Top 11 How Much Does A 396 Big Block Weigh Top Answer Update

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How much HP can a 396 make?

The average power numbers from 4,000 to 6,250 rpm (where it carried over 400 lb-ft of torque) were 438 hp and 450 lb-ft of torque. While power peaked at a high 6,400 rpm, low-end torque was still plenty respectable with the motor peaking 483 lb-ft at 4,700 rpm.

How much does a Chevy 454 big block weigh?

Chevrolet big-block engine
Power output	250–1,004 hp (186–749 kW)
Torque output	385–876 lb⋅ft (522–1,188 N⋅m)
Dimensions
Dry weight	517–761 lb (235–345 kg)

How much does a 427 Chevy engine weight?

During 1967, Chevrolet brought out its L-88 option for the 427. This included aluminum cylinder heads with enlarged ports, hotter crankshaft, and bigger carburetor. The aluminum heads reduced engine weight from 687 pounds to near the 327’s 575 pounds.

How much does a 632 big block weigh?

Big Block, Naturally Aspirated (640 Max CID) – 2,375 lbs.

How far can you bore 396?

With a bore spacing of 4.84 inches and a potential maximum safe bore size of 4.625 inches (theoretically, for the big-block design-most 396 blocks can only be bored out to 4.250 inches), the 396’s 4.094-inch bore diameter is laughably small.

Is there a 396 small block?

Welcome our 396ci SBC – Yes, that is a small block! It’s a 350 four bolt main block, with a 3.875″ stroker crank.

How much does a 426 Hemi weight?

The Chrysler 426 Hemi and all Chrysler RBs had oversquare bore and strokes.
…
Second generation: 426.

426
Specific power	60.9 hp (45 kW) per liter
Torque output	490 lb⋅ft (664 N⋅m)
Dimensions
Dry weight	843 lb (382 kg)

How much does a fully dressed 454 weigh?

680 lbs. including cast iron exhaust manifolds. 680 lbs. including cast iron exhaust manifolds.

How much does a Chevy 350 long block weigh?

Chevrolet Engine Weight Chart

Engine	Weight (lbs)	Comments
Chevy V6-90 229, 4, 3	425
Chevy V6-60 2.8, 3.1	350
Chevy Small Block V8	535	’59 Corvette w/ Alum Intake
Chevy V8 348/409	620

27 thg 4, 2020

How much does a 283 engine weight?

ENGINE	Weight	Comments
pounds
Chevy small block V8	535	(’59 Corvette 283 w/alum. intake)
Chevy V8 348/409	620
Chevy big block V8	685	Mark IV

How much does a 455 Olds engine weight?

Oh, and a bare 455 block, without main caps, weighs around 167 pounds.

How heavy is a 350 engine?

Depending on how many accessories you leave on the engine, it should weigh about 575 pounds.

What car came with a 572?

The Chevy COPO Camaro, a dedicated drag-racing special, returns for the 2022 model year and will be offered with three engines. A 572-cubic-inch (9.4-liter) big block V-8 is available, along with two small block V-8s, a 580-hp 350-cubic-inch (5.7-liter) unit and a 470-hp 427-cubic-inch (7.0-liter) motor.

Is there a big block 350?

The 350 is 4.00″ by 3.48″. There is such a thing as a 350 big block, but it is NOT a Chevy. Pontiac, Olds and Buick each made a 350 and all three are considered big blocks (same blocks as their respective 400 and 455 engines).

What’s the biggest big block Chevy engine?

The ZZ632/1000 is a 632-cubic-inch V-8 delivering 1,004 horsepower. DETROIT – Chevrolet Performance today introduced the ZZ632/1000* crate engine — the largest and most powerful crate engine in the brand’s history. The naturally aspirated 632-cubic-inch V-8 produces 1,004 horsepower and 876 lb-ft of torque.

Is a Chevy 396 a big block?

The earliest production big-block Chevy appeared as the 396 and bolted into the new-for-’65 full-size Impalas as well as in the Corvette. There were even a precious few ’65 Z-16 SS396 Chevelles built in 1965. This was enhanced in 1966 with multiple horsepower combinations of the 427 as high as 425 horsepower.

What is the rarest Chevelle?

The rarest Chevelle is the 1970 Chevrolet Chevelle SS 454 LS6 Convertible — some believe that less than 20 were ever produced. However, since Chevrolet hasn’t shared any fully-detailed production numbers, the production number isn’t confirmable.

What is the largest small block Chevy engine?

The largest-displacement small-blocks ever produced by GM are the LSX454/LSX454R crate engines offered through Chevrolet Performance, at 454 cubic inches (7.4L); the largest-displacement small-block for a production vehicle is the 427-cubic-inch (7.0L) LS7 used currently in the Corvette Z06.

What is an L34 engine?

L34 was the RPO designation for the uprated 308 cu i ( 5 L ) Holden engine. It was an improvement in durability and strength, but not a new engine. It was based on the standard engine but had extra webbing cast into it. It had components specific to racing use, pistons etc.

Big Block vs Small Block Chevy Comparison

How much does a Chevy 396 big block weigh? – Answers

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How much does a Chevy 396 big block weigh? - Answers — How much does a Chevy 396 big block weigh? – Answers

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Contents

W-series (Mark I)[edit]

Mark II[edit]

Mark III[edit]

Mark IV[edit]

Generation V[edit]

Generation VI[edit]

Generation VII[edit]

Aftermarket[edit]

Chevrolet 396 Big Block

See all 36 photos See all 36 photos

The Chevrolet 396-cid, big-block’s destiny was decided long ago. After punching the block out 0.030-inch and increasing its displacement to 402-cid back in 1970, a couple years later, GM stopped offering the little big-block in cars and trucks altogether.

It probably didn’t help that GM kept calling this engine a 396 big-block, further adding confusion to the already vague big-block market. Following its official retirement the 396 will forever go down in history as second fiddle to the big, bad 454. Now with newer and bigger displacement Rats like GM’s new 8.1-liter (496 cid) truck engine being introduced the little old 396 gets pushed further and further into big-block obscurity.

See all 36 photos See all 36 photos After our 31-year-old Rat was checked for defects it was align-honed and hot tanked in preparation for cylinder boring and deck machining. It gets its deck surfaces squared relative to the crankshaft’s centerline to ensure every machining operation that comes afterwards will be true to the crank.

Without going into tremendous details of production figures and years of availability, it’s safe to say that there were more 396-cid big-blocks installed in cars than there were 427s or 454s combined. Yet, to date the 396 is still often cast aside by the performance crowd whom usually have hailed the credo, “If you’re going to build a big-block, build it as big as you can.” While that’s certainly a good motto to live by, it’s also an expensive mantra to uphold.

A byproduct of the 396’s outcast into obscurity has been the reduction in the cost of its parts. While a forged GM crank for a 454 could cost as much as $400 today, a forged 396 crank sells for about $75. And a rebuildable 396 short-block will usually only set you back less than $200. While a 454 short-block could fetch $500 easily. Sure, with cubic inches comes cubic power, but what if we showed you how to build that 396 you’ve been neglecting in the hopes of adding some inches to your diet and make power equal to or beyond the average street 454? We’ll show you how to do it right the first time on a reasonable budget. Sorry, this isn’t a totally down and dirty low-buck engine, but it certainly doesn’t carry a cubic price tag either.

