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Chevrolet Small-Block engine[/align][align=center]
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Chevrolet Small-Block V8 engine

Manufacturer:
General Motors

Production:
1955–2002

Successors:
GM LT engine, GM LS engine

Type:
small-blockV8

265

Production:
1954–1956

Displacement:
265in³ (4.3L)

Power:
162–240hp (121–179kW)

Bore and Stroke:
3.750" x 3.00"

283

Production:
1957–1967

Displacement:
283in³ (4.6L)

Power:
220–315hp (164–235kW)

Bore and Stroke:
3.875" x 3.00"

307

Production:
1968–1973

Displacement:
307in³ (5.0L)

Power:
115–200hp (86–149kW)

Bore and Stroke:
3.875" x 3.25"

327

Production:
1962–1969

Displacement:
327in³ (5.4L)

Power:
250–375hp (186–268kW)

Bore and Stroke:
4.000" x 3.25"

302

Production:
1967–1969

Displacement:
302in³ (4.9L)

Power:
290hp (216kW)

Bore and Stroke:
4.000" x 3.00"

400

Production:
1970–1979

Displacement:
400in³ (6.6L)

Power:
150-265hp (112-197kW)

Bore and Stroke:
4.125" x 3.75"

262

Production:
1975–1976

Displacement:
262in³ (4.3L)

Power:
110hp (82kW)

Bore and Stroke:
3.670" x 3.10"

305

Production:
1976–1992

Displacement:
305in³ (5.0L)

Power:
130–250hp (97–186kW)

Bore and Stroke:
3.736" x 3.48"

350

Production:
1968–[URL=h

 

[align=center]"Big block"[/align][align=center]is the term used to describe the large displacement V8 engines that were developed in the USA during the 1950's and 1960's. As American automobiles grew in size and weight following the Second World War the engines powering them had to keep pace. Chevrolet had introduced their popular small block V8 in 1955 but needed something larger to power their medium duty trucks and the heavier cars that were on the drawing board. The decision was made by Chevrolet to develop an all-new design for large-displacement use. This engine family had tw[/align][align=center][:-][/align][align=center]http://en.wikipedia.org/wiki/Chevrolet_Big-Block_engine[/align]

 

[align=center][/align][align=center][/align][align=center]GM currently uses certain terminology to refer to groups of engines, but this terminology does not necessarily isolate families, (e.g. not all of the Vortec engines share common ancestry.)[/align][align=center]In North America, GM uses universal three-character alphanumericRPO codes to refer to a specific car option, including engine model. Even with 55 thousand distinct codes possible, many of these have been reused over the years, and new RPO codes are sometimes used for very similar engines, however.[/align][align=center]GM LAAM (Latin America, Africa and Mid-East) and GM Europe uses four- to six-character SKU codes, such as CN22E, to represent family, displacement and engine features.[/align][align=center]Unlike Chrysler and Ford, each GM division had its own line of engines until the 1970s. For this reason, making sense of GM engines can be difficult. For example, Buick, Chevrolet, Oldsmobile, and Pontiac each had a different 350in³ V8 design.[/align][align=center][:-][/align][align=center]1 Diesel
2 Straight-3
3 Straight-4
4 Straight-5
5 Straight-6
6 Flat-6
7 V6
8 Straight-8
9 V8
10 V12
11 V16
12 See also[/align][align=center][/align][align=center][:-]Click below link [:-][/align][align=center]http://en.wikipedia.org/wiki/List_of_GM_engines[/align]
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[align=center]GM Diesel in Monte Carlo[/align][align=center][:-][/align][align=center]The 1982 Monte Carlo only received slight revisions. The Monte Carlo turbo model and the turbocharged 231 in³ V6 were discontinued, while all of the other engines carried over from the previous year. A 262 in³ V6 and an Oldsmobile 350 in³ V8, both diesel engines were offered brand new for this year. Mid size vehicles were now designated A-body cars, due to the introduction of GM's new mid-size platform and caused chassis designations to be shuffled up. Vehicles that were formerly A-bodies were now classified as G-bodies. For 1982, a black exterior was not available[/align][align=center][/align][align=center]GM Diesel
In the face of the 1970s 'gas crisis', GM turned to Diesel power for economic benefit, directing the Oldsmobile division to develop a V6 and two V8 engines, to be shared with all divisions.
These Diesel engines were designed to fit into the engine bays of gasoline powered automobiles, but despite popular belief, they were not "converted" gasoline engines. Oldsmobile's diesel engines, the 5.7L LF9 and 4.3L LF7 V8s and 4.3L LT6/LT7/LS2 V6, were notoriously unreliable, particularly in the earliest versions, though reliability had improved by the early 1980s with the advent of the DX block, along with better fuel filtering and water separators. By the early 80s,the 5.7L diesel was a fairly reliable engine with the introduction of the rollerized camshaft/roller lifter combination and had many improved enhancements that the late 70's 5.7L diesel engines did not have. Many of the reliability issues these engines developed were a combination of faults not just related to design. Many of these engines suffered major malfunctions from poor quality fuel, mechanics not properly trained in diesel repair, and even improper owner service and maintenance. Although over one million were sold between 1978 and 1985, the failure rate of GM's engines ruined the reputation of Diesel engines not just built by GM, but overall in the United States market. Eventually, a class action lawsuit resulted in an arbitration system under the supervision of the Federal Trade Commission where consumers could claim 80% of the original cost of the engine in the event of a failure.
The Oldsmobile 5.7 liter engines experienced a wide gamut of malfunctions. One of the common failures was with crankshaft bearings. This was frequently attributed to owners and maintainers running the engines on SG rated oil (intended for gasoline engines), versus CD oil (intended for Diesel engines). This prompted GM to introduce the DX block which then allowed extended oil change intervals to 5,000miles (8,000km). D block engines required frequent oil change intervals becaus