Your email address will not be published. Your Website. Save my name, email, and website in this browser for the next time I comment. This site uses Akismet to reduce spam. Learn how your comment data is processed. Summit Racing Equipment. Here are a few more reasons L98 made the cut: Lineage: The first Gen I appeared in the Chevrolet Camaro and became the most widely used small block of all time. The L98 was an important part of this legendary family, bridging the gap between the old-school, carbureted Gen I engines and the modern fuel-injected LT and LS engines.
However, it did get things going back in the right direction following the performance-adverse s and early 80s. At horsepower, the original L98 offered a significant power jump over the previous engines of the day. Later changes to the engine pushed horsepower up to These computer-controlled engines delivered more precise control of fuel and spark, yielding better fuel mileage and crisp throttle response in the process.
Learn how your comment data is processed. Summit Racing Equipment. The engine specs and information listed here is for a stock L98 engine. Bore Dia. Stroke 3. Deck Height 9. Bore Spacing 4. Cam Housing Bore Dia. Connecting Rod Housing Bore 2. Crankshaft Rod Journal 2. Reluctor Wheel 58x. Exhaust Valve Diameter 1. Pushrod Length 7. Author: OnAllCylinders Staff.
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The connecting rod was also specific being 5. The was made in 4-bolt main journal from to and in 2-bolt main journal from to The can have either 2 or 3 freeze-plugs per side though all blocks have the provisions for a 3rd freeze-plug on each side. The engine was available in midsize A-Body and full-size B-Body passenger cars until the end of the model year. Early models produced hp kW with a two-barrel carburetor. All s came with a two-barrel carburetor until A four-barrel carburetor option became available in It was also used for the limited production Avanti for a few years in the s.
The — was a Bore and stroke were 3. The was replaced by the for the model year. This was Chevrolet's second 4. Designed and built during the era of the gas embargo , CAFE mandates, and tighter emissions, this engine family was designed to become Chevrolet's cost-effective, all-purpose "economy V8" engine line.
Introduced in models, it had a displacement of cu in 5. It was intended to fill the gap where the venerable and had been. This new engine family would provide better gas economy than the , share its basic architecture and many parts with the thus reducing production costs , and provide customers with more horsepower and torque than Chevrolet's s-era inline 6 and V6 engines.
During the early s, when GM was streamlining their engine lineups, the Chevrolet would rise to prominence as General Motors' "corporate" engine, signified by being the standard and often only V8 in many GM vehicles. Through much of the 80's, the became General Motors' most common V8, followed closely by Oldsmobile's Crankshafts used with the had the same casting number as the with one discernible difference - the crank is lighter in weight to compensate for engine balancing.
As a result, the counterweights are smaller, which makes it unsuitable for use in a where metal would have to be welded back on. The medium journal , like its big-brother , would be further developed in the s, although with a reduced 3 in The Chevrolet is a reliable, fuel efficient V8, easily capable of , miles, if maintained. From onward into the early s, these engines were prone to wearing out their camshaft lobes prematurely due to a combination of improper manufacturing and poor quality controls a result of GM cost-cutting measures.
The is sometimes dismissed in performance circles because of its lackluster performance, small bore size, and difficulty flowing large volumes of air at high RPM. However, two variants of the to were notable performers: the to L69 High Output 5. After , its usage was limited to light trucks and SUVs until the model year while vans and commercial vehicles continued until The was sold as a crate motor under the Mr. Goodwrench brand as a replacement motor and as a boat engine for Mercury Marine until late when it was discontinued.
The first iteration of the , the LG3 was introduced in This variant used a Rochester 2GC carburetor from to This change also resulted in a drop in power to hp 97 kW and hp 93 kW for California emissions cars. All years had an 8. It was discontinued in Introduced in , the LG4 was essentially an LG3 with the addition of a 4-bbl carburetor and larger valves.
The engine saw a series of gradual improvements, increasing reliability, mpg, and power output through its production run. In the ignition system, CCC was fully responsible for the timing curve; mechanical and vacuum advances were eliminated from the distributor. The more precise spark timing provided by the CCC made possible a series of increases in compression ratio from a pre-CCC 8.
In , Chevrolet replaced the cast-iron intake with an aluminum version and used either "" or "" heads with 1. For , the 4-valve-relief, flat top pistons from the L69 were added to the LG4, which resulted in another increase in compression. Also added was a knock sensor to allow the "CCC" engine management system to compensate for the increase in compression and a more aggressive spark-timing map in the ECM.
As a result, power increased for the models to hp kW from the hp kW rating in For , Chevrolet changed over to a one-piece rear main seal engine block design to minimize leaks and warranty claims; however, some early blocks retained a two-piece rear main seal. For , Chevrolet once again made some revisions to increase overall reliability, many of them borrowed from the TBI L03 , which was to replace the LG4.
