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Chevy Small Block V8 Background From its introduction in 1929, the stovebolt six was only engine, in every car and truck they built, until 1954. Had launched its legendary in 1932 and by 1954 was already replacing it with the OHV. Across town, debuted their first Hemi V8 in 1951. Chevy’s own sister divisions, and Cadillac both got modern OHV high compression V8s in the late 1940s. Coming into the 1950s, Chevy needed a V8! Chevy Small Block V8-a stroke of genius Chevy chief engineer Ed Cole, who would later become President of GM, designed the new Small Block V8 to be compact, lightweight, cheap to produce, and to incorporate all the latest engine technologies.

This included the new stud-and-ball style stamped-steel rocker arm design that had just been patented by, who planned to introduce it in their own 1955 models. GM had an internal policy to allow each division to benefit by their own patents for two years before sharing them with the other GM divisions. However, GM brass changed the rules in this case allowing the new engine to eschew the use of complex rocker arm shafts. The new engine was also heavy oversquare (big bore - short stroke), with 4.4-inch bore centers and a deck height of 9.025 inches, dimensions that are common to all Chevy small block V8s, right up to those built today.

The intake manifold formed the sealed top cover for the engine valley (lifter gallery) where typical practice at the time was for the valley sealed off by a separate cover from the manifold. Everything on Cole’s design was meant to cut down the weight, bulk, complexity, parts count, and assembly time.

The oil pump was mounted to the rear main journal, and drove that now-famous rear-mounted distributor that was a trademark of the Chevy Small Block V8, at least back in the day when engines had distributors. The one thing it didn’t have at its 1955 release, was an oil filter.

An optional external unit was made available for the 1955 model year, and by 1956, an oil filter boss was cast into the block. The Introduction of the Chevy Small Block V8 Chevy’s new small block V8 was introduced in the and with 265 cubic inches of displacement. They gave it the very 50’s-sounding name “Turbo-Fire V8”, and it put the Corvette on the map.

Until now, the ‘Vette was powered by the lowly stovebolt-six, in “Blue Flame Six” trim. The new 265 had a 3.75-inch bore and a 3-inch stroke, was available with up to 195 horsepower, and it totally transformed the car. It was available in a variety of configurations in its first few years, including single 2-barrel, single 4-barrels with 180- or 195-horsepower, a 225-horse 264 with two 4-barrels, and a 240-horse motor with two 4-barrels and a high lift cam. Of course, this was just the beginning. Chevy Small Block V8: 'the Mouse Motor' At the time, there was a Saturday morning cartoon on TV called “Mighty Mouse”, a tiny mouse with the power of Superman. Someone saw similar qualities in Chevy’s diminutive new engine and called it “Mighty Mouse”.

The name stuck. Then in 1959, a movie came out called “The Mouse that Roared”, further adding to the mix. It wasn’t long before racers and hot rodders alike dropped the first part and just started calling it the “Mouse”, or the “Mouse Motor”. To this day, it’s still called the Mouse Motor. An interesting development to the story came in 1965 when released it’s new Big Block 396 V8. If the Chevy small block was called “The Mouse”, then the new big block must be “The Rat”. And that name stuck also.

So today, big blocks are known as “Rat Motors”, or just “Rat”. Common back in the 1970s was to hear someone refer to their engine as a ‘454 Rat’. All this engine-naming has its roots with the Chevy small block V8 and a little cartoon mouse with super strength. 265 Cubic Inch (4.3-Liter) V8, 1955-1957 The 265 cid V8 was Chevy’s first Small Block V8. It had a 3.75-inch bore and a 3.00-inch stroke, a stroke that it would share with the upcoming 283, and the wicked DZ302 that would power the first Z/28. When first introduced for the 1955 model year, no accommodation was made for a built-in oil filter on the block. And many 265s left the factory in both and without any sort of oil filtration.

Chevy quickly offered a dealer-installed kit that mounted a rather unsightly oil filter canister vertically right above the thermostat housing on the front of the engine, with external plumbing. They had solved this oversight by the 1956 model year by casting an oil filter boss into right-rear of the cast iron block.

The 265 was available in several configurations, all revolving around its carburation scheme. The single 2-barrel version made 162 horsepower; two single 4-barrels engines, one with 180- and one with 195-horsepower; then the ‘big-gun engines’, a pair of twin 4-barrel engines, one with 224 hp and the other with 240, thanks to a high-lift cam. In their final year of production, 1957, one could order either the 265 or the new-for-1957 283.

Obviously the 265 had just been made redundant and obsolete. BELOW: This has a 265 V8 with two 4-barrels on an aluminum intake manifold, all from the factory. Depending on the cam used, this could be either a 224hp or 240hp engine.

283 Cubic Inch (4.6-Liter) V8, 1957-1967 The 283 started with the 265’s 3.00-inch stroke, then added 1/8-inch of bore, from 3.75- to 3.875-inches to make the new 283 cubes, while pushing it even farther oversquare (bigger bore relative to the stroke), which tends to make engines produce more of their power at higher RPMs. Old school engines that were designed prior to this latest wave of modern OHV V8s generally had long strokes relative to their small bores (undersquare), which made them slower-revving and torquier.

The trend was moving toward heavily oversquare engines with higher compression, like the 283. Early 1957-model year engines used the same block castings as the 265 and simply bored them out farther. But this was found to leave some blocks with thin spots and and overheating was a problem. So, a new block casting was made partway through 1957 that thickened the cylinder sleeve area. Good thing too, because a new wave of performance upgrades were added, all the way up to Rochester mechanical fuel injection good for 283 horsepower. This made the Chevy Small Block V8 the world’s first mass-market engine to produce that magic number: one horsepower-per-cubic inch. Today, cars make 100+ horsepower from one-liter (about 61 cubic inches) routinely with normal aspiration.

But back in 1957, 1 HP/ cid was stellar! By 1961, the output of the fuel-injected 283 climbed to 315 horses. The 283 Chevy small block V8 stayed in production from 1957 through 1967, and became entry-level V8 for its midsized cars, and the go-to engine for its small car lineup.

As such, the 283 was always available in several different configurations and horsepower ratings. BELOW: This C1 Corvette has a 283 with the Rochester Ramjet mechanical fuel injection, good for 315 horsepower by 1962. 327 Cubic Inch (5.4-Liter) V8, 1962-1969 There’s no replacement for displacement. By the dawn of the 1960s, there was a serious horsepower war brewing between the Big 3, and wasn’t about to be left behind. Adding cubic inches to the small block V8 turned out to be pretty easy. With generous 4.4-inch bore centers, they were free to bore it well over 4.00-inches, and there was plenty of room to expand the stroke as needed.

For the 327, the bore was an even 4.00-inches, with a 3.25-inch stroke. Chevy recast the block to handle the bigger bore and increased torque output. When introduced in 1962, the 327 small block V8 was available in several configurations and outputs, from 210hp in 2-barrel form all the way to 375hp with the Rochester fuel injection system, well over the time-honored one-horsepower-per-cubic-inch standard set by the 283 back in 1957. Through a combination of fuel systems (carburetor or fuel injection), cams, heads and compression ratios, Chevy was able to craft a wide range of outputs.

When introduced in 1962, the top rated non-fuelie 327 had 340hp and was an amalgam of a Duntov solid lifter cam and a single Carter 4-barrel. With fuel injection, the same engine made 360hp, 365hp by 1964 (L76), and 375hp in its final year 1965 (L84). At 375hp and 327cid, the 1965 version had the highest specific output of any normally aspirated, OHV small block V8 until the Gen III LS6 came out in 2001. The Chevy 327 small block V8 remained in service through the 1969 model year in a variety of forms. It was slowly replaced by the 350 V8, which was introduced in 1967. By 1970, both the venerable 283 and the 327 were gone, replaced by the 307 and the 350 respectively.

BELOW: This carries the last fuel-injected 327 Chevy would build. It has the 'big' Rochester Ramjet mechanical fuel injection system, decidedly bigger than the one used on the 283.

In this form, and in 1965, the 327 'Fuelie' made 375 horsepower. That's screamin' back in 1965!

I actually had one of these engines in my '55 Nomad back in the early 70s, and was near-unbeatable on the street. DZ302- 302 Cubic Inch (4.9-Liter) V8, 1967-1969 By the mid-1960s, the SCCA (Sports Car Club of America) Trans Am racing series was red hot, and raced cars very much like the ones buyers could see in the showrooms, unlike the exotic machines racing in Formula 1 and the like. So it was good for business (“Race on Sunday, sell on Monday”). However, SCCA limited engine displacement to exactly 5.0-liters (305.1 cubic inches). Other than the diminutive 283, didn’t have the right-sized engine. Across town, was working on their and was busy taking displacement out of their LA-small block 318, for the cars that would become the and. To counter this, Chevy took a 327 block (with 4.00-inch bore), and dropped in a 283 crankshaft (with 3.00-inch bore) and voila’ the DZ302 was born.

