Enh. cafe regulations and government mandates have caused manufacturers to focus on compliance with ridiculous, draconian economy and safety requirements way more than delivering reliable, dependable autos to the masses.
@@bigblocklawyer Bzzt. Thank you for playing. Stop listening to to Faux, get an education (especially in basic economics) and come back for the real reasons.
The difference is huge companies don't go bankrupt these days (mostly). They get bailed out by the tax payer. Which is why all these huge companies keep doing stupid things because that risk has gone
I see old footage of the 50’s and 60’s and wish that I could step back in time, even if only for a day. I’d love to be able to see America and its automobile industry in its heyday.
Planned obsolescence, unsafe in collisions, poor economy, spewing pollution, fugly aesthetics, rusted out in a couple of years so you had to buy a new car? THAT heyday?
I was there in the days of 2500 mile oil changes, 10,000 mile "tune-ups" (distributor cap, rotor, spark plugs, oil, points, condenser, ....), grease zerks, black spots on driveways and parking lots, oil slickened roads and highways, no seat belts where small accidents led to big injuries, steel dashboards, drum brakes, manual steering, poor gas mileage, AM radios with static, unsafe tires, poor aerodynamics, low quality plastics that cracked in winter, rusted floorboards, bench front seats, dim headlights, ... you mean that "heyday"?
I'm not quite sure how many small block Chevy equipped cars I've owned... but it has to be a dozen at least. What I do know for a certainty is that one of them - a workhorse 305- was in my '95 Chevy pickup and I bought it almost new (a repo) and sold it in 2019 with over 500K on the original drivetrain. Obviously there were many, many small repairs and routine maintenance along the way... brakes, starters, rads, tires, various electrical things, changed out the window transmission (or whatever that's called ... the thing that you crank to make the window go up & down), yada, yada, yada. The engine, the transmission and diff were all absolutely original and all I ever did was change out the fluids/filters.... plus I had added an aftermarket tranny oil cooler. I never abused it but she ran like a top! Talk about dependable! In 2019 I put it on Facebook marketplace and got $1500 for it the next day! No wonder this engine family is a bloody legend!
@@hendo337 Imagine that 🤔🤔 Well... it had enough power and torque to serve me for hundreds of thousands of miles... enough to tow my (admittedly small) 25 foot trailer sailer Catalina boat, my 24 foot travel trailer and supply my acreage with wood, equipment, water, yada, yada, yada... and that for around a quarter century! It's a pickup truck, right... not a muscle car... seriously man wtf do you demand? I think it was an amazing vehicle that provided stellar service! I am more than satisfied with what it did for me... if you're not then get something else. 🤷 Edit: you sound like a f"ing idiot, frankly.... no offense... but if you are offended rest assured that I don't give af. 😎
Window regulator. And like the other guy said, the low power 305, plus your intelligent addition of the transmission cooler are likely what kept your 4l60e alive.
@@middlesiderrider Regulator... thanks, man! I'm finding it more and more common to search for words as I get older 🤷... but at least I'm getting older.
@@middlesiderrider As for the longevity of a vehicles drivetrain... I've believed for a long time that keeping the fluids fresh by changing them out frequently is a great idea. I also find doing smallish jobs like that on my vehicles rather therapeutic.
today's corporate culture was born in the beginning of the MBA boom of the 1980's when the day over year, week over year, month over year mentality was born. Caring about nothing but numbers and short term bottom line profits over any semblance of quality and stifling attempts at innovation is the unfortunate rule. When the accountants run anything besides an accounting firm, interested only in this week's net, companies suffer, merge, bankrupt and die.
It's funny you say that about your dad, mine always said the same thing. (Also said 57 was the only Corvette year he'd ever tolerate in his garage. XD)
1955-2002! 47 years available in GM Production vehicles of all kinds from corvettes to early tractor trailers to cadillacs to firebirds! sold as a new crate engine until now and beyond! Lots of industrial uses too!
Great video. I owned a 67 c10 with a 283, then I built a 350 for it and swapped it in the summer after I graduated (2017). It was a ton of fun, but then I got a fox body and sold my c10 and only bought Ford cars trucks and vans after that, mainly because I had parts for them. Every time I work on a small block Chevy it takes me back to a time not that long ago but a world apart.
Me a parts guy: what's the year make and model? small block chevy man: Oh, it's just a small block chevy Me: I need a year make and model. SBC man: doesn't matter, they're all the same Me: **sigh** I need a year make and model for my computer. SBC man: oh uh, lets go with a uh, hmmm. what about a...
this really made me hate working in a parts store, I know what theyre talking about but I still need to put in the special make and model to see if the store actually has any
That's just ignorance on the customers part, anyone who thinks all sbc parts are the same is either uninformed or completely delusional. People with hotrods or custom builds really should do research on what exactly they need for their application before going to an auto parts store.
@@briang4470 it's just what happens when a 350 is put into any car, and there was a time in recent history when you could walk into a parts store and ask for a pan gasket for a small block and the counter guy didn't have to dig through a computer to find it. Realistically it a counter guy knows what's what you could just search up any make with a small block but that's up to who's working at the store.