The coil-in-cap HEI distributor was retired, and an all-new electronic distributor design was used. The intake manifold to head bolt pattern was redesigned to improve gasket integrity - four of the center intake manifold bolts were drilled at 72 degrees instead of 90 degrees for the cast iron cylinder heads. Changes to the valve covers were also made. Ribbing was added to the top of the valve covers to increase surface area, acting as a heat sink. To improve intake gasket sealing, the mounting bolts were relocated to the valve cover centerline, placing all sealing pressure evenly upon the mounting flange perimeter.
Thus, these became known as centerbolt valve covers, first introduced in on the LB4 4. Some early engines have lifter retainer provisions, but use the older, non-roller camshaft. Unlike, the original '69 version, Chevrolet did not place it in the trunk for owners to install. Fuel was supplied by the two TBI units, set diagonally apart from each other, atop the unique, aluminum intake manifold. Unfortunately, the system was placed atop the basic LG4 and lacked any significant performance capability.
A cubic inch version was also used in the Corvette from to Since it was fairly early into GM's electronic engine management development and electronic fuel injection programs, few dealerships had the technology, equipment, or properly trained mechanics capable of dealing with these engines. In a very short time, these engines obtained the notorious nickname; "Ceasefire Engine". Thanks mostly to a somewhat cult-like following, a number of aftermarket performance parts are also available through Crossfire-specialized manufacturers.
The L69 High Output 5. The L69 features a compression ratio of 9. Additionally, the engines came equipped with a functional cold air induction hood on the Trans Am, a dual snorkel air cleaner assembly on the Camaro Z28 and IROC-Z and Trans Am, a large, single snorkel on the Monte Carlo SS also, rare optional dual snorkel in , an aluminum intake manifold, high stall torque converter on the Monte Carlo SS and F-bodies, or a lightweight flywheel on T-5 equipped F-bodies. The LE9 5.
At its core was the stout L69 shortblock and it used the same aggressive L69 camshaft profile. The induction system was unlike any system used previously by GM. It featured a large plenum made of cast aluminum, with individual runners made of tubular aluminum, feeding air to each cylinder. And each cylinder had its own fuel injector fed by a fuel rail mounted above each bank. It used an EFI system with electronically controlled injectors, which were mated to a twin barrel "carburetor" body.
It was also very common in Firebirds and Camaros because it was the only engine that offered a 5 speed manual combination. The exceeded the Borg-Warner T5's input power ratings, and as such, it was cut from the cars to prevent lemon law and warranty losses. The L03 used hydraulic roller lifters, which allowed it to recover some of the lost horsepower from its factory design, while further increasing efficiency reduced rotational drag.
Despite downfalls in its aspiration restrictions, the L03 had one thing going for it: reliability F-bodies that carry the L03 did not use a rev limiter. They used dished pistons with a 9. The Vortec L30 is a V8 truck engine. Displacement is 5, cc, Bore is 95 mm 3. The compression ratio is 9. It was replaced by the 4. The engine uses a hydraulic roller cam and high flowing, fast burn style vortec heads. Differences include bore and stroke, intake valve size, and smaller combustion chambers.
L30 applications:. The 4. After , electronic feedback carburetion was used on the The also saw use in to Checker Marathons. While similar in displacement to the other 4. Chevrolet vehicles eventually used the cu in 5. Power output would drop in subsequent years of the engine. The original design of the small block remained remarkably unchanged for its production run, which began in and ended, in passenger vehicles, in The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications.
The principal changes to it over the years include:. A significant improvement over the original Generation I V8 is the Generation II LT1's "reverse cooling" system, allowing coolant to start at the heads and flow down through the block. This keeps the heads cooler, affording greater power through a higher compression ratio and greater spark advance at the same time it maintains higher and more consistent cylinder temperatures. Some parts from the Generation II are interchangeable with the Generation I one-piece rear main seal engine.
The LT1 uses a new engine block, cylinder head, timing cover, water pump, intake manifold and accessory brackets. Engine mounts and bell housing bolt pattern remain the same, permitting a newer engine to be readily swapped into an older vehicle. It displaced 5. The LT1 used a reverse-flow cooling system which cooled the cylinder heads first, maintaining lower combustion chamber temperatures and allowing the engine to run at a higher compression than its immediate predecessors.
There were a few different versions of the LT1. All feature a cast iron block, with aluminum heads in the Y and F bodies, and cast iron heads in the B and D bodies. Corvette blocks had four-bolt main caps, while most other blocks were two-bolt main caps. Block castings remained the same between 2 and 4 bolt mains. In 94 the LT1 switched to a mass airflow sensor and sequential port injection. A new, more capable computer controlled the transmission as well as the engine and got a new name: Powertrain Control Module PCM.