See all 36 photos See all 36 photos With the crankshaft secured by the No. 1 and 5 main caps and bearings, we installed the No. 1 rod and piston without its rings, and checked installed height. Note the position of our thumbs, which we use to “rock” the piston in its bore and determine how far below the deck the piston sits at TDC. After this, we reset the block in the mill and “deck” its surface for a “zero” piston installed height, meaning the piston is very close (+/- 0.005) to the deck at TDC.

We figure that today it takes at least 500 hp to be a street hero. Anything less and you’re just paddlin’ upstream while the big fish are sailing by you in their new powerboats. And you’ve got to make your power from the pump, since race gas is still taboo in most street car circles. So what’s it take to make 500 hp with an old street 396? About $5,000 and a few gallons of 92 octane. Follow along as we detail the buildup and testing of our fearsome little Rat and maybe you’ll forgive your 396’s cubic-inch deficiencies and give it a new lease on life as a street brawler, instead of a dust collector.

The Dyno Dance

Our little Rat puffed out its chest and pumped up some mighty big dyno figures for us. The average power numbers from 4,000 to 6,250 rpm (where it carried over 400 lb-ft of torque) were 438 hp and 450 lb-ft of torque. While power peaked at a high 6,400 rpm, low-end torque was still plenty respectable with the motor peaking 483 lb-ft at 4,700 rpm. Here is a sampling of its best power pull with the cam four-degrees retarded and 38-degrees of ignition advance.

See all 36 photos See all 36 photos

With the deck squared and zero deck height set, our machining wonder-boy Dave Akard, who also happens to own Burbank Speed and Machine (BSM), goes to work on the cylinders. Dave first bores the block 0.060-inch over to give us a displacement of 408 cid. Dave’s crew will finish the bore preparation with a Sunnen block hone.

Here’s a secret piece of junkyard gold. Although all records of what vehicles they originally came equipped in have long since vanished, we know that some 366-cid truck big-blocks came with stronger connecting rods (right). These rods are the same length as stock rods, but feature a much beefier big end. We paid $80 for a set and had The Balance Shop polish and shot peen them before balancing.

See all 36 photos See all 36 photos

Since we knew this engine would see 6,500 rpm often, we choose to replace its cast crank with a forged GM crank The Balance Shop sold us this one for $75. Dave Kemblowski, owner of The Balance Shop also balanced the entire rotating assembly.

With the freshly machined crank and block back in our possession, we thoroughly washed and checked each part for machining accuracy. Even though we trust our machinist’s abilities, you can never be too careful when it’s your parts on the line.

Here’s a tip for any 396-cid big-block. The top of the cylinder bores are plunge-cut at the factory to clear the intake valve as can be seen on the left side of this photo. We like to radius that sharp cut with a die grinder to further unshroud the intake valve in the cylinder. Also note that we scribed the head gasket’s bore on the deck surface to keep us from grinding too far.

See all 36 photos See all 36 photos

RPM TQ HP 3,500 358 239 3,750 395 282 4,000 417 318 4,250 450 364 4,500 461 395 4,750 483 434 5,000 469 447 5,250 464 460 5,500 455 476 5,750 445 488 6,000 431 492 6,250 422 502 6,500 392 486 Peak HP = 504 @ 5,300 rpmPeak TQ = 483 @ 4,750 rpm Peak HP = 504 @ 5,300 rpmPeak TQ = 483 @ 4,750 rpm

See all 36 photos See all 36 photos

We torqued each main cap and bearing in place and measured the bore diameters with a dial gauge. Then, by swapping bearing halves from one bore to another, we got perfect 0.0025-inch bearing clearances for all five mains.

Upon trial assembly we found one stripped headbolt hole. It was easily fixed with a Heli-Coil kit and this drill jig from Manley Performance Products. If you don’t drill the head bolt hole straight, you’ll be in a world of misery down the road and this jig solves that problem.

Since even Total Seal’s gapless second rings still use a gapped top ring, we carefully checked each ring set in its bore. We used total Seal’s battery powered ring grinder to set our top rings at 0.028-inch, because nitrous is in this motor’s future. Our homemade ring-squaring tool is just visible in the upper right corner, sitting on the block. We fabbed it from two pieces of ABS drain pipe for about $5.

Preparing for final assembly, we completely deburred each piston’s dome and face and the inner id of each valve spring using a convoluted deburring wheel from Standard Abrasives mounted on a 3/4-hp bench grinder.

One trick part we added to this block was simple hardware store drain plugs. We screwed the plugs into the block’s coolant drain holes making it easy to drain water for radiator flushing and for swapping engine parts.

See all 36 photos See all 36 photos

We used ARP’s moly assembly lubricant and a rod bolt stretch gauge to properly establish connecting rod bolt preload. Also note the ARP main cap bolts we added to the block before the first machining process even began.

Total Seal provided its slick adjustable piston ring compressor for our buildup and we installed a Comp Cams beltdrive to allow quick cam timing changes on the dyno.

Most beltdrives use shims stacked together to set endplay. Comp’s drive uses a trick eccentric plate, allowing fast and accurate adjustments. We set our cam’s endplay at 0.005-inch. We sealed ARP’s head studs to the block with high-temp RTV silicone prior to screwing them in hand tight.

Using tools from Powerhouse, we installed our new Comp Cams street roller grind (PN 11-770-8). This cam features 236/242 duration at 0.050 and 0.647/0.654 lift and a 110-degree lobe separation angle. Even with this mild grind our baby Rat was still able to pull 16-inches of idle vacuum and pump out over 500 hp.

See all 36 photos See all 36 photos

See all 36 photos See all 36 photos

Using tools from Powerhouse, we installed our new Comp Cams street roller grind (PN 11-770-8). This cam features 236/242 duration at 0.050 and 0.647/0.654 lift and a 110-degree lobe separation angle. Even with this mild grind our baby Rat was still able to pull 16-inches of idle vacuum and pump out over 500 hp.

With the cam and pistons installed we bolted the oval port Brodix aluminum heads on. These lightweight castings come with 2.25/1.88-inch stainless steel valves and we added Comp Cams (PN 938) springs and valvetrain hardware with Comp’s 1.7:1 aluminum roller rockers. Some of rocker arm stud holes go right through into the intake ports so those studs must be sealed with thread sealant or else oil will be sucked into the engine.

See all 36 photos See all 36 photos

The Brodix heads feature a 119cc combustion chamber that, combined with our Speed-Pro forged pistons and Fel-Pro head gaskets gave us a final compression ratio of 10.25:1. Just within the limits of street gas with aluminum heads. We installed the heads with the unmodified chambers as shown here. You can also see the Autolite No. 53 spark plug’s electrode tip just protruding into the chamber, which is just right.

Moving up to the top of our assembled long-block, we bolted on an Edelbrock Performer RPM Air Gap intake manifold and poured 30-weight motor oil in, drenching the rockers and springs at the same time.

Anytime you install steel fittings into an aluminum part you must use anti-seize. We apply it sparingly to the spark plug threads, careful not to get it past the last thread where it could be exposed into the chamber.

See all 36 photos See all 36 photos

We’ll be dyno testing this engine in the morning, so we primed the Moroso oil pump using a converted HEI distributor base and shaft driven by a 1/2-inch drill. Make sure to slowly rotate the crank while priming the oil pump to ensure the entire motor gets lubed.

