6.0, 5.3, or what?

[jmanthony65]

I'm almost done with my front end rebuild and am trying to decide what motor to go back with.. I've got a 350 but not sure if its had anything done to it. I want to go with a new style LSx motor, I think. I was wondering which one and what all i'm looking at to do this. Is there anybody that as done this in our body style trucks? Any help and opinions will be welcomed...

[68GMCCustom]

5.3 will be the most economical and less expensive...if your going for the power...get the 6.0L

[Clyde65]

IMO, I would ask you what your wanting your truck to be? Cruiser/show? Hot Rod? DD?

Cruiser/show truck, Go 6.0. nothing better than a cool hot rod motor in a show truck! a low mileage 6.0 will go for $1200-2500.00 depending on how low the mileage is

Hot Rod, well.....6.0 there too! see above for cost

Daily driver, you can go with either a 5.3 or a 4.8. Which ever one fits your budget. a nice low mileage 5.3 will go for around $1K. A nice 4.8 low mileage will go for around $5-600.00


remember the additional costs of any one you might choose just to have everything within a reasonable budget and what you want.

[Fursphere]

Couple of things to consider about the 5.3L. I have one in my 2001 Silverado K1500.

1) Its underpowered when it comes to towing. (in a cruiser this is a non-issue)
2) It hit 100k miles, and cracked. Apparently there are some bad heads out there (lucky me) and you won't know until its too late. Mine still runs, but there is water in the oil pan.
3) EXPENSIVE to repair. (complete crate 350 for $1500 or less vs. 5.3L LS motor long block for $2000)
4) Economy? Ya right. It gets about 14 mpg no matter what its doing. Empty, full, towing, doesn't matter. I thought this was decent until I remember my father's 1989 Silverado K3500 (crew cab, long bed, dually) got 14 mpg too... pulling a boat with a cab over camper shell on the back.

So, my point is why get a 5.3L when you can go much bigger for the same amount of money (or less!) and get the same gas mileage out of it?

And one last piece of advice - get one in a donor truck. There is going to be so much small stuff you have to go to pick and pull to get if you don't. I pulled a 454 out of an '87 Suburban for my '66 Panel - and I gutted the entire truck. Wiring harness, computer, pulleys, fuel tank w/ pump, fuse block, everything! I couldn't believe how much more stuff there is.

[Clyde65]

I dont know about all that fursphere said but I know of many trucks with the 5.3 that have over 200K miles on them and they are still going strong.

I would go with what you want! A SBC is always good but will need a rebuild around 100K and sux on mileage.

My 4.8 gets 14 in the city and I dont know on the highway yet, my old SBC got 9 on the highway.

[Fursphere]

Agreed. I'm just one of the unlucky ones. I know of two other people that have had the same issue though - if it starts losing water and you can't figure out why, trade it in quick! There is a casting defect on the heads for a small run of them.

[skoffice]

I'm in the middle of the 6.0 swap right now myself. If money isn't too much of an issue it can be a pretty easy swap. Here is the easiest, expensive way, but there are ways to do things cheaper, like reworking a factory harness yourself (extremely time consuming). The mileage on these things is pretty damn good. I had a buddy who had a 4.8 in a single cab short bed GMC Sierra and he drove that thing like a damn race car and AVERAGED 18 mpg. I'm talking burnouts at every stop, manual shifting the auto trans, just beatin the piss out of it. Also a buddy had an LS1 Trans AM with a nasty cam in it and he still was getting 25mpg on the freeway (though it was a stick). Depends on how you look at it. As for the power goes, once you get rid of all the smog garbage when you have the computer tuned (usually up to $400), that opens up a lot more power as well. If you wanna just get it running I would throw the SBC in it and drive it for a while. You may find yourself wanting to build a 383 stroker or a big block so who knows. Like stated before, it depends on what you want to do with the truck. So here you go..

You can buy a prewired harness, hook up 4 leads, and the wiring is done. But expect to pay around $500 for a harness. Then the fuel system needs to be high pressure, 58 psi. So factor in $200 for an acceptable fuel pump, $100 for a regulator, $300 for fittings and feed and return line if you go Stainless braided. Then conversion engine mounts, $80 minimum. If you use an older trans, TH350 or TH400 you will need the conversion flexplate from TCI or others at around $200. Sometimes engines don't come complete with accessories so a starter or alternator is at least $200 each. Just shop around if you can. Then if you have power steering the pumps are pretty cheap at around $80, then a conversion line is needed for the pressure side, add another $50. Maybe a new set of plug wires, belt, plugs, coolant hoses, and misc. stuff look at about another $300. Most likely would need a MAF and intake piping and filter too. Just a lot of little different things to think about and I'm sure I missed a few.

