 5,200 engines per day in the mid-1980s, and had a slower, separate line for the TPI engines used in the Camaro and Corvette.<ref name="84_truck_data_book">1984 Chevrolet Truck Data Book.</ref>

====LT9====
Years: 1981–1986<ref>{{Cite web |url=http://www.chuckschevytruckpages.com/enginespecs.html |title=Chevy Truck Engine Specifications, RPO Codes, Horsepower, Displacement, Torque Ratings|website=Chuck's Chevy Truck Pages.com|access-date=November 22, 2013}}</ref>

The ''LT9'' served as GM's heavy-duty (over {{cvt|8500|lb|0}} GVWR) emissions<ref name="chevytalk1">{{Cite web |url=http://www.chevytalk.org/fusionbb/showtopic.php?tid/58491/ |title=LT9 engine - ChevyTalk -The Social Network for Chevy Fans |publisher=ChevyTalk |access-date=November 22, 2013}}</ref> variant of the {{cvt|350|cuin|L|1|order=flip}}. It was used in [[Chevrolet C/K (third generation)|C/K 20/30 pickups]], G30 passenger and cargo vans (built in Lordstown, OH, and later in Flint, MI), and P30 chassis used for motorhomes and step vans.

The LT9's listed specifications are {{cvt|160|hp|0}} at 3,800&nbsp;rpm and {{cvt|250|lbft|0}} of torque at 2,800&nbsp;rpm with 8.3:1 compression.<ref>{{Cite book |last=Gunnell |first=John |url=https://books.google.com/books?id=zkoIbMk9k-oC&q=Chevrolet+LT9+8.3:1+compression&pg=PA164 |title=Chevrolet Pickups 1973-1998: How To Identify Select And Restore Collector Light Trucks and El Caminos |date=February 23, 2008 |publisher=Krause Publications |isbn=9780896896147 |access-date=November 22, 2013}}</ref> LT9 engines were carbureted with Rochester Quadrajets from the factory and generally have four-bolt mains. The LT9 is often known as the "M-code 350," from the eighth character of the VIN.<ref name="chevytalk1" />

{{anchor|L83}}

====L83====
{{for|the new Generation IV V8|LS based GM small-block engine#L83}}

Years: 1982 and 1984

The 1982 '''L83''' was again the only Corvette engine, producing {{cvt|200|hp|0}} and {{cvt|285|lbft|0}} of torque from 9.0:1 compression. Since GM did not assign a 1983 model year to production Corvettes, there was no L83 for 1983.<ref name="Gunnell, John 2005" /> This was also the only engine on the 1984 Corvette, at {{cvt|205|hp|0}} and {{cvt|290|lbft|0}} of torque. The L83 added "Cross-Fire" [[fuel injection]] (twin throttle-body fuel injection).

====L98<!-- This section is linked from [[Chevrolet Corvette]] -->====
{{for|the new Generation IV V8|LS based GM small-block engine#L98}}

Years: 1985–1992

The new 1985 '''L98''' 350 added tuned-port fuel injection (TPI), which was standard on all 1985–1991 Corvettes. It was rated at {{cvt|230|hp|0}} for 1985–1986, {{cvt|240|hp|0}} for 1987–1989 ({{cvt|245|hp|0}} with 3.08:1 rear axle ratio (1988–1989 only)), and {{cvt|245|hp|0}} in 1990–1991 ({{cvt|250|hp|0}} with 3.08:1 rear axle). Aluminum cylinder heads (Corvette only) were released part way through the 1986 model run, modified for 1987 with D-ports, and continued through the end of L98 Corvette production in 1991 (still used on ZZx 350 crate engines until 2015 when the ZZ6 received the fast burn heads).<ref name="Gunnell, John 2005" /> The L98 V8 was optional in January 1987–1992 [[Chevrolet Camaro]] and [[Pontiac Firebird]] models (rated at {{cvt|225|–|245|hp|kW|0}} and {{cvt|330|–|345|lbft|Nm|0}})
The 1987 versions had {{cvt|20|hp|kW|0}} and {{cvt|15|lbft|Nm|0}} more and a change to hydraulic roller camshaft. Compression was up again in 1990 to 9.5:1 Camaro/Firebird and 10:1 Corvettes, but rated output stayed the same.

Vehicles using the L98:
*1985–1991 [[Chevrolet Corvette]]
*1987–1992 [[Chevrolet Camaro]] (optional)
*1987–1992 [[Pontiac Firebird]] (optional)

====L05====
The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in 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 (including chassis cabs and four-door crew cabs). The L05 was also used in the [[Chevrolet van|G-van models]] and the P30 step vans, as well as in 9C1-optioned police package Caprices, and in the following other vehicles:
{{hidden begin|title=Vehicles using the L05|titlestyle=background:#99FF99; text-align:left;|bodystyle=text-align:left;}}
*1992–1993 [[Buick Roadmaster]] sedan and station wagon
*1990–1992 [[Cadillac Brougham]] (optional engine)
*1993 [[Cadillac Fleetwood]]
*1989–1993 [[Chevrolet Caprice]] 9C1 police package (roller cam); 1A2-optioned special service station wagon
*1992–1993 [[Chevrolet Caprice]] wagon (optional engine)
*1993 [[Chevrolet Caprice]] LTZ
*1992 [[Oldsmobile Custom Cruiser]] wagon (optional engine)
*1991–1994 GMC W4500 Tiltmaster/Isuzu NPR
*1995–1996 [[AM General]] [[Hummer H1]]
{{hidden end}}
L05s were used primarily with casting number 14102193 (64cc [[combustion chamber]]s) cylinder heads with swirled intake ports—the intake ports were designed for fuel economy (the design was also shared with the 103 heads used on the 4.3L with TBI). The swirl ports (known to GM as a vortex chamber) along with the irregular shape of the combustion chambers limit the airflow and horsepower output where they did not provide a fast burn, later phased in with the 1996 Vortec heads. A majority of the L05s used with the trucks and vans had conventional flat tappet camshafts, while the Caprice 9C1 (1989–93) had a roller cam. L05 usage was replaced by the [[Chevrolet small-block engine (first- and second-generation)#LT1|LT1]] after 1993 in [[GM B platform|GM B-bodies]] and [[GM D platform|D-bodies]] until production ceased in 1996.

A single belt (serpentine belt) accessory drive was introduced on the L05, the 5.0L L03, and the 4.3L V6 LB4 engines used in the 1988 GMT400 models, but not on the older R/V models (R/V models received the serpentine belt drive in 1989 when the front grille was facelifted in appearance to the GMT400 lineup). In mid-1996, the L05 was equipped with heads used in the 1996 G30. In February 2008, a Wisconsin businessman reported that his 1991 Chevrolet C1500 pickup had logged over 1 million miles without any major repairs to its L05 engine.<ref name="91chevy"/> The article also mentioned that the Flint engine plant that built the engine, had produced 45 million engines in its 45-year history, before closing in 1999.

====L31====
The Vortec 5700 L31 (VIN code "R") is a 5.7L V8 truck engine. It is Chevrolet's last production first-generation small-block. The cylinder heads feature combustion chambers and intake ports very similar to those of the LT1 V8, but lacking the LT1's reverse-flow cooling and higher compression. As such, the L31 head is compatible with all older small-blocks, and is a very popular upgrade. It offers the airflow of more expensive heads, at a much lower cost. It does, however, require a specific [[intake manifold]] (the L31 has four bolts per head attaching the intake manifold, as opposed to the "traditional" six bolts per head found on older Chevrolet small-blocks). Chevrolet's L31 was replaced by GM's LS-based 5.3L LM7 and 6.0L LQ4. Depending on components and computer module, the Vortec 5700 produces {{cvt|255|hp|kW|0}} to {{cvt|350|hp|kW|0}} at 4600&nbsp;rpm and {{cvt|330|lbft|Nm|0}} to {{cvt|350|lbft|Nm|0}} of torque at 2800&nbsp;rpm.{{clarify inline|date=May 2024}}{{cn|date=May 2024}} Known as the GEN 1+, the final incarnation of the 1950s-vintage small-block ended production in 2003. It is still{{when|date=April 2019}} in current production as a crate engine for marine applications and automotive hobbyists as the 'RamJet 350' with minor modifications. [[Volvo Penta]] and [[Mercury Marine]] also still produce the L31. The "Marine" intake, despite its [[cast iron]] construction, is an L31 upgrade that allows use of common Bosch-style injectors with various flow rates while still maintaining emission compliance.

