In 1985, this engine was optional only in the Camaro Z28, IROC-Z and Trans Am equipped with the WS6 performance suspension. Displacement is 5,020 cc, (305.4 cubic inches). But it was the 350 cu in (5.7 L) series that became the best known Chevrolet small-block.

It was down to 205 hp (153 kW) and 255 lb⋅ft (346 N⋅m) of torque for 1975. Changes to the valve covers were also made. The principal changes to it over the years include: note 1: depending upon vehicle application; horsepower, torque, and fuel requirements will vary. After 1980, electronic feedback carburetion was used on the 267. It quickly gained popularity among stock car racers, nicknamed the "Mighty Mouse", for the then-popular cartoon character, later abbreviated to "Mouse".

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 fuel-air mixture being fed to the engine. Bore is 95 mm (3.7 in), stroke is 88.4 mm (3.5 in). Throughout its lifespan, it used mechanical ignition points, electronic, or computer-controlled spark system, and conventional or feedback carburetors. Chevrolet went so far as to carry the positive crankcase ventilation system (PCV) over to the cross-ram induction system to retain emissions compliance mandated for US-produced cars beginning in 1967, that also provided full-throttle crankcase pressure venting to the intake air to burn its vapors. L05 usage was replaced by the LT1 after 1993 in GM B-Bodies until production ceased in 1996. 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. The engine was passed down to 1997 SLP Camaros SS and SLP Firehawks with 6-speed manual transmissions. [citation needed] Horsepower was up a bit each year for 1958, 1959, and 1960.

It has a 4.120-inch (104.6 mm) bore and a 3.750-inch (95.25 mm) stroke. [2], 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 small block V8 engine. It eliminated the production breaker-point ignition allowing greater spark energy and more stable ignition timing at all engine speeds including idle. Chevrolet vehicles eventually used the 305 cu in (5.0 L) as their base V8 engine. [27] It displaced 5.7 L; 349.5 cu in (5,727 cc) and had a bore x stroke 3.90 in × 3.66 in (99 mm × 93 mm) instead of the usual 4 in × 3.48 in (101.6 mm × 88.4 mm) and featured Lotus-designed DOHC 4 valves per cylinder rather than the usual Chevrolet 16-Valve OHV Heads. Another improvement was use of a hydraulic lifter/roller camshaft on most 1987 LG4s. The first engine in this family was the small journal 327 in 1962 and the last being 2000s medium journal 350 in pickup trucks and commercial vehicles. All 307s had large 2.45-inch (62.2 mm) journals - the crankshaft is sourced from the 327. GM Authority discovered that the LT3 engine was going to be naturally-aspirated V8 displacing 6.6 liters in an overhead valve / push rod configuration. It was intended to fill the gap where the venerable 283 and 307 had been. It is still[when? Standard Catalog of Corvette, 1953-2005. L30 applications: The 267 was introduced in 1979 for GM F-body (Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 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 connecting rod was also 400 specific being 5.565 in (141.4 mm) as opposed to the 5.7 in (144.8 mm) rod used in all other small block Chevrolet engines. LT3 PRODUCT PAGE. For model year 1990, Chevrolet released the Corvette ZR-1 with the radical Lotus Engineering-designed double overhead cam LT5 engine. When combined with performance-built stock 305 heads w/larger valves or aftermarket heads, plus a camshaft upgrade, these engines can perform surprisingly well. The L03 produced 170 hp (127 kW) at 4,400 rpm and 255 lb⋅ft (346 N⋅m) of torque at 2,400 rpm in 1993–1995 GM trucks. Every part in a SCCA Trans-Am engine had to be available through local Chevrolet parts departments to encourage their use by anyone who wanted them. A 307 cu in (5.0 L) version was produced from 1968 through 1973. The 93–95 F-bodies were rated at 275 hp (205 kW) and 325 lb⋅ft (441 N⋅m), while the 96–97 cars were rated at 285 hp (213 kW) and 335 lb⋅ft (454 N⋅m). 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.

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. In 1966, Checker began offering the 327 as an option. Despite downfalls in its aspiration restrictions, the L03 had one thing going for it: reliability (87-90 F-bodies that carry the L03 did not use a rev limiter). The compression ratio of the L48 was lowered to 8.5:1 in 1971.

We know, advertisements are annoying and slow down the internet. 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. Compression was up again in 1990 to 9.5:1 Camaro/Firebird and 10:1 Corvettes, but rated output stayed the same. The 327 cu in (5.4 L) V8, introduced in 1962, had a bore of 4 1⁄250 in (101.7 mm) and a stroke of 3 25⁄100 in (82.6 mm). Chevrolet's L31 was replaced by GM's 5.3L LM7 V8. Posted in 90cc . 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). Performance junkies would bore these engines to 3.766" and stroke to 3.75", which brings the engine to 334 c.i. Engine bore and stroke was 3 219⁄250 in × 3 13⁄50 in (98.5 mm × 82.8 mm). See Oldsmobile Diesel engine for more information. 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. Stinson. All 400s came with a two-barrel carburetor until 1973. The stroke of the 265 was 3 in (76.2 mm), like the 283.

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. The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. 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 L48 V8 was the standard engine in the 1975–1980 Chevrolet Corvette. Over the years, every American General Motors division except Saturn and Geo used it and its descendants in their vehicles. (5.47L). It was optional in the Firebird Trans Am, Camaro Z28, and IROC-Z, and was standard in the revived Monte Carlo Super Sport. The pistons used in the 4.3 L V8 were the same as the Vortec 5000's, but longer 5.94 in (150.9 mm) connecting rods were used to compensate for the shorter stroke. LT3 DRAWINGS. 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. 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. 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). A new, more capable computer controlled the transmission as well as the engine and got a new name: Powertrain Control Module (PCM). This engine was used in the following cars: Designed and built during the era of the gas embargo, CAFE mandates, and tighter emissions, this engine family was designed to become Chevrolet's cost-effective, all-purpose "economy V8" engine line. 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. 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 TBI L03, which was to replace the LG4.

The engine was equipped with a water-cooled Garrett T … The engine produced 165 hp (123 kW) at 4,400 and 240 lb⋅ft (325 N⋅m) at 2,000 rpm. 99 cars were made between 1964 and 1967. At its core was the stout L69 shortblock and it used the same aggressive L69 camshaft profile. Internal GM rules at that time were that once an automotive division had introduced a technological innovation no other GM division could use it for a period of two years.

With the Chevrolet '140 1st-design off-road cam, the package increased a stock 302's horsepower from 360 hp (268 kW) to approximately 400 hp (298 kW). This was the third U.S.-built production V8 to produce one horsepower per cubic inch.[7]. All engines in this family share the same block dimensions and sometimes even the same casting number; the latter meaning engines were of the same block, but with different strokes (e.g. 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. 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. Bore and stroke were 3 2⁄3 in × 3.1 in (93.1 mm × 78.7 mm).

One of the models in development at the time of the restructuring that ended up being cancelled was the 2020 Camaro Z28, and along with it went the LT3 engine. 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. Later generation engines have only the rod bearings, transmission-to-block bolt pattern and bore spacing in common with the Generation I and II engines.[1].

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