And a final note, there is a 6.0 with 4L80E on Sacramento Craigslist right now for $1500 with 70k miles on it. Sounds too good to be true but if I had the cash I would sure check it out!

[68GMCCustom]

did the 383 stroker....on to a 6.0!

[Rich 5150 69]

http://67-72chevytrucks.com/vboard/s...d.php?t=377348

Everything you wanted to know

[jmanthony65]

I found a 6.0/trans in a rolled 07 HD for1500.00.. What is the diference between the LQ4 and LQ9? Which is the best to work with?

[skoffice]

The only difference is the LQ4 has dished pistons for a little less compression which = less power. But a good candidate for a turbo setup
And that's a hell of a deal! I'd say go for it!

[TR65]

Believe it or not, Wikipedia has a good history of the LS motor and all it's variations.

I am just finishing up a 6.0 swap into my 65. It is running now but I am still working a punch list of little things. I used almost all the factory stuff, including the harness and cats, exhaust system to the back of the cab, engine mounts, etc. So other than the fuel pump and regulator, induction plumbing, fuse and relay box, gas pedal, and MAF, I didn't have to buy much. As mentioned above, get everything you can from the donor. But there is still a million little things to buy. Mine is a 2005 out of an SSR with fly by wire. Really runs sweet with 390HP rated by GM. I want maximum mileage with minimum emissions. Will be checking the mileage over the next few weeks.

Oh, there was one more big expense. I bought HP Tuners software so I could reprogram the computer myself. At the least you have to have someone program out the VATS or the engine will never start.

Good luck,

TR

[apachedaddy]

Originally Posted by Fursphere

Couple of things to consider about the 5.3L. I have one in my 2001 Silverado K1500.

1) Its underpowered when it comes to towing. (in a cruiser this is a non-issue)
2) It hit 100k miles, and cracked. Apparently there are some bad heads out there (lucky me) and you won't know until its too late. Mine still runs, but there is water in the oil pan.
3) EXPENSIVE to repair. (complete crate 350 for $1500 or less vs. 5.3L LS motor long block for $2000)
4) Economy? Ya right. It gets about 14 mpg no matter what its doing. Empty, full, towing, doesn't matter. I thought this was decent until I remember my father's 1989 Silverado K3500 (crew cab, long bed, dually) got 14 mpg too... pulling a boat with a cab over camper shell on the back.

So, my point is why get a 5.3L when you can go much bigger for the same amount of money (or less!) and get the same gas mileage out of it?

And one last piece of advice - get one in a donor truck. There is going to be so much small stuff you have to go to pick and pull to get if you don't. I pulled a 454 out of an '87 Suburban for my '66 Panel - and I gutted the entire truck. Wiring harness, computer, pulleys, fuel tank w/ pump, fuse block, everything! I couldn't believe how much more stuff there is.

Please let me in on your stash of 1500 dollar complete crate 350's. If you want to get a 5.3 this is the best i found other than putting it all together yourself from pick-n-pull or other places.

http://www.southernperformancesystem...rtec53-ci.html

[68 c10 ls2]

Sorry dont mean to bust this on your thread but a 4.8, 5.3, 5.7, 6.0, 6.2 or 7.0 is NOT an LSX. These are just the LS family. The LSX is a family of its own. On your ? i say 6.0L. just my 2 cents.

[Fursphere]

Originally Posted by apachedaddy

Please let me in on your stash of 1500 dollar complete crate 350's. If you want to get a 5.3 this is the best i found other than putting it all together yourself from pick-n-pull or other places.

http://www.southernperformancesystem...rtec53-ci.html

By complete I meant "long block" - as intake / carb / distributor are all variables and can be picked up for nothing if your on a budget, or you can spend thousands of dollars - your choice. I've see a complete intake and carb come out of pick and pull for $50. (I just gave away a carb and distributor that I had laying in the back of my project truck for too many years...)

http://www.jegs.com/p/GM-Performance...985/752506//-1

$1500 complete 350 long block from a major distributor. If you look around, you can find them cheaper. But ya, there is the whole front end to consider... (water pumps, pullies, etc...) Sorry for the confusion.