{{hidden begin|title=L31 applications:|titlestyle=background:#99FF99; text-align:left;|bodystyle=text-align:left;}}
* 1996–1999 [[Chevrolet C/K|Chevrolet/GMC C/K]] 1500, 2500, and 3500 (but not the C3500HD)
* 1996–1999 [[Chevrolet Suburban|Chevrolet/GMC Suburban]]
* 1996–2000 [[Chevrolet Tahoe|Chevrolet Tahoe/GMC Yukon]] (and 2000 Tahoe Limited, 2000 Tahoe Z71, 2000 – mid-2003 Sonora models)<ref>{{cite web | url=https://vlex.com.mx/vid/chevrolet-sonora-nuevo-territorio-80975532 | title=Chevrolet Sonora: Un nuevo territorio }}</ref>
* 1999–2000 [[Cadillac Escalade]]
* 1996–2002 [[Chevrolet Express|Chevrolet Express/GMC Savana]]
{{hidden end}}

TBI L31 applications:
* 1996 G30 vans over {{cvt|8500|lb|kg|0}} GVWR with 4L80E transmission

Special applications:
* [[Wienermobile|Oscar Mayer Wienermobile]]
* 1996–2003 GMC W4500 Tiltmaster/Isuzu NPR

==4.125 in bore family (1970–1980)==

===400===
[[File:GM 400ci engine in 1975 Avanti II.jpg|thumb|A {{cvt|400|cid|L|1}} small-block V8 in a 1975 [[Avanti II]]]]

The  '''400''' is the only engine in this family; it was introduced in 1970 and produced for ten years. It has a {{convert|4.125|in|mm|1|adj=on}} bore and a {{convert|3.750|in|mm|2|adj=on}} stroke, yielding a true displacement of {{cvt|400.92|cid|cc|0}}. The 400 differed from other small-blocks in that the cylinders were [[Siamesed cylinders|siamesed]] and therefore required 'steam' holes in the block, head [[gasket]]s, and heads to help alleviate 'hot-spots' in the cooling system at the point above the siamesed cylinders. The 400 is the only engine that uses a {{cvt|2.65|in|mm|1}} [[main bearing]] journal and a {{cvt|2.1|in|mm|1}} rod bearing journal. The connecting rod was also 400 specific being {{cvt|5.565|in|mm|1}} as opposed to the {{cvt|5.7|in|mm|1}} rod used in all other small-block Chevrolet engines. The 400 was made in 4-bolt main journal from 1970 to 1972 and in 2-bolt main journal from 1973 to 1979. The 400 can have either 2 or 3 frost-plugs per side though all 400 blocks have the provisions for a 3rd frost-plug on each side.

The 400 was rated at {{cvt|245|–|265|hp|0}} [[Horsepower#SAE pross power|SAE gross]] ({{cvt|150|–|180|hp|0}} [[Horsepower#SAE net power|SAE net]]) through its life. The 400 saw extensive use in full-size Chevrolet and GMC trucks; K5 Blazer/Jimmy, 1/2-ton, 3/4-ton, 1-ton, and even larger 'medium duty' trucks had an option to be equipped with a 400. The engine was available in midsize [[GM A platform|A-Body]] and full-size [[GM B platform|B-Body]] passenger cars until the end of the 1976 model year. Early models produced {{cvt|265|hp|0}} with a two-barrel carburetor. All 400s came with a two-barrel carburetor until 1973. A four-barrel carburetor option became available in 1974.

The 400 was never intended as a high-performance engine and never saw large factory horsepower numbers; nevertheless, it developed a reputation for creating considerable torque for its horsepower (up to {{cvt|400|lbft|Nm|0}} in 1970){{cn|date=May 2024}} and has since become popular for many types of racing, both on- and off-road.{{cn|date=May 2024}} It was also used for the limited production [[Avanti (car)|Avanti]] for a few years in the 1970s.

==3.671 in bore family (1975–1976)==

===262===
The 1975–1976 '''262''' (RPO LV1<ref>{{Cite web|url=https://www.gm.com/content/dam/company/no_search/heritage-archive-docs/vehicle-information-kits/chevrolet/1975-Chevrolet-Nova.pdf|title=1975 Chevrolet Nova Vehicle Information Kit|work=General Motors|access-date=February 20, 2025|page=16}}</ref>) was a {{cvt|4301|cc|cuin L cc|1|order=out}} 90° [[pushrod]] V8 with an iron block and heads. Bore and stroke were {{cvt|3.671|x|3.1|in|mm|1}}. Power output for 1975 was {{cvt|110|hp|kW|0}} at 3600&nbsp;rpm and {{cvt|195|lbft|Nm|0}} at 2000&nbsp;rpm. The 262 was replaced with the 305 for the 1977 model year.

This was Chevrolet's second 4.3L power plant; three other Chevrolet engines displaced 4.3L: the [[Chevrolet 90° V6 engine#4300|Vortec 4300]] (a V6 based on the Chevrolet {{cvt|350|cuin|L|1}}, with two cylinders removed), the original {{cvt|265|cuin|L|1}} V8 in 1955, a derivative of the Generation II [[GM LT engine|LT]] engines known as the [[Chevrolet small-block engine (first- and second-generation)#L99|L99]] (using the 305's {{cvt|3.736|in|mm|1}} bore, {{cvt|5.94|in|mm|1}}-long connecting rods, and a {{cvt|3|in|mm|1}} stroke).

This engine was used in the following cars:
*1975–1976 [[Chevrolet Monza]]
*1975 [[Chevrolet Nova]]
*Early 1977 [[Pontiac Ventura]]

==3.736 in bore family (1976–1998)==

===305===
Designed and built during the era of the [[1970s energy crisis|gas embargo]], [[CAFE]] mandates, and tighter emissions, this engine family was designed to become Chevrolet's cost-effective, all-purpose "economy V8" engine line. Introduced in 1976 models, it had a displacement of {{cvt|5001|cc|CID L cc|1|adj=ri0|order=out}}. It was intended to fill the gap left when the venerable 283 and 307 had been discontinued. Bore and stroke were {{cvt|3.736|x|3.48|in|mm|1}}, using the 350's crankshaft throw. This new engine family would provide better gas economy than the 350, share its basic architecture and many parts with the 350 (thus reducing production costs), and provide customers with more horsepower and torque than Chevrolet's 1970s-era inline 6 and V6 engines. During the early 1980s, when GM was streamlining their engine lineups, the Chevrolet 305 would rise to prominence as General Motors' "corporate" engine, signified by being the standard (and often only) V8 in many GM vehicles. Through much of the 1980s, the 305 became General Motors' most common V8, followed closely by Oldsmobile's 307. The 305 also became the standard V8 in GM's C/K truck series, and was even used in the Corvette for California in 1980.

Crankshafts used with the 305 had the same casting number as the 350 with one discernible difference—the 305 crank is lighter in weight to compensate for engine balancing. As a result, the counterweights are smaller, which makes it unsuitable for use in a 350 where metal would have to be welded back on. The medium journal 305, like its big-brother 350, would be further developed in the 1990s, although with a reduced {{cvt|3|in|mm|1}} stroke using {{cvt|5.94|in|mm|1}} connecting rods, into the Generation II LT engine L99 263.{{hidden begin
|title      = The 305 was used in the following vehicles:
|titlestyle = background:#99FF99; text-align:left;
|bodystyle = text-align:left;
}}
*1976–1992 [[Chevrolet Camaro]]
*1977–1993 [[Chevrolet Caprice]]
*1977–1985 [[Chevrolet Impala]]
*1980 [[Chevrolet Corvette]] (California only)
*1976–1988 [[Chevrolet Malibu]], [[Chevrolet El Camino|Chevrolet El Camino/GMC Caballero]], and [[Chevrolet Monte Carlo]]
*1976–1979 [[Chevrolet Monza]]
*1976–1979 [[Chevrolet Nova]] (also GM X-body clones after 1976)
*1977–2002 Chevrolet/GMC full-size trucks, SUVs, and vans (under 8,500 lbs GVWR)
*1978–1987 [[Buick Regal]]
*1975–1979 [[Buick Skylark]]
*1991–1992 [[Cadillac Brougham]]
*1977–1981 [[Checker Marathon]]
*1991–1992 [[Oldsmobile Custom Cruiser]]
*1977      [[Oldsmobile Omega]]
*1978–1980 [[Oldsmobile Cutlass]] (U.S. market only, Canadian market 1978–1987)
*1977–1981 [[Pontiac Catalina]] (B-body)
*1977–1981 [[Pontiac Bonneville]] (B-body)
*1982–1986 [[Pontiac Bonneville]] (G-body)
*1977–1992 [[Pontiac Firebird]]
*1981–1987 [[Pontiac Grand Prix]]
*1978–1981 Pontiac Grand LeMans (A/G-body, includes Grand Am)
*1982–1986 [[Pontiac Parisienne]] (B-body)
*1982–1986 [[Pontiac Parisienne Safari]] (B-body wagon)
*1979 [[Pontiac Sunbird]]
{{hidden end}}