@@knockrotter9372 it's still not that simple, there are actually 4 different types of sbc oil pan gaskets from 1955-2002. So just because "I put in a 350" means nothing unless you know exactly what year/year range of oil pan and timing cover that engine is equipped with. Same goes for things like alternators and water pumps, you can put a 350 or 305 in an old 55 Chevy but if you use the 1955 brackets then you have to use a 55 style short water pump just as an example. Many parts are interchangeable but interchangeable doesn't mean it's the same. Another big thing with sbc engines is starters, there are DOZENS of different starters and soo many people think they are all the same. It all comes down to research what you need before asking for parts. Years ago you had to learn from people who already knew and that was difficult but now with the Internet a quick 10-15 min Google search can help figure out pretty much any parts combo you need.
@@briang4470 theoretically that wouldn't be an issue with the computers searching for make and model but from what I have been told by people that had experience in the other big name chains, I was a napa guy, it's a bit more niche of an ask in some cases. They could just have something in their system as just being a pan gasket for an sbc whether it be one with the bend for the dip stick or not. Napa was pretty good with this though, their backlog went back pretty far despite not actually stocking much of use, because who really does anymore. Plus they had an actual catalogue you could look through with the customer if TAMS was being stubborn, I don't know if anybody else still has anything like that.
I shoehorned a 350 crate engine into a 54 Nash Ambassador a few years ago. It's a sweet engine. It's a real screamer with that Ford 8" 2.79 rear end. One time I cruised up I-15 towards Las Vegas and I hit 90 mph. 😀
I think we sadly overlook how great the 327 was. It was capable of powering everything in the Chevy line up from Nova to HD work trucks. The dual carb 375 hp version was the tits for the Corvette prior introduction of the big block engines. The tamer versions provided smooth and reliable everyday power for the family BelAir and Impala. Plenty of torque for most towing duty. The 327 block, 4-inch bore, 4-bolt mains and forged steel crank ultimately became the foundation for the legendary Z/28 302. I am the original owner of a numbers-matching 69 Z/28 with the DZ code engine. Oh dear Lord, when it was new and I was stupid, I could smoke thoseE70x15’s for days, shifting the the four speed at7100 rpm! I still have it and trust will be with me to my dying day. After that, my wife and I may entrust to a museum for display. I am truly proud to own this car.
@RandallSoong-pp7ih My first car was a '66 Chevelle 'DELUXE" with a 196 six banger and 4 doors. Nothing "DELUXE" about it. Didn't even have an AM radio. The double bench seats were good for packing as many as 8 to 10 people, driver included. We redefined hot boxing.
The 327 is considered by most to be the "sweet spot" the 375hp Fuelie 327 was the highest specific output and max output reached by a factory sbc. The 283 Fuelie reached 315hp, the 302 was only rated 290hp. Factory DZ302s were rare but, easy to make with a 327 or 350 block and a 283 crank. Some of the Formula 5000 and Trans Am 302s are said to have reached 550-575hp in full race trim. Typically NASCAR 358ci was created with a 327(or 307) crank and a 4.185" bore(0.060" over 400 block). It wasn't until the LS6 made 385/405hp that the 327 375hp was unquestionabibly surpassed by a factory GenIII SBC. Somehow Bob Lutz and Opel were getting 327 SBCs until the late 70s, I have never been able to find out any information on where that special production was done. I know that Chevrolet South Africa got a special run of DZ302s that they had to fight tooth and nail for. I'd love to get a little Firenza or Magnum that didn't rot out and do a replica of that car. Great stuff Bart.
Not to mention, more SBC's have been produced and sold then all others combined, worldwide, and the SBC has won more races of all different kinds of racing, then all others combined, and still winning more races today than all other brands combined worldwide, both of my race cars are sbc powered, my neighbors toyota truck is powered by sbc.
As awesome as the Honda engines are, ehat makes the small block the most prolific engine ever is the fact that its able to be used from automotive to marine, to industrial. To guite you "an engine that is so versatile, so adaptable that it can just keep trucking along". Good video
And, all sorts of "hop up" parts are readily available at low cost for anyone unlike Ford parts that were ONLY available to people like Holman & Moody, Parnelli Jones (R.I.P.), Dan Gurny , etc.
Very cool video, Bart! The 350 SBC has long been my favorite, as a driver and mechanic. They are one of the easiest to understand and to work on, parts are easy to find and inexpensive, and if maintained properly they run forever! I currently have the L48 in my 76 Corvette and it's the perfect combination.
Ive told the dimbulb across the street many times that if you cant work on a Chevrolet engine, dont bother touching a wrench. Ive always preferred Ford engines, but Ive had to help him out many times with all the Chevrolets he owns. He was going to stick a 350 (a "hecho en Mexico" Goodwrench) he got from a "friend" in a 77 Chevy C-10 he bought, and its a good thing I told him to check the bearings before he installed it as water had gotten in it somehow and pitted the #5 main journal. He then stuck aftermarket valve covers on it and shoved rubber plugs in the PCV and oil fill holes in them, and wondered why it blew oil out the dipstick tube. That guy must be carefully supervised despite the fact his dad was a line mechanic for years at a Chevrolet dealership.
On the question of whether we could have another engine that will just last and last, I think it is possible. History tends to move in cycles, so the same forces that created the people, economic and social pressures that made it possible the first time could come back around again. I'm not going to hold my breath though.
With EPA regulations and penny-pinching running rampant and making cars more complicated & lesser in quality at the same time, it’ll be hard to make a reliable car outside of being simple and solidly built.
The Buick 3.8L was in production for 33 years and dates back to Buick's 1961 "Special". It was the FIRST AMERICAN V6! It is considered the BEST engine EVER produced, most reliable though not the most powerful.