[68GMCCustom]

Originally Posted by 68 c10 ls2

Sorry dont mean to bust this on your thread but a 4.8, 5.3, 5.7, 6.0, 6.2 or 7.0 is NOT an LSX. These are just the LS family. The LSX is a family of its own. On your ? i say 6.0L. just my 2 cents.

Looks to me like he put LSx....which I would consider to be correct. Yes....there is a LSX block...and when speaking of it...it should be refered to as an LSX. By the same token....if you have a hybrid...as I do...its an LSx...since its not really an LS2 or a LS3...its a 6.0 with L92/LS3 heads...thus an LSx.

[N2TRUX]

Originally Posted by 68 c10 ls2

Sorry dont mean to bust this on your thread but a 4.8, 5.3, 5.7, 6.0, 6.2 or 7.0 is NOT an LSX..

true, but he didn't say LSX he said LSx which is the most commonly accepted reference to cover all of the LS based motors you mentioned...

[tapeworm]

OF course, I'm strapped for cash right now, and have come across a 6.0 (LQ4 I believe) for $500. I thought I got it out of my head, and now I run accross this thread
The heads are off, but everything is there (minus the crank dampener)
I'm sure there may be a couple small things missing, but hey, its $500. Besides, I'll be running a carb, so I may not need as much on top anyways.

[1Bad62Pro/Street]

LS heritage
The General Motors engine family commonly called the LS series debuted in the then-new1997 model year C5 Corvette as the all aluminum LS1 V8. General Motors called it the Gen III small-block V8 and a year later (the 1998 model year), the LS1 replaced the LT1 small-block in Camaros and Firebirds, which was followed by the iron-block version of the Gen III V8 appearing in the full size trucks and SUVs. The LS1 displaced 5.7 liters, similar to the previous-generation small-block, but the cubic-inch measurement differed slightly: 346 for the LS1 vs. the traditional 350 cubes.
In 1999, the Gen III platform spawned the higher-performance LS6 that was standard in the Corvette Z06. In 2005, the Gen IV branch of the LS family was born, differing from the Gen III with cast-in provisions for fuel-saving cylinder deactivation, larger displacements and revised camshaft sensing. The performance versions of the Gen IV include the LS2, LS3, LS9 supercharged, LSA supercharged and the LS7.
GM has continued to refer its modern V-8 engine family as Gen III and Gen IV, but to the enthusiasts who quickly grasped the tremendous performance potential of the engines, every engine based on the platform has been nicknamed "LSX." The range of production engines from the LS platform is wide. On the truck side, iron-block engines have included 4.8L and 5.3L versions, as well as all-aluminum 6.0L and 6.2L premium engines. Car engines include 5.3L, 5.7L, 6.0L, 6.2L and 7.0L displacements - including some configured for front-wheel-drive.
Gen III vs. Gen IV
Despite some significant differences between Gen III and Gen IV cylinder blocks, all LS engines share common traits that include:
* 4.40-inch bore centers (like the original small-block)
* Six-bolt, cross-bolted main bearing caps
* Center main thrust bearing
* 9.24-inch deck height
* Four-bolt-per-cylinder head bolt pattern
* 0.842-inch lifter bores
* Distributorless, coil-near-plug ignition system
The most distinguishing differences between Gen III and Gen IV cylinder blocks are larger bores (on some engines), different camshaft position sensor locations - indicated by a move to the front timing cover area on Gen IV blocks vs the top-rear position on Gen III blocks - and, on most Gen IV blocks, cast-in provisions for GM's Active Fuel Management cylinder deactivation system in the lifter valley.
There is great interchangeability between all LS engines, including between Gen III and Gen IV versions. Cylinder heads, crankshafts, intake manifolds and more can be mixed and matched - but the devil is in the details. Not every head matches every intake manifold and not every crankshaft works with every engine combination. Will Handzel's "How to Build High-Performance Chevy LS1/LS6 V-8s" - P/N 88958786 - is a great reference source that outlines the more specific differences and interchangeability among Gen III-based engines.