To seal our trick GMPP cast-aluminum valve covers; we relied on Fel-Pro’s new blue valve cover gaskets. These steel-cored silicone rubber coated beauties feature steel compression sleeves in the bolt holes to keep over-zealous bolt tighteners from crushing the gasket.

See all 36 photos See all 36 photos

Speaking of the cool GMPP valve covers. They don’t come with any provisions for a breather, so we welded these Moroso baffled breather tubes on. And capped them off with Moroso clamp-on breathers. We secured the covers using ARP stainless studs and hardware.

See all 36 photos See all 36 photos

To finish our baby Rat we added a CSI electric water pump for dyno cooling (an Edelbrock pump will go on the street) and a CSI upper radiator hose neck. XRP supplied the -10 push-lock hose and fittings for the front-to-rear water connections in the manifold. Hindsight tells us that -10 hose is too bulky and looks out of place so next time we’ll run -8 or -6.

We bolted the baby Rat on Burbank Speed and Machine’s Stuska dyno and topped it off with a 750-cfm Speed Demon carb and bolted on 1 3/4-inch Hooker headers.

The engine was fired and carefully watched over by Akard himself while it broke in for 10 minutes to seat the rings and warm up.

After its initial warm-up, we lashed the valves to Comp’s recommended specs (0.016-intake/0.018 exhaust) and changed the oil pouring in 7 quarts of 10W-30 Mobil 1 for the power pulls.

See all 36 photos See all 36 photos

Burbank Speed’s dyno rookie Jesse checked ignition timing for us. After several pulls we learned the engine liked 38 degrees total advance so we left it there for the whole day.

The Speed Demon idled fat, blackening the plugs’ inner threads and most of the electrode. The fat idle was traced to all four mixture screws being turned out way too far. We screwed them in until they were about 1 1/4 turns from bottom and the idle cleaned up and the plugs began to color fairly well so we moved on.

We moved jets up and down in search of power and found the best numbers with 76 primary and 83 secondary jets with the 6.5 power valve left in the carb.

Comp Cams beltdrive allowed five-minute cam timing changes and we advanced and retarded the bumpstick until the best power was found at four degrees retarded. Advancing the cam made a bit more low-end torque, but we wanted horsepower so we left it retarded.

We’re pretty confident that the engine would have made about 15 more top-end horsepower if we’d installed Edelbrock’s Victor Jr. 454 O intake manifold. Comp Cams also makes a bigger street roller grind that might push this little Rat over the 525hp mark. Maybe we’ll make some changes and return to the dyno to see how much power we really can squeeze out of this baby with off the shelf parts and no behind the scenes trickery.

Chevrolet big-block engine

American V-8 car engine

Motor vehicle engine

The Chevrolet “big block” engine is a term for a series of large-displacement, naturally-aspirated, 90°, overhead valve, gasoline-powered, V-8 engines; that were developed and produced by the Chevrolet Division of General Motors, from the 1950s until present.

Chevrolet had introduced its popular small block V8 in 1955, but needed something larger to power its medium duty trucks and the heavier cars that were on the drawing board. The big block, which debuted in 1958 at 348 cu in (5.7 L), was built in standard displacements up to 494 cu in (8.1 L), with aftermarket crate engines sold by Chevrolet exceeding 500 cu in (8.2 L).

The first version of the “Big Block” V8 Chevrolet engine, known as the W-series, was introduced in 1958. Chevrolet designed this engine for use in passenger cars and light trucks. This engine had an overhead valve design with offset valves and uniquely scalloped rocker covers, giving it a distinctive appearance. The W-series was produced from 1958 to 1965, and had three displacement options:

348 cu in (5.7 L), available from 1958 to 1961 in cars, and in light trucks through 1964;

409 cu in (6.7 L), available from 1961 to 1965; and

427 cu in (7.0 L), available in 1962 and 1963.

The W-series engine was made of cast iron. The engine block had 4.84-inch (123 mm) bore centers, two-bolt main bearing caps, a “side oiling” lubrication system (the main oil gallery located low on the driver’s side of the crankcase), with full-flow oil filter, and interchangeable cylinder heads. Heads used on the high performance 409 and 427 engines had larger ports and valves than those used on the 348 and the base 409 passenger car and truck engines, but externally were identical to the standard units – but for the location of the engine oil dipstick, on the driver’s side on the 348 and the passenger’s on the 409/427. No satisfactory explanation was ever offered for why this change was made, but it did provide a reliable means of distinguishing a 348 from the larger engines.

As with the 265 and 283 cu in (4.3 and 4.6 L) “Small Block” engines, the W-series valve gear consisted of tubular steel pushrods operating stud-mounted, stamped-steel rocker arms. The push rods also acted as conduits for oil flow to the valve gear. Due to the relatively low mass of the valve train, mechanical lifter versions of the W-series engine were capable of operating at speeds well beyond 6000 RPM.

The combustion chamber of the W-series engine was in the upper part of the cylinder, not the head, the head having only tiny recesses for the valves. This arrangement was achieved by combining a cylinder head deck that was not perpendicular to the bore with a crowned piston, which was a novel concept in American production engines of the day. As the piston approached top dead center, the angle of the crown combined with that of the head deck to form a wedge-shaped combustion chamber with a pronounced quench area. The spark plugs were inserted vertically into the quench area, which helped to produce a rapidly moving flame front for more complete combustion.

The theory behind this sort of arrangement is that maximum brake mean effective pressure (BMEP) is developed at relatively low engine speeds, resulting in an engine with a broad torque curve. With its relatively flat torque characteristics, the “W” engine was well-suited to propelling both the trucks and heavier cars that were in vogue in the US at the time. The W-series was a physically massive engine when compared to the “Small Block” Chevrolet engine. It had a dry weight of approximately 665 pounds (302 kg), depending on the type of intake manifold and carburetion systems present. Compared to the 283 “Small Block,” it measured 1.5 inches longer, 2.6 inches wider, and 0.84 inches less tall.[12]
General Motors engineers explained, in 1959, reasons behind the combustion-in-block setup. Anticipating varied future compression ratios in future auto and truck use: “It was obvious that with the combustion chamber placed within the cylinder head, the foundry must retool every time a compression change is in order. The necessity of making special heads to provide a range of compression ratios and to permit attachment of accessory mountings for the various model applications is of serious concern to the manufacturing and service departments….Inclining the top of the block to 16 deg and shaping the top of the piston like a gabled roof with a 16-deg angle resulted in a 32-deg wedge-shaped combustion space….The addition of two milled cutouts [in the head] to extend the volume of the combustion wedge can create a compression ratio of 7.5/1; one milled cutout produces a 9.5/1 compression ratio. The difference between the volume of these cutouts provides a wide compression range without making any changes in the piston or cylinder head. The number or size of cutouts is varied simply by adding or removing cutters.”[13]
348 [ edit ]
The first iteration of the W-series engine was the 1958 “Turbo-Thrust” 348-cubic-inch (5.7 L), originally intended for use in Chevrolet trucks but also introduced in the larger, heavier 1958 passenger car line. Bore and stroke was 4+1⁄8 in × 3+1⁄4 in (104.8 mm × 82.6 mm), resulting in a substantially oversquare design. This engine was superseded by the 409 cu in (6.7 L) as Chevrolet’s top performing engine in 1961 and went out of production for cars at the end of that year. It was produced through 1964 for use in large Chevrolet trucks.

