Many of the 302s off-road service parts were the development work of racers like Roger Penske. Start engine. The engine had a bore and stroke of 4.0 x 3.48 inches with a compression ratio of 9.0:1. The 283, famous for being one of the first engines to make one hp per cubic inch, is also famous for being the evolutionary stepping stone that would later give rise to small blocks and to the "W" blocks, ultimately culminating in the Chevrolet big-blocks. The LS9 and LT9 engines were replaced for 1987 by the L05 TBI (throttle-body fuel injection) engines. At 230 horsepower, the original 1985 L98 offered a significant power jump over the previous engines of the day. Camshaft, TPIS Super L98 Hydraulic Roller Camshaft, SBC 87-92, LT1 93-94. This was Chevrolet's second 4.3 L-displacement power plant; four other Chevrolet engines displaced 4.3 L: the Vortec 4300 (a V6 based on the Chevrolet 350 cu in (5.7 L), with two cylinders removed), the original 265 cu in (4.3 L) V8 in 1954, a bored version of the stovebolt-era 235 inline six displacing 261 cu in (4.3 L), and a derivative of the Generation II LT engines known as the L99 (using the 305's 3.736 in (94.9 mm) bore, 5.94 in (150.9 mm)-long connecting rods, and a 3 in (76.2 mm) stroke). The 1992 LT1 in the Y-body was factory rated at 300 hp (220 kW) and 330 lb⋅ft (447 N⋅m). This engine used the TBI throttle-body fuel injection. It featured "swirl port" heads and served as the base V8 engine in all C/K 1500 Series GMC/Chevrolet Trucks/Vans. As a result, power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984. This change also resulted in a drop in power to 130 hp (97 kW) and 125 hp (93 kW) for California emissions cars. It quickly gained popularity among stock car racers, nicknamed the "Mighty Mouse", for the then-popular cartoon character, later abbreviated to "Mouse". It was optional in the Firebird Trans Am, Camaro Z28, and IROC-Z, and was standard in the revived Monte Carlo Super Sport. It was also installed in many Isos, until 1972 when General Motors started demanding cash in advance and the Italian manufacturer switched to the Ford Cleveland V8.[10]. Upgraded to a four-barrel Rochester, dual exhaust "Power Pack" version, the engine was conservatively rated at 180 hp (134 kW), and with the "Super Power Pack" it was boosted up to the power level of the Corvette. Modified aluminum cylinder heads were inserted onto the engine, which allowed the engine to breathe better, and the camshaft was revised. The Tuned Port Injection improved fuel economy and performance of the 350 small-block. The Vortec 5700 produces 255 hp (190 kW) to 350 hp (261 kW) at 4,600 RPM and 330 lb⋅ft (447 N⋅m) to 350 lb⋅ft (475 N⋅m) of torque at 2,800 RpM. Vern Hee started writing professionally in 2009. Engine Specs Type: 90° V8 - OHV Valve Location: In Head Bore / Stroke: 4.00" / 3.48" Displacement: 350 Cubic Inches (5.7 Liters) Compression Ratio: 9.5:1 Cylinder Head Material: Aluminum Cylinder Block Material: Cast Alloy Iron Oil Pump Type: Gear Cooling System … The interchangeable parts include the rotating assembly (crank shaft, pistons, connecting rods, and flywheel/flexplate) one piece rear main seal housing, oil pan and valve cover gaskets and valvetrain assembly (not including timing set, which includes a gear to drive the water pump). Pistons used with the 307 share the same pin height as the 327 but retaining the 283s bore size (prior to 1968 it was possible to stroke a 283 into a 307 where aftermarket pistons had to be used). 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. A four-barrel carburetor option became available in 1974. The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. 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/108 mph (174 km/h) 1⁄4 mile (402 m) times on street tires. From 1954 to 1974, the small-block engine was known as the "Turbo-Fire" or "High Torque" V8. (5.47L). Fuel was supplied by the two TBI units, set diagonally apart from each other, atop the unique, aluminum intake manifold. The L98 is a slightly modified version of the L76. Redline was 6,500 rpm but power fell off significantly past 6,200 rpm. 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 heavier crankcase main-web bulkheads. At its core was the stout L69 shortblock and it used the same aggressive L69 camshaft profile. In spite of its novel green sand foundry construction, the '55 block's lack of adequate oil filtration leaves it typically only desirable to period collectors. Chevrolet vehicles eventually used the 305 cu in (5.0 L) as their base V8 engine. Engine mounts and bell housing bolt pattern remain the same, permitting a newer engine to be readily swapped into an older vehicle. 