I'm really old and I consider now to be the epitome of the internal combustion engine, GM's LS, Ford's Coyote V-8, Chryslers 5.7 Ltr hemis, BMW's Inline 6's, Honda's 4's, VW group's EA888 and VR6, Nissan's VQ35, Benz's 5 litres, and all their variants. That's what I can think of off the top of my head. Name a better time to be an engine fanatic. AND they pollute less and get much better MPG than ever. I think I read somewhere that Corvettes get 30 MPG on the highway. My wife's old 442 with a 455 CU engine got 13 MPG on the highway with 370HP. Now you can get a VW golf with 325 HP that'll do 35 MPG. I'd call that progress.
This is a great video! Thanks for doing the research and conveying it in an enjoyable manner.😎 Please do more like this, on engines and platforms (like VAG's MQB, Toyota's V6, and so much more) 🙏
I agree 1000% The Chevy small block was perfection that needed no drastic “back to the drawing board” redesign for a half a century for endless reasons. The design and unveiling was genius, and really didn’t need any extreme revision for a half century because the traits of its design were so genius, it would take that many decades for competitors to catch up, even the competitors that were inside the umbrella of the GM divisions. It was simple, compact, lightweight, efficient, powerful, had far less moving parts and manufacturing expenses than competitors, and was FAR easier to work on than anything before, or after its initial design. The LS engine is an updated offering based on the advantages the original small block had, and an improvement on the original small block’s weaknesses on all fronts- and this is the reason the LS is still far and away the go-to engine swap runaway success that the SBC used to be.
I really like the LS 350, mine has 188k miles on it and still runs like it is new. Keep in mind I change the oil every 3k miles. Take care of your engine and it will take care of you.👍
We have a 91 fleetwood hearse with a tbi chevy 350. As big of a pain in the cunning linguals as this motors been over the last year I still like it. It’s given me nothing but trouble trying to get it to pass emission, I’ve practically gone full ship of Theseus on it, cat, egr, plugs, cap rotor, wires, rebuilt the tbi unit, intake manifold gasket. I still like it, it’s a classic gm product, it’ll run like ass longer than a lot of cars will run at all. It’s super easy to work on, decent power for what it is, great torque. Not amazing on gas but that’s probably from it being in a hearse and it running like crap still. Out of the old school American v8’s I own I do prefer the late 80’s lo po efi 302, if only for the distributor being in a better location, but the 302’s been pretty much the most reliable engine I’ve owned, and I can get 20 mpg out of it if I try. Those old American v8’s are solid
Corvettes with the most potent small block V8s could outrun Corvettes with big block V8s on road courses because of the lighter weight of the small block allowing better handling/control ?
What an excellent presentation! I'm no expert, but I used to be fairly versed in the details of the SBC (and the BBC mk4) until 10-15 years ago. I have forgotten things, but FWIW, I didn't notice one misstake here. On top of that it eas very enjoyable to watch. Using a real narrator, instead of AI, is worth ten-hundred times the enjoyment!
If you haven’t read any of John DeLorean’s biographies or autobiography’s, you really should. He has some fantastic insights into Ed Cole, having worked directly for and with Ed for years.
All of the American car companies including AMC seemed to have one motor that was amazing. Chrysler's slant six. the inline 4.9 six in my F-150 and Gm's chevy small block.
Excellent video documentary, thank you. Only one quibble, the 305 was a POS from the worst time for GM. It was an insult to the small block's former quality. Thankfully, they moved past that point.
The Ford V6 eco boost family is probably the closest thing I can think of in modern times that is kind of like the Chevrolet small block. It’s used from family and luxury sedans, to work truck/vans, performance trucks/SUVs, and even a super car. Great video, you do a really good job of teaching and keeping it interesting.
I understand why you say this, but in reality, the Eco Boost is just a marketing term applied to many totally different engine platforms. The Small Block Chevy was a single design architecture built in many different tune levels and displacements with almost total parts interchangeability for many decades..... Even when it was replaced by the "LS" series "small block", that engine had more in common with the original 1955 small block than say, a 2.7 Eco Boost has in common with a 2.3 Eco Boost, or 3.5 Eco Boost of the same exact years !! We are not even going to get into ease of engine swaps into different platforms, interchange of parts, or long term viability....
@@fastinradfordable it wasn't made for the same lenght of time, also b and h series are far superior to the d series also, not hating on the d, but all the other honda's are just better. And K is king
COLE spent 7 years refining the air cooled boxer engine for the Corvair - and its 4wIDS, & unibody - making it Bob Lutz of Daimler's favourite daily driver - Jerry Garcia's, too. Jim Hall used its transmission to model his own & win an FIA race - the Corvair (albeit with GMs added rear stabilizer) won an SCCA D production title - even Nader in his book admitted Chevy dealers could have instructed buyers how to drive rear-weighted cars - and Corvbair is not at all the focus of Unsafe At Any Speed, merely, its first chapter & sales hook
I owned a Corvair "Monza" in 1961. It had the "high output" 98HP engine and would "eat" 170ci Falcons for lunch. Everything about it was great, except it had the 3-speed manual (non synchro 1st). Couldn't wait for the 4-speed! Stupid of me.
The term " Small block or Big block " is only used by Chevy or GMC about American made vehicles. Awhile the other manufacturers have several different engine families.
10:43 I like the marketing. Balding middle aged man with a vette gets a kiss on the top of his head from a pretty young lady. Some things never change.
I think the only thing I’ve ever bought was a Chevy Small Block. Aluminum Heads/Iron Block style was my least favorite, head gasket issues. It does have two separate metals mated together.