And with this highly oversquare ratio, the engine loved to rev. Because of this, everything inside was beefed up. Large-journal forged steel crank, big connecting rod bolts, thicker webbing in the block, and starting in 1968 four-bolt main bearing caps (the center three, anyway), with thicker bulkheads. Zora Arkus-Duntov (the father of the ) was heavily involved in the 302’s development for racing, hence the engine’s name “DZ302”. It stands for “Duntov, Zora”. The 302 crankshaft was tufftride-hardened and forged from 1053-steel, with a windage tray. The connecting rods were heat-treated, magnafulxed, and shot-peened after being forged out of 1038-steel and were known as ‘pink’ connecting rods.

Starting in 1969, the forged-aluminum pistons got full-floating wrist pins. Duntov was a genius at designing cams, and for the DZ302, it was the solid-lifter “30-30 Duntov” cam, so called because of its.030-inch valve clearance (lash) intake and exhaust. The cylinder heads were the biggest they had for the 327, with 2.02-inch intake valves, known by the nickname “Fuelie Heads” or simply “Fuelies” because they’d been used with the Rochester fuel-injected 327 in the through 1965. They were also known by the double-humped casting flashes on each end of the head castings. They had the look of a camel, so racers were soon calling the “Camelback heads” or “double-hump heads”.

Earlier “Fuelie” heads had 1.94-inch intake valves. But the larger 2.02s were obviously desirable for their better flow, although some experience cracking in the narrow area between the valves. An aluminum high-rise intake manifold was fitted with a Holley 780cfm 4-barrel carburetor with vacuum secondaries. The single-point distributor had a specially-designed points cam to prevent high-RPM points-bounce. A breaker-less transistorized ignition system was optional. The high-RPM potential of this engine required a special harmonic balance, and all the engine pulleys had deeper grooves than normal to give the belts better bite. The DZ302 was topped off with a chromed air cleaner, and finned aluminum valve covers from the LT1 350.

These engines came from the factory with 11.0:1 compression, hard to do back in the bad ol’ pre-computer days. It was conservatively rated at 290-horsepower at 5800 rpm, but it actually made more like 376 horses. It came with a close-ratio M22 Muncie 4-speed, and a variety of rear-end ratios, all with posi-traction, all the way down to 4.88:1 drag gears, that allowed it to storm the quarter-mile in 12.9-seconds at 108 mhp, scorching numbers in 1969. 1967 Z28 buyers got a set of factory headers in the trunk!

327 Chevy V8

Show cool is that? Alas the mighty DZ302 was with us just three short model years. When the went through its generational change in, they replaced the DZ302 with the LT1 350, another sweet Chevy small block V8, that liked to rev like the 302, but had the low-end torque that the 302 lacked.

BELOW: The ultimate Mighty Mouse, this 302 packed a lot of power, up high on the rev band. Note the cold air set up. This one's in a, and was conservatively rated at 290hp. 350 Cubic Inch (5.7-Liter) V8, 1967-2003 Bigger is always better in the car biz, at least it was in the 1960s, when everyone was upsizing their engines.

Had just been punched out from 289 to 302 cid. Across town at, they’d just turned their LA small block V8 from a 273 to a 318 and a 340.

Even GM’s stablemates were doing it. Turned its 326 V8 into a 350, and the rest were busy boring and/or stroking their engines out. Stroked the 327 to 3.48-inches, leaving the 4.00-inch bore alone, creating an even 350 cubic inches of displacement.

From here, it gets complicated, because the Chevy 350 small block V8 is one of the most-produced engines in history, with so many variants that they need to be broken down to be fully examined. Below is a breakdown of the various 350 engine configurations that are of interest to us (muscle car nuts).

However, 350 V8s have been in just about every mode of transportation at one time or another, sometimes in high performance applications, and sometimes doing very lowly work like running generators. Fans are proud of the fact that the Chevy 350 small block V8 made its debut in a Camaro, the.

L46 350 V8, 1969-1970 The L46 was an optional high-performance engine on for two model years only. Identified by the casting number 186, the L46 came with 4-bolt mains, “fuelie heads” with 2.02-inch intake valves and 1.60 exhaust valves, 11:1 compression ratio and making 350hp. It came with a Rochester Quadrajet 4-barrel and a hydraulic cam. L48 350 V8, 1967-1980 This was literally the first 350 V8 produced, which debuted in the, exclusive to that car for the 1967 model year. By 1968, the 350 had spread through the entire Chevrolet passenger car and truck lineup. Internally, the L48 used cast pistons, a hydraulic cam, 4-bolt mains and a 10.25:1 compression ratio.

With Rochester Q-jet carb it made an even 300 horsepower and 380 lb/ft of torque.at first. But by the 1971 model year, tightening federal regulations on emissions and fuel economy, plus the removal of lead from the fuel, forced GM to drop compression on all its engines across the board. In 1971, the compression ratio of the L48 dropped from 10.25:1 down to 8.5:1. By 1975, the hottest L48 you could get was in the, now making a wheezing 165hp.

It was so bad that Chevy was too embarrassed to field a Z28 version of the for 1975. However, 1975 was the low-point, after which GM began figuring out ways to get more performance out of their engines while conforming to ever more stringent government mandates. By 1976, horsepower for the L48 had climbed to 180, and 185 by 1978 (except California, which had to settle for 175hp). Then in 1979, it climbed again 195hp, dropping slightly to 190hp for the 1980 model year, it’s final year in production. ZQ3 350 V8, 1969-1974 The ZQ3 was the standard engine in 1969 to 1974. It started out with 10.25:1 compression, a Rochester Q-jet carb and 300-horsepower.

Federal regs forced a drop in compression for the 1971 model year to 8.5:1, lowering horsepower to 270. And this was just the beginning.

1972 saw horsepower dip to just 200, and in 1973 in dropped again to 190. It went up slightly in 1974 to 195 horsepower, it’s final year. LM1 350 V8, -1970-1988 The LM1 was the base 4-barrel 350 V8 in passenger cars and trucks throughout the 1970s and most of the 1980s.

Carrying a Rochester Q-jet carburetor, the LM1 made a middling 155 to 175-horsepower, depending on year. They were optional in Chevy passenger cars until 1979, and in the Z28 until 1981, it’s last use in a retail passenger car. After that, they were only used in Police Interceptors until 1988.

By this time, GM had mandated no V8 larger than 5.0-Liters, with the exception of their performance cars (, and &. So, the 350 cid LM1 was made obsolete, and replaced by the LO5 350 V8 starting in 1988. L65 350 V8, 1970-1976 The L65 was the 2-barrel version of the LM1, above, rated at 145 hp.

LT-1 (Gen I) 350 V8, 1970-1972 While the LT-1 name has been used three times now for engines, 1970 was the first. At the time, it was considered the ultimate Chevy small block V8, and was only available in the and the new-for-1970 2nd-gen. With a wild solid-lifter cam, 11.0:1 compression, Delco transistorized ignition, LT-1-specific aluminum intake manifold, Holley 780cfm 4-barrel and high-flow, low-restriction ‘rams horn’ exhaust manifolds, it made 370hp in the Corvette and 360 in the Z28 (due to more restrictive exhaust, reportedly, although Chevy was always reluctant to allow the Camaro to match the Corvette’s max output).

Both versions made 380 pound-feet of torque at 4,000 rpm. This was a free-revving engine which redlined at 6500 rpm, although the power dropped off after about 6200.

Of course, 1970 was the peak of performance in this era, with compression and output dropping severely starting in 1971, due to no-lead gas, Federal smog regs and fuel economy mandates, not to mention pressure from the insurance companies. Times were tough for muscle cars. In 1971, the LT-1 dropped to 330 gross hp. 1971-72 were the years when Detroit started quoting “Net Horsepower” instead of “Gross Horsepower”. The reason that was given was to be more honest with the consumer, that net hp was more realistic. Perhaps they were simply reacting to the pressure from soaring insurance prices for performance cars. It was eating into their muscle car business, and showing lower horsepower numbers would look better to insurance companies, offering lower rates to the car buyer.

The Net hp was now 255, with 360 lb/ft of torque due in large part to its lowly 9.0:1 compression ratio, done to allow the running of low-octane no-lead gasoline. Higher compression engines pinged (pre-detonation) with the new gas.

BELOW: This 1970 Z/28 has the red-hot LT-1, considered by many to be the pinnacle of carbureted 350s. L82 350 V8, 1973-1980 The L82 was the hottest 350 Chevy offered from 1973 to 1980. It had the good heads, 2.02-inch intake valves with 76cc combustion chambers and a Rochester Quadra-jet 4-barrel sitting on top of a split-plenum aluminum intake manifold. The same finned aluminum valve covers used on the 1970-72 LT-1, but with a crinkle-black finish With 9.0:1 compression, forged aluminum pistons and an aggressive hydraulic cam, the L82 made 250 hp (SAE net), and 285 pound-feet of torque, in its maiden year. By 1975, it was down to 205hp and 255 lb/ft, it was a low point, as it turned out.