With a four-barrel carburetor, the base Turbo-Thrust produced 250 hp (186 kW). A special “Tri power” triple-two-barrel version, called the “Super Turbo-Thrust”, produced 280 hp (209 kW). A “Special Turbo-Thrust” further upped the power output to 305 hp (227 kW) with a single large four-barrel carburetor. Mechanical lifters and triple two-barrel carburetors brought the “Special Super Turbo-Thrust” up to 315 hp (235 kW). For 1959 and 1960, high-output versions of the top two engines were produced with 320 hp (239 kW) and 335 hp (250 kW) respectively. In 1961, power was again increased to 340 hp (254 kW) for the single four-barrel model, and 350 hp (261 kW) when equipped with triple two-barrels.

Versions First Year Last Year Model Name Features Power (Advertised Gross) 1958 1961 Turbo-Thrust 4 barrel 250 hp (186 kW) Super Turbo-Thrust 3×2 barrel 280 hp (209 kW) Special Turbo-Thrust 4 barrel 305 hp (227 kW) 1960 Special Super Turbo-Thrust 3×2 barrel 315 hp (235 kW) 1959 Special Turbo-Thrust 4 barrel 320 hp (239 kW) 1961 Special Super Turbo-Thrust 3×2 barrel 335 hp (250 kW) 1960 Special Turbo-Thrust 4 barrel 340 hp (254 kW) Special Super Turbo-Thrust 3×2 barrel 350 hp (261 kW)

409 [ edit ]
A 409 cu in (6.7 L) version was Chevrolet’s top regular production engine from 1961 to 1965, with a choice of single or 2X4-barrel Rochester carburetors. Bore x stroke were both up from the 348 cu in (5.7 L) to 4.31 in × 3.5 in (109.5 mm × 88.9 mm). On December 17, 1960, the 409 engine was announced along with the Impala SS (Super Sport) model. The initial version of the engine produced 360 hp (268 kW) with a single 4-barrel Carter AFB carburetor. The same engine was upped to 380 hp (283 kW) in 1962. A 409 hp (305 kW) version of this engine was also available, developing 1 hp per cubic inch with a dual four-barrel aluminium intake manifold and two Carter AFB carburetors. It had a forged steel crankshaft.[14] This dual-quad version was immortalized in the Beach Boys song titled “409”.

In the 1963 model year, output reached 425 bhp (431 PS; 317 kW) @ 6000 rpm and 425 lb⋅ft (576 N⋅m) @ 4200 rpm of torque with the Rochester 2X4-barrel carburetor setup, a compression ratio of 11:1 and a solid lifter camshaft.[15] The engine was available through mid-1965, when it was replaced by the 396 cu in (6.5 L) 375 hp (280 kW) Mark IV big-block engine. In addition, a 340 hp (254 kW) version of the 409 engine was available from 1963 to 1965, with a single 4-barrel cast iron intake mounting a Rochester 4GC square-bore carburetor, and a hydraulic-lifter camshaft.

427 (Z11) [ edit ]
A special 427-cubic-inch (7.0 L) version of the 409 engine was used in the 1963 Impala Sport Coupé, ordered under Chevrolet Regular Production Option (RPO) Z11.[16] This was a special package created for drag racers, as well as NASCAR,[17] and it consisted of a 427 cu in (7.0 L) engine with aluminium body parts, and a cowl-induction air intake system. The aluminium body parts were fabricated in Flint, Michigan at the facility now known as GM Flint Metal Center.[18] Unlike the later, second-generation 427, it was based on the W-series 409 engine, but with a longer 3.65 in (92.7 mm) stroke. A high-rise, two-piece aluminium intake manifold and dual Carter AFB carburetors fed a 13.5:1 compression ratio to produce an under-rated 430 hp (321 kW) and 575 lb⋅ft (780 N⋅m). Fifty RPO Z11 cars were produced at the Flint GM plant.

Extant GM Documents show 50 Z11 engines were built at the GM Tonawanda Engine plant for auto production, and 20 partial engines were made for replacement/over-the-counter use. Unfortunately, there is no evidence from GM that shows 57 cars were built.[clarification needed][citation needed]
Mark II [ edit ]
The so-called Mystery Motor, known internally as the Mark II or Mark IIS, is a race-only[19] engine produced for the 1963 season. Development began with a 409 cu in (6.7 L) version (Mark II) and ended with a 396 cu in (6.5 L) variant; however only the 427 cu in (7.0 L) engine (Mark IIS) was ever raced. It gained its nickname due to the incredible speeds cars equipped with it attained during its debut, being considerably faster than the well known W-series powered cars. The engine was first used in Mickey Thompson’s Z-06 Corvettes at Daytona in the 1963 Daytona 250 Miles – American Challenge Cup,[20] and then in 1963 Daytona 500 where the number 13 car, driven by Johnny Rutherford,[21] finished four laps down (in ninth place), with the top five cars being the heavier 1963 Ford Galaxie 500’s. This “secret” engine was a unique design incorporating aspects of both the W-series and the mid-1965 introduced Mark IV,[19] referred to in sales literature as the “Turbo-Jet V8”.

Richard Keinath, the original MK. II and MK. IV design Engineer stated the MK III was a regular MK II design with a larger bore but Tonowanda didn’t want to cast a block with a bore that large. The Packard rumor was just that, a rumor.Dick Keinath interview in Alex Gabbards book FAST CHEVYS

Mark III [ edit ]
Packard’s V8-engine tooling and production rights were considered for purchase by Chevrolet. Project did not proceed.[22]
Mark IV [ edit ]
The Mark IV differed from the W-series engine in the placement of the valves and the shape of the combustion chambers. Gone was the chamber-in-block design of the W-series engine (which caused the power curve to drastically dip above 6500 rpm), and in its place was a more conventional wedge chamber in the cylinder head, which was now attached to a conventional 90 degree deck. The valves continued to use the displaced arrangement of the W-series engine, but were also inclined so that they would open away from the combustion chamber and cylinder walls, a design feature made possible by Chevrolet’s stud mounted rocker arms. This alteration in valve placement resulted in a significant improvement in volumetric efficiency at high RPM and a substantial increase in power output at racing speeds. Owing to the appearance of the compound angularity of the valves,[23] the automotive press dubbed the engine the “porcupine” design.

As part of the head redesign, the spark plugs were relocated so that they entered the combustion chamber at an angle relative to the cylinder centerline, rather than the straight-in relationship of the W-series engine. This too helped high RPM performance. Due to the new spark plug angle, the clearance provided by the distinctive scalloped valve covers of the W-series was no longer needed, and wide, rectangular covers were used.

In all forms (except the aluminum ZL-1), the “rat motor”, as it was later nicknamed (small-block engine being a “mouse motor”), was slightly heavier than the W-series model, with a dry weight of about 685 lb (311 kg). Aside from the new cylinder head design and the reversion to a conventional 90 degree cylinder head deck angle, the Mark IV shared many dimensional and mechanical design features with the W-series engine. The cylinder block, although more substantial in all respects, used the same cylinder bore pitch (bore spacing) of 4.84 in (123 mm) with a larger 2.75 in (70 mm) main bearing dimension, increased from the 2.5 in (63.5 mm) of the older engine (in fact, the shorter-stroke 348 and 409 crankshafts could be installed with the use of “spacer bearings” without modifying the crankshaft). Like its predecessor, the Mark IV used crowned pistons, which were castings for conventional models and impact extruded (forged), solid skirt types in high performance applications.

