Generation 1
The first big-block V8 family from Chevrolet was introduced in 1958 and produced through 1965. It was used in Chevrolet cars and trucks.
All first-generation engines used cast iron engine blocks and two-bolt main bearing caps. One change between the 348 and 409/427 was the location of the dipstick: It is on the driver's side on the former and opposite on the latter. The cylinder heads are all similar, apart from the larger valves used on the larger engines.
348
The first big-block, by GM's reckoning, was the 1958 "Turbo-Thrust" 348 in³ (5.7 L) used in full-size Chevrolet trucks. Bore was 4.125 in (104.8 mm) and stroke was 3.25 in (82.5 mm). This engine was replaced by the 409 as Chevrolet's top engine in 1961 and went out of production for cars at the end of that year. It was produced through 1965 in large Chevrolet trucks.
The base Turbo-Thrust, with a four-barrel carburetor, 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" upped the output to 305 hp (227 kW) with a single large four-barrel. Mechanical lifters and the Tri-Power carb brought the "Special Super Turbo-Thrust" up to 315 hp (235 kW). For 1959, high-output versions of the top two engines were produced with 320 hp (239 kW) and 335 hp (250 kW) respectively. Even higher-output versions appeared the next year, at 340 hp (253 kW) and 350 hp (261 kW).
Versions:
First
Year |
Last
Year |
Model Name |
Features |
Power |
| 1958 |
1961 |
Turbo-Thrust |
4 barrel |
250 hp (186 kW) |
| 1958 |
1961 |
Super Turbo-Thrust |
"Tri-Power" 3x2 barrel |
280 hp (209 kW) |
| 1958 |
1961 |
Special Turbo-Thrust |
4 barrel |
305 hp (227 kW) |
| 1958 |
1960 |
Special Super Turbo-Thrust |
"Tri-Power" 3x2 barrel |
315 hp (235 kW) |
| 1959 |
1960 |
Special Turbo-Thrust |
4 barrel |
320 hp (239 kW) |
| 1959 |
1961 |
Special Super Turbo-Thrust |
"Tri-Power" 3x2 barrel |
335 hp (250 kW) |
| 1960 |
1961 |
Special Turbo-Thrust |
4 barrel |
340 hp (253 kW) |
| 1960 |
1961 |
Special Super Turbo-Thrust |
"Tri-Power" 3x2 barrel |
350 hp (261 kW) |
409
The company later produced 409 in³ and 366 in³ variants before settling on the 427 in³ also used in cars. The 409 was Chevrolet's top engine in 1961 and 1962, with a choice of single- or dual-four-barrel carburetors. Output reached 409 hp (305 kW), one hp per cubic inch, in 1962. The "Tri-Power" was never offered on the 409.
Bore and stroke were both up from the 348 at 4.312 in (109.5 mm) by 3.65 in (92.7 mm). The engine was produced through 1965.
Versions:
First
Year |
Last
Year |
Model Name |
Features |
Power |
| 1961 |
1961 |
|
4 barrel |
360 hp (269 kW) |
| 1962 |
1962 |
|
4 barrel |
380 hp (283 kW) |
| 1962 |
1962 |
|
2x4 barrel |
409 hp (305 kW) |
Z11 427
A special Z11 427 in³ (7.0 L) version of the 409 was used in the 1963 Chevrolet Impala Sports Coupe. Unlike the later 427, it was a basic W-Series 409 engine but with a longer 3.65 in (92.7 mm) stroke. An aluminum intake manifold and dual Carter AFB carbs fed a 13.5:1 compression ratio to produce 430 hp (321 kW) and 435 ft.lbf (590 Nm). Just 57 Z11s were produced.
Generation 2
Development of the automobile big-block started with the Mystery Motor used in Chevrolet's 1963 Daytona 500 stock cars. The secret motor was released in 1965 as the Mark IV, and it was the dual-plane placement of the valves that was the key to its performance. The new "big-block" was used by Chevrolet and GMC trucks. Production of this generation of engines ended in 1976.
396
The 396 in³ (6.5 L) V8 was introduced in the 1965 Corvette as the L78 option. It had larger bore and stroke at 4.094 in by 3.76 in (104 mm by 96 mm) than any previous small-block and produced an amazing 425 hp (317 kW) and 415 ft.lbf (563 Nm).
402
The 402 was simply a 396 bored out by .030 in (0.8 mm).
427
The huge 427 in³ (7 L) V8 was introduced in 1966 on the Corvette. Bore was up to 4.25 in, and the power ratings were said to be conservative. The hydraulic-lifter L30 (L36 in 1968) option was rated at 390 hp and 460 ft.lbf (624 Nm), while the solid-lifter L72 pushed out 425 hp (317 kW) and 460 ft.lbf (624 Nm). The 1967 L89 (1968 L71) increased this to 435 hp (324 kW) and 460 ft.lbf (624 Nm), while the L88 from the same years produced 560 hp (418 kW).
The 1969 ZL1 is one of the best-remembered big-blocks. Putting out 430 hp (321 kW) and 450 ft.lbf (610 Nm) from a special camshaft and tuned Holley carb in an aluminum intake, it was a $2000 option! But the all-aluminum engine block weighed just 98 lbs, less than half the weight of a similar iron block. Just two production Corvettes were made with this option, making it one of the rarest.
The 427 was also used in GM full-size trucks.
454
The big-block was expanded again for 1970 to 454 in³ (7.4 L) with a 4.251 in (108 mm) bore and 4 in (102 mm) stroke. The 1970 Corvette LS5 engine produced 390 hp (291 kW) and 500 ft.lbf (678 Nm). There was a one-off LS7 which was tuned for performance, with 465 hp (347 kW) and "just" 490 ft.lbf (664 Nm). But included was the king of muscle car engines, the LS6 454. This engine produced 450 hp (336 kW), but replacing the headers could bring it up to 500 hp (373 kW).