Improving technologies were being developed at GM to derive more power while satisfying all the government-mandated emissions and fuel regs. In 1976-77 got a slight bump to 210hp, another in 1978 to 220hp, in 1979 to 225hp, and in 1980, the L82’s final year, it hit 230hp. The L82 was only available in the and Z28s. L81 350 V8, 1981 The L81 was the only 350 (5.7L) engine available in the 1981. With its weak 8.2:1 compression ration, it made a whopping 190hp and 280 lb/ft of torque, which happens to be the exact same output rating as the L48.

However, the L81 hadded a hotter cam and computer-controlled spark advance. The L81 also has the distinction of the being the only Corvette engine to use a “Smart Carb”, essentially a modified Q-jet with electronic mixture control run by an ECM (Engine Control Module, ie: a computer) that read data from an oxygen sensor in the exhaust stream. These early electro-mechanical fuel systems were a nightmare, tricky to tune and keep tuned, trying to do all the things that modern computerized fuel injection does, but with a primitive carburetor. L83 350 V8 w/'Cross-Fire Injection', 1982 & 1984 The L83 was again the only engine available in the last year for the C3 (3rd-generation) in 1982.

Then, because of delays in launching the radically-new C4, the entire 1983 Corvette model year was skipped (there are no 1983 Corvettes, other than a prototype), and when the new 4th-gen Corvette was unveiled in 1984, the only engine available, again, was the L83. This engine took what the L81 had, and replaced the carburetor with a twin-throttle body fuel injection system Chevy named “Cross-Fire Injection”. It was so named because the two throttle bodies were offset side-by-side, each feeding the opposite cylinder bank through a manifold that resembled the old ‘Cross-Ram’ manifolds from the 50s and 60s. Cool name, great look, but just middling performance. These early fuel injected engines struggled to make 200hp and 285 lb/ft in 1982, and 205hp and 290 lb/ft in 1984. The were also difficult to tune, and often ran soft. They also had a tendency to idle fast.

Cross-Fire Injection was replaced in 1985 by Chevy’s radical new Tuned Port Injection system (TPI), which worked extremely well. The technology had finally arrived.

BELOW: The Cross-Fire Injection gave the venerable old 350 a whole new look, in perfect keeping with the radical looks of the new C4. L98 350 V8 w/Tuned Port Injection (TPI), 1985-1992 The Cross-Fire Injected 350 was replaced with the new 5.7L (350cid) Tuned-Port Injection (TPI) V8, and became the standard engine in the from 1985 through 1991. TPI was the most advanced fuel injection system GM had ever produced on a V8. It used a variety of sensors and controller to meter fuel through sequential port injectors, all controlled by the ECM (Engine Control Module, ie: computer).

When the L98 was released in 1985, it had cast iron heads. Partway through the 1986 model year, these were replaced with aluminum heads. Horsepower was rated at 230 for 1985-86, 240hp for 1987-89, and 245hp for 1990-91. The optional performance axle ratio of 3.08:1 included a 5hp bump starting in 1988. The aluminum heads gained D-ports in 1987, and a new hydraulic camshaft with roller lifters was adopted to reduce friction. Starting in 1987, the L98 became available on the Z/28 and IROC-Z, and the Pontiac and, but with iron heads. There it was rated at 230hp with standard single-catalytic converter 2-into-1-into-2 exhaust system.

But with the optional G92 package, it came with a freer-flowing dual-cat exhaust system that bumped it up to 245hp, the same as that of the Corvette. In the Camaro it was only available with the 700R4 automatic transmission. GM did not have a 5-speed manual gearbox in its inventory that could handle the torque of the might 5.7 TPI engine. If you wanted a 5-speed in your IROC or T/A, you had to settle for the 5.0 TPI (305cid). Compression ratio was 9.5:1 in the Camaro/Firebird and 10:1 in the Corvette, although both were rated at the same output. BELOW: The 5.7L TPI (Tuned Port Injection) V8 in this.

By 1991, Chevy had dropped the IROC-name and gone back to Z/28 as its top Camaro. L05 5.7L V8, 1987-1996 Introduced in 1987, the L05 was used primarily in Chevy, GMC and Hummer trucks and SUVs, but also saw duty in the 1989-93 Chevy Caprice with the 9C1 police package. In this application, the L05 had a roller cam. In all others, it had a conventional flat-tappet cam.

It also served as the standard or optional engine in full-sized GM cars from, Cadillac and. The L05 left production in 1996. L31 Vortec 5700 V8, 1996-2002 The L31 was the last Generation I Chevy small block V8 to be produced, and it was intended for truck and SUV use across Chevy, GMC and Cadillac products.

The new nomenclature abandoned the old cubic inch designations, and adopted the “Vortec” name. The engine used cylinder heads with ports and chambers similar to the Gen II LT-1, but without the benefits of reverse-flow cooling, a major feature of the new Gen II small block. This makes the L31 heads compatible with most other Gen I small blocks, which is a popular upgrade (requiring the use of the Vortec intake manifold). The Vortec engine uses 4 bolts per side to secure the intake manifold to the head, while earlier small blocks had 6 bolts per side.

The L31 Vortec 5700 made from 255hp to 350hp at a leisurely 4600 RPMs, depending on tune and application, and 330 lb/ft to 350 lb/ft of torque at 2800 rpm, perfect for truck use. It was replaced in the 2003 model year by the new Gen II 5.3L Vortec 5300 LM7, ending the incredible run of the Gen I Chevy small block V8 that began in 1955.

307 Cubic Inch (5.0-Liter) V8, 1968-1973 The wickedly-fast DZ302 Chevy small block V8 was made by putting a 283 crank (3.00inch stroke) in a 327 block (4.00-inch bore). The 307 small block was made by doing just the opposite. They used the 283 block with its 3.875-inch bore, and the 327 crank with a 3.25-inch stroke. They both arrived close to the same displacement number. Yet two engines couldn’t be more different. The 302 was a rev-happy screamer that responded to performance modifications with gusto.

The 307 is a dog, has always been a dog, doesn’t like to rev, and it doesn’t seem to matter what you do to them, they’re still not very fast. This was ‘smog-engine’ at the time. They wanted to discourage hooliganism. Not much here to talk about. When the 283 went away in 1967, a new entry-level V8 was needed for mundane passenger car duty and that was the 307. Never meant to go fast, just mean to go. The 307 shared some design and components with the 230 cid six-cylinder and the 153 four-cylinder.

How’s that for humber roots? Not easy to do when your part of the Chevy Small Block V8 Family.

400 Cubic Inch (6.6-Liter) V8, 1970-1980 Gen I Chevy small block V8s were grouped into families based on their cylinder bores. The tiny 265 was the only one with a 3.75-inch bore. But the 283 shared its 3.875-inch bore with the 307. The 4.00-inch bore family included the DZ302, the 327 and the 350.

To make a 400 cubic-inch V8 out of the Chevy Small Block V8, bored the iron block out to 4.125-inches, making it unique among Chevy small blocks, and thus the only one in this bore group. It also took lengthening the stroke from the 350’s 3.48-inches to 3.75 inches for the new 400. That seemed like a big stretch back in 1970. Even backyard tuners hadn’t taken the small block that far. Of course, today Chevy has taken the modern small block V8 all the way out to 427 cubic inches (7.0 liters), so there just seems to be no end to what they can do with this engine design.

Because the bores were so large, the 400 block was made differently than any Gen I small block before in that it’s cylinders were ‘siamesed’ (joined together in the block casting, with no space in between them, within the water jacket). So steam holes had to be drilled in the block, head and head gasket to alleviate hot spots above the siamesed areas. Their larger 2.65-inch main bearing journals and 2.10-inch rod journals are unique to the 400. 1970-72 400 V8s got 4-bolt mains, but went to 2-bolt mains from 1973 on. Never intended as a performance engine, the 400 usually came with a 2-barrel carburetor and made 245-265 hp, but gobs of torque, up to 400 pound-feet. It was used primarily in Chevy and GMC trucks, although it was used in Chevy midsize A-body, and fullsize B-body cars until 1976.

305 CUBIC INCH (5.0-LITER) V8, 1976-1998 The 305 was intended as ‘the economy V8’ at a time of gas embargoes, rising fuel prices, CAFE and tightening emissions regs. It shared the 3.48-inch stroke of the 350 V8, but had a bore of 3.736 inches, unique among Chevy small block V8s. With better fuel economy than the 350, yet with better power and torque than GMs six-cylinders at the time, the 305 quickly spread across GMs entire stable of brands, in both cars and trucks. It even made a one-year appearance in a in 1980. It started out with a 2- or 4-barrel carburetor, with a “High Output 5.0L” version making 150-195hp (L69). The 305 upgraded to Throttle-Body Injection (TBI) in 1988.