Where did Bart find the 383hp rating as the most powerful factory Chevy small block? I don't see that anywhere I search. I'm finding 375hp for the L76 and LT5
Actually chevy had a 153 and 168 tooth flywheel/flexplate and 2 different starters that were either diagonal bolted or straight across pattern thru most its life, most were interchangeable even with big block chevy. Ford on the other hand had 15 different flexplates/flywheels( i exagerate a bit) and starter combos in the early days.
@@a4000t Agreed. The starters interchangeability was a strong point for sure. The straight pattern 153tooth was a direct fit on the Buick big block (68-76) too.
I think my dad’s Mariah boat has a 4.3L Chevy v6 although I don’t know what engine it’s based off of. It’s pretty compact and easy to fix but a little old at this point.
I really like the videos on this channel I just wish you would include some metric conversions to make the viewing experience a lot smoother for those who aren't familiar with imperial units.
How long was the Chevrolet "small" V8 in development ? Was it done in faster time because of being able to use "notes" from the already developed Olds and Cadillac V8s ? Also Pontiac's modern OHV V8 was being developed for several years before its being introduced to the market but GM upper management forbade Pontiac to sell it for one or more years after its completed development because of fear that it would take sales away from Oldsmobile and Buick ? Was the main reason for the success of the Chevrolet V8 in having thick lower block walls and main bearing saddle webbing in spite of the small/low short deck height ? Also very large bore size in comparison to the stroke allowing more width for large valves?
I recently had to replace my 4.3L v6 after 300,000 miles ,it spun a bearing. So, on EBAY I noticed 454 big blocks were the same price as the small blocks. I bought a big block and I love it BUT if you run into having to make this choice, buy a small block. Big blocks are great but the parts are so expensive. You want serpentine belt setup, factory brackets are $600+, after market brackets are double that. Need a performance chip for the computer (or just a stock one) $350, small block $25 -$100 + - . Want to make your vehicle handle better, avoid big blocks. My 454 is punched out .040 and with the intake and exhaust manifolds attached weighs 850 pounds (385.554 kilos). My truck used to set high up till I dropped in the 454. I get into it like a car now . Had to readjust the headlights and the transmission ( NV3500 5 speed) hates this engine. It has a hair line crack down the case just after installing it. Dont get me started on the price of clutches. 12 inch clutch will cost you a kidney. Small blocks are far more fun, cost effective, and less destructive to the vehicle it is in currently. Just it being in the truck is destructive on everything holding it up. Its still a monster of pure power ,over all I love it.
@fastinradfordable I've had the 2.0 in two cars. The first one was in a tiguan. That thing was bulletproof. I have an A4 Avant now, and that thing is nothing but problems.
Not market demand .Lowered compression , took all the power away down to 80 hp.But small block thrived. For about 500. bucks, you could pump them up.Ive built a few. Unlike the author of this story.Could be ai voice ?
@@stanallport6746 Ok thanks. I assumed the 63-figure could be correct for Corvette (I know next to nothing about Corvette). I missed that he mentioned an odd "383hp" rating, but I read someone else noted it aswell.
Ford rushed to beat GM to a "modern" overhead valve V-8, introducing the 239 ci "Y block" V-8 in 1954. They cut corners...It was a poor design with top end oiling issues and was discontinued in 1964, being replaced by the modern Ford smallblock engine. In contrast, the Chevrolet engine had no lubrication issues from the start. It was said that by the time their production runs ended, more Ford smallblocks (302 and 351W) were built than Chevy smallblocks. The vast majority of Ford F 150 and Econoline E 150s from 1982 to 1996 were equipped with Ford smallblocks. and many were installed in heavier F-250 trucks and vans. The 302 had been available in Ford pickups since 1968, but not widely ordered. The 351 M was replaced by the 351 Windsor for the 1983-1996 model years The 265 Chevrolet did not get off to a great start. The piston rings did not seat properly on the first couple thousand built. GM issued what is now called a technical service bulletin to dealers telling them to have their mechanics throw a handful of Bon Ami (a mildly abrasive cleanser similar to the better known Comet or Ajax) down the carburetor. GM fixed the problem in short order, but until the introduction of the high nickel content post 1986 engines, cylinder wall wear was rather severe in 1955-86 smallblock Chevrolet engines, often showing a noticeable ridge at only 50,000 miles. By contrast, Chevrolet engines from 1987 on would often still show a factory cylinder hone pattern at well over 150,000 miles.
A comprehensive comment! About the exhaust ports spacing: The two siamese center ports is a drawback, ii increases the already hotter center cylinders. I dont' know why that arrangement was choosen by Ed Cole.
@@hakantorstensson8053 Both GM and Chrysler seemed to prefer the "siamesed" center exhaust ports. Pontiac and Oldsmobile also used this design, as did "A" "B" and "RB" Chrysler engines with the exception of the Hemi. It didnt seem to be an issue.....except...once again...on the "Y block" Ford. In 1960, Ford issued a service directive prescribing additional coolant holes be drilled in both the head and block near the two center cylinders, especially important on 292 and 312 CI variants of that engine. A modern Fel-Pro gasket can be used as a template for drilling these holes .Ive done this procedure on a few previously unmodified 312s in 1956 and 57 Thunderbirds, which habitually ran hotter than they should. The Y-blocks were the last Ford engines to use siamesed center ports. The Ford "FE" series of engines, introduced in 1958, as well as the smallblock Ford (introduced in 1962 as a 221 ci unit) had the separated exhaust port placement as used in the big-block (Mark IV and V) Chevrolet. However, 400 ci smallblock Chevrolet heads had additional coolant passages from the factory, and all other Chevrolet smallblock heads should have these holes drilled if used on a 400 (4.125 bore) block. Chevrolet 400s almost always were equipped with 1.94 intake valves, but can easily be modified to accept 2.02 "fuelie" intake valves, but were (as far as Ive seen) 2 bolt main blocks.