The early Optispark distributor had durability problems, and a revised version was introduced on the B-Bodies and on the Y and F-Bodies. Changes include a vacuum port to draw filtered air through the distributor to remove moisture and ozone and a revised drive system which uses an extended dowel pin on the camshaft rather than a separate splined shaft in the camshaft gear. A port can be drilled into the early distributor base, and the later cap can be installed to add venting to the early distributor.
The LT4 was the special high-performance version of the new-generation LT1. It featured a slightly more aggressive camshaft profile, 1. It was introduced in the model year, for the last year of the C4 Corvette, and came standard on all manual transmission ZF 6-speed equipped C4 Corvettes. All production engines for the Firehawks and sSS were completely disassembled, balanced, blueprinted and honed with stress plates. One in 5 engines was tested on a Superflow engine dyno. Every car was tested on a chassis dyno and then performed a 6-mile 10 km road test.
Engineered in the UK but produced and assembled in Stillwater Oklahoma by specialty engine builder Mercury Marine , the all-aluminum LT5 shared only the 4. It does not have reverse cooling and is generally not considered a small block Chevrolet. Used only in Corvettes,  the LT5 was the work of a team headed by Design manager David Whitehead, and was hand built by one headed project engineer Terry D. A second generation of the LT5 was in the testing phase as early as What little information survived showed that it would have used a dual plenum system similar to the first generation Dodge Viper as well as variable valve timing.
The next generation LT5 was set to produce between hp kW and hp kW. Unfortunately, the cost to produce the LT5 along with its weight, dimensions would not fit the C5 pilot cars without extensive modifications and internal GM politics over using an engine that was not designed and built in house killed the LT5 after six years of production.
GM canceled the ZR-1 option beginning model year Engines that were to be installed in the as yet unbuilt ZR-1's were sealed and crated for long-term storage. After they were built at the Mercruiser plant in Stillwater, Oklahoma they were shipped to Bowling Green, Kentucky and stored in the Corvette assembly plant until the and ZR-1s went down the assembly line.
A total of 6, cars were produced. Despite being discontinued, a new class of premium V8s for Cadillac and eventually Oldsmobile, the dual overhead cam V8 Northstar and its derivatives, drew heavily from the LT5's design and lessons learned from its production. The L99 4. The L99 featured updated Generation II block architecture, and is externally identical to the larger 5. Like the LT1, it features sequential fuel injection , reverse-flow cooling with a cam-driven water pump, and an optical ignition pickup.
The L99's smaller displacement provided slightly better EPA fuel economy than the 5. See Oldsmobile Diesel engine for more information. From Wikipedia, the free encyclopedia. Car engine. Motor vehicle engine. Vehicles using the Vehicles using the L L31 applications:.
The was used in the following cars:. This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. May Learn how and when to remove this template message. November Learn how and when to remove this template message. This section needs expansion with: listings for the cu. You can help by adding to it. December This section needs additional citations for verification.
Please help improve this article by adding citations to reliable sources. September Learn how and when to remove this template message. Multi-port fuel injection Sequential multi-port fuel injection. Gasoline Premium. April 13, March 30, Retrieved April 9, Retrieved May 24, Ward's AutoWorld. Archived from the original on August 12, Retrieved October 1, Consumer Guide. April 24, June 15, Retrieved June 19, Archived from the original on April 21, Standard Catalog of Corvette, Chuck's Chevy Truck Pages.
Retrieved November 22, ISBN Retrieved May 26, V8 - a Genuine s Legend". Old Car Memories. January 30, Archived from the original on September 17, Retrieved January 25, Retrieved December 27, February 8, Part Two! March 11, February 28, Archived from the original on July 4, Retrieved June 4, May 20, Archived from the original on September 8, Retrieved September 11, Archived from the original on June 10, This new engine would reign for seven years as the base engine for Corvette, undergoing minor renovations to tweak its horsepower.
The Tuned Port Injection improved fuel economy and performance of the small-block. In , the L98 5. The engine had a bore and stroke of 4. The L98 was rated at horsepower at 4, rpm with foot-pounds of torque at 3, rpm. The Tuned Port Injection system improved performance by 30 percent over previous carburetor systems and showed a 20 percent improvement over the cross-fire injection system.
TPI worked by injecting fuel into each cylinder. In , the L98 on the Corvette received roller hydraulic valve lifters, which boosted horsepower up to at 4, rpm. The torque changed to foot-pounds at 3, rpm and the compression ratio rose to 9. The L98 for the Camaro was rated at horsepower at 4, rpm with foot-pounds at 2, rpm.
In , the L98 was tweaked for the last time on the Corvette.
The Chevrolet small-block engine is a series of gasoline-powered, V-8 automobile engines, Chevrolet Corvette L98 mio88oke.com Complete information about the GM L L98 V-8 engine, including detailed specifications, vehicle applications, horsepower, torque and much more. L98 Convertible Specs:Power PS ( hp); Petrol;Average consumption: l/km (MPG);Dimensions: Length cm ( inches); Width cm (