It was also available with Tuned-Port Injection (TPI) from 1985 through 1992 (LB9) in the, and, making 215hp with single-catalytic converter exhaust system, or 230hp with optional G92 dual-cat system. Unlike the 5.7 TPI which was only available with the 700R4 automatic, the 5.0 TPI (305) could be ordered with either the auto or a 5-speed manual. LG3 305 V8, 1976-1980 This was the 2-barrel ‘economy’-version of the early 305. It used a Rochester 2GC until 1978, then switched over to the more fuel-efficient Rochester Dual-Jet 2bbl in 1979. While mileage may have improved, horsepower dropped to 130hp, or if you were lucky enough to live in California, 125hp. Compression ratio was 8.5:1 for all years.

LG4 305 V8, 1980-1988 The LG4 is essentially the 4-barrel version of the LG3, above. As such, it made 150-170hp and 240-250 pound-feet of torque. Starting in 1981 added CCC (Computer Command Control) engine management system. This included the new 4bbl electronic Rochester E4ME Quadra-Jet with computer-adjusted fuel metering on the primaries, and a Throttle Position Sensor (TPS) allowing the CCC to measure engine load. CCC also controlled the ignition timing curve, which eliminated the need for a traditional vacuum or mechanical advance mechanism. Continuous development and improvement on this very early ECM system allowed for better spark and mixture control that, in turn, made possible a gradual increase in compression ratios, from 8.4:1 ultimately to 9.5:1 with knock sensor, all on regular unleaded gas.

An aluminum intake manifold replaced the cast iron unit starting in 1983. Then in 1985, the flat-top pistons from the L69 for one of these bumps in compression, with a commensurate bump in horsepower from 150 to 165. For 1987, they retired the old HEI distributor for an all-new electronic distributor, and the bolt pattern of the intake manifold was changed. Gone were the old-school Small Block Chevy valve covers we’ve known forever, replaced in 1987 by a new version with 4 bolts running down the centerline of the covers, along with a new cylinder head casting to accommodate them and the other changes. These became known as “Centerbolt Valve Covers”. The LG4 was the last carbureted 305 and was replaced in 1988 by the Throttle Body Injected (TBI) L03.

LU5 305 V8 “Crossfire EFI 5.0L”, 1982-1983 The LU5 featured the infamous “Crossfire Injection” system which was essentially a dual throttle body EFI system with each throttle body feeding the opposite cylinder bank. It made for a cool name, and a very unique look, but failed to produce the hoped-for big performance gains over a 4bbl carb.

Various problems also plagued the system, such that they soon acquired the nickname “Misfire Injection” or “Ceasefire”. Few GM dealers at the time knew how to work on them, or had the proper equipment to keep them running right. They were a very early example of electronic engine management and fuel control and a giant leap forward at a time of carburetors. The “Crossfire” name paid homage to the Crossram intake manifolds from the 50s and 60s, but particularly those that came in the trunks of some as an option.

Crossfire was applied to the L83 350 (5.7L) V8 for the, skipped the 1983-model year, then reemerged on the new. The Crossfire version of the 305 V8 appeared on the 1982-1983. L69 305 V8 “High Output 5.0L”, 1983-1988 The “High Output” version of the 305 V8, released in 1983, produced 190hp at 4800 rpm and 240 pound-feet of torque at 2400 rpm. It featured a 9.5:1 compression ratio, a fairly hot cam, CCC-controlled electronic 750cfm Rochester E4ME Q-jet 4-barrel carb, large-diameter exhaust manifolds, and a freer-flowing Y-pipe exhaust system. The only applications for this engine were in the, the and, and the Chevy Monte Carlo SS. LE9 305 V8, 1981-1986 The LE9 was the non-H.O.

Version of the 305, and was widely used in GM cars, trucks and vans. It came with a 650cfm 4-barrel carburetor, 9.5:1 compression and the same came as used in the 350 LM1. It produced 165hp at 4400rpm and 240 lb/ft at 2000rpm.

LB9 305 V8 “Tuned Port Injection 5.0L”, 19851-992 Tuned Port Injection (TPI) was introduced on the 5.7 (350cid) V8 in the 1985 and on the 5.0 (305cid) V8 in the and. The LB9 started out life as an L69 High Output 5.0L, to which the new sequential port fuel injection system was added. This was the most advanced EFI system that GM had ever produced, and it worked extremely well, delivering strong power with decent fuel economy and clean emissions. While no powerhouse, the LB9 produced a solid 215hp and 275 lb/ft in the F-body twins. The G92 option package included a dual-catalytic converter exhaust system that boosted output to 230hp and 300 lb/ft of torque. This engine, and the TPI system were retired with the end of the 3rd-generation Camaro/Firebird in 1992, replaced in the 4th-generation F-bodies by the LT1. BELOW: This 5.0 TPI is in a.

L03 305 V8 w/TBI, 1987-1995 TBI is short for Throttle Body Injection, and is a much simpler, cheaper-to-produce EFI system than the leading-edge (for the time) TPI. TPI used s separate timed injector for each intake port, while the TBI was set up more like a carburetor. It had a traditional intake manifold and in the place of a conventional carburetor was the EFI system with its injectors on one central location. It worked, and it certainly worked better than a carburetor, but it was never intended as a ‘performance’ engine, and it wasn’t. It ran well, got good mileage and was fairly clean at the tailpipe. GM used this engine in a wide range of passenger cars, trucks, vans and SUVs. It produced 170hp at 4400rpm and 255 lb/ft at 2400rpm.

The 'Oddball' Chevy Small Block V8s - Gen I 262 CUBIC INCH (4.3-LITER) V8, 1975-1976 And you thought the 265 was the smallest Small Block? In 1975 Chevy was looking for ways to give buyers the power the craved with good fuel economy. Many things were tried. One of them was to shrink the Chevy small block V8 smaller than it had ever been before to give V8 power with far fewer cubic inches of displacement. At the time, the average engine in an American passenger car was a 350 V8.

Downsizing had brought that down to the low-300s, but it still wasn’t enough. With a unique bore and stroke of 3.67” X 3.10”, the new engine displaced just 262 cubic inches (4299cc), and made 110hp at 3600rpm, and 133 lb/ft of torque. The 262 saw service in the 1975-76 Chevy Monza, ’75 Nova, and ’77 Pontiac Ventura.

It was replaced in 1977 by the 305. L30 305 V8 “Vortec 5000”, 1996-2003 Called the Vortec 5000 for it’s 5.0 liters of displacement and forming a part of the GM’s growing Vortec engine family, and was intended as a truck engine. It replaced the 4.8-liter Vortec 4800 in Chevy and GMC full-size trucks starting in 2003. It features a hydraulic cam with roller lifters, and high-flow, fast-turn Vortec heads, with a 9.1:1 compression ratio.

While the L30 shares its approximate displacement with other 305 V8s, it has a unique bore and stroke at 3.7 inches (95mm) and 3.5 inches (88.4mm) respectively. ‘Normal’ 305s have a bore of 3.736 inches and a stroke of 3.48 inches.

The L30 produced 220-230hp at 4600rpm and 285-290 lb/ft at 2800rpm. 267 CUBIC INCH (4.4-LITER) V8, 1979-1982 Another engine with a totally unique bore-stroke combo, this one used the 350’s (5.7L) crank with its 3.48-inch stroke, and gave it a 3.50-inch bore (shared with the 200 V6 introduced in 1978), to get to 267.8 cid (4,389cc).

This creates a near-square bore-stroke ratio, fairly rare in modern times. It was introduced in the 1979, their midsize G-body cars and the full-size B-bodies. The only carb was the 2-barrel Rochester Dualjet 210. Starting in 1980, electronic carb controls were added. L99 262 CUBIC INCH (4.3-LITER) V8, 1996-1996 The 262 cid number is revisited, making this one of five GM engines that displaces 4.3 liters. Here again, we have a unique bore and stroke combination, different than any other Chevy Small Block V8. They started with a 305 block with its 3.736-inch (94.9mm) bore, gave it a 3.00-inch stroke (same as the 283 and 302) and voila!

This engine featured the Generation II block architecture, including reverse-flow cooling and looks just like the 5.7-liter LT1. The L99 was used in Caprice sedans, wagons, police cars from 1994-1996. It was not available in any other GM cars.

The L99 produced 200hp and 245 pound-feet of torque. Check out these CHEVY ENGINE BOOKS.

1957 Chevrolet Bel Air Convertible Overview Manufacturer Production 1949–1980 1950–1981 Body and chassis Chronology Predecessor Successor in 1975 The Chevrolet Bel Air was a produced by for the 1950–1981. Initially only the two door hardtops in the Chevrolet model range were designated with the Bel Air name from 1950 to 1952, as distinct from the Styleline and Fleetline models for the remainder of the range. With the 1953 model year the Bel Air name was changed from a designation for a unique body shape to a premium level of trim applied across a number of body styles. The Bel Air continued with various other trim level designations until US production ceased in 1975.