From 1976 onward into the early 1980s, these engines were prone to wearing out their camshaft lobes prematurely due to a combination of improper manufacturing and poor quality controls (a result of GM's cost-cutting measures). The 305 is sometimes dismissed in performance circles because of its lackluster performance, small bore size, and difficulty flowing large volumes of air at high rpm. However, two variants of the 1983 to 1992 305 were notable performers: the 1983–1988 L69 High Output 5.0L (only used in late 1983 to early 1986 F-body and late 1983 to 1988 Monte Carlo SS) and the 1985–1992 LB9 Tuned Port Injection 5.0L (F-body only).

After 1993, its usage was limited to light trucks and SUVs until the 1999 model year while vans and commercial vehicles continued until 2002. The 305 was sold as a [[crate motor]] under the [[Mr. Goodwrench]] brand as a replacement motor and as a boat engine for Mercury Marine until late 2014 when it was discontinued. The [[cylinder block]] is still in production by GM (part number 10243869) for Sprint Car Spec Racing.<ref>{{Cite web |url=https://www.chevytech.com/1c4o26.html |title=HISTORY: 305 |website=www.chevytech.com |access-date=2019-05-26}}</ref>

====LG3====
{{Unreferenced section|date=May 2019}}
The first iteration of the 305, the LG3 was introduced in 1976. This variant used a Rochester 2GC carburetor from 1976 to 1978. In 1979, the more fuel-efficient Rochester Dual-Jet two-barrel carburetor replaced the older 2GC. This change also resulted in a drop in power to {{cvt|130|hp|kW|0}} and {{cvt|125|hp|kW}} for California emissions cars. All years had an 8.5:1 compression ratio. It was discontinued in 1982.

====LG4====
The '''LG4''' produced {{cvt|150-170|hp|kW|0}} and {{cvt|240-250|lbft|Nm|0}}. Introduced in 1978, the LG4 was essentially an LG3 with the addition of a four-barrel carburetor and larger valves. The engine saw a series of gradual improvements, increasing reliability, fuel economy, and power output through its production run. In 1981 (1980 for California models), Chevrolet added GM's new "Computer Command Control" (CCC) engine management system to the LG4 engines (except Canadian models). The CCC system included the electronic Rochester 4-bbl E4ME Quadra-Jet, with computer-adjusted fuel metering on the primary venturis and a throttle position sensor allowing the CCC to calculate engine load. In the ignition system, CCC was fully responsible for the timing curve; mechanical and vacuum advances were eliminated from the distributor. The more precise spark timing provided by the CCC made possible a series of increases in compression ratio from a pre-CCC 8.4:1, to 8.6:1, to a knock-sensor–assisted 9.5:1, all while still only requiring 87 [[Anti-Knock Index|AKI]] regular unleaded fuel.

In 1983, Chevrolet replaced the cast-iron intake with an aluminum version and used either 14014416 ("416") or 14022601 ("601") heads with 1.84 inch intake valves, 1.50 inch exhaust valves, 58&nbsp;cc chambers, and 178&nbsp;cc runners. For 1985, the 4-valve-relief, flat top pistons from the L69 were added to the LG4, which resulted in another increase in compression. Also added was a knock sensor to allow the "CCC" engine management system to compensate for the increase in compression and a more aggressive spark-timing map in the ECM. As a result, power increased for the 1985 models to {{cvt|165|hp|kW|0}} from the {{cvt|150|hp|kW|0}} rating in 1984. For 1986, Chevrolet changed over to a one-piece rear main seal engine block design to minimize leaks and warranty claims; however, some early 1986 blocks retained a two-piece rear main seal.

For 1987, Chevrolet once again made some revisions to increase overall reliability, many of them borrowed from the [[throttle-body fuel injection|TBI]] '''L03''', which was to replace the LG4. The coil-in-cap HEI distributor was retired, and an all-new electronic distributor design was used. The intake manifold to head bolt pattern was redesigned to improve gasket integrity—four of the center intake manifold bolts were drilled at 72° instead of 90° for the cast iron cylinder heads. Changes to the valve covers were also made. Ribbing was added to the top of the valve covers to increase surface area, acting as a heat sink. To improve intake gasket sealing, the mounting bolts were relocated to the valve cover centerline, placing all sealing pressure evenly upon the mounting flange perimeter. Thus, these became known as centerbolt valve covers, first introduced in 1985 on the LB4 4.3L V6 and the Corvette a year earlier (the aluminum cylinder heads used with the Corvette were the first to have the centerbolt valve covers). Another improvement was use of a hydraulic lifter/roller camshaft on most 1987 LG4s. Some early engines have lifter retainer provisions, but use the older, non-roller camshaft. 1987 would also be the last year for the LG4 production, however a run of LG4 engines was made to supplement the carry-over production for the 1988 Monte Carlo and the 1988 Chevrolet Caprice.

====LU5====
Years: 1982–1984

The '''LU5''' "Crossfire EFI 5.0L" featured a dual Throttle Body Injection set-up, based upon the original "Crossfire Intake" supplied by Chevrolet for the 1969 Camaro Z28. Unlike, the original 1969 version, Chevrolet did not place it in the trunk for owners to install. The system used a special version of GM's still-new "CCC" engine management system. Fuel was supplied by the two TBI units, set diagonally apart from each other, atop the unique, aluminum intake manifold. Unfortunately, the system was placed atop the basic LG4 and lacked any significant performance capability. The engine was originally planned for the long-awaited 1982 Camaro Z28, however due to a last-minute GM-mandated cancellation of Pontiac's 301 V8 production & Turbo 4.9L Project (T301), the Crossfire 305 was made available in the 1982 Trans Am. A 350 cubic inch version was also used in the Corvette from 1982 to 1984. Since it was fairly early into GM's electronic engine management development and electronic fuel injection programs, few dealerships had the technology, equipment, or properly trained mechanics capable of dealing with these engines. These problems were compounded by widely varying fuel quality standards, production issues, poor quality control by GM, and owners who tinkered with a system they did not understand. In a very short time, these engines obtained the notorious nickname: "Ceasefire Engine". Today, owners with these engines note that they are fairly reliable, and that a significant upgrade can be made by simply using the L69/LB9 TPI/L98 TPI exhaust manifolds/[[exhaust system]]s. When combined with performance-built stock 305 heads w/larger valves or aftermarket heads, plus a camshaft upgrade, these engines can perform surprisingly well. Thanks mostly to a somewhat cult-like following, a number of aftermarket performance parts are also available through Crossfire-specialized manufacturers.

====L69====
{{unreferenced section|date=November 2018}}

Years: late 1983 – 1988

The '''L69''' High Output 5.0L was released late into the 1983 model year. It was optional in the Firebird Trans Am, Camaro Z28, and IROC-Z, and was standard in the revived Monte Carlo Super Sport.

The L69 features a compression ratio of 9.5:1 and a relatively aggressive stock camshaft. It also uses a performance-tuned CCC ECM/PROM, a knock sensor, a performance-tuned E4ME {{cvt|750|cuft/min}} [[Quadrajet|Rochester Quadra-Jet]] 4-barrel carburetor, and a special, free-flowing exhaust system with large diameter exhaust manifolds, Y-pipe, and catalytic converter.