LS1/LS6
LS1 5.7L (346-cu-in) engines were produced between the 1997 and 2004 model years in the United States (Corvette, Camaro, Firebird and GTO) and stretching into 2005 in other markets (primarily Australia). The LS6 was introduced in 2001 in the Corvette Z06 and was manufactured through 2005, where it also was found in the first generation of the Cadillac CTS-V. The LS1 and LS6 share a 5.7L displacement, but the LS6 production engine uses a unique block casting with enhanced strength, greater bay-to-bay breathing capability and other minor differences. The heads, intake manifolds and camshaft also are unique LS6 parts.
LS2
In 2005, the LS2 6.0L (364 cu in) engine and the Gen IV design changes debuted. In GM performance vehicles, it was offered in the Corvette, GTO and even the heritage-styled SSR roadster. It is the standard engine in the Pontiac G8 GT. Its larger displacement brought greater power. The LS2 is one of the most adaptable engines, as LS1, LS6, LS3 and L92 cylinder heads work well on it.
LS3/L99
Introduced on the 2008 Corvette, the LS3 brought LS base performance to an unprecedented level: 430 horsepower from 6.2L (376 cu in) - making it the most powerful base Corvette engine in history. The LS3 block not only has larger bores than the LS2, but a strengthened casting to support more powerful 6.2L engines, including the LS9 supercharged engine of the Corvette ZR1. The LS3 is offered in the Pontiac G8 GXP and is also the standard V-8 engine in the new, 2010 Camaro SS. The L99 version is equipped with GM's fuel-saving Active Fuel Management cylinder deactivation system and is standard on 2010 Camaro SS models equipped with an automatic transmission.
LS4
Perhaps the most unique application of the LS engine in a car, the LS4 is a 5.3L version used in the front-wheel-drive Chevrolet Impala SS and Pontiac Grand Prix GXP. The LS4 has an aluminum block and unique, low-profile front-end accessory system, including a "flattened" water pump, to accommodate the transverse mounting position within the Impala and Grand Prix. It is rated at 303 horsepower and 323 lb-ft of torque.
LS7
A legend in its own time. The LS7 is the standard engine in the Corvette Z06 and its 7.0L displacement (427 cubic inches) makes it the largest LS engine offered in a production car. Unlike LS1/LS6, LS2 and LS3 engines, the LS7 uses a Siamese-bore cylinder block design - required for its big, 4.125-inch bores. Competition-proven heads and lightweight components, such as titanium rods and intake valves, make the LS7 a street-tuned racing engine, with 505 horsepower. LS7 engines are built by hand at the GM Performance Build Center in Wixom, Mich.
LS9
The most powerful production engine ever from GM, the LS9 is the 6.2L supercharged and charge-cooled engine of the Corvette ZR1. It is rated at an astonishing 638 horsepower. The LS9 uses the strengthened 6.2L block with stronger, roto-cast cylinder heads and a sixth-generation 2.3L Roots-type supercharger. Like the LS7, it uses a dry-sump oiling system. It is the ultimate production LS engine. It is built by hand at the GM Performance Build Center in Wixom, Mich.
LSA
A detuned version of the LS9, this supercharged 6.2L engine is standard in the 2009 Cadillac CTS-V. It is built with several differences, when compared to the LS9, including hypereutectic pistons vs. the LS9's forged pistons; and a smaller, 1.9L supercharger. The LSA also has a different charge-cooler design on top of the supercharger. Horsepower is rated at 556 in the super-quick Caddy.
Gen III & Gen IV Vortec truck engines
Although performance car engines have typically carried "LS" designations, truck engines built on this platform have been dubbed Vortec. In the beginning, they were generally distinguished by iron cylinder blocks and were offered in smaller displacements than car engines. Interestingly, a 5.7L Vortec "LS" engine has never been offered. Here's a quick rundown of the previous and current-production LS truck engines:
* 4.8L - The smallest-displacement LS engine (293 cu in); it uses an iron block with 3.78-inch bores and aluminum heads.
* 5.3L - The most common LS truck engine (327 cu in), it uses the same iron block with 3.78-inch bores as the 4.8L, but with a longer stroke , (3.62-inch)crank. Later versions equipped for Active Fuel Management. Manufactured with iron and aluminum cylinder blocks.
* 6.0L - Used primarily in 3/4-ton and 1-ton trucks, the 6.0L (364 cu in) uses an iron block (LY6) or aluminum block (L76) and aluminum heads, with provisions for Active Fuel Management; some equipped with variable valve timing.
* 6.2L - Commonly referred to by its L92 engine code, the 6.2L (376 cu in) engine uses an aluminum block and heads, and incorporates advanced technology including variable valve timing. The L92 is used primarily as a high-performance engine for the Cadillac Escalade and GMC Yukon Denali.