Production continued in, for its home market only, through the 1981 model year. 1951 Chevrolet Bel Air Overview Production 1949–1954 Assembly, , , , , , Body and chassis 2-door 2-door (1953–54) 4-door (1953–54) 2-door (1953–54) 4-door (1954) Related Powertrain 215.5 cu in (3.5 L) ' 1-bbl.

Valve-in-head 92 hp 235.5 cu in (3.9 L) I6 3-speed 2-speed Dimensions 115' Length 197.5'(1950–1952); 15'(1954) 3,345 For 1950, Chevrolet came up with a revolutionary style that would set a pattern for decades. The Bel Air was styled as a with a non-detachable solid roof. Models like this had been around since the 1920s, including early Chevrolets, with no degree of success. But the newly revised idea, sweeping the GM line from Chevrolet to, had finally found its era. First year production reached only 76,662 as buyers cautiously tested the revised concept. The car cost $1,741 and weighed 3,225 lb (1,463 kg). Front suspension was independent, named 'knee-action'.

1953 Chevrolet Bel Air Convertible The first Bel Airs of this era shared only their front sheet metal ahead of the with the rest of the range. The windshield, doors, glass, and trunk were common with the Styline DeLuxe Convertible Coupe, however the roof, rear quarters and rear windows (3) were unique. The chassis and mechanicals were common with the rest of the passenger car range, and the overall appearance was the same as the rest of the range, except that the roof line was lower and the unique three piece rear window gave it a longer and more balanced look.

The first Bel Airs were only available with the 'DeLuxe' premium trim level and specification. Apart from the usual annual grille and trim changes, the 1951–1952 Bel Air differed from the earlier 1950 model with introduction of the higher and squarer rear guards that were across the whole range. In 1953 Chevrolet renamed its series, and the Bel Air name was applied to the premium model range. Two lower series, the and, also emerged (as successors to the Special and Deluxe series, respectively). The 1953 Chevrolet was advertised as 'Entirely new through and through,' due to the restyled body panels, front and rear ends.

However, essentially these Chevrolets had similar frame and mechanicals to the 1949–1952 cars. The 1953–1954 Chevrolet range had a unique and somewhat awkward look about it and much of this stemmed from its role as a transitional model to introduce a raft of changes that were necessary to pave the way for the introduction of the 1955–1957 range that really established the Bel Air as a cultural icon. The pre-war technology, such as torque tube drive, six-cylinder splash feed engines, knee action suspension, split windshields, etc., of the early models was phased out and the foundations for the first post war modern Chevrolet passenger car were finalized in this 1953–1954 model. The Bel Air series featured a wide chrome strip of molding from the rear fender bulge to the rear bumper. The inside of this stripe was painted a coordinating color with the outside body color, and 'Bel Air' scripts were added inside the strip. Lesser models had no model designation anywhere on the car, only having a Chevy crest on the hood and trunk.

1953 was the first year for a curved, one-piece windshield. Bel Air interiors had an optional massive expanse of chrome across the lower part of the dashboard (most were painted), along with a deluxe Bel Air steering wheel with full chrome horn ring. Carpeting and full wheel covers rounded out Bel Air standard equipment. For 1954, the Bel Air stayed essentially the same, except for a revised grille and taillights, and a revised engine that had insert bearings and higher oil pressure, needed for the full-flow oil filtration system that was not available prior to 1954. Prior to 1954, the 235 and 216 cubic inch six cylinder engines had babbit bearings and scoops to create oil pressure at the bottom of each rod and the oil pressure was standard at 15-30 PSI. During these years, there were three engine choices, depending on the transmission ordered. Both 235 cubic inch engines were 'Blue Flame' cylinder engines, featuring hydraulic valve lifters (in 1953 with automatic transmissions) and aluminum pistons.

The 106 hp (79 kW) 235 cubic inch displacement engine was standard on models, with solid lifters and splash plus pressure lubrication including babbit bearings. Cars got a 115 hp (86 kW) version which had hydraulic lifters and full pressure lubrication. 1954 Chevrolet Bel Air 2-door Hardtop In 1953 and 1954, Bel Airs could be ordered in convertible, hardtop coupe, two- and four-door sedans, and, for 1954, the station wagon which featured woodgrain trim around the side windows. Many new options, once available only to more expensive luxury cars, became offered starting in 1953, including power steering and the in 1953; and power brakes, power 2-way front seat and power front windows in 1954.

All 1954 models equipped with the standard transmission used the 1953 Powerglide engine. 1955 Chevrolet Bel Air convertible Overview Production 1954–1957 1955–1957 Assembly, , , , Body and chassis 2-door 4-door (1956–57) 4-door 2-door 2-door 4-door Related Powertrain 215.5 cu in (3.5 L) 235.5 cu in (3.9 L) I6 265 cu in (4.3 L) 283 cu in (4.6 L) V8 (1957) 3-speed 2-speed 3-speed auto. Dimensions 115' Length 195.6' For 1955, Chevrolet's model received all new styling and power. The 1955 Bel Air was 3,456 lb (1,568 kg) and 15 ft (4.6 m) long.

It was called the 'Hot One' in GM's advertising campaign. Chevrolet's styling was crisp, clean and incorporated a Ferrari-inspired grille.

Bel Airs came with features found on cars in the lower models ranges plus interior carpet, chrome headliner bands on hardtops, chrome spears on front fenders, stainless steel window moldings, and full wheel covers. Models were further distinguished by the Bel Air name script in gold lettering later in the year.

For 1955 Chevrolets gained a option and the option of the 2 speed automatic, or a standard three speed Synchro-Mesh manual transmission with optional overdrive. The new featured a modern, high compression, short stroke design that was so good that it remained in production in various displacements for many decades.

The base V8 had a two-barrel and was rated at 162 hp (121 kW), and the 'Power Pack' option featured a four-barrel carburetor and other upgrades yielding 180 bhp (130 kW). Later in the year, a 'Super Power Pack' option added high-compression and a further 15 bhp (11 kW). 'Idiot' lights replaced gauges for the generator and oil pressure. This was not the first Chevrolet to be installed with a V8 engine. The first Chevrolet with a V8 engine was introduced in 1917 called the which was built for two years, and was manufactured before Chevrolet joined. Motor Trend magazine gave the Bel Air top marks for handling.

Popular Mechanics reported acceleration for a V8 Bel Air with as being 0-60 mph in 12.9 seconds, plus a comfortable ride, and good visibility. On the other hand, the horn ring blocked some of the speedometer, regular gasoline made the engine knock, and the first V8 engines off the line burned too much oil. Front legroom was 43.1'. Brakes were 11' drums. A new option for V8-equipped 1955 models was air conditioning, with outlets on each side of the dashboard; a heavy-duty generator was included on cars equipped with this option; in 1955 and 1956, air conditioning could be installed on cars ordered with the standard three-speed manual transmission, overdrive or Powerglide, but from 1957 onward, an automatic transmission (or minus that, 4-speed manual transmission) was a pre-requisite option.

The 1956 Bel Air received a face-lift with a more conventional full-width grille, pleasing those customers who didn't favor the -inspired '55 front end. Distinctive two-tone bodyside treatments and graceful front and rear wheel openings completed the 'speedline' restyling. Single housings incorporated the, stoplight, and backup light, and the left one held the gas filler - an idea popularized on. Among the seven Bel Air models was a new Sport Sedan, a pillarless four-door hardtop that looked handsome with all the windows rolled down and allowed easy entry into the back seat. Production exceeded 103,000, compared to 128,000 two-door hardtops.

Shapely two-door Nomad wagons topped the price chart at $2,608, but now carried the same interior and rear-wheel sheetmetal as other Bel Airs, lacking the original's unique trim. Only 7,886 were built. The least costly Bel Air, at $2,025, was the two-door sedan., shoulder harnesses, and a padded dashboard were available, and full-size cars could even get the hot 225-horsepower engine.

In 1956 sales material there was an optional rain-sensing automatic top, which was first seen on the 1951 LaSabre concept car. However, it is believed that it was never installed on a car.

Popular Mechanics reported only 7.4% of owners in their survey ordered seat belts. In 1957 engine displacement grew to with the 'Super Turbo Fire V8' option (shared with the ), producing 283 hp (287 PS; 211 kW) @ 6200 rpm and 290 lb⋅ft (393 N⋅m) @ 4400 rpm of with the help of continuous (closed loop). These so-called 'fuelie' cars are quite rare, since most Bel Airs were fitted with carburetion. The 1957 Bel Air is among the most recognizable American cars of all time; well-maintained examples, especially and are highly sought after by collectors and enthusiasts.