The L69 F-body exhaust system components would be revised slightly and used again on the later LB9 305 and L98 350 TPI engines. Additionally, the engines came equipped with a functional cold air induction hood on the 1983–1984 Trans Am, a dual snorkel air cleaner assembly on the 1983–1986 Camaro Z28 and IROC-Z and 1985–1986 Trans Am, a large, single snorkel on the 1983–1988 Monte Carlo SS (also, rare optional dual snorkel in 1987–1988), an aluminum intake manifold, high stall torque converter on the Monte Carlo SS and 1984 F-bodies, or a lightweight flywheel on T-5 equipped F-bodies.

The L69 engine produced {{cvt|190|hp|0}} at 4800 and {{cvt|240|lbft|0}} of torque at 3200&nbsp;rpm in the F-Body and was rated at {{cvt|180|hp|0}} in the Monte Carlo SS.<ref>{{Cite web |url=https://oldcarmemories.com/1983-1988-chevrolet-l69-5-0-liter-305-cid-h-o-v8-a-genuine-1980s-legend/ |title=1983-1988 Chevrolet L69 5.0 Liter (305 CID) H.O. V8 - a Genuine 1980s Legend |date=2012-01-30 |website=Old Car Memories |language=en-US |access-date=2019-05-24}}</ref><ref>{{Cite web |url=https://www.chevytech.com/1c4o26.html#L69 |title=HISTORY: 305 |website=www.chevytech.com |access-date=2019-05-24}}</ref>

====LE9====
{{unreferenced section|date=November 2018}}

Years: 1981–1986

The '''LE9''' {{cvt|305|cuin|L|1|order=flip}} was a version of the 305 with a four-barrel {{cvt|650|cuft/min}} carburetor and equipped with electronic spark control (ESC),<ref>{{Cite book |title=1981 Chevrolet Light Duty Truck Manual |publisher=General Motors Corporation |year=1980 |pages=6A4-32, 6D-52 |language=EN}}</ref> a 9.2–9.5:1 compression ratio, the '''LM1''' cam and 14010201 casting heads featuring 1.84/1.50" valves, and {{cvt|53|cc}} chambers. The engine produced {{cvt|165|hp|0}} at 4,400 and {{cvt|240|lbft|0}} at 2,000&nbsp;rpm. The LE9 was available in C/K trucks and G vans.

====LB9====
{{unreferenced section|date=November 2018}}
Years: 1985–1992

The '''LB9''' "Tuned Port Injection 5.0L" was introduced in 1985. At its core was the stout L69 shortblock and it used the same aggressive L69 camshaft profile. The induction system was unlike any system used previously by GM. It featured a large plenum made of cast aluminum, with individual runners made of tubular aluminum, feeding air to each cylinder. Each cylinder had its own fuel injector fed by a fuel rail mounted above each bank. In 1985, this engine was optional only in the Camaro Z28, IROC-Z, and Trans Am equipped with the WS6 performance suspension. The LB9 was also available in the 1987–1992 GTA and Firebird Formula, producing {{cvt|215|hp|kW|0}} and {{cvt|275|lbft|Nm|0}} of torque. Over the years the engine was offered, its output range was {{cvt|190-230|hp|kW|0}} and {{cvt|275-300|lbft|Nm|0}} of torque.

====L03====
Years: 1987–95

The '''L03''' produced {{cvt|170|hp|kW|0}} at 4400&nbsp;rpm and {{cvt|255|lbft|0}} of torque at 2400&nbsp;rpm in 1993–1995 GM trucks. This engine used the TBI [[Throttle#Throttle body|throttle body]] [[fuel injection]], which was a hybrid between EFI and carburetor technology. It used an EFI system with electronically controlled injectors, which were mated to a twin barrel "carburetor" body. It featured "swirl port" heads (helped emissions, but severely stunted power output) and served as the base V8 engine in all C/K 1500 Series and 2500 Series (under 8,500 lbs GVWR) GMC/Chevrolet trucks and vans. It was also very common in Firebirds and Camaros because it was the only engine that offered a five-speed manual combination. The 350 exceeded the Borg-Warner T5's input power ratings, and as such, it was cut from the 350 cars to prevent lemon law and warranty losses.

The '''L03''' used hydraulic roller lifters, which allowed it to recover some of the lost horsepower from its factory design, while further increasing efficiency (reduced rotational drag). Despite downfalls in its aspiration restrictions, the '''L03''' was known for its reliability (1987–1990 F-bodies with the '''L03''' did not use a rev limiter). The '''L03''' used dished pistons with a 9.3:1 to 9.5:1 compression ratio. The '''L03''' TBI featured a 3.736" bore and 3.48" stroke, the same as its TPI cousin, the '''LB9'''.

====L30====
Years: 1996–2002

The Vortec 5000 '''L30''' is a [[V8 engine|V8]] [[truck]] engine, displacing 5,020 cc (305.4 cubic inches). Bore is {{cvt|95|mm|in|1}} and stroke is {{cvt|88.4|mm|in|1}}. The [[compression ratio]] is 9.1:1.<ref>{{Cite web |url=http://www.automotive.com/1996/12/chevrolet/c1500/specifications/index.html |title=information on the Chevrolet C1500 w/ L30 engine |publisher=Automotive.com |url-status=dead |archive-url=https://web.archive.org/web/20100917004741/http://www.automotive.com/1996/12/chevrolet/c1500/specifications/index.html |archive-date=September 17, 2010 |access-date=January 25, 2012}}</ref> It was replaced by the 4.8&nbsp;L [[LS based GM small-block engine#LR4|Vortec 4800 LR4]] for the 1999 [[Chevrolet Silverado|Chevrolet Silverado/GMC Sierra]] [[pickup truck|trucks]] and 2003 [[Chevrolet Express|Express/Savana]] [[Van|vans]]. In C/K trucks, the 5000 produces {{cvt|230|hp|kW|0}} net flywheel at 4600&nbsp;rpm and {{cvt|285|lbft|Nm|0}} net flywheel torque at 2,800&nbsp;rpm. In vans, it produces {{cvt|220|hp|kW|0}} net flywheel at 4600&nbsp;rpm and {{cvt|290|lbft|Nm|0}} net flywheel torque at 2,800&nbsp;rpm. The engine uses a hydraulic roller cam and high-flowing, fast burn–style Vortec heads. Differences include bore and stroke, intake valve size, and smaller combustion chambers.

L30 applications:
* 1996–2002 [[Chevrolet Express|Chevrolet Express and GMC Savana]] 1500 and 2500 series vans under 8,500 pounds GVWR
* 1996–1999 [[Chevrolet C/K (fourth generation)|Chevrolet C/K and GMC Sierra]] 1500 and 2500 full-size trucks under 8,500 pounds GVWR

==3.50 in bore family (1979–1982)==

===267===
The '''267''' was introduced in 1979 for the GM F-body (Camaro), G-body (Chevrolet Monte Carlo, El Camino), A-body (Malibu Classic, 1979–1981) and also used on GM B-body cars (Impala and Caprice models). The {{cvt|4389|cc|L cuin|1|order=flip}} engine had the 350's crankshaft stroke of {{cvt|3.48|in|mm|1}} and the smallest bore of any small-block, {{cvt|3.5|in|mm|1}}, shared with the [[Chevrolet 90° V6 engine#3.3L (200 CID)|200 V6]] introduced a year earlier.

It was only available with a M2ME Rochester Dualjet 210–effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267 with the exception of the following Canada-spec cars: the Buick Regal in place of the Buick 4.1 V6, the Oldsmobile Cutlass and Delta 88 in place of the Olds 260 V8, and the Pontiac Grand LeMans, Grand Prix, and Parisienne in place of the Buick 4.1 V6. The 267 also saw use in 1980 to 1982 [[Checker Marathon]]s.<ref name="Kowalke2">''Standard Catalog of Independents'', pp. 41-42</ref>

While similar in displacement to the other {{cvt|265–267|CID|L|1|disp=flip}} V8 engines produced by General Motors (including the [[Oldsmobile V8 engine#260|Oldsmobile 260]] and [[Pontiac V8 engine#265|Pontiac 265]]), the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year because it was unable to conform to emission standards. Chevrolet vehicles eventually used the {{cvt|305|cuin|L|1}} as their base V8 engine.