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. The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in V8 offered in the Corvette and Bel Air. The L99 featured updated Generation II block architecture, and is externally identical to the larger 5.7 L LT1 Generation II V8. Its cast-aluminum LT-1 valvecovers were painted crinkle-black contrasting with the aluminum manifold and distributor housing. Most of the small block engines in this timeframe were built at either the Flint engine plant in south Flint, Michigan or at St. Catharines, Ontario. The 283 was adopted by other Chevrolets, replacing the 265 V8s. 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. It also uses a performance-tuned CCC ECM/PROM, a knock sensor, a performance-tuned E4ME 750 cu ft/min (21 m3/min) Rochester Quadra-Jet 4 barrel carburetor, and a special, free-flowing exhaust system with large diameter exhaust manifolds, Y-pipe and catalytic converter. The 1982 L83 was again the only Corvette engine, producing 200 hp (149 kW) and 285 lb⋅ft (386 N⋅m) of torque from 9.0:1 compression. The L98 for the Camaro was rated at 225 horsepower at 4,400 rpm with 330 foot-pounds at 2,800 rpm. Compression was up again in 1990 to 9.5:1 Camaro/Firebird and 10:1 Corvettes, but rated output stayed the same. One in 5 engines was tested on a Superflow engine dyno. The 1990 & 1991 L98 engines received a slight increase in power, boosting engine performance to 250 horsepower and 350 foot-pounds of torque @ 3,200 rpm, thanks to the addition of an added air-intake speed density control system, a revised camshaft and an increased engine compression ratio of 9.5 :1 for 1990 and 10:1 for 1991 to end the L98 era. And each cylinder had its own fuel injector fed by a fuel rail mounted above each bank. In 1969 it was used in almost all car lines; Camaros, Caprices, Impalas, El Caminos, Chevelles & Novas. In all, over 100,000,000 small-blocks have been built in carbureted and fuel injected forms since 1955 as of November 29, 2011. The 94–96 B- and D-body version was rated at 260 hp (194 kW) and 330 lb⋅ft (447 N⋅m). One year later it was made available in the Chevrolet Nova, and finally in 1969 the rest of the Chevrolet line could be ordered with a 350. Krause Publications, 2004, Gunnell, John. The compression ratio of the L48 was lowered to 8.5:1 in 1971. The principal changes to it over the years include: note 1: depending upon vehicle application; horsepower, torque, and fuel requirements will vary. The engine was also available as a performance upgrade for the Pontiac Firebird and Chevrolet Camaro. Hee taught elementary school for eight years and worked in the landscape construction field for 20 years. The following change may be necessary for correct engine assembly: For LT1 and L98 engines (pre-1996), the dowel pin in the end of the camshaft must be pushed in so extension from end of cam is .30"+/-.01". This engine produces a maximum power of 248 PS (245 bhp - 182 kW) at 4300 rpm and a maximum torque of 461.0 Nm (340 lb.ft) at 4300 rpm. Internal GM rules at the time stated that once an automotive division had introduced a technological innovation, no other GM division could use it for a period of two years. Like the LT1, it features sequential fuel injection, reverse-flow cooling with a cam-driven water pump, and an optical ignition pickup. 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 cc chambers, and 178 cc runners. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb⋅ft (466 N⋅m) with single Carter 4-barrel, and 360 hp (268 kW), 358 lb⋅ft (485 N⋅m) with Rochester fuel-injection. 1969 Corvette and 1970 Z/28 engines were equipped with a Holley carburetor until the Q-jet carburetor returned in 1973. The 4.4 L; 267.8 cu in (4,389 cc) engine had the 350's crankshaft stroke of 3.48 in (88.4 mm) and the smallest bore of any small-block, 3.5 in (88.9 mm), shared with the 200 V6 introduced a year earlier. the casting number 3970010 was used by all three engines: 302, 327, and 350). The new 1985 L98 350 added tuned-port fuel injection "TPI", which was standard on all 1985–1991 Corvettes. The 267 also saw use in 1980 to 1982 Checker Marathons.