Non-production cylinder blocks
C5R: Developed for the factory-backed Corvette racing program, the C5R cylinder block has been manufactured in comparatively small quantities since 2000. They are manufactured with a unique aluminum alloy for greater strength and undergo a variety of specialized machining and inspection processes, including "hipping" to increase strength and X-raying that ensures against unacceptable porosity. A Siamese bore design with 4.117-inch finished bores enables 7.0L (427-cu-in) displacements. The C5R uses billet steel main caps with premium, 4340 fasteners. Racing-quality head studs are also included. All LS series heads will work with the C5R block, but maximum performance depends on maximum airflow.
LSX Bowtie Block (standard and tall-deck): Introduced in 2007, the LSX Bowtie Block is a durable and affordable cast iron casting that was designed to support extreme high-performance combinations, including provisions for six-bolts-per-cylinder head fastening. It has a Siamese bore design with 3.99-inch bores that must be finished to 4.00 inches - with a 4.25-inch recommended maximum bore. Maximum stroke can reach 4.25 inches, but rotating assembly interference on the cylinder must be taken into account for strokes greater than 4.125 inches; heavy metal is required for crankshaft balancing of larger-stroke combinations. Standard versions feature decks 0.020-inch taller than LS production blocks, with the tall-deck version manufactured with a 9.70-inch semi-finished deck height. The oiling system is a true priority-main system and all LS small-block heads work with the engine. Higher-airflow heads, such as LS7 and C5R, are recommended.
Crankshafts
Generally, LS crankshafts are similar in design, with identical 2.10-inch rod and 2.65-inch main journal sizes and a common rear main seal. All LS engines uses iron crankshafts except the LS7, LS9 and LSA; they used forged steel cranks (4.00-inch stroke on the LS7; 3.62-inch stroke on the LS9 and LSA).
The crankshaft sensing function of the distributorless ignition system depends on reading the toothed reluctor wheel on the crankshaft. Early LS engines mostly used 24-tooth wheels and upgraded a few years ago to 58-tooth (also known as 58X) wheels. When building an LS engine, it is imperative the correct reluctor wheel is used with the compatible crankshaft position sensor and ignition controller.
The crankshafts are mostly interchangeable, but the snouts on LS7 and LS9 crankshafts are approximately 1-inch longer to accommodate their two-stage oil pumps that work with the engines' dry-sump oiling systems. These forged crankshafts can be used on wet-sump engines by using a few specific components and/or modifications.
The easiest way to put a forged stroker crankshaft in your LS engine is using GM Performance Parts' new LSX crankshafts, which are available in four stroke sizes up to 4.125 inches. They feature the standard-length snout and can be used without modification on most engines. LS7 and LS9 crankshafts can be used, but require special components and/or modifications to their snouts to accommodate standard, wet-sump oiling systems.
Connecting Rods
LS connecting rods are very similar and interchangeable. Most are made of powdered metal, while the LS7 and LS9 rods are forged titanium. Rods lengths are similar, too, at 6.098-inch for 5.3L, 5.7L, 6.0L and 6.2L engines. The 4.8L engine uses 6.275-inch rods and the LS7 uses 6.067-inch rods. Since 2006, LS rods use bushed small ends. Also, LS6 rods bolts, P/N 11600158, offer a strength-enhancing upgrade to pre-2000 engines. Finally, because of the pistons' inner bracing, non-LS7 rods will not work with LS7 pistons; and the LS7 rods have a slightly different size than other LS rods, requiring a unique bearing, P/N 89017573.
Pistons
The LS9 is the only production LS engine with forged aluminum pistons; all the other use hypereutectic (cast) aluminum alloy pistons - varied mostly by diameter to accommodate various bore sizes. LS cast pistons shouldn't be used on applications greater than approximately 550 horsepower. Also, the LS7 piston's inner bracing requires the use of the matching LS7 connecting rod.
Cylinder Heads - Port Design Cylinder head interchangeability enables great parts mixing to build custom LS engine combinations, but the heads must be matched with intake manifolds that have compatible intake port configurations. The port sizes and shapes include:
Cathedral port - Introduced on the LS1 engine and used also on the LS6 and LS2, cathedral-port heads are named for the unique shape of the top of the intake port. Intake manifolds for LS1, LS2, LS6 and Vortec engines with cathedral-port heads are mostly interchangeable.
Rectangular port - LS7-style - The second LS intake runner design debuted on the Corvette Z06's LS7 engine. This rectangular design supports the straight-through airflow design of the heads. They feature 270cc intake ports and the ports and combustion chambers are CNC-ported from the factory. Use only with the LS7 intake manifold.
Rectangular port - L92 style - Similar to the LS7 design, but the ports are a little taller and a little narrower. They flow more than cathedral-port heads, but not as much as LS7 heads. In addition to the L92 6.2L engines, this port shape is also used on LS3 engines and some 6.0L truck engines, as well as the Corvette ZR1's LS9 and Cadillac CTS-V's LSA supercharged engines. Intake manifold bolt patterns are unique to this port design.