The 267, when introduced in the GM F-Body as the L39 4.4L, made {{cvt|120|hp|0}} at 3600&nbsp;rpm and {{cvt|215|lbft|0}} of torque at 2000&nbsp;rpm (SAE net). Power output would drop in subsequent years of the engine. The {{cvt|267|CID|L|1}} had a low 8.3:1 compression ratio.<ref>{{Cite web |url=https://www.automobile-catalog.com/car/1980/206840/chevrolet_camaro_sport_coupe_4_4l_v-8_automatic.html |title=1980 Chevrolet Camaro Sport Coupé 4.4 L V-8 automatic |last=Zal |first=Pawel |website=Automobile-catalog.com |access-date=2018-12-27}}</ref>

==Major changes==
The original design of the small-block remained remarkably unchanged for its production run, which began in 1954 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. The principal changes to it over the years include:

*'''1956''' – Full-flow oil filtration was introduced, using a paper element filter in a canister that was mounted to a boss that was added to the left rear cylinder block casting and machined for this purpose.
*'''1957''' – The displacement of the base V8 continued at 265 cubic inches, but optional V8 engines were introduced with a displacement of 283 cubic inches.
*'''1958''' – Bosses for side motor mounts were added to the block casting, used for production mounts for this and all future model years. However, the features for front motor mounts as used in 1955–1957 remained part of the block casting in this and future years. The 265-cubic-inch version of the engine was discontinued. Also, the cylinder head valve cover mounting bolt holes were changed from the top row staggered (relative to the bottom row of bolts) to the "straight-across" pattern that remained the way of identifying the early heads from the newer ones with a valve cover design which lasted until the 1987 center-bolt-style covers.
*'''1962''' – The block's cylinder wall casting was revised to allow four-inch bores, and the 327-cubic-inch version of the engine, using this bore diameter and increased stroke, was introduced.
*'''1967''' – The oil filter mounting received an adapter and machining to allow the use of spin-on filters; canister mounting was possible by removing the adapter.
*'''1968''' – The main-journal diameter was increased from 2.30" (small) to 2.45" (medium), and the connecting-rod journal diameter was increased from 2.00" to 2.10". This allowed the use of cast-iron crankshafts; the previous crankshafts were made of forged steel, which was more expensive. The rod bolts were changed from 11/32" diameter to 3/8". The oil-fill location was moved from a tube on the front of the intake manifold to a cap on the left- or right-side valve cover, depending upon the application.
*'''1980''' – Weight reduction though thinner cylinder wall block and light weight head castings. Heads are prone to cracking and blocks typically cannot tolerate an overbore more than .040".
*'''1986''' – 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/flex plate bolt pattern as well as requiring an externally balanced flex plate/flywheel.
*'''1987''' – The valve cover surfaces were changed so that the mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter to 4 bolts along the centerline of the valve covers (this design debuted on the Corvette in 1986, and the Chevrolet 4.3L 90 degree V6 the year before). Also changed were the mounting angles of the two center bolts on each side of the intake manifold (from 90 to 73 degrees), and the lifter bosses were increased in height to accept roller lifters; the aluminum-alloy heads for use on the Corvette engines retained the non-angled bolts. Also, all carburetors (except some 1987–89 F-body and B-body models, also the 30 and 3500 model 1-ton trucks through 1989 with either the M-code 350 or W-code 454 engines, in which all retained the 4bbl Rochester E4ME carbs) were replaced by TBI (throttle-body injection) fuel injection.
*'''1996''' – The cylinder heads were redesigned, using improved ports and combustion chambers similar to those in the Generation II LT1, resulting in significant power increases. The intake manifold bolt pattern was also changed to four bolts per cylinder head instead of the "traditional" six bolts. The cylinder block timing cover lip was thickened for use with the plastic timing cover (redesigned for use with a crankshaft position sensor with integrated dowel pins – cylinder blocks for 1996+ do not have dowel pins in the timing cover flange) held with eight bolts and the water pump bypass hole on the RH deck and below the water pump passage undrilled. Also, the fuel pump boss is still present but undrilled (which dates back to the 1992 model year for production engines without a fuel pump block-off plate – some marine/industrial blocks and crate motors sold over the counter via GM dealerships; such as the Goodwrench, ZZ6, and 350 H.O., retain the use of a mechanical fuel pump).

:This was the last change for the Generation I engine, which continued through the end of the production run in 2003; all 1997–2003 Generation I engines were "Vortec" truck engines.

== Details == <!-- Anchor from redirected [Chevrolet small-block engine table] article; caution. -->
{{expand section|listings for the 265 cu. in., 283 and 327 versions of the Generation I engine|date=December 2017}}
;Chevrolet Generation I V8 Small-Block Engine Table
''Note: depending upon vehicle application, horsepower, torque, and fuel requirements will vary. ''