They are roomy, with tastefully restrained, period use tail fins and chrome. A second automatic transmission, Turboglide, was optional. While the original two-speed Powerglide continued unchanged, Turboglide provided a continuously variable gear ratio which made 'shifting' imperceptible. The shift quadrant on Turboglide cars followed a 'P R N D Gr' pattern. From 1955 to 1957, production of the two-door was assigned to the Bel Air series, although its body and trim were unique to that model. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954. Chevrolet has since unveiled two concept cars bearing the Nomad name, most recently in 1999.

The 1955–1957 Chevrolets are commonly referred to as. The 1955-1957s were made in right-hand drive and shipped from Oshawa, Canada, for local assembly in Australia (CKD), New Zealand (SKD), and South Africa. All three model years had a reversed version of the '55 LHD dashboard and did not get the LHD models' 1957 redesign. 1958 Chevrolet Bel Air Coupe Overview Production 1957–1958 1958 Assembly, , , Body and chassis 2-door 2-door 4-door 4-door 2-door Related 1958 1958 1958 1958 1958 1958 Powertrain 235.5 cu in (3.9 L) 145 hp 283 cu in (4.6 L) 348 cu in (5.7 L) 250–315 hp V8 3-speed manual 2-speed Dimensions 117.5' Length 209.1' Height 57.1' For 1958, Chevrolet models were redesigned longer, lower, and heavier than their 1957 predecessors, and the first ever production Chevrolet big block V8, the, was now an option. The Bel Air gained a halo vehicle in 1958, the, available only as a hardtop coupe and convertible in its introductory year.

Impala styling followed the basic lines of the other Chevrolet models but received special styling cues including a different roof line, a vent above the rear window, unique side trim, and triple tail lights housed in slightly broader alcoves. For the budget conscious, the, (formerly the 210) and the (formerly the 150) completed this model year's family-oriented and utility offerings. Chevrolet's design for the year fared better than its other offerings, and lacked the overabundance of chrome found on Pontiacs, Oldsmobiles, Buicks and Cadillacs. Complementing Chevrolet's front design was a broad grille and quad headlights that helped simulate a 'Baby Cadillac'; the tail received a fan-shaped alcove on both side panels, which housed dual tail lights. Despite being a recession year, consumers made Chevrolet the No. 1 make of automobile (beating Ford, which held the title in 1957) and the Bel Air was at the core of Chevrolet's popularity. With its wide variety of body styles and models, Bel Airs could be optioned with almost every conceivable luxury within the Chevrolet line.

The Nomad station wagon name also reappeared in 1958 when the vehicle bowed as the premium four-door Chevrolet, lacking the unique styling of the 1955-57 Nomads. Most Chevrolet station wagon models had two tail lights (one on each side of the body) housed in abbreviated alcoves, which were made smaller to accommodate the rear gate. A new dash was used.

Safety Like the rest of Chevrolet's 1958 full size car line up, the Bel Air featured Chevrolet's new 'Safety-Girder' cruciform frame. Similar in layout to the frame adopted for the 1957 Cadillac, it featured box-section side rails and a boxed front cross member that bowed under the engine. These 'x-frames' were used on other 1958 to 1964 Chevys, as well as Cadillac. The rear was tied together by a channel-section cross member. This design was later criticized as providing less protection in the event of a side impact collision, but would persevere until 1965. 1959 Chevrolet Bel Air 4-Door Sedan Overview Production 1958–1960 1959–1960 Assembly, , , Body and chassis 2-door 2-door (1960) 4-door 4-door Related 1959–1960 1959–1960 1959–1960 1959–1960 1959–1960 1959–1960 1959–1960 Powertrain 235.5 cu in (3.9 L) 283 cu in (4.6 L) 348 cu in (5.7 L) V8 3-speed 4-speed 2-speed Dimensions 119' Length 210.9' For the second time in as many years, Chevrolet again came up with a totally new car. From the front or rear the 1959 Chevrolets resembled nothing else on the road.

From the headlights, placed as low as the law would permit, to the cat's-eye tail lights, the 1959 Chevrolet was a brand new car with all new sheet metal, a new frame, and even new series names. The most visual new change was the flat, wing shaped tailfins. The car was built on a 119 in (3,000 mm) and was 211 in (5,400 mm) long-which was 11 in (280 mm) longer than the 1957 model. This made Chevrolet the longest car in the low-priced range, whereas two years before it had been the shortest. In addition, the car was 3 in (76 mm) wider outside and had 5 in (130 mm) more width inside than it did in 1958, through the reduction of door thickness.

The 'X' frame from 1958 was continued, but enlarged and strengthened to support the new body. The Bel Air, which had been the top line series since 1953, was now the middle range. Wagons were still classed by themselves, but had model numbers matching the car series. Parkwood 6-passenger and Kingswood 9-passenger wagons had Bel Air's model number, and as such were the middle range wagons. Under the hood, little change took place. A variety of speed options, such as fuel injection, special cams and lowered compression, gave horsepower ratings up to 315. Bel Air production was 447,100.

The new line surpassed Bel Air production by 20,000 units. A parking brake warning light was optional. Little change was made for 1960.

The new models were refinements of the 1959 style with a much more restrained front end, the return of the double cone tail lights of 1958 rather than the startling 'cat's eyes' of 1959. Under the hood, things remained constant.

Fuel injection was no longer available, but with the 348 cubic inch engine, a horsepower rating of 335 at 5800 rpm was now achieved. This involved the use of three double-barrel carburettors, a special cam and an 11.25:1 compression ratio, all sold as a package. Body style offerings followed 1959, with hardtops and sedans available. The convertible was reserved for the Impala series. The Bel Air Sport Sedan continued to use a rear window overhang and a huge wraparound rear window. Bel Airs (and Biscaynes) had two tail lights per side; the Impalas had three tail lights per side—a situation that would persist for most years through 1975.

Many of the same options and accessories that were available on the Impala were also available on the Bel Air. The Bel Airs had more interior and exterior brightwork than the Biscayne. 1961 Chevrolet Bel Air Sedan Overview Production 1960–1964 1961–1964 Assembly, , , Body and chassis 2-door 2-door (1961–62) 4-door 4-door (1962–64) 4-door (61) Related Powertrain 230 cu in (3.8 L) 235.5 cu in (3.9 L) 283 cu in (4.6 L) 327 cu in (5.4 L) V8 348 cu in (5.7 L) V8 409 cu in (6.7 L) V8 3-speed manual 4-speed manual 2-speed For 1961, Chevrolet again had a totally new body, not just new sheetmetal.

Its wheelbase remained 119 in (3,000 mm), but its length was now reduced slightly to 209.3 in (5,320 mm). All engines options of the previous year remained in effect with the standard engines being the 235.5 CID Six of 135 hp (101 kW) or the 283 CID V8 of 170 hp (130 kW). The V8 cost $110 more than the Six and weighed 5 lb (2.3 kg) less. The Bel Air 2-door sedan used squared-off roof styling and large wrap-around rear window as opposed to the hardtop's swept-back design. The Bel Air 4-door Sport Hardtop still used a different roof line than did the 4-door sedan. For 1962, all sheetmetal except the door panels was changed. Overall length was stretched slightly to 209.6 in (5,320 mm).

The 4-door Sport Hardtop was no longer offered in the Bel Air series. Standard engines remained the same as the previous year. A new V8 of 250 or 300 hp (220 kW) was offered in addition to the giant (for the time) V8 of 380 hp (280 kW) or 409 hp (305 kW) with the dual four-barrel carburetor setup. All wagons this year were 4-door models and separate distinctions for wagons were dropped. Now all models were either Biscayne, Bel Air or Impala series. Full carpeting returned as standard equipment on all 1962 Bel Air models for the first time in several years. The Bel Air Sport Coupe was in its last year of U.S.

Production, and its roofline was a carryover from the 1961 hardtop coupe. For 1963, the full size Chevrolet received little more than a facelift. Overall length increased to 210.4 in (5,340 mm). Replacing the older 235 cubic-inch six-cylinder engine as standard equipment was a new 230 cubic-inch six-cylinder of more modern design with a 140-horsepower rating that was based on the 194 cubic-inch six introduced on the compact the previous year. The base V8 remained the 283 CID, which was upgraded to produce 195 hp (145 kW).

The 409 CID V8 was now offered in 340, 400 and 425 hp (317 kW) versions, while the small block 327 V8 continued with options of 250 and 300 horsepower. The Bel Air continued to be Chevrolet's middle range, but it now consisted of only two car models- the 2-door sedan and the 4-door sedan.

6 and 9-passenger Bel Air station wagons were again offered. 1964 Chevrolet Bel Air 2-door Sedan For 1964, very few changes were made except the expected sheet metal and trim renovations. Cars were 209.9 in (5,330 mm) in length while the wagons were 210.8 in (5,350 mm) long. In addition to the un-changed standard engines, there were two different 327 CID engines were offered, developing from 250 hp (190 kW) to 300 hp (220 kW) and three 409 CID engines ranging from 340 hp (250 kW) to 425 hp (317 kW). Except for a chrome belt line and $100 difference in price there was little exterior difference between the Bel Air and Biscayne version. RHD Bel Airs continued to be imported into Australia. Some of these cars featured a reversed 1961 Pontiac instrument panel, but others had a mirror image of the more attractive current North American panel.