Also retained from the W-series design were the race-proven Moraine M400 aluminum bearings first used in the 409, as well as the highly efficient “side oiling” lubrication system, which assured maximum oil flow to the main and connecting rod bearings at all times. Later blocks intended for performance use had the main oil gallery moved up to the cam bearing bore area and provided “priority main” oiling, improving the oil system even further.

366 [ edit ]
The 366 cu in (6.0 L) Big Block V-8 gasoline engine was used in Chevrolet medium duty trucks, school buses and police sedans. It had a bore and a stroke of 3.935 in × 3.76 in (99.9 mm × 95.5 mm). This engine was made from the 1960s until 2004.The 366 used 4 rings on the pistons, as it was designed from the very beginning as a truck engine. The 366 was produced only as a tall-deck engine, with a deck 0.4 in (10 mm) taller than the 396, 402, and 454 short-deck Big Blocks.

396 and 402 [ edit ]
The 396 cu in (6.5 L) V8 was introduced in the 1965 Corvette as the L78 option and in the Z16 Chevelle as the L37 option. It had a bore x stroke of 4.094 in × 3.760 in (104 mm × 95.5 mm),[24][25] and produced 375 bhp (380 PS; 280 kW) at 5600 rpm and 415 lb⋅ft (563 N⋅m) of torque at 3600 rpm.[26] The solid lifter version was capable of being operated in the upper 6000 rpm range, and when installed in the 1965 Corvette, was factory-rated at 425 hp (317 kW).

Introduced in 1970, the 402 cu in (6.6 L) was a 396 cu in (6.5 L) bored out by 0.03 in (0.76 mm). Despite being 6 cubic inches (98 cc) larger, Chevrolet continued marketing it under the popular “396” label in the smaller cars while at the same time labeling it “Turbo-Jet 400” in the full-size cars.

Power rating(s) by year:

1965: 325 hp (242 kW)/375 hp (280 kW)/425 hp (317 kW)

1966: 325 hp (242 kW)/360 hp (268 kW)/375 hp (280 kW)

1967: 325 hp (242 kW)/350 hp (261 kW)/375 hp (280 kW)

1968: 325 hp (242 kW)/350 hp (261 kW)/375 hp (280 kW)

1969: 265 hp (198 kW)(2bbl)/325 hp (242 kW)/350 hp (261 kW)/375 hp (280 kW)

1970: 350 hp (261 kW)/375 hp (280 kW)

1971: 300 hp (224 kW) SAE gross; while SAE net was 260 hp (194 kW) for dual exhaust and 206 hp (154 kW) for single exhaust

1972: 240 hp (179 kW) SAE net for dual exhaust and 210 hp (157 kW) SAE net for single exhaust

Used in:

396 and 402 Production codes

396

L-34: produced 1966–9, 10.25:1 compression, Holley (Q-jet 1968–1969) carburetor, hydraulic lifters, oval port closed chamber heads, forged steel crankshaft, and two-bolt main caps. It produced 350 to 360 hp (261 to 268 kW). [27]
L-35: produced 1965–9, had 10.25:1 compression, Q-jet carburetor, forged steel (1965-1967) or nodular iron (1968-9) crankshaft, hydraulic lifters, oval port closed chamber heads, and two-bolt main caps. It produced 325 hp (242 kW). [27]
L-37: produced 1965 similar to L-78 except for having hydraulic lifters and slightly milder cam; 2-bolt main caps; designed specifically for the 1965 Z16 Chevelle

L-66: produced 1969, rare two-barrel carburetor, 9:1 compression, nodular iron crankshaft, hydraulic lifters, oval port closed chamber heads, and two-bolt main caps. It produced 265 hp (198 kW). [27]
L-78: produced 1965–9, had a Holley 800 cu ft/min (23 m3/min) carburetor, compression ratio 11:1, forged pop-top pistons, aluminium high-rise intake manifold, steel crankshaft, solid lifter cam (same as the L-72), rectangular (“square”) port closed chamber heads, and four-bolt main caps. It produced 375 bhp (280 kW) in mid-size cars, 425 bhp (317 kW) in Corvettes.[27]
402

LS-3: produced 1970–2, 10.25:1 (1970) or 8.5:1 (1971) compression, hydraulic lifters, nodular iron crankshaft, and two-bolt main caps. It produced 330 hp (246 kW) (1970), 300 hp (224 kW) (1971), 210 or 240 hp (157 or 179 kW) (1972 net horsepower, single or dual exhaust). [27]
L-34: produced 1970. Same as 396 cu in (6.5 L) L-34 from 1967 to 1969.

L-78: produced 1970. Same as 396 cu in (6.5 L) L-78 from 1966 to 1969.

427 [ edit ]
The highly successful and versatile 427 cu in (7.0 L) version of the Mark IV engine was introduced in 1966 as a production engine option for full-sized Chevrolets and Corvettes. The bore was increased to 4+1⁄4 in (108 mm), with power ratings varying widely depending on the application. There were smooth running versions with hydraulic lifters suitable for powering the family station wagon, as well as rough-idling, high-revving solid lifter models usually applied to a minimally equipped, plain-looking, two-door Biscayne sedan fitted with the 425 hp (317 kW) version of the 427 – (RPO L72).

Perhaps the ultimate 427 for street applications was the 435 bhp (441 PS; 324 kW) at 5800 rpm and 460 lb⋅ft (624 N⋅m) at 4000 rpm of torque L71 version available in 1967 to 1969 Corvettes, and in the Italian Iso Grifo. This engine was identical to the 425 hp (317 kW) L72 427 (first introduced in 1966), but was fitted with 3X2-barrel Holley carburetors,[28] known as “Tri-Power”, in lieu of the L72’s single 4-barrel carburetor. Both engines used the same high-lift, long-duration, high-overlap camshaft and large-port, cast-iron heads to maximize cylinder head airflow (and, hence, engine power) at elevated engine-operating speeds. Consequently, the engines offered very similar performance and resulted in a car whose performance was described by one automotive journalist as “the ultimate in sheer neck-snapping overkill”. Typical magazine road tests of the day yielded 0-60 mph (97 km/h) in 5.6 seconds and 1⁄4 mile (402 m) in 13.8 second at 104 mph (167 km/h) range for both the L72 and L71.[29][30]
In 2011, Super Chevy Magazine conducted a chassis dynamometer test of a well documented, production-line, stock but well-tuned L-72 “COPO” Camaro, and recorded a peak 287 hp (214 kW) at the rear wheels, demonstrating the substantial difference between 1960s-era SAE “gross” horsepower ratings and horsepower at the wheels on a chassis dynomometer. Wheel horsepower (which is obtained at the drive wheels and thus takes into account drivetrain power loss) does not equate to SAE net HP (which is horsepower at the flywheel, like SAE gross, but with all accessories included, unlike SAE gross).[31]
The RPO L89 was an L71 fitted with aluminum heads. While this option produced no power advantage, it did reduce engine (and hence, vehicle) weight by roughly 75 pounds (34 kg). This resulted in superior vehicle weight distribution for improved handling, although the difference in straight line performance was negligible.