{| class="wikitable sortable" style="font-size:85%;"
|-
! Gen I !! Years !! Engine option code (VIN identifier) !! Power<br />hp (kW) !! Torque<br />lb-ft (Nm) !! Displacement<br />c.i. (cc) !! Fuel ([[octane]]) !! Bore x Stroke<br />in (mm) !! Compression ratio !! Block & heads (iron or aluminum) !! width=320 | Block features
|-
|I
|1967–69
|Z28
|{{cvt|290|hp|kW|0}} at 5800
|{{cvt|290|lbft|Nm|0}} at 4200
|{{cvt|4942|cc|cuin|0|disp=flip}}
|100+
|{{cvt|4|x|3|in|mm|1}}
|11.0:1
|Iron
|Only Camaro Z/28, 1968 Cross-Ram intake-manifold with 2 Holley 4bbl
|-
| I || 1996–02 || L30 ('''M''') || {{cvt|220|hp|kW|0}} at 4600 || {{cvt|290|lbft|Nm|0}} at 2800 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 9.1:1 || Iron || Truck/van only
|-
| I || 1987–95 || L03 ('''E/H''') || {{cvt|170|hp|kW|0}} at 4400 || {{cvt|255|lbft|Nm|0}} at 2400 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 9.1:1 || Iron || TBI; passenger car used roller cam
|-
| I || 1988–96 || L05 ('''K''') || {{cvt|210|hp|kW|0}} at 4400 || {{cvt|300|lbft|Nm|0}} at 2800 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 9.3:1 || Iron || TBI; 9C1 optioned Caprice and F-bodies had hydraulic roller cam
|-
| I || 1978–88 || LG4 ('''F/H''') || {{cvt|150|-|170|hp|kW|0}} at 4600 || {{cvt|240|-|250|lbft|Nm|0}} at 2800 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 8.6:1 || Iron || 4bbl Quadrajet
|-
| I || 1981–86 || LE9 ('''F/H''') || {{cvt|165|hp|kW|0}} at 4400 || {{cvt|240|lbft|Nm|0}} at 2000 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 9.5:1 || Iron || Truck/Van only – electronic spark control module used
|-
| I || 1982–83 || LU5 || {{cvt|165|-|175|hp|kW|0}} ||  || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} ||  || Iron || "Crossfire EFI 5.0L"
|-
|I
|1968–73
|L14
|{{cvt|200|hp|kW|0}} at 4600
|{{cvt|300|lbft|Nm|0}} at 2400
|{{cvt|5031|cc|cuin|0|disp=flip}}
|
|{{cvt|3.875|x|3.25|in|mm|1}}
|9.0:1
|Iron
|
|-
| I || 1967–80 || L48 ('''K''') || {{cvt|165|-|195|hp|kW|0}} || {{cvt|380|lbft|Nm|0}} || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 8.25–10.5:1 || Iron ||
|-
| I || 1969–70 || L46 || {{cvt|350|hp|kW|0}} ||  || {{cvt|5733|cc|cuin|0|disp=flip}} || 100+ || {{cvt|4.0|x|3.48|in|mm|1}} || 11.0:1 || Iron || Corvette only
|-
| I || 1969–76 || L65 || {{cvt|145|hp|kW|0}} || {{cvt|220|lbft|Nm|0}} || {{cvt|5733|cc|cuin|0|disp=flip}} || 87 || {{cvt|4.0|x|3.48|in|mm|1}} || 8.5:1 || Iron || 2bbl
|-
| I || 1969–88 || LM1 ('''L''') || {{cvt|255|hp|kW|0}}<br><br>{{cvt|155|-|175|hp|kW|0}} ||  || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} ||  || Iron || 4bbl Rochester Quadrajet (4MV, M4MC, E4ME); retail option until 1981 when last used with the Camaro Z28; post-1980 use of the LM1 was for 9C1-optioned B (Caprice, Impala) and G-bodies (Malibu)
|-
| I || 1970–74 || ZQ3 || {{cvt|190|-|300|hp|kW|0}} || {{cvt|270|lbft|Nm|0}} at 3500 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 8.5–10.25:1 || Iron || 4bbl, Corvette. L48 camshaft
|-
| I || 1970–72 || LT1 || {{cvt|250|-|370|hp|kW|0}} at 6000 || {{cvt|270|-|300|lbft|Nm|0}} at 4000 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 9.1:1 || Iron || 4bbl
|-
| II || 1992–97 || LT1 ('''P''') || {{cvt|260|-|305|hp|kW|0}} at 4800–5200 || {{cvt|325|-|340|lbft|Nm|0}} at 2400–3400 || {{cvt|5733|cc|cuin|0|disp=flip}} || 87 or 91 || {{cvt|4.0|x|3.48|in|mm|1}} ||10.4:1 || Iron for B and D bodies <br />Aluminum for F and Y bodies || Reverse cooling
|-
| I || 1973–80 || L82 || {{cvt|205|-|250|hp|kW|0}} || {{cvt|255|-|285|lbft|Nm|0}} || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 9:1 || Iron || 4bbl Rochester Quadrajet; flat top pistons with a D-shaped relief cut for valve clearance
|-
| I || 1981 || L81 || {{cvt|190|hp|kW|0}} || {{cvt|280|lbft|Nm|0}} || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 8.2:1 || Iron || 4bbl Rochester Quadrajet (E4ME), Corvette
|-
| I || 1970–86 || LS9 ('''L''') || {{cvt|165|hp|kW|0}} at 3800 || {{cvt|275|lbft|Nm|0}} at 1600 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 8.2:1 || Iron || 4bbl, truck
|-
| I || 1981–86 || LT9 ('''M''') || {{cvt|160|hp|kW|0}} at 3800 || {{cvt|250|lbft|Nm|0}} at 2800 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 8.3:1 || Iron || 4bbl, truck
|-
| I || 1982–84 || L83 || {{cvt|200|-|205|hp|kW|0}} || {{cvt|285|-|290|lbft|Nm|0}} || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 9.0:1 || Iron || CrossFire
|-
| I || 1985–92 || L98 ('''8''') || {{cvt|225|-|250|hp|kW|0}} at 4000 || {{cvt|330|-|345|lbft|Nm|0}} at 3200 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} || 9.5–10:1 || Iron/Aluminum (Corvette) || TPI
|-
| I || 1996–02 || L31 ('''R''') || {{cvt|255|-|350|hp|kW|0}} at 4600 || {{cvt|330|-|350|lbft|Nm|0}} at 2800 || {{cvt|5733|cc|cuin|0|disp=flip}} || || {{cvt|4.0|x|3.48|in|mm|1}} ||  || Iron || Truck, Vortec
|-
| I || 1970–80 || || {{cvt|245|-|265|hp|kW|0}} ||  || {{cvt|6554|cc|cuin|0|disp=flip}} || || 4.125 in × 3.75 in (104.8&nbsp;mm × 95.3&nbsp;mm) ||  || Iron || 1970–72 4-bolt main, 1973–80 2-bolt main
|-
| I || 1975–76 || || {{cvt|110|hp|kW|0}} || {{cvt|133|lbft|Nm|0}} at 3600 || {{cvt|4301|cc|cuin|0|disp=flip}} || || {{cvt|3.671|x|3.1|in|mm|1}} ||  || Iron || Nova and Monza only; 2bbl Rochester 2GC carburetor
|-
| II || 1994–96 || L99 ('''W''') || {{cvt|200|hp|kW|0}} || {{cvt|245|lbft|Nm|0}} || {{cvt|4311|cc|cuin|0|disp=flip}} || || {{cvt|3.75|x|3.0|in|mm|1}} ||  || Iron || Reverse cooling, Chevrolet Caprice sedans only, including police vehicles
|-
| I || 1983–88 || L69 ('''G''') || {{cvt|180|-|190|hp|kW|0}} at 4800 || {{cvt|240|lbft|Nm|0}} at 3200 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 9.5:1 || Iron || H.O., Firebird/Camaro, Monte Carlo SS only
|-
| I || 1985–92 || LB9 ('''F''') || {{cvt|190|-|230|hp|kW|0}} || {{cvt|275|-|300|lbft|Nm|0}} || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} ||  || Iron || TPI, Firebird/Camaro only
|-
| I || 1976–82 || LG3 ('''U''') || {{cvt|145|hp|kW|0}} at 4400 || {{cvt|245|lbft|Nm|0}} at 2400 || {{cvt|5001|cc|cuin|0|disp=flip}} || || {{cvt|3.736|x|3.48|in|mm|1}} || 8.5:1 || Iron || 2bbl
|-
|}

==Generation II GM small-block (1992–1997){{Anchor|Generation II}}==
{{More citations needed section|date=September 2008}}
{{Infobox automobile engine
| name = Generation II
| image = 18 Nos 45 - Chevrolet LT5.jpg
| manufacturer = [[General Motors]]
| aka = GM LT engine
| production = 1991–1997<ref>{{Cite news |url=https://www.onallcylinders.com/2018/02/08/lt1-2014-present-engine-specs-performance-bore-stroke-cylinder-heads-cam-specs-more/ |title=LT1 6.2L Engine Specs: Performance, Bore & Stroke, Cylinder Heads, Cam Specs & More |newspaper=Onallcylinders |date=February 8, 2018}}</ref><ref>{{Cite web|url=http://www.superchevy.com/how-to/engines-drivetrain/sucp-1303-gm-gen-v-lt1-small-block|title = Rebirth of the Gen V LT1 Small-Block...Part Two!|date = March 11, 2013}}</ref>
| predecessor = Generation I
| successor = [[General Motors small-block engine#Generation III|Generation III]]
| configuration = [[Naturally aspirated]] 90° [[V8 engine|V8]]
| displacement = {{ubl | {{cvt|4311|cc|L cuin|1|order=flip}}|{{cvt|5732|cc|L cuin|1|order=flip}}|{{cvt|5733|cc|L cuin|1|order=flip}}}}
| bore = {{ubl | {{cvt|3.736|in|mm|order=flip}}|{{cvt|3.9|in|mm|order=flip}}|{{cvt|4|in|mm|order=flip}}}}
| stroke = {{ubl | {{cvt|3|in|mm|1|order=flip}}|{{cvt|3.66|in|mm|order=flip}}|{{cvt|3.48|in|mm|order=flip}}}}
| block = [[Aluminum]], [[cast iron]]
| head = Aluminum, cast iron
| valvetrain = [[Overhead valve engine|Pushrod]], 1.5:1 ratio [[rocker arm]]s; 2 valves ''per'' cylinder
| compression = 
| fuelsystem = {{ubl | [[Multi-port fuel injection]]| [[Sequential multi-port fuel injection]]}}
| management = 
| fueltype = {{ubl | [[Gasoline]] (Premium)}}
| oilsystem = [[Wet sump]]
| coolingsystem = [[Radiator (engine cooling)|Water-cooled]]
| power = 
| specpower = 
| torque = 
| length = 
| width = 
| height = 
| weight = 
}}

[[General Motors Corporation|General Motors]]' Generation II '''LT''' engine is a small-block V8 based on the medium journal Chevrolet [[Chevrolet_small-block_engine_(first-_and_second-generation)#350|350 cuin (5.7L)]]. Making its debut in the [[Chevrolet Corvette (C4)|1992 Chevrolet Corvette]] as the LT1, it sought to draw upon the heritage of the high-performance 1970 Chevrolet [[Chevrolet small-block engine (first-_and_second-generation)#LT-1|LT-1]].

A significant improvement over the original Generation I V8 is the Generation II LT1's "reverse cooling" system, allowing coolant to start at the heads and flow down through the block. This keeps the heads cooler, affording greater power through a higher compression ratio and greater spark advance at the same time it maintains higher and more consistent cylinder temperatures.