Even more curious was the fact that some of these Bel Airs featured Impala-style triple taillights; the center lens was amber in keeping with Australian legal standards. 1965 Chevrolet Bel Air 2-door Sedan Overview Production 1964–1970 1965–1970 Assembly, , , , Body and chassis 2-door (1965–69) 4-door 4-door (1965–69) Related Powertrain 230 cu in (3.8 L) 250 cu in (4.1 L) I6 283 cu in (4.6 L) 307 cu in (5.0 L) V8 327 cu in (5.4 L) V8 350 cu in (5.7 L) V8 396 cu in (6.5 L) V8 400 cu in (6.6 L) V8 409 cu in (6.7 L) V8 427 cu in (7.0 L) V8 3-speed manual 4-speed manual 2-speed 3-speed auto.

For 1965, the full size Chevrolet was totally restyled, and the cars were stretched to 213.3 in (5,420 mm) overall, even though the wheelbase remained the same. The new stamped grille had a lower extension below the bumper which was slightly veed. Curved window glass and round taillights mounted high characterized the new styling. The interiors were also redesigned and a very attractive dash resulted. The standard V8 remained the 283 CID model of 195 hp (145 kW), but options included two new CID engines of 325 and 340 hp (250 kW) and two 409 CID blocks of 400 and 425 hp (317 kW).

The Bel Air utilized a stainless-steel belt and rocker molding, identifying signature on the rear fenders, a glove compartment light and power tailgate on 9-passenger wagons to distinguish itself from the lower-priced Biscayne series. 1966 Chevrolet Bel Air Wagon For 1966, Chevrolet was in its second season of a totally new body change, so mild facelifting sufficed including forward thrusting, blunted front fenders and a revised grille. At the rear, a break with the traditional round taillamps took place. Bel Air and Biscayne featured dual rectangular lamps with back-up lamps built in. Overall length was 213.2 in (5,420 mm). The standard six-cylinder engine this year was the larger 250 CID version of 155 hp (116 kW). New for the speed set was a V8 of 390 or 425 hp (317 kW).

Bel Air was readily distinguishable from Biscayne by its full length body side molding and rear fender Bel Air signatures. All-vinyl interiors were now standard on station wagons while cloth and vinyl trims continued on sedans. For 1967, Full-sized Chevrolets featured a new body with bulging rear fenders, one of this year's styling trends, not necessarily appreciated by everyone. Bel Air 2 and 4-door Sedans continued in addition to 6 and 9-passenger wagons. This year Bel Air featured triple taillights unlike Biscayne's dual units.

Standard engines remained the same as the previous year. Optional engines were a 327 CID V8 of 275 hp (205 kW), the 396 CID V8 of 350 hp (260 kW); or the 427 CID V8 of 385 hp (287 kW), plus various speed packages. 1968 Chevrolet Bel Air Coupe For 1968, the Full-sized Chevrolets received some changes but were quite similar to the 1967 models, though they had grown one inch to 214.7 in (5,450 mm).

Chevrolet's new grille design bore a strong resemblance to Cadillac's, but Bel Air's dual round taillight design was strictly Chevrolet. In an unusual move, the taillights were mounted in the bumper. In 1968 the U.S. Required seat belts in all motor vehicles, bringing about a new standard in car safety. In addition to the 250 CID Six of 155 hp (116 kW), standard engines included the new V8 of 200 hp (150 kW). The Bel Air with the standard 250 Six was capable of a top speed of 90 mph (140 km/h) and 18.4 mpg ‑US (12.8 L/100 km; 22.1 mpg ‑imp) at cruising speeds. When powered by the new 307 CID V8, the Bel Air series cars had a top speed of 105 mph (169 km/h) and 17.1 mpg ‑US (13.8 L/100 km; 20.5 mpg ‑imp) at cruising speeds.

1969 Chevrolet Bel Air 2-door Sedan For 1969, the big Chevrolet was totally redesigned, given a new length, new fender and body lines, and a new front and back end, but continued using the basic 1965 chassis, innerbody structure and even the rooflines of pillared two- and four-door sedans. The cars also remained on the 119 in (3,000 mm) wheelbase, but grew to a new length of 219.9 in (5,590 mm), while the wagons grew 4.3 in (110 mm) to a new length of 217.7 Engine offerings included a standard 250 cubic-inch six-cylinder and 235-horsepower 327 V-8, and optional V-8 engines included two 350s of 255 and 300 horsepower, a 396 rated at 265 horsepower and three 427 V8s 335 hp (250 kW), 390 hp (290 kW), and 425 hp (317 kW).

This was the final year for the Bel Air 2-door sedan and the Bel Air-based station wagon was renamed Townsman, as part of a Chevrolet move to revert to the pre-1962 practice of using different nameplates on station wagons than other models. Three- and four-speed manual transmissions were again offered along with the two-speed Powerglide automatic with the six-cylinder, and 327 and 350 V-8s; and the three-speed Turbo Hydramatic, offered only with the big-block V-8s since its 1965 introduction, was now available with all engines.

Chevy V8 Engines For Sale

For 1970, the Chevrolet line was very little changed and regulated primarily to a new and very attractive front end. The standard Six was still the 250 of 155 HP. The standard V8 in full-size Chevrolets was now the 250 hp (190 kW). Optional V-8 engines included a 300-horsepower 350 and 265-horsepower 400, with the top offering a of 345 hp (257 kW).

The Bel Air series was now a one model 4-door sedan while the station wagon was again sold under the Townsman nameplate. The 1965-70 is the fourth best selling automobile platform in history after the, and the. 1971 Chevrolet Bel Air Police Sedan Overview Production 1970–1975 1971–1975 Assembly, , , Body and chassis 4-door 2-door 4-door Related Powertrain 250 cu in (4.1 L) 350 cu in (5.7 L) 400 cu in (6.6 L) V8 454 cu in (7.4 L) V8 3-speed (standard, 1971–73 on six-cylinder cars) 3-speed auto.

(optional 1971–73 on six-cylinder cars; standard on V-8 powered cars from mid-1971 on) By the late 1960s (with the introduction of the ), the Bel Air and its Biscayne stablemate were primarily marketed to automotive fleet customers. However, the Bel Air remained available to retail customers who sought a basic, no-frills, full-sized car that was better trimmed than the low-line Biscayne. When the Biscayne was discontinued after 1972, the Bel Air was demoted to the low-level model. Bel Airs again used two-segmented taillights as opposed to the triple-segmented lights of higher-level Impala and Caprice models, except in 1972 when all models shared the same triple-segmented lights mounted in the bumper. 1972 Sedan shared the same body with the Bel Air Sedan A 250-cubic-inch six-cylinder engine and three-speed with column shift remained standard equipment through the 1973 model year on sedans with the 350 V8 and automatic standard on wagons—the Turbo Hydramatic had been the sole transmission choice on V-8-powered Bel Airs since the spring of 1971 though the old two-speed Powerglide was still offered with the six-cylinder engine through the 1972 model year. Only about 1,400 cars were built with the inline six in 1973.

The engine and manual transmission were shelved by the end of the model year—marking the last full-sized, 'body on frame' American car to offer a manual gearbox. All Bel Air sedans built in 1974–1975 listed a 350 two-barrel and Turbo-Hydramatic transmission as standard, with station wagons getting the four-barrel V8, again with Turbo-Hydramatic standard. The 400 V8 was optional on sedans and the 454 was available on both models. With the discontinuation of the Bel Air two-door sedan after the 1969 model year, all U.S.-market Bel Airs sold between 1970 and 1975 were four-door or —the latter carrying the Townsman nameplate from 1969 to 1972 and Bel Air from 1973 to 1975. However, a Bel Air hardtop coupe—based on the Impala Sport Coupe body—was sold in Canada from 1970 to 1975. This body even had a roofline similar to the original '66-67 Caprice coupe style for 1974–1975.

Most other changes to the Bel Air during its final years were identical to the more expensive Caprice and Impala lines, some of which were mandated by government safety regulations in the U.S. That included 5 mph (8.0 km/h) front bumpers in 1973 and similar-designed rear bumpers in 1974. The 1975 models had a new roofline and (along with the Impala) grille that was a direct copy of the 1974 Caprice front end. Inside, there were new instrument cluster markings, radio and climate control graphics (the speedometer read up to 100 mph (160 km/h), and had smaller numbers for kilometers per hour). Customers could buy their 1975 Bel Air with two new options: an Econominder gauge package (which included a gauge that monitored fuel economy, due in part to growing demands for fuel economy as well as a temperature gauge) and intermittent wipers. In 1975, tested a Bel Air four-door sedan with the 350 V8 engine and Turbo Hydramatic against other U.S.-built full-sized cars of that period including the Pontiac Catalina, Ford LTD and Plymouth Gran Fury.