ZL1 [ edit ]
The 1969 ZL1 version of the 427 engine was developed primarily for Can-Am racing, where it was very successful in cars like the McLaren M8B. The ZL1 specifications were nearly identical to the production L88 version of the 427, but featured an all-aluminum cylinder block, in addition to aluminum cylinder heads, which dropped the total engine weight into small-block territory (approx. 575 lb or 261 kg dressed).[citation needed] The first Corvette with the RPO ZL1 engine package was built in early December 1968 and featured aluminum closed chamber heads shared with the L88. Both L88 and ZL1 optioned cars continued to be built with closed chamber heads until approximately March 1969, when the open combustion chamber aluminum heads finally were in production and began being fitted to the L88 and ZL1 engines. The ZL1 engine also featured a lightweight aluminum water pump, a camshaft that was slightly “hotter” than the L88’s, and a specially tuned aluminum intake manifold. Like the L88, the ZL1 required 103 octane (RON) (minimum) fuel, used an unshrouded radiator, and had poor low-speed idle qualities – all of which made the two engines largely unsuitable for street use. (102 octane RON [Sunoco 260] represented the highest octane gasoline sold at common retail stations.)

As impressive as the ZL1 was in its day, actual engine dyno tests of a certified production line stock ZL1 revealed 376 hp (280 kW) SAE net with output swelling to 524 hp (391 kW) SAE gross with the help of optimal carb and ignition tuning, open long tube racing headers, and with no power-sapping engine accessories or air cleaner in place.[32] A second engine dyno test conducted on a second production line stock (but recently rebuilt and partially blueprinted) ZL1 revealed nearly identical figures for the various “gross” conditions.[33]
Period magazine tests of the ZL1 were quite rare due to the rarity of the engine itself. High-Performance Cars tested a production line stock, but well tuned, example and recorded a 13.1 second/110 mph (180 km/h) 1⁄4 mile (402 m), which correlates quite well with the previously referenced 376 hp (280 kW) SAE Net figure. Super Stock and Drag Racing Magazine recorded an 11.62 second/122.15 mph (196.58 km/h) 1⁄4 mile (402 m) in a ZL1 Camaro that was professionally tuned and driven by drag racing legend Dick Harrell, although that car was also equipped with open long-tube S&S equal-length headers, drag slicks, and minor suspension modifications. Using Patrick Hale’s Power/Speed formula, the 122.15 mph (196.58 km/h) trap speed indicated low 11-second ET (elapsed time) potential (e.g. with larger drag slicks) and suggested something on the order of 495 hp (369 kW), “as installed”, in that modified configuration. This large difference in power suggests that the OEM exhaust manifolds and exhaust system were highly restrictive in the ZL1 application, as was also the case with the similar L88.

The $4,718 cost of the ZL1 option doubled the price of the 1969 Corvette, but resulted in a car with exceptional performance for its day. Just two production Corvettes (factory option at dealer) and 69 Camaros (non-dealer option from factory – COPO 9560) were built with the ZL1.

Chevrolet capitalized on the versatility of the 427 design by producing a wide variety of high-performance, “over-the-counter” engine components as well as ready-to-race “replacement” engines in shipping crates. Some of the components were developed to enhance the engine’s reliability during high RPM operation, possibly justifying the use of the description “heavy duty.” However, most of these items were racing parts originally designed for Can-Am competition that found their way onto dealers’ shelves, and were meant to boost the engine’s power output.

Beginning in 1969, the highest performance 427 models were fitted with the new open (vs. closed) chamber cylinder heads, along with design improvements in crankshafts, connecting rods, and pistons, adopted from the Can-Am development program.

Chevrolet gave all 427 engines except the ZL1 a torque rating of 460 lb⋅ft (624 N⋅m).

427 performance specs [ edit ]
First

Year Last

Year Engine

Code Features Compression

ratio Factory

Gross Power

Rating 1966 1969 L36 4-barrel 10.25:1 390 hp (291 kW) 1966 1969 L72 4-barrel + solid-lifters, more aggressive cam and high flow cylinder heads 11.00:1 425 hp (317 kW)[a] 1967 1969 L68 L36 with 3×2-barrel carbs. 10.25:1 400 hp (298 kW) 1967 1969 L71 L72 with 3×2 barrel carbs. 11.00:1 435 hp (324 kW) 1967 1969 L89 L71 + aluminium heads; RPO L89 also applied to L78 “375 HP” 396 engine with aluminium head option. 11.00:1 435 hp (324 kW) 1967 1969 L88 Racing-spec cam, high-flow aluminium heads (casting #s varied by model year) and some upgraded, competition-grade parts 12.50:1[b] 430 hp (321 kW)[c] 1969 1969 ZL1 Aluminium block with open chamber “3946074” aluminium heads (the early Corvette RPO engine featured a closed chamber head); cam even “hotter” than L88’s; upgraded parts similar to L88’s 12.00:1 430 hp (321 kW)

Notes:

427 Production codes

LS-1: produced 1969, 10.25:1 compression, Q-jet carburetor, oval port closed chamber heads, hydraulic lifters, nodular iron crankshaft, and two-bolt main caps. It produced 335 hp (250 kW). [34]
L-36: produced 1966–9, had 10.25:1 compression, Holley or Q-jet carburetor, nodular iron crankshaft, hydraulic lifters, oval port closed chamber heads, and two-bolt main caps. It produced 385 hp (287 kW) in 1967–68 full-size cars, 390 hp (291 kW) in 1969 full-size cars and Corvettes (by exhaust system). [34]
L-68: produced 1967–9, had 10.25:1 compression, Tri-Power, nodular iron crankshaft, hydraulic lifters, aluminium oval port closed chamber heads, and two-bolt main caps. It produced 400 hp (298 kW), and was used in Corvettes.[34]
454 [ edit ]
454 in a 1970 Chevelle SS

For 1970, the Big-Block was expanded again, to 454 cu in (7.4 L), with a bore x stroke of 4+1⁄4 in × 4 in (108.0 mm × 101.6 mm). The 1970 Chevrolet Corvette LS5 version of this engine was factory-rated at 390 bhp (395 PS; 291 kW) and 500 lb⋅ft (678 N⋅m), and the LS6 engine equipped with a single 4-barrel 800 cu ft/min (23 m3/min) Holley carburetor was upgraded to 450 bhp (456 PS; 336 kW) at 5600 rpm and 500 lb⋅ft (678 N⋅m) at 3600 rpm of torque.[35][36]
It has been suggested[by whom?] that the LS6 was nominally substantially underrated, which was a common practice of American car makers;[citation needed] and that the engine actually produced well over 500 hp (373 kW) as delivered from the factory. Indeed, the AHRA ASA (Showroom Stock Automatic) Class record-holding Chevelle LS-6 for the 1970 racing season posted a best-of-season trap speed of 106.76 mph (172 km/h),[37] which suggests something on the order of 350 “as installed” (SAE Net) HP for a 3,900 pounds (1,769 kg) car-and-driver combination.[citation needed] Indeed, Super Chevy Magazine conducted a chassis dyno test of a well-documented, well tuned, but stock 1970 LS-6 Chevelle and recorded 283 peak HP at the wheels[31] – a figure that lines up quite well with the previously referenced 350 SAE Net HP figure.[citation needed]
An even more powerful version, producing 465 hp (347 kW) and 610 lb⋅ft (827 N⋅m), of the 454, then dubbed LS-7 (not to be confused with the modern, mid 2000s, 7-litre Chevrolet Corvette engine that powered the C6 Z06), was also developed. Several LS-7 intake manifolds were individually produced and sold to the general public by a few Chevrolet dealers as optional performance parts. The LS-7 was later offered as a crate engine from Chevrolet Performance with an officially rated power minimum of 500 hp (373 kW) gross.