C5R heads - These heads pioneered the rectangular-port design, but because they are designed for professional finishing, their final shape and size depends on whoever is performing the porting.
Head-to-Block Compatibility
Because of their comparatively small bores - 3.89 inches - LS1 and LS6 engines can only use LS1, LS6 and LS2 heads. Using heads designed for larger engines will cause the valve-to-block interference. The larger, 4.00-inch bore of the LS2 enables it to use LS1/LS6 heads, as well as L92-style heads (including LS3, LS9 and LSA engines). The 6.2L engines (LS3, L92, etc.) can use any head except for the LS7 and C5R, while the 7.0L LS7 and C5R blocks can use any LS-series head. LS7 blocks should be matched with heads designed for at least 4.10-inch bores; and 4.125-inch bores are preferred.
Most LS production cylinder blocks share the came cylinder head bolt pattern and the same size head bolts - four 11mm bolts per cylinder (10 in total) and five upper, 8mm bolts. Early LS1 and LS6 engines used different-length 11mm bolts, but engines from 2004 and later use same-length bolts. LS9 engines use stronger, 12mm head bolts.
Non-production blocks, such as GM Performance Parts' LSX block and the C5R, offer the same head-bolt pattern as production blocks. All LS heads will bolt up to them, but care must be taken to select the most compatible heads based on the appropriate bore size. Because of their large bores, heads designed for at least 4.10-inch bores should be used and 4.125-inch bores are preferred, such as the L92/LS3 or LS7 heads; otherwise valve-to-block interference is an issue, as is sufficient cylinder sealing.
GM Performance Parts' new LSX cylinder heads use 10 11mm and 13 8mm head bolts, or eight more.

LSX Bowtie Block - LS Extreme
http://www.gmperformanceparts.com/_r...ureofChevy.pdf








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Chevy Engines Through Time
This story was taken from Super Chevy magazine, October 2000:

When Chevrolet began building vehicles, they were powered by a 299ci, six-cylinder engine. These automobiles could reach a top speed of 65 mph "without taxing themselves," and accelerated from zero to 50 in an "astounding" 15 seconds. By today's standards this isn't too impressive, but at the time Chevrolet was one of the fastest vehicles on the road.

In the early years, there was a great deal of research and development dedicated to coming up with a powerful engine that could be produced for a reasonable price. Chevy's first V-8 engine was released in 1917. The 90-degree overhead-valve design debuted in the D-series, the last of the original long wheelbase cars. The eight-cylinder lasted only two years, as Chevrolet dropped these "large" power plants to develop four-cylinder versions. It would be 1929 before a six cylinder reappeared, and a V-8 wouldn't be available again until the introduction of the legendary small-block in 1955, 36 years later

New engine technology- including "copper-cooled" models-was explored during Chevy's first decade. These were superior vehicles with air-cooled engines instead of the traditional liquid-cooled models. The engine was the smallest in Chevrolet history; a diminutive 135 cubic inches with a miniscule 20 horsepower The experiment was brief-, the engine was plagued with production problems and was scrapped after only 759 units were built-yet it was a bold move by a growing automaker willing to take chances in an oft-skeptical market. Another attempt at air-cooling would take place 37 years later with the '60 Corvair.

By 1925, Chevrolet was considering the use of six-cylinders again. Having just designed a small six for the Oakland division, Chevrolet realized it would have to maintain the corporate advertising image, "Valve-in-Head, Ahead in Value." The valve-in-head "Stovebolt Six" resulted: 3.2 liters big and 46 horsepower strong.

At first, the industry looked upon this six with doubt. Manufacturers were heading toward using aluminum to save weight, but Chevrolet made the decision to persevere with iron. The engine was derided as the "Cast-Iron Wonder," and the "Stovebolt Six" moniker was originally meant to mock the engine. But it gained respect for its durability and easy-to-service features in both cars and trucks. Advertised as, "A Six for the Price of a Four" in 1929 models, the "Stovebolt Six" was better, more powerful, and in the same price range as the previous year's four-cylinder.