Although the car performed well in its tests and placed second to the Pontiac, Consumer Reports pointed out the Bel-Air had less noise insulation and a less-comfortable rear seat than its higher-priced siblings, and that a comparably equipped Chevrolet Impala (with additional sound insulation, and upgraded upholstery and seat padding, a $203 premium over the Bel-Air) 'would be even closer to the Pontiac in overall quality.' Even so, the magazine stated that—for instance—the Bel-Air was 'only slightly noisier than the Pontiac'. Consumer Reports concluded in its report that prospective buyers should pay the extra $200 or so to upgrade to the costlier Impala, noting advantages such as greater resale value and interior-exterior appointments more comparable to the other tested full-sized vehicles. The last Bel Airs for the U.S. Were manufactured for 1975.

For 1976, a lower-trimmed Impala 'S' four-door sedan was a one-year offering which had less standard equipment than regular Impalas and functioned as a replacement for the Bel Air. Canada-only models Bel Air Based Pontiacs From 1954 through 1969, GM Canada produced a unique Bel Air-based Pontiac marketed as the Laurentian. While body panels resembled contemporary U.S. Pontiacs, the Canadian had the chassis, power train, wheelbase, even the interior (except for the instrument panel), of the Chevrolet Bel Air. Early generations (1970–1976) While the last Bel Air 2-door sedan was available in the USA in 1969, Chevrolet introduced a Canadian market-only two door hardtop, the Bel Air Sport Coupe, from 1970-75. Based on the Sport Coupe, this new model featured Bel Air trim at a lower price than the Impala. Each year through 1975, this model's body followed the design of the contemporary Impala Sport Coupe.

The 4-door sedan and station wagon continued in production, identical to the U.S. For 1976, the Canadian Bel Air Coupe featured the same body as the Impala Custom Coupe, with the large fixed rear quarter window and frameless front door glass. Although the last Bel Air was produced in 1975 in the U.S., the Canadian big Chevy lineup continued to include the Bel Air for 1976 and beyond in two door, four door and station wagon body styles. 1976 Impala line included an 'S' model line, consisting of a 4-door sedan, to function as the Bel Air's replacement. A 1977 Bel Air coupe in Canada Overview Production 1976–1981 1977–1981 Assembly, , Body and chassis 2-door 4-door 4-door Related Powertrain 250 cu in (4.1 L) 305 cu in (5.0 L) 400 cu in (6.6 L) V8 3-speed Dimensions 116 in (2,900 mm) In Canada, Chevrolet retained the Bel Air as its lowest-priced full-size car through the 1981 model year. For 1977, Canadian Bel Airs received the same downsizing as their Impala/Caprice counterparts in the U.S.

Body styles offered during this period were a four-door sedan, two-door coupe and station wagon. Reflecting the smaller size of these downsized big cars was a lineup of generally smaller engines for improved fuel economy with Chevy's 250 cubic-inch six-cylinder reinstated as standard power in sedans for the first time since 1973, with the 140 hp (100 kW) 305 V8 available as an option in sedans and standard on wagons. The 170 hp (130 kW) 350 V8, available in both models, was now the top option as the larger 400 small block and 454 big block V8s were no longer available. Standard equipment on Bel Airs during this period included small hubcaps, cloth-and-vinyl upholstery in sedans or all-vinyl in wagons, cigarette lighter, ashtray, automatic dome light for front doors, full carpeting, Astro Ventilation, Delco Freedom battery, variable-ratio power steering, power front disc brakes and Turbo Hydramatic. Unlike most previous model years and body styles where only two taillights were used per side, the Bel Air shared the Impala's rear end triple-taillight setup. The 1980 Bel Air along with other full-size Chevrolets, was revised with all-new exterior sheet metal, which helped improve aerodynamics and thus fuel economy; the car was also fitted with a new grille, identical to that of the higher-priced Impala; the rear-end triple-taillight setup also continued to be shared with the Impala. Also that year, the engine lineup was revised with the replaced by a new 3.8-liter or 229 cubic-inch based on the small-block as the base engine in sedans.

Chevy V8 Firing Order

The new base V8 (standard on wagons, optional on sedans) was a smaller 267 cubic-inch small-block with two-barrel carburetor, while the 305 small-block (optional on all models) got a 15 hp (11 kW) increase to 155 hp (116 kW) thanks to the change from a two-barrel to four-barrel carburetor. The 350 V8 was now restricted to police-option vehicles. Another new option for 1980-81 was the Oldsmobile-built 350 Diesel. With a dramatic downturn in full-size car sales, the Bel Air was dropped after the 1981 model year, as were a number of other low-trim full size cars in the Canadian market including the, Meteor, and the LTD Custom 500.

2002 Chevrolet Bel Air Concept Body and chassis 2-door Powertrain 3.5 L (214 cu in) 4-speed Dimensions 111 in (2,819 mm) Length 191 in (4,851 mm) In 2002, a Bel Air convertible was shown at the. It features a few styling and design cues from the best remembered (1955–57) models, such as the chrome windshield frame, traffic light viewfinder, and a gas filler cap behind the tail light, similar to 1956–1957 Chevy's gas cap behind the chrome trim on the back of the tail fin, but more reminiscent of the 1948–1958 Cadillac gas cap tail light. It also features the same body on frame hydroforming technology (used in the frame rails of the Corvette and GM’s midsize sport-utility vehicles) and a sheet metal body, on a 111 in (2,800 mm) wheelbase, and a 65 in (1,700 mm) track. Suspension is short long arm up front and in the rear.

It rides on five-spoke aluminum wheels with 18 in (46 cm) red line tires and all-round. The elegant, yet simple interior features a twin-element instrument panel, column-mounted gearshift and bench seats covered in soft high-tech fabrics colored red to match the exterior that are cleverly designed to slide forward for easier backseat entry. It also served as a showcase for their new turbocharged inline five-cylinder concept engine based on the, straight-5 truck engine. According to a September 2002 GM press release, the all-aluminum 3.5 L (211 cu in) 20-valve engine, with a bore of 93.0 mm (3.7 in), and a stroke of 102.0 mm (4 in), that delivers up to 315 horsepower and 315 lb⋅ft (427 N⋅m) of torque, mated to a 4L60-E electronically controlled four-speed automatic.

A virtual 'turbo boost' button on the steering wheel activates the powertrain control module to trigger a more aggressive spark and fueling calibration for maximum horsepower. It also led the 13th Annual as the official vehicle in September 2002. General Motors has shown no interest in producing the car. Drag racing Of noteworthy importance is the 1962 Bel Air Sport Coupe, the last year a Bel Air pillarless hardtop was available in the US. This model featured the 'bubbletop' roof from 1961, and was popular with drag racers who ordered the car with the new-for-'61 409 cubic inch 'W-block' with up to 409 bhp (305 kW); a special package including aluminum body panels, heater delete, and four-speed manual transmission.

A car with this configuration is a valuable collector vehicle that commands a big premium over other 1962 models including the Super Sport. ^ Flory, Jr., J. 'Kelly' (2008).

American Cars, 1946–1959 Every Model Every Year. McFarland & Company, Inc., Publishers. Retrieved 2011-11-20.

Retrieved 2011-11-20. Sixty years of Chevrolet by George H. Retrieved 2011-11-20. Archived from on 2010-03-23.

Retrieved 2010-09-30. Retrieved 2011-11-20. ^ Gunnell, John A. Standard Catalog of American Cars 1946–1975.

^ Consumer Guide Chevrolet 1955–1957. Publications International. Retrieved 2012-05-23. Retrieved 2012-05-23.

Flory, Jr., J. 'Kelly' (2008). American Cars, 1946-1959 Every Model Every Year. McFarland & Company, Inc., Publishers. Retrieved June 19, 2018.

Paul Niedermeyer, ed. (June 15, 2016). Retrieved June 19, 2018.

Retrieved June 19, 2018. Retrieved 2011-11-20.

Retrieved 2011-11-20. Retrieved 2011-11-20. Retrieved 2011-11-20. Retrieved 2011-11-20.

Retrieved 2011-11-20. US Department of Transportation National Highway Traffic Safety Administration (January 1, 1968).

'Full-Sized Sedans: Pontiac, Chevrolet, Plymouth, Ford', Consumer Reports, February 1975, pg. 103. Newbury, Stepehn (2002). The car design yearbook 1.

Merrell Publishers Limited. 2002 GM press release.

Gunnell, John, Editor (1987). The Standard Catalog of American Cars 1946–1975. Kraus Publications. CS1 maint: Multiple names: authors list CS1 maint: Extra text: authors list. (2005), Collectible Automobile, 21 (6): 8–23, archived from on 2006-02-13 External links Wikimedia Commons has media related to.