@@donreinke5863 Interesting facts. Juas an impression: The Ford FE and its smallblock with separate exhaust ports look more modern than the SBC. Buick/Oldsmobile developed an all aluminum 3.5 l V8 in the late 50s' (later purchased by english Rover in the mid 60s'). In this case the designers managed to get the exhaust ports into their desirable positions, as close to the ends of the head as possible. A suspicion being the aluminiums' lower permittable temperatures.
@@andyharman3022 Which is why it was originally the Henry Ford Company. Founded by HENRY FORD!!! Who chose to change the name to Cadillac Automobile Company. Ford sold the failed company to Leland for fkin scrap in '02...
I don't include the LS just because its completely different and yet another big step forward. LS to now is it's own thing. Just like SBC isn't to be included in flathead ford V8 talks. I think the 3 big V8 series' in the order they appeared over time is "Ford Flathead V8" first, "Chevy Small block V8" second and "Chevy LS V8" third. I'm basing it on the masses of vehicles they came in and the masses of hot rodders that used them.
And that all 3 were small enough to swap into damn near any vehicle. I know thats why SBC and LS are so popular in rodding. Fords mod motors to coyote are great engine but they are huge!
The '70 400 was not a small block but an overbore 396 BBC. (402ci in actuality) it was a couple more years before the 400 small block overheating, 2bbl, dog of all small blocks came around. Yes it was balanced but took a decade for mechanics to be able to do much with them and the 400sbc was never intended for high performance
400 small block debuted in 1970. many swapped them into vegas. it suffered from too short a connecting rod,but if you respected rpm limits it made plenty of torque.
LS, Small Blocks,Big blocks, hei ignition needed only 1 wire to run,3 wire alternators,then 1 wire alternators. Turbo 3.8 in buick grand nationals,Syclone 4wd with 4.3 v6.. list goes on.
Didn't the flathead Ford V-8 accomplish all of these things before WW2? Don't get me wrong the small block Chevy is the greatest V-8 ever built but it was the flathead that made the world fall in love with the V-8
Can it happen today? Yes, it already has. It's called the electric induction motor. It was invented by Ferraris and Tesla in 1885 and 1887 respectively. I don't think it will ever stop being made and the amount we've made to date must be absolutely astronomical.
@@a4000t but they only made a handful and discontinued them immediately. It wasn't viable. I'm just saying that without the competition between Ford and GM. Neither company would be what they are today. The presentation made many references to outside influences that made the SBC what it is. Never once mentioned the two companies rivalry.
@@nathanhansford76 No they didn't,what are you talking about,the 400 sbc was produced for 10 years,it came in everything from trucks to impalas,it was intended to be a high torque,low rpm passenger car/truck engine from the start. We drag racers adopted them as did circle track and nascar. You can still find them and aftermarket blocks from dart and world products still exist. Building a 400 with a 5.7 or 6" rod and custom pistons,or destroking them for 377 inches was very popular. They can be stroked to 434 inches these days,and with aftermarket blocks to 454 inches. The video was about the smallblock chevy. everyone knows ford and chrysler had their offerings and there are a million videos out there respectively.
@@a4000t No. No. No. Seriously, what are you on.? The oversized, heavy, no power 1917 engine was discontinued immediately. Who in their right mind would think I was talking about the SBC??? 🤦🏻
Like I said, but you didn’t read properly, most outside influences except the rivalry between the two companies was mentioned. Without the Ford competition, GM would not of been driven as hard to build a great little engine. Drop your chev fan boi rubbish and have a look, subjectively, at my comments before acting like a spoilt child that can’t get his way….
🎉updated: ok fanboys, the 400sbc WAS built in 1970( I self fact check) but it was still an overheating, overhyped dog. The 1970 LT1, with 2.02 valves and a hot cam making an advertised 350/360 hp was king of small blocks unless you prefer the chevy 302 dz, but either way the 400ABC was hype
The Chevy small block is an amazing engine. But nothing lasts forever, and GM had to ruin things by replacing it with the crappy LS engine that everyone seems to love so much. I'm sorry, but any V8 design where you have to pull the heads to change the lifters is just dumb. But it's ironic that Chevy touted the original 265 as having "long life"---it actually had less life than later models, due to the fact that it didn't have an oil filter. The 283 fixed that
@@justsumguy2u The worst LS head is more efficient than any SBC head that left the factory, no Siamese ports that cause excessive heating, better valve train geometry, better port angles for the intake, Improved stability in the bottom end with 6 bolt mains, factory computer controlled and without DoD there will be 0 issues with the valvetrain. A firing order that isn't fighting itself the entire time. Better placement of cooling passages with more volume, a better oil pump with more pressure and volume to keep the engine happy. Significantly lighter than a SBC especially one that doesn't have an aluminum intake. Better processes for machining at the factory, the entire rotating assembly is stronger by a mile. Has VVT on many many models that not only will make more power but be more efficient while doing it. The head gaskets are MLS again far more reliable and will live much much longer. There is not a single drawback to the LS from a Gen 1 SBC. Oh no you have to pull the heads to change lifters :( remove the DoD system and those lifters will live twice as long as an SBC.