A "power war" was developing between the major auto companies during the mid '30s: Ford's V-8 versus the six-cylinder engines from Chevrolet and Chrysler To baffle Ford's horsepower and top speed claims, Chevrolet introduced a new high compression design, the "Blue Flame" Six, in 1934. It generated 15 more horsepower than previous sixes without increasing engine displacement. Chevrolet promoted the achievement by advertising "80 horsepower at 80 miles per hour," the only time in Chevy history that top speed was advertised.

Ford was pumping the market with V-8 engines during this time, and Chevy developed a new four-main-bearing six for its 1937 cars and trucks. The Chevy engine produced as much horsepower as the Ford, but with better economy (estimated 15 to 18 mpg).

In 1950, Chevy introduced a more powerful "Blue Flame" Six (with 235 cubic inches), and 300,000 Chevrolet cars equipped with "Powerglide" models were sold the first year .. a record production year in which a whopping 2,108,273 Chevrolets were built!

As most Chevy enthusiasts know, the '55 Chevy made a huge impact on the automotive market when it showed up, and much of that impact came from the all-new 265-inch V-8 engine under the hood. An engineering milestone, the small-block almost instantly changed the poky image that Chevrolet had earned with its Stovebolt six. The new V-8 was peppy, smooth, tough, compact, and, unlike competitors' V-8 power plants, it was light. The mouse motor, as it became known as, made big strides in its first few years, jumping from a 180 hp top offering in '55 to 211 available ponies the next year. Optional fuel injection in '57 helped a bigger, 283-inch small block hit the magical, one horsepower-per-cubic-inch mark. This made screamers out of both full-size Chevy's and Corvettes, and it certainly caught the attention of hot rodders, who soon started swapping small blocks into just about every kind of car imaginable.

Chevrolet offered an all-new engine for 1958 -- the W-block 348 (which would eventually grow into the famed 409). Paired with the year-old Turboglide transmission, the 348 looked good on paper; especially the 315hp version equipped with three two barrel carbs. But most 348s could still be regularly outrun by the lighter, high-winding 283s. It would take a few more cubic inches before these early "big-blocks" would earn more performance respect.

The '59s were most notable under the hood, where an optional V-8 engine produced up to 315 bhp. This "burner" thrived during the "more power" competition between the manufacturers.

The SS Impala and its optional 409-cid V-8 quickly proved itself on the performance circuit. One of the first cars equipped with this new powerhouse blew away the competition at the 1961 Winternationals Drag Racing Championships, held in Pomona, California. In fact, the 409, coupled with a four-speed transmission and some handling extras, placed the Impala SS among the world's fastest automobiles at the time. For 1962, the SS package could be combined with an even gutsier, dual-quad, 409-horse 409.

An innovative departure from the crowd was introduced on the Corvair. An air-cooled, rear-mounted six-cylinder "pancake" engine powered the car (the first air-cooled Chevy since the mostly experimental 1923 copper cooled model). Another compact car was the Monza Spyder; a 150 horse, turbocharged "mover" that could outrun any Ford Falcon or Plymouth Valiant of the day.

Throughout the '60s the inline six remained popular, but it was the small-block V-8s that really came into their own. Fuel-injected 327s making up to 360 hp were highlights of the next generation of Corvettes, the Sting Rays. Carbureted 327s found their way into the '65-67 Nova SS's. The '66 Nova SS, when equipped with the available 350hp (L79) version of the 327 "Turbo-Fire" V-8, was one of the hottest performers in the compact class. In 1967, the most popular configuration of the small-block V-8, the 350, made its debut. It found a welcome home in the newly introduced Camaro.

Of course, a new generation of big-block V-8s made a big impact in the '60s as well. The 396 made its debut in 1965, and was a standout performer in Corvette trim, pumping out 425 hp. A 375-horse version made it into a select few '65 Chevelle's (Z-16s), and by '66 the SS396 package was a big seller in the Chevelle line. A larger, 427-inch big-block added more heat to the 'Vette that year, paving the way for the legendary L88 the following few years. The big-block eventually grew to 454 cubic inches, and by 1970 cranked out 450 hp in LS6 trim.

For 1971, ratings would be displayed as "net" horsepower, rather than the brawny "bhp," or brake horsepower ratings that had been performance benchmarks. The plummeting numbers began to reflect the awakening of energy conservation; an awareness that would increase dramatically in this new decade. In addition, the 1973 oil embargo caused gas prices to double within two years. Suddenly, fuel economy was important ... very important. Fuel concerns led to smaller, more efficient cars.