Power began falling off after 1970, with the 1971 LS5 producing 365 hp (272 kW) and 465 ft.lbf (630 Nm), and the new LS6 option coming in at 425 hp (317 kW) and 475 ft.lbf (644 Nm). Only the LS5 remained in 1972, now at just 270 hp (201 kW) and 390 ft.lbf (529 Nm). The 1973 LS4 was at 275 hp (205 kW) and 390 ft.lbf (529 Nm), with 5 hp (4 kW) and 10 ft.lbf (14 Nm) gone the next year. 1974 was the last year of the 454 in the Corvette.
GM continued to use the 7.4 L 454 in their truck line, introducing a new Vortec 7400 version in 1991.
8100
The Vortec 8100 (RPO L18) is a V8 truck engine. It is a redesigned Chevrolet Big-Block engine and was introduced with the 2001 full-size pickup trucks. It retains the same bore centers as the old 7.4 L big-blocks, but stroke was upped by 9.4 mm to reach 8.1 L (8128 cc) for a total of 107.95 mm bore and 111 mm stroke. It is an all-iron engine (block and heads) with two valves per cylinder. Power output ranges from 225 hp to 340 hp (168 kW to 254 kW) and torque from 350 ft.lbf to 455 ft.lbf (475 Nm to 617 Nm). Vortec 8100s are built in Tonawanda, New York.
L18 Applications:
Tech Briefs
GM's new Vortec 8100
GM's new 8.1-L Vortec 8100 V8 engine makes its debut this fall on the 2001 Chevrolet Silverado and GMC Sierra 2500HD/3500-series heavy-duty pickup trucks. |
General Motors' new Vortec 8100 V8 gasoline engine will be powering both trucks and boats in 2001. On land, GM believes the Vortec 8100 will be the new industry standard for gasoline engines in the heavy-duty pickup truck market. In water, two versions of the engine will be available to several marine OEMs.
"GM has a proud history of V8 engine leadership, dating to 1915 with the first U.S. mass-produced V8," said Arv Mueller, Group Vice President of GM Powertrain. "By developing a flexible V8 engine architecture such as the Vortec 8100, we are able to meet a broad spectrum of customer requirements including performance, fuel efficiency, and overall comfort, whether for trucks or boats. Few companies can claim the ability of having versions of the same engine powering a boat, and the pickup truck towing the boat."
The 8.1-L V8 engine will make its debut in the 2001 Chevrolet Silverado and GMC Sierra 2500HD/3500 series heavy-duty pickup trucks this fall. It offers 261 kW (340 hp) at 4200 rpm and 617 N•m (455 lb•ft) of torque at 3200 rpm, improving the tow/haul capabilities of those vehicles. The engine can be mated to an all-new Series 1000 Allison 5-speed automatic transmission or to a new standard ZF 6-speed manual transmission. For its marine application, the Vortec 8100 will be available in two versions—a standard 280 kW (375 hp) and an optional 310-kW (415-hp) high-performance offering.
GM Powertrain engineers used the Vortec 7400 as a basis for creating the Vortec 8100 and focused on only those improvements that the company believed would provide real customer benefits. As an example, while the Vortec 7400's same general envelope size was maintained, engineers were still able to increase power and performance. The larger displacement comes from the longer stroke of 11 cm (4.37 in) used in the 8.1-L. The same bore size was maintained. A 50% increase in ignition energy, a reduction of emissions, and an improved idle quality are advantages obtained from the coil-near-plug ignition system.
Internally balancing the crankshaft led to a reduction in its stress by removing the counterweight from the flywheel. There's a new firing order that provides an additional 7% decrease in crankshaft stress. The cylinder heads have been redesigned to create replicated ports for the combustion chamber. This common-style porting and porting length minimizes the variation in torque from one cylinder to the next, producing a much smoother operating and cleaner engine.
Even-length runners in the intake manifold are used for each cylinder to create a more even combustion and greater efficiency in the combustion process. The fuel-rail system is part of the manifold itself, creating an integrated air/fuel module. The throttle body now sits front and center on the intake manifold, where it can distribute the air more efficiently and can also enhance engine package ergonomics. The technological envelope of the engine's piston and ring design was expanded to provide improved power, performance, reliability, and durability, as well as package-efficient size. The new pistons have a much shorter combustion height and a tighter ring pack than those in many other engines.
The engine uses cast stainless steel exhaust manifolds, a first for GM 3/4-ton and 1-ton truck engines. This material withstands higher temperatures better than cast iron exhaust manifolds and is more durable. Cooling system enhancements include quick connections that replace compression fittings throughout the engine/transmission oil cooling system, for enhanced durability and easier assembly. Radiator hose ends are specially formed and provide tighter, more reliable and durable fits. Special beads on the hose inlets and outlets also ensure tight fits.
GM engines are designed from the beginning to meet both the vehicle and marine customer's requirements. Some of the specially designed marine features for the Vortec 8100 include the water pump, camshaft, cast-aluminum oil pan with baffle, marine external water crossover (no water in intake manifold), and a coating of the cast-aluminum oil pan to accept marine paint.
Because about 25% of GM's larger engines are typically sold for marine use, much of the testing on the Vortec 8100 was done using the marine market's more severe-duty parameters. In one particular test, called the "Marine Dock," an engine is run at virtually wide-open throttle for 300 hours straight (60-minute cycle—55 minutes wide-open-throttle/5 minutes idle). According to GM, this testing is more severe than standard durability testing used for truck applications.
Jean L. Broge