@@jacobburden3065 The small block Chevy was cast iron, the LS is aluminum; get one hot and it won't live. Some of the factory bottom ends on a small block were good for 8,000+ rpm....furthermore, people have built small blocks in excess of 1,000 HP. And aluminum is fragile....threads strip out far easier. In my world, they're disposable garbage.
@@justsumguy2u And there are cast iron LS blocks that are STILL lighter, and factory truck rotating assembly are happy at 6,500 not the same can be said for a rotating assembly out of a gen 1, take an LS7,9/LSA rotating assembly and it will live at the same or beyond that range with more displacement. The only SBC that will live where you're talking is a DZ302 for RPM and a '70 Z28 350 with pink rods for a power level that will not touch a SBE LS. And talking about power levels, look anywhere online and find guys running nitrous LS engines in foxbodies n s10s making the same "1000HP"power level with just a cam, headers and nitrous kits or cheap turbo kits out of a 5.3 at that. Which you will NOT do with a 327 with stock heads, intake, and rotating assembly. If you are stripping out threads you are the problem not the engine. Also what are all racing engines in every single discipline made of? Right. Aluminum.
1972 was the last year for good American cars. 73 saw the advent of Ralph Nader's "safety" bumpers, which effectively made all cars look like they were sticking their chins out. 73 also saw the advent of the squarebody Chevy pickup. 72 was the last year for nice tapered curves. Nowadays all the new vehicles look the same. They all look like they were carved out of a block of soap by a robot. They look like oversized plastic toys. They _are_ oversized plastic toys, they have plastic holding them together, they probably have more plastic parts than steel parts. They're all designed to crush like a beercan in a wreck. All in the name of "safety", what a cruel joke. Want safety? Drive a Sherman tank!
Also, in 1973 we had a "little' thing like the oil embargo, meaning price of gas DOUBLED overnight! It was the beginning of the end of high performance engines!
Great engine, but other manufacturers have done this also. Ford has their 5.0L (302 CI), Honda has their 2.0 and 2.4 L, 4 cylinder, Toyota has their 2.5L. These are the ones I’m familiar with. How about some video’s on these, etc.?
Our 67 Biscayne's 283 didn't last all that long the cam wore out too soon that crank was getting loose and the hydraulic lifters failed all under 100K. POS and bad gas mileage.
What a difference from today’s corporate world. They are in a race to bankrupt.
Enh. cafe regulations and government mandates have caused manufacturers to focus on compliance with ridiculous, draconian economy and safety requirements way more than delivering reliable, dependable autos to the masses.
@@bigblocklawyerthey are also beholden to stock holders. Greed as usual, all around.
@@bigblocklawyer Bzzt. Thank you for playing. Stop listening to to Faux, get an education (especially in basic economics) and come back for the real reasons.
The difference is huge companies don't go bankrupt these days (mostly). They get bailed out by the tax payer. Which is why all these huge companies keep doing stupid things because that risk has gone
Corporate is Big Brother.
I see old footage of the 50’s and 60’s and wish that I could step back in time, even if only for a day. I’d love to be able to see America and its automobile industry in its heyday.
I grew up in that era. It was super.
@@michaelbenardo5695 If i had a ''Time Machine'' I'll go back to that era and never come back.
Planned obsolescence, unsafe in collisions, poor economy, spewing pollution, fugly aesthetics, rusted out in a couple of years so you had to buy a new car? THAT heyday?
@@michaelquinones-lx6ks Yep. Would be great to be 25 in 1955
I was there in the days of 2500 mile oil changes, 10,000 mile "tune-ups" (distributor cap, rotor, spark plugs, oil, points, condenser, ....), grease zerks, black spots on driveways and parking lots, oil slickened roads and highways, no seat belts where small accidents led to big injuries, steel dashboards, drum brakes, manual steering, poor gas mileage, AM radios with static, unsafe tires, poor aerodynamics, low quality plastics that cracked in winter, rusted floorboards, bench front seats, dim headlights, ... you mean that "heyday"?
Reason No. 3, size and lightweight. This engine was described as a "packaging miracle." The small block Chevy could fit into just about anything.
I once heard that the Chevy small block has won more races than all other manufacturers combined.
Number 1 selling crate engine. 350 small block.
Produced for GM in their trucks up to 2002
I'm not quite sure how many small block Chevy equipped cars I've owned... but it has to be a dozen at least. What I do know for a certainty is that one of them - a workhorse 305- was in my '95 Chevy pickup and I bought it almost new (a repo) and sold it in 2019 with over 500K on the original drivetrain. Obviously there were many, many small repairs and routine maintenance along the way... brakes, starters, rads, tires, various electrical things, changed out the window transmission (or whatever that's called ... the thing that you crank to make the window go up & down), yada, yada, yada.
The engine, the transmission and diff were all absolutely original and all I ever did was change out the fluids/filters.... plus I had added an aftermarket tranny oil cooler. I never abused it but she ran like a top! Talk about dependable!
In 2019 I put it on Facebook marketplace and got $1500 for it the next day! No wonder this engine family is a bloody legend!
305 didn't have enough power to break it's self or the glass 4L60E trans from '95 or the rear.
@@hendo337 Imagine that 🤔🤔 Well... it had enough power and torque to serve me for hundreds of thousands of miles... enough to tow my (admittedly small) 25 foot trailer sailer Catalina boat, my 24 foot travel trailer and supply my acreage with wood, equipment, water, yada, yada, yada... and that for around a quarter century!