In 1971, the LS-5 produced 365 hp (272 kW) and 550 lb⋅ft (746 N⋅m), and the LS-6 option came in at 425 hp (317 kW) and 575 lb⋅ft (780 N⋅m). In 1972, only the LS-5 remained, when SAE net power ratings and the move towards emission compliance resulted in a temporary output decline, due to lowered compression, to about 270 hp (201 kW) and 468 lb⋅ft (635 N⋅m). The 1973 LS-4 produced 275 hp (205 kW) and 468 lb⋅ft (635 N⋅m), with 5 hp (4 kW) and 10 lb⋅ft (14 N⋅m) gone the following year. Hardened valve seats further increased reliability and helped allow these engines to last much longer than the earlier versions, even without the protection previously provided by leaded fuel. 1974 was the last year of the 454 in the Corvette, although the Chevelle offered it in the first half of the 1975 model year. It was also available in the full size Impala/Caprice through model year 1976.

L19 [ edit ]
General Motors introduced EFI in 1987, which was found on GM C1500 SS, C/K2500 and C/K3500 trucks. The 454 EFI version was rated from 230 hp (172 kW) to 255 hp (190 kW) and from 385 lb⋅ft (522 N⋅m) to 405 lb⋅ft (549 N⋅m) of torque. The 1991 through 1993 455SS made 255 HP at 4000 TPM and 405 TQ at 2400 RPM thanks to dual 2.5″ catalytic converters. All other versions, including the 1990 SS, made 230 HP at 3600 RPM and 385 TQ at 1600 RPM through a single 3″ catalytic converter. Easily verified through GM Heritage Center website.

1987-1990 Chevrolet C/K

1987 GMC Suncrest

Commercial applications [ edit ]
Mark IV engines saw extensive application in Chevrolet and GMC medium duty trucks, as well as in Blue Bird Corporation’s All American and TC/2000 transit buses (the latter up until 1995, using a 427 with purpose-built carburetor). In addition to the 427, a 366 cu in (6.0 L) version was produced for the commercial market. Both the 366 and 427 commercial versions were built with a raised-deck, four-bolt main bearing cap cylinder to accommodate an extra oil control ring on the pistons. Unfortunately, the raised deck design complicated the use of the block in racing applications, as standard intake manifolds required spacers for proper fit. Distributors with adjustable collars that allowed adjustments to the length of the distributor shaft also had to be used with 366 and 427 truck blocks.

Mark IV engines also found themselves widely used in power boats. Many of these engines were ordinary Chevrolet production models that were fitted with the necessary accessories and drive system to adapt them to marine propulsion. Mercury Marine, in particular, was a major user of the Mark IV in marine drives, and relabeled the engines with their corporate logo.

Generation V [ edit ]
For 1991 General Motors made significant changes to the Big-Block resulting in the Generation V. The block received a one-piece rear seal and all blocks received 4-bolt mains. Additionally the main oil galley was moved from near the oil pan to near the camshaft. Also the valvetrain became non-adjustable and the provisions for a mechanical fuel pump were eliminated. Cast aluminium rocker covers were fitted in place of stamped steel covers, featuring a screw-in filler cap.[38] Structural changes were carried out to the cylinder case to improve the integrity of the bores and the inlet manifold was changed to a single-piece design.[39]
The 366 cu in (6.0 L) truck engine also received the Mark V updates for 1991.[39]
L19 [ edit ]
From 1991 the 454 was updated to the new Gen V block, crankshaft and heads. This engine was rated at 230 net hp, 380 ft lbs net torque, and was discontinued after 1995, GM coming out with the Vortec 7400 in 1996.

502 [ edit ]
The Chevrolet 502 V8

The 502—with a 501.28 cu in (8.2 L) total displacement—had a bore and stroke of 4.466 in × 4 in (113.4 mm × 101.6 mm) and a cast iron 4-bolt main block. GM offered it in their Performance Parts catalog, available as multiple crate motors with horsepower ratings from 338 to 600 hp (252 to 447 kW) and torque of 470 to 567 lb⋅ft (637 to 769 N⋅m) in “Base” and “Deluxe” packages.[40] The “Ram Jet 502”,[41] the 496 hp (370 kW) / 565 lb⋅ft (766 N⋅m) crate motor, was offered with fuel injection, and came as a turn key setup which included all the wiring and electronics needed to operate in any vehicle. It was also used in marine applications.

ZZ572 [ edit ]
General Motors began offering a newly developed 572 cu in (9.4 L) in 1998[42] to the aftermarket via its GM Performance Parts division. This engine has a bore and a stroke of 4.56 in × 4+3⁄8 in (115.8 mm × 111.1 mm). This is a 620 hp (462 kW) and 650 lb⋅ft (881 N⋅m) version, designated ZZ572/620 Deluxe, capable of running on 92 octane pump gasoline for street applications.[43] Another version of the same engine is available as a high compression variant, codenamed ZZ572/720R Deluxe, generating a minimum of 720 hp (537 kW) on high-octane, i.e., race-gas.[44] The 572 is officially offered by Chevrolet for the 2022 model year COPO Camaro.[45][46][47]
ZZ632 [ edit ]
In 2021, Chevrolet Performance presented the largest and most powerful crate engine in the brand’s history — the ZZ632/1000 crate engine. It’s a naturally-aspirated, 632 cu in (10.4 L) V-8; producing 1,004 hp (749 kW) and 876 lb⋅ft (1,188 N⋅m) of torque.[48] The motor itself weighs 680 lb (310 kg).[49]
According to Russ O’Blenes, the GM director of the Performance and Racing Propulsion Team; “This is the biggest, baddest crate engine we’ve ever built. The ZZ632 sits at the top of our unparalleled crate engine lineup as the king of performance. It delivers incredible power, and it does it on pump gas.”[50]
The Big Block V-8 reaches peak power at 6,600 rpm, and revs to a recommended maximum of 7,000 rpm. Fuel is delivered through eight-port injectors, with the engine breathing through CNC-machined high-flow aluminum cylinder heads featuring symmetrical ports. While Big Blocks have usually been designed with variations in port shape from cylinder to cylinder, all eight intake ports of the ZZ632 have the same volume, length, and layout. Furthermore, all of the ZZ632’s exhaust ports are identical. This arrangement guarantees all individual cylinders produce similar power.[51]
These RS-X Symmetrical Port cylinder heads are named for powertrain engineer Ron Sperry, who designed them as one of his final accomplishments in more than 50 years working on General Motors performance and racing engines. Sperry also introduced symmetrical ports to Chevy’s iconic Small Block V-8, with the Gen III LS1 engine that debuted in the 1997 Chevrolet Corvette.