Though the big-motored behemoths were gone from the dealerships, performance was still on the minds of more than just a few buyers. The second generation Chevrolet subcompact -- Monza -- evolved in 1975 as a sporty offshoot of the Vega platform, A front-engine, rear-drive hatchback, Monza provided smaller engines for the energy-conscious, yet offered optional V-8 power for those still wanting punch under the hood. In fact, its 262-cid V-8 was the smallest eight-cylinder in Chevrolet history.

The Chevy Sprint, a unique three cylinder minicar, was introduced on the West Coast in 1984, and was the smallest car to ever wear a Bow-Tie. Imported from Suzuki Motor in Japan, Sprint economy was so outstanding that it became the fuel miser champ in 1986 when the "ER" arrived - EPA-rated at of 55 mpg city and 60 mpg highway. (There was even a sporty limited production turbo version, a founding member of the now-burgeoning sport compact car craze.)

hevrolet introduced the special Corvette ZR-1 in 1990. Designed in a cooperative effort between General Motors and Lotus, the LT5 V-8 engine sported four cams and 32 valves, producing 375 horsepower. 1993 marked a number of upgrades and improvements. The outstanding Corvette ZR-1 received a refined LT5 engine, cranking out an unbelievable 405 horsepower.

Trucks weren't ignored throughout Chevy's history, either. On a much less obvious basis, many half- and three-quarter ton pickups over the years were ordered with a stout big-block beneath the hood. One hauler was even promoted as a performance version, and was called the 454 SS. Under the hood of the 454 "SS" was a 454-cid Mark V big-block V-8, hence the name (despite the fact that the power levels didn't live up to its moniker, it still made the competition nervous, and it could definitely haul things to the dump).

THE EVER-POPULAR SMALL-BLOCK
When you think of the best engines of all time there's one that definitely stands out-the 1955 Chevy small-block. While that engine has unquestionably set the standard by which all engines since have been judged, it's not the only milestone in Chevrolet's history. Many of the various power plants that have provided motivation for Chevy's cars and trucks throughout time were innovative works of art in their own right, but none ever came close to having the same effect on our hobby as the little mouse motor has.

Fortunately, Chevy hasn't rested on its laurels. Today an array of impressive power plants are available (though most of the really exciting ones-sans the LS1 can only be had through the GM Performance Parts division and not on the cars found on the dealer's showroom floor).

Today's vehicles are primarily designed to simply get people from one place to the next without much emphasis placed on performance. Corvette and Camaro are the only holdouts from the high-performance arena. Both of Chevy's sports cars currently offer the impressive LS1 engine and a performance package at a price that's nothing short of phenomenal. Sadly, sales of these two vehicles (the F-body's are dismal and the Vette only accounts for a small percentage of Chevy's overall revenue) has left them without many supporters in GM's corporate structure. Furthermore, the Camaro is said to go on hiatus following the 2002 model year for an undisclosed period and there are no guarantees on what type of ride, if any at all, will emerge from the other end of that dark tunnel.

ONE HORSEPOWER PER SQUARE INCH
For a long time, one horsepower per cubic inch (of displacement) was the unobtainable goal. A milestone to be pondered: "Wouldn't it be cool to get a horse per inch?" Today, reaching that level is a fairly simple task (although few production cars make it there). With simple bolt-on's from the performance aftermarket, enthusiasts can achieve well in excess of one horse per cubic inch. Super Chevy magazine has built engines that churn out horsepower three times the displacement numbers.

Chevrolet first hit the one-horsepower per-cubic-inch level in 1957. The 283 small block was fitted with Rochester mechanical fuel injection (called "Ramjet injection") and churned out an impressive 283 ponies (a number that grew to 290 the following year). Unfortunately, though, Chrysler beat Chevy to the punch by making a whopping 355 horsepower with its 354 cubic-inch Hemi a year before.

Many of the higher-horsepower engines were actually power packages added to the base engine. Engineers knew that the standard -equipment engines benefited greatly from a little better breathing. The answer was to offer special packages that featured bigger carburetors (or multiple carbs, or fuel injection). The dual-quad carburetor setup (also immortalized in the Beach Boys song "409") was part of a power package designed to beat the competition in the horsepower game. At one time there were 158 different versions of the small-block being produced by Chevrolet -that's a lot of different ways to get power.
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Chevy Small Block History - The Best Things Come In Small Packages
More Than 50 Years of Small-Block Chevys:
http://www.chevyhiperformance.com/te...ory/index.html

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