It's a pickup truck, right... not a muscle car... seriously man wtf do you demand? I think it was an amazing vehicle that provided stellar service! I am more than satisfied with what it did for me... if you're not then get something else. 🤷
Edit: you sound like a f"ing idiot, frankly.... no offense... but if you are offended rest assured that I don't give af. 😎
Window regulator. And like the other guy said, the low power 305, plus your intelligent addition of the transmission cooler are likely what kept your 4l60e alive.
@@middlesiderrider Regulator... thanks, man! I'm finding it more and more common to search for words as I get older 🤷... but at least I'm getting older.
@@middlesiderrider As for the longevity of a vehicles drivetrain... I've believed for a long time that keeping the fluids fresh by changing them out frequently is a great idea. I also find doing smallish jobs like that on my vehicles rather therapeutic.
today's corporate culture was born in the beginning of the MBA boom of the 1980's when the day over year, week over year, month over year mentality was born. Caring about nothing but numbers and short term bottom line profits over any semblance of quality and stifling attempts at innovation is the unfortunate rule. When the accountants run anything besides an accounting firm, interested only in this week's net, companies suffer, merge, bankrupt and die.
It's funny you say that about your dad, mine always said the same thing. (Also said 57 was the only Corvette year he'd ever tolerate in his garage. XD)
283 and 327 were among the best engines ever made.
I want to include the Buick 3.8L V6!!
I liked the 396 engine. I had it in a 1969 chevy SS 4 on floor.
1955-2002! 47 years available in GM Production vehicles of all kinds from corvettes to early tractor trailers to cadillacs to firebirds! sold as a new crate engine until now and beyond! Lots of industrial uses too!
Marine apps too
Great video. I owned a 67 c10 with a 283, then I built a 350 for it and swapped it in the summer after I graduated (2017). It was a ton of fun, but then I got a fox body and sold my c10 and only bought Ford cars trucks and vans after that, mainly because I had parts for them. Every time I work on a small block Chevy it takes me back to a time not that long ago but a world apart.
Me a parts guy: what's the year make and model?
small block chevy man: Oh, it's just a small block chevy
Me: I need a year make and model.
SBC man: doesn't matter, they're all the same
Me: **sigh** I need a year make and model for my computer.
SBC man: oh uh, lets go with a uh, hmmm. what about a...
this really made me hate working in a parts store, I know what theyre talking about but I still need to put in the special make and model to see if the store actually has any
That's just ignorance on the customers part, anyone who thinks all sbc parts are the same is either uninformed or completely delusional. People with hotrods or custom builds really should do research on what exactly they need for their application before going to an auto parts store.
@@briang4470 it's just what happens when a 350 is put into any car, and there was a time in recent history when you could walk into a parts store and ask for a pan gasket for a small block and the counter guy didn't have to dig through a computer to find it. Realistically it a counter guy knows what's what you could just search up any make with a small block but that's up to who's working at the store.
@@knockrotter9372 it's still not that simple, there are actually 4 different types of sbc oil pan gaskets from 1955-2002. So just because "I put in a 350" means nothing unless you know exactly what year/year range of oil pan and timing cover that engine is equipped with. Same goes for things like alternators and water pumps, you can put a 350 or 305 in an old 55 Chevy but if you use the 1955 brackets then you have to use a 55 style short water pump just as an example. Many parts are interchangeable but interchangeable doesn't mean it's the same. Another big thing with sbc engines is starters, there are DOZENS of different starters and soo many people think they are all the same. It all comes down to research what you need before asking for parts. Years ago you had to learn from people who already knew and that was difficult but now with the Internet a quick 10-15 min Google search can help figure out pretty much any parts combo you need.
@@briang4470 theoretically that wouldn't be an issue with the computers searching for make and model but from what I have been told by people that had experience in the other big name chains, I was a napa guy, it's a bit more niche of an ask in some cases. They could just have something in their system as just being a pan gasket for an sbc whether it be one with the bend for the dip stick or not. Napa was pretty good with this though, their backlog went back pretty far despite not actually stocking much of use, because who really does anymore. Plus they had an actual catalogue you could look through with the customer if TAMS was being stubborn, I don't know if anybody else still has anything like that.
I shoehorned a 350 crate engine into a 54 Nash Ambassador a few years ago. It's a sweet engine. It's a real screamer with that Ford 8" 2.79 rear end. One time I cruised up I-15 towards Las Vegas and I hit 90 mph. 😀
My first hot rod was a ‘66 Chevelle with a 327. I miss it
My first car was a 65 El Camino, 283, I miss it too.
I think we sadly overlook how great the 327 was. It was capable of powering everything in the Chevy line up from Nova to HD work trucks. The dual carb 375 hp version was the tits for the Corvette prior introduction of the big block engines. The tamer versions provided smooth and reliable everyday power for the family BelAir and Impala. Plenty of torque for most towing duty.
The 327 block, 4-inch bore, 4-bolt mains and forged steel crank ultimately became the foundation for the legendary Z/28 302. I am the original owner of a numbers-matching 69 Z/28 with the DZ code engine. Oh dear Lord, when it was new and I was stupid, I could smoke thoseE70x15’s for days, shifting the the four speed at7100 rpm! I still have it and trust will be with me to my dying day. After that, my wife and I may entrust to a museum for display. I am truly proud to own this car.
@@michaelwaters8879 yes such a terrific motor. Your 69 Z/28 sounds awesome!!