[21]. In 1964, horsepower increased to 366 hp (273 kW) for the newly named L-76 version, and 375 hp (280 kW) 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 385 hp (287 kW), 395 lb⋅ft (536 N⋅m) Generation III LS6 in 2001. The LU5 "Crossfire EFI 5.0L" featured a dual Throttle Body Injection set-up, based upon the original "Crossram Intake" supplied by Chevrolet for the 1969 Camaro Z28. The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. The Tuned Port Injection system improved performance by 30 percent over previous carburetor systems and showed a 20 percent improvement over the cross-fire injection system. The first of this family was the 265, introduced in 1954. magnesium transaxle, and 10 in (254.0 mm) wide 13 in (330.2 mm) front/20 in (508.0 mm) wide 15 in (381.0 mm) rear magnesium wheels, it produced incredibly exciting racing. Besides being available in the Chevrolet line, it was optional in Checker Taxis beginning in 1965. Another popular service-parts-only component used on the 302 was the magnetic-pulse Delco transistor-ignition ball bearing distributor. Since GM did not assign a 1983 model year to production Corvettes, there was no L83 for 1983. [11], 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. As had been the case with earlier versions of the small-block, the 350 was available in the Beaumont sold by Pontiac Canada, which unlike its US counterparts, used Chevrolet chassis and drivelines. (Source: 1984 Chevrolet Truck Data Book.). All Chevrolet V8s, from the big-blocks to today's LS7 and LS9, evolved from the 265 / 283 cu in (4.3 / 4.6 L) small-block family. After 1993, its usage was limited to light trucks and SUVs until the 2000 model year while vans and commercial vehicles continued until 2003. Power output was 300 hp (224 kW) SAE and 380 lb⋅ft (515 N⋅m) torque. In 1971, it dropped to 245HP; 1972 it had 165 net HP, while 1973-1975 had 145 net HP. Referred to as a "small-block" for its comparative size relative to the physically much larger Chevrolet big-block engines, The small block family spanned from 262 cu in (4.3 L) to 400 cu in (6.6 L) in displacement. Where the ECM held its calibration information in a replaceable PROM chip, the 94-95 OBD1 PCMs are reprogrammable through the diagnostic port. 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 350 hp (261 kW) 350 hydraulic-lifter cam, and 9.0:1 compression forged-aluminum pistons producing 250 hp (186 kW) (1971 was the first year for SAE net hp rating, as installed in the vehicle with accessories and mufflers) and 285 lb⋅ft (386 N⋅m) of torque. However, two variants of the 1983 to 1992 305 were notable performers: the 1983 to 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 to 1992 LB9 Tuned Port Injection 5.0L (F-body only). Popular Engines One of the most popular engine swap projects today uses the versatile LS design. The 400 differed from other small blocks in that the cylinders were siamesed and therefore required 'steam' holes in the block, head gaskets, and heads to help alleviate 'hot-spots' in the cooling system at the point above the siamesed cylinders. Lingenfelter offers a CNC ported version of the L98 D port aluminum cylinder head used on the 1988 - 1991 Corvette L98. Later changes to the engine pushed horsepower up to 245. [16] LT-9's were carbureted with Rochester Quadrajets from factory and are generally 4-bolt mains. Engines prepared for competition use were capable of producing 465 hp (347 kW) with little more than the 8-Bbl induction, ported heads with higher pressure valvesprings, roller rocker arms, and the '754 2nd-design road-race cam. The specifications of the engine are the same as in the Corvette, but the L98 was only paired with an automatic transmission in the 1989 Z28 trim. 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Power increased to 195 hp (145 kW) in 1979 and decreased to 190 hp (142 kW) in 1980.[11]. [8] Despite being discontinued, a new class of premium V8s for Cadillac and eventually Oldsmobile, the dual overhead cam V8 Northstar and its derivatives, drew heavily from the LT5's design and lessons learned from its production. With a maximum top speed of 158 mph (254 km/h), a curb weight of 3340 lbs (1515 kgs), the Corvette C4 L98 Convertible has a naturally-aspirated V 8 cylinder engine, Petrol motor. It produced 210 hp (157 kW) in the Corvette for 1976–1977. The L98 on the 1987 Camaro IROC Z28 did 0 to 60 in 6.6 seconds, compared to 6.2 seconds done by the Corvette. 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. The L69 High Output 5.0L was released late into the 1983 model year. Unfortunately, the cost to produce the LT5 along with its weight, dimensions (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. Cole's design borrowed the valve train design scheduled to be used at the time in the Pontiac V8.