The LT1 uses a new engine block, cylinder head, timing cover, water pump, intake manifold, harmonic damper, and accessory brackets. Some Generation II parts are interchangeable with Generation I one-piece rear main seal engines, including some elements of the rotating assembly (crank shaft, pistons, connecting rods, and flywheel/flex-plate), the one-piece rear main seal housing, the oil pan, valve cover gaskets, and some valvetrain assembly elements (not including timing set, which includes a gear to drive the water pump). Engine mounts and [[bell housing]] bolt pattern remain the same, permitting a newer engine to be readily swapped into an older vehicle.

===4.00 in bore blocks===<!-- This section is linked from [[Chevrolet Corvette]] -->
====5.7 L====
=====LT1=====
[[Image:1993ChevroletCamaroZ28-003.jpg|thumb|GM LT1 from a 1993 [[Chevrolet Camaro]] Z28]]

In 1991, GM created a new-generation small-block "LT1 350" engine, distinct from the high-output Generation I [[Chevrolet small-block engine (first and second generation)#LT-1|LT-1]] of the 1970s. Debuting in the 1992 [[Chevrolet Corvette C4]], the [[Multi-port fuel injection|multi-port fuel-injected]] 2 valve per cylinder [[overhead valve|OHV]] design displaced {{cvt|350|cuin|L|1|order=flip}}. The iron block LT1 used a reverse-flow cooling system which cooled the cylinder heads first, maintaining lower combustion chamber temperatures that allowed the engine to run at a higher compression than its immediate predecessors.

This engine was used in:
* [[GM Y platform|Y-body:]]
** 1992–1996 [[Chevrolet Corvette C4]]
* [[GM F platform|F-body:]]
** 1993–1997 [[Chevrolet Camaro]] Z28, B4C and SS
** 1993–1997 [[Pontiac Firebird]] Formula, Trans Am, and Firehawk
* [[GM B platform|B-body:]]
** 1994–1996 [[Buick Roadmaster#1991–1996|Buick Roadmaster]]
** 1994–1996 [[Chevrolet Caprice]]
** 1994–1996 [[9C1|Chevrolet Caprice Police Package]]
** 1994–1996 [[Chevrolet Impala]] SS
** 1994–1996 [[Chevrolet Caprice|Chevrolet Caprice Wagon]]
** 1994–1996 [[Buick Roadmaster#1991–1996|Buick Roadmaster Wagon]]
* [[GM D platform|D-body:]]
** 1994–1996 [[Cadillac Fleetwood]]

LT1 engines used in Y- and F-bodies had aluminum heads, and cast iron in the B- and D-bodies. All block castings were the same; Corvette blocks had four-bolt main caps, while {{clarification needed span|text=most other blocks were two-bolt mains.|Which non-Corvette LT1s used 4-bolt main caps?}}

The 1992–93 LT1s used speed density fuel management, batch-fire fuel injection and a dedicated [[Engine control unit|Engine Control Module]] (ECM). In 1994 the LT1 switched to a [[mass airflow sensor]] and [[Multi-point fuel injection|sequential port injection]]. The combination of the revised engine and a new, more capable computer controlled the transmission was dubbed a [[Powertrain control module|Powertrain Control Module]] (PCM). Where the ECM held its calibration information in a replaceable PROM chip, the 1994–95 [[On-board_diagnostics#OBD-1.5|OBD-1.5]] PCMs became reprogrammable through the diagnostic port.

The early Optispark [[distributor]] had durability problems, and a revised version was introduced on the 1994 B- and D-bodies and on the 1995 Y- and F-bodies. Changes include a vacuum port to draw filtered air through the distributor to remove moisture and ozone and a revised drive system which uses an extended dowel pin on the camshaft rather than a separate splined shaft in the camshaft gear. 1996 saw major revisions for [[OBD-II]]: a second catalytic converter on the F-body cars, rear oxygen sensors to monitor catalyst efficiency, and a new engine front cover with a crankshaft position sensor.  The 1997 model year Camaro and Firebird were the last year for this engine in a GM production car before it was replaced by the [[General_Motors_LS-based_small-block_engine#LS1|LS1]], which was already in the Corvette for 1997.

The 1992 LT1s in Y-body Corvettes were factory rated at {{cvt|300|hp|kW|-1}} and {{cvt|330|lbft|Nm|0}}. 1996 LT1 Corvettes were rated at {{cvt|300|hp|kW|-1}} and {{cvt|340|lbft|Nm|0}}.

The 1993–95 F-bodies were rated at {{cvt|275|hp|0}} and {{cvt|325|lbft|Nm|0}}, while the 96–97 cars were rated at {{cvt|285|hp|kW|0}} and {{cvt|335|lbft|Nm|0}}. The 96–97 WS6 and SS F-bodies were rated at {{cvt|305|hp|kW|0}}.

The 1994–96 B- and D-bodies were rated at {{cvt|260|hp|0}} and {{cvt|330|lbft|Nm|0}} ({{cvt|250|hp|0}} with V08 mechanical fan as part of V92 or V4P towing option groups).

=====LT4=====<!-- This section is linked from [[Chevrolet Corvette]] -->
{{Unreferenced section|date=July 2022}}
{{original research|section|date=July 2022}}

The '''LT4''' was the special high-performance version of the new-generation LT1. It featured a slightly more aggressive camshaft profile, 1.6:1 aluminum roller rocker arms, lighter hollow intake valves and liquid-sodium filled exhaust valves, larger fuel injectors, performance crankshaft, higher 10.8:1 compression ratio and high-flow intake manifold (painted red) with extra material above the port available to allow port matching to the raised port LT4 cylinder heads. The LT4 was conservatively underrated at {{cvt|330|hp|kW|0}} and {{cvt|340|lbft|Nm|0}}. It was introduced in the 1996 model year, for the last year of the C4 Corvette, and came standard on all manual transmission ([[ZF Friedrichshafen|ZF]] 6-speed equipped) C4 Corvettes. The engine was passed down to 1997 SLP Camaros SS and SLP Firehawks with 6-speed manual transmissions.

The LT4 was available on the following vehicles:
* 1996 [[Chevrolet Corvette]] only when equipped with 6-speed manual transmission (includes all Grand Sports) (Production: 6,359)
* 1997 [[Chevrolet Camaro]] SLP/LT4 SS 6-speed (Production: 100 for the U.S., 6 for Canada. There were 2 prototypes)
* 1997 [[Pontiac Firebird]] SLP/LT4 Firehawk 6-speed (Production: 29)

All 135 production engines for the Firehawks and SSs were completely disassembled, balanced, blueprinted and honed with stress plates. One in 5 engines was tested on a Superflow engine dyno. Every car was tested on a chassis dyno and then performed a {{convert|6|mi|km|0|adj=on}} road test.

===3.90 in bore blocks===

====5.7 L====
=====LT5=====<!-- This section is linked from [[Lotus Cars]] -->
<!--This engine does not belong here.  It is NOT a second-generation Chevrolet small-block of a feather with the rest of the LT engines.  It is a clean-sheet design that merely shared a *bore spacing*, designed in Britain by *Lotus* and produced by *Mercury Marine*.  It needs its own article, as it is not part of the Chevrolet small-block family except in name. As stated in the lead paragraph, it is "generally not considered a small-block Chevrolet".  A registered user needs to create a page for it by its name, relocate this content there, redirect the existing LT5 redirect to that new page (instead of here), then back-link the new page here (to stub content, as exists for the Oldsmobile 305-derived LT6 and LT7. -->

[[Image:GMLT5.JPG|thumb|250px|A GM LT5 engine]]
For model year 1990, Chevrolet released the Corvette ZR-1 with the radical [[Lotus Cars|Lotus Engineering]]-designed double [[Overhead camshaft|overhead cam]] LT5 engine. Engineered in the UK but produced and assembled in Stillwater, Oklahoma by specialty engine builder [[Mercury Marine]], the all-aluminum LT5 shared only the 4.4&nbsp;inch bore spacing with any previous Chevy small-block engine. It does ''not'' have reverse cooling and is generally not considered a small-block Chevrolet.