The ZZ632’s iron block shares a mold with Chevrolet Performance’s ZZ572 crate engines, but the castings are machined to accommodate the huge 632 cubic-inch displacement. The bore grows by 0.040 in (1.0 mm), compared to the 572-cubic-inch V-8s, with most of the displacement gain coming from a stroke that’s 0.375 in (9.5 mm) longer. To provide clearance for that long-stroke, engineers modified both the block and the connecting rods. Four-bolt main caps and a forged rotating assembly assure strength and durability. During development, a single-engine endured more than 200 simulated drag strip passes on a dynamometer.

The ZZ632/1000 crate engine is slated to be on display at the 2021 SEMA Show in Las Vegas, November 2–5. Chevrolet Performance dealers will begin deliveries in early 2022.[52]
Generation VI [ edit ]
Vortec 7400 (L29) [ edit ]
The Vortec 7400 L29 7.4 L (454 cu in) V8 was a truck version of the Chevrolet Big-Block engine. Introduced in 1996, it was produced for five years, until replaced by the Vortec 8100. Although introduced as the Vortec 7400 in 1996, it was basically a 454 Big-Block with a hydraulic roller cam, parts more suitable for use in light duty trucks, and more advanced technology. The engine had MPFI (multi-port fuel injection), which gave slightly more power and better fuel economy, and 2 valves per cylinder. The engine had a bore and stroke of 4+1⁄4 in × 4 in (108.0 mm × 101.6 mm), producing 290 hp (216 kW) at 4000 rpm and 410 lb⋅ft (556 N⋅m) at 3200 rpm.

L29 Applications:

Vortec 7400 (L21) [ edit ]
The Vortec 7400 L21 was a commercial version of the Chevrolet Big-Block engine used in the medium duty truck platform. Its design shared much with the L29 454, but with the addition of forged pistons and crankshaft, and coil near plug ignition. It had slightly reduced power compared to the L29 454 and used a different PCM. The L21 was paired with the early 4 speed Allison automatic transmission or manual transmission, depending on the application.

L21 Applications:

1998–2001 Chevrolet Kodiak/GMC TopKick/Isuzu H-Series 4500 5500

1998–2001 Kodiak/Topkick

1998–2001 P12 HD Motorhome Chassis. The Workhorse W-20 is a clone of the P12 Chassis.

Generation VII [ edit ]
Vortec 8100 (L18) [ edit ]
The Vortec 8100 L18 is a big-block V8 engine primarily used as a truck engine. It was a redesigned Chevrolet big-block engine and was introduced with the 2001 full-size pickup trucks. It is an all-iron engine (block and heads) with two valves per cylinder. It retained the same bore diameter as the old 7.4 L (454 cu in) big-blocks, but the stroke was upped by 9.4 mm (0.37 in) to reach 495.95 cu in (8.1 L), for a total bore and stroke of 4+1⁄4 in × 4.37 in (107.95 mm × 111.00 mm). Power output ranged from 210 to 340 hp (157 to 254 kW), and torque from 325 to 455 lb⋅ft (441 to 617 N⋅m).[53][54][55][56][57][58]
Other important differences between the Vortec 8100 and older big-blocks include a changed firing order. The firing order of older big-block engines is 1-8-4-3-6-5-7-2[59] while Vortec 8100’s firing order is 1-8-7-2-6-5-4-3. Other upgrades of Vortec 8100 include a new 18-bolt head bolt pattern, longer connecting rods, different symmetrical intake ports, different oil pan rails, and the use of metric threads throughout the engine. The fuel-injection system for the Vortec 8100 is nearly identical to that used on Gen III small block engines, right down to the fuel and spark tables in the ECU.[60]
Vortec 8100s were built at GM’s Tonawanda Engine plant while the engine block and cylinder head were cast at Saginaw Metal Casting Operations. The last L18 was manufactured in December 2009.

L18 Applications:

GM sold the Vortec 8100 to Workhorse (now a division of Navistar), making it one of the most popular engine choices in gas powered Class A motorhomes during the first decade of this century. GM stopped installing big-block V8s in the Silverado HD trucks when the GMT-800 series was discontinued in 2007.

Aftermarket [ edit ]
Many custom engine builders across the United States, as well as a large variety of aftermarket components manufactured for the Big Block family, make it possible to build a complete Big Block engine that contains no Chevrolet components. Blocks made of both iron and aluminium alloys, for many different purposes—e.g. street-use, racing, etc.—are available in stock or modified configurations, as well as with increased deck height to allow for a longer stroke or more favorable rod length ratios, depending on intent, providing the ability to make engines with capacities of 632-cubic-inch (10.4 L),[62] 798-cubic-inch (13.1 L),[63] and as large as 1,005.8-cubic-inch (16.5 L).[64]
See also [ edit ]
From the 1950s through the 1970s, each GM division had its own V8 engine family. Many were shared with other divisions, but each design is most closely associated with its own division:

GM later standardized on the later generations of the Chevrolet design:

Competitors’ equivalent offerings:

^ Chevrolet actually advertised this engine as 450 hp (336 kW) for a short period of time. There is speculation over whether this engine actually put out 450 hp (336 kW) gross, or if this was a marketing oversight that was later corrected. ^ L88 had a 12.5:1 compression ratio with closed chamber heads except during the last half of 1969, when it had open chambered heads that yielded 12.0:1 ^ L88 was rated for 430 hp (321 kW) at 5200 rpm. With stock exhaust manifolds and operation in the 6,800 rpm range, it was generally accepted that the engine was capable of producing in excess of 500 hp (373 kW) gross with free-flowing (open) long tube headers.

Citations [ edit ]
Further reading [ edit ]

Chevy 427-cid V-8 Engine

” ” For 1967, the big-block Mark IV was bored out to 427 cid. Thus is the 390 horse version; 452 bhp was also available. Publications International, Ltd.

For 1966, the 396 was superseded by the 427, which had the same stroke but was bored out to 4.251 inches. It became more widely available for the Corvette and full-size Chevrolet in 1967. There were 390- and 425-bhp versions, the latter having enlarged valves, 11.01:1 compression and solid lifters.

During 1967, Chevrolet brought out its L-88 option for the 427. This included aluminum cylinder heads with enlarged ports, hotter crankshaft, and bigger carburetor. The aluminum heads reduced engine weight from 687 pounds to near the 327’s 575 pounds. Equipped with a big four-barrel Holley, solid lifters, and 11.25:1 compression ratio, the L-88 was rated at a mighty 450 bhp. In the Chevelle SS, it could deliver standing-start quarter-mile times of under 15 seconds at terminal velocities of around 100 mph. That was too close to run the Ram-Air 400 GTO for Pontiac’s comfort, and its performance fiends soon began stuffing a 455 V-8 into that car. Chevrolet would also go the route of adding extra inches in short order.

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Not that the technical brains weren’t trying to pump more power out of the smaller engines. As early as 1961, Corvette wizard Zora Arkus-Duntov had tested a 327 with overhead cams and three valves per cylinder. And that wasn’t all: there was a 427 V-8 on test in 1967 with one overhead camshaft per bank and electronic fuel injection. Duntov told Hot Rod magazine in 1967: “We’ve seen well over 600 horsepower out of some of our big-block experimentation.”

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