Used only in Corvettes,<ref>{{Cite web |url=http://www.zr1netregistry.com/ZR1_specs.htm |title=LT5 Engine Specs |date=February 28, 2012 |publisher=Zr1netregistry.com |url-status=dead |archive-url=https://web.archive.org/web/20120704085307/http://www.zr1netregistry.com/ZR1_specs.htm |archive-date=July 4, 2012 |access-date=June 4, 2012}} // via archive.org</ref> the LT5 was the work of a team headed by Design manager David Whitehead, and was hand built by one headed by project engineer Terry D. Stinson.<ref>{{Cite news |url=https://www.reuters.com/article/pressRelease/idUS20970+20-May-2008+PRN20080520 |title=Orbital Appoints Terry Stinson as Chief Executive Officer and Managing Director |date=May 20, 2008 |access-date=June 4, 2012 |publisher=Reuters |archive-date=September 8, 2012 |archive-url=https://archive.today/20120908202147/http://www.reuters.com/article/pressRelease/idUS20970+20-May-2008+PRN20080520 |url-status=dead }}</ref> It [[Engine displacement|displaced]] {{cvt|5727|cc|L cuin|1|order=flip}} and had a [[Bore (engine)|bore]] × [[Stroke (engine)|stroke]] of {{cvt|99x93|mm|in|2|order=flip}} instead of the usual {{cvt|4x3.48|in|mm|1}} and featured Lotus-designed [[DOHC]] [[Multi-valve#Four-valve cylinder head|4 valves]] per [[Cylinder (engine)|cylinder]] rather than the usual Chevrolet 16-[[Poppet valve|Valve]] [[Overhead valve engine|OHV]] Heads. The preproduction LT5 initially produced {{cvt|385|hp|0}}, but was reduced to {{cvt|375|hp|0|}} and {{cvt|370|lbft|Nm|0}} for the 1990–1992 [[Chevrolet Corvette C4#ZR-1|Corvette ZR-1]]. The power ratings jumped to {{cvt|405|hp|PS kW|0}} at 5800&nbsp;rpm and {{cvt|385|lbft|Nm|0}} of [[torque]] at 5200&nbsp;rpm from 1993 until its final year in 1995,<ref>{{Cite web |url=https://www.carfolio.com/specifications/models/car/?car=3740 |title=Chevrolet Corvette ZR-1, 1993 MY 1YZ07 US |date=2013-02-28 |website=Carfolio.com |access-date=2018-09-11}}</ref> thanks to [[Timing belt (camshaft)|cam timing]] changes and improvements to the engine porting. 1993 also added 4-bolt [[main bearing]] caps and an [[exhaust gas recirculation]] system.

A second generation of the LT5 was in the testing phase as early as 1993. What little information survived showed that it would have used a dual plenum system similar to the first generation [[Dodge Viper]] as well as [[variable valve timing]]. The next generation LT5 was set to produce between {{cvt|450|hp|0}} and {{cvt|475|hp|0}}. Unfortunately, the cost to produce the LT5 along with its weight, dimensions (it would not fit the C5 pilot cars without extensive modifications) and internal GM politics over using an engine that was not designed and built in house killed the LT5 after six years of production. GM canceled the ZR-1 option beginning model year 1993. Engines that were to be installed in the as yet unbuilt ZR-1s were sealed and crated for long-term storage. After they were built at the Mercruiser plant in Stillwater, Oklahoma they were shipped to Bowling Green, Kentucky and stored in the Corvette assembly plant until the 1994 and 1995 ZR-1s went down the assembly line. A total of 6,939 cars were produced.<ref>{{Cite web |url=http://www.zr1netregistry.com/ZR1_faq.htm#4 |title=ZR-1 FAQ |publisher=Zr1netregistry.com |url-status=dead |archive-url=https://web.archive.org/web/20120610235849/http://www.zr1netregistry.com/ZR1_faq.htm#4 |archive-date=June 10, 2012 |access-date=June 4, 2012}}</ref> The LT5 was not an evolutionary dead end: in spite of being discontinued without a direct successor, a new class of premium V8s for Cadillac and eventually Oldsmobile, the dual overhead cam [[Northstar engine series#Development and features|V8 Northstar]] and its derivatives, drew heavily from the LT5's design and lessons learned from its production.<ref>{{cite web|url=http://www.cadillacfaq.com/faq/answers/pdf/ls6-article.pdf|title=Corvette LS6 - Ruthless Pursuit of Power|date=2001|first=Hib | last = Halverson|quote=If a cam is going into a Cadillac Escalade for instance (luxury SUV powered by the truck version of the Gen III), we wouldn't have aggressive valve openings and closings. We'd skew the profile's ramps towards lower noise}}</ref> GM also took lessons learned from producing a completely aluminum engine and applied them to the new LS series of engines.

The LT5 was available on the following vehicles:
* 1990–1995 [[Chevrolet Corvette C4#ZR-1|Chevrolet Corvette C4 ZR-1]] equipped with 6-speed manual transmission (Production: 6,939). Although the LT5 was never used in another production GM vehicle, it did make its way into several Corvette concepts, race cars, and even into a limited run of the [[Lotus Elise GT1]].

===3.74 in bore blocks===
====4.3 L====
=====L99=====
The L99 {{cvt|4311|cc|L cuin cc|1|order=out}} V8, produced from 1994–1996, shared a {{cvt|3.736|in|mm|1}} cylinder bore with the {{cvt|305|cuin|L|1}} but had a {{cvt|3|in|mm|1}} stroke compared to {{cvt|3.48|in|mm|1}} of the {{cvt|305|cuin|L|1}}.<ref name=stillruns>{{cite web | url = https://itstillruns.com/difference-between-lt1-l99-8626649.html | title = The Difference Between the LT1 & the L99 | work = It Still Runs | publisher = Leaf Group Ltd. | first = Erick | last = Kristian }}</ref> The pistons used in the 4.3 L V8 were the same as the [[GM Vortec engine#5000|Vortec 5000]]'s, but longer {{cvt|5.94|in|mm|1}} connecting rods were used to compensate for the shorter stroke. The L99 featured updated Generation II block architecture, and is externally identical to the larger 5.7 L LT1 Generation II V8. Like the LT1, it features [[sequential fuel injection]], reverse-flow cooling with a cam-driven water pump, and an optical ignition pickup. Output is {{cvt|200|hp|kW|0}} and {{cvt|245|lbft|Nm|0}}.

The L99 4.3 L V8 was the base engine in 1994–1996 [[Chevrolet Caprice]] sedans, including 9C1 police package sedans, and was not available in any other vehicles. The L99's smaller displacement provided slightly better [[EPA]] [[Fuel economy in automobiles|fuel economy]] than the 5.7&nbsp;L LT1, but at significantly reduced horsepower and torque levels.

===LT6 and LT7===
GM engines with the [[Oldsmobile_Diesel_engine#LT6|LT6]] and [[Oldsmobile_Diesel_engine#LT7|LT7]] designation are not Chevrolet small-block engines, they are [[Oldsmobile Diesel engine|Oldsmobile Diesel V6s]].

==See also==
*[[Chevrolet 90° V6 engine]]
*[[GMC V8 engine]]
*[[GMC V6 engine]]
*[[1917-1918 Chevrolet Series D V8|Chevrolet Series D V8]] – only Chevrolet V8 engine until 1955
*[[GM LS engine]] – Generation III/IV/V small-block
*[[List of GM engines]]

==References==
*{{Cite web |url=http://www.autoweek.com/article/20050620/FREE/506200719 |title=Horsepower Nation: Chevrolet's small-block V8 celebrates its 50th birthday |last=McGuire |first=Bill |date=June 20, 2005 |website=AutoWeek |url-status=dead |archive-url=https://web.archive.org/web/20101120162728/http://www.autoweek.com/article/20050620/FREE/506200719 |archive-date=November 20, 2010 |access-date=June 15, 2005}}

{{reflist}}

== External links ==
{{Commons category|Chevrolet small-block engines}}
* [http://www.mortec.com/ Mortec: Small-Block Engine Enthusiasts]
* [https://www.youtube.com/watch?v=BfTw3ChsmHM/ Video : First start up small-block Chevy engine]
* [https://www.youtube.com/watch?v=fL9vnsC_BjU/ Video : Let's see Chevy first start up, and what NOT to do]

[[Category:Chevrolet engines|Small-Block]]
[[Category:V8 engines]]
[[Category:Gasoline engines by model]]
[[Category:Engines by model]]