With double hump or camel hump heads?
@RandallSoong-pp7ih
My first car was a '66 Chevelle 'DELUXE" with a 196 six banger and 4 doors. Nothing "DELUXE" about it. Didn't even have an AM radio. The double bench seats were good for packing as many as 8 to 10 people, driver included. We redefined hot boxing.
The 327 is considered by most to be the "sweet spot" the 375hp Fuelie 327 was the highest specific output and max output reached by a factory sbc. The 283 Fuelie reached 315hp, the 302 was only rated 290hp. Factory DZ302s were rare but, easy to make with a 327 or 350 block and a 283 crank. Some of the Formula 5000 and Trans Am 302s are said to have reached 550-575hp in full race trim. Typically NASCAR 358ci was created with a 327(or 307) crank and a 4.185" bore(0.060" over 400 block). It wasn't until the LS6 made 385/405hp that the 327 375hp was unquestionabibly surpassed by a factory GenIII SBC. Somehow Bob Lutz and Opel were getting 327 SBCs until the late 70s, I have never been able to find out any information on where that special production was done. I know that Chevrolet South Africa got a special run of DZ302s that they had to fight tooth and nail for. I'd love to get a little Firenza or Magnum that didn't rot out and do a replica of that car. Great stuff Bart.
The "302" was rated at 290HP to avoid "insurance surcharge" keeping it out of the "muscle car" list! It put out WAY MORE than 290HP!!
LS6 rpo code was used twice, please keep that in mind
Lots of SBC put in forklifts, emergency generators, pumps, all kinds of industrial applications
I love my SBC......I have and have had several.
Not to mention, more SBC's have been produced and sold then all others combined, worldwide, and the SBC has won more races of all different kinds of racing, then all others combined, and still winning more races today than all other brands combined worldwide, both of my race cars are sbc powered, my neighbors toyota truck is powered by sbc.
As awesome as the Honda engines are, ehat makes the small block the most prolific engine ever is the fact that its able to be used from automotive to marine, to industrial. To guite you "an engine that is so versatile, so adaptable that it can just keep trucking along".
Good video
And, all sorts of "hop up" parts are readily available at low cost for anyone unlike Ford parts that were ONLY available to people like Holman & Moody, Parnelli Jones (R.I.P.), Dan Gurny , etc.
Versions of the SBC where, and probably still are used as back up generators at FAA facilities. They can run on natural gas or just gasoline.
Very cool video, Bart! The 350 SBC has long been my favorite, as a driver and mechanic. They are one of the easiest to understand and to work on, parts are easy to find and inexpensive, and if maintained properly they run forever! I currently have the L48 in my 76 Corvette and it's the perfect combination.
Ive told the dimbulb across the street many times that if you cant work on a Chevrolet engine, dont bother touching a wrench.
Ive always preferred Ford engines, but Ive had to help him out many times with all the Chevrolets he owns.
He was going to stick a 350 (a "hecho en Mexico" Goodwrench) he got from a "friend" in a 77 Chevy C-10 he bought, and its a good thing I told him to check the bearings before he installed it as water had gotten in it somehow and pitted the #5 main journal.
He then stuck aftermarket valve covers on it and shoved rubber plugs in the PCV and oil fill holes in them, and wondered why it blew oil out the dipstick tube.
That guy must be carefully supervised despite the fact his dad was a line mechanic for years at a Chevrolet dealership.
On the question of whether we could have another engine that will just last and last, I think it is possible. History tends to move in cycles, so the same forces that created the people, economic and social pressures that made it possible the first time could come back around again.
I'm not going to hold my breath though.
With EPA regulations and penny-pinching running rampant and making cars more complicated & lesser in quality at the same time, it’ll be hard to make a reliable car outside of being simple and solidly built.
The Buick 3.8L was in production for 33 years and dates back to Buick's 1961 "Special". It was the FIRST AMERICAN V6! It is considered the BEST engine EVER produced, most reliable though not the most powerful.
Thank you for making this video. Small Block Chevy for life!!!!!!!
The 265 was called the 265, because it displaced 265 cubic inches, not 260.
A legendary Engine for sure! Chevy tough!
Like a Rock
'62 was the first year of the 327, the last year of the early Corvette.
I'm really old and I consider now to be the epitome of the internal combustion engine, GM's LS, Ford's Coyote V-8, Chryslers 5.7 Ltr hemis, BMW's Inline 6's, Honda's 4's, VW group's EA888 and VR6, Nissan's VQ35, Benz's 5 litres, and all their variants. That's what I can think of off the top of my head. Name a better time to be an engine fanatic. AND they pollute less and get much better MPG than ever. I think I read somewhere that Corvettes get 30 MPG on the highway. My wife's old 442 with a 455 CU engine got 13 MPG on the highway with 370HP. Now you can get a VW golf with 325 HP that'll do 35 MPG. I'd call that progress.
Over 100 million produced and counting
This is a great video! Thanks for doing the research and conveying it in an enjoyable manner.😎
Please do more like this, on engines and platforms (like VAG's MQB, Toyota's V6, and so much more) 🙏
Buick V6....
I agree 1000%
The Chevy small block was perfection that needed no drastic “back to the drawing board” redesign for a half a century for endless reasons.
The design and unveiling was genius, and really didn’t need any extreme revision for a half century because the traits of its design were so genius, it would take that many decades for competitors to catch up, even the competitors that were inside the umbrella of the GM divisions.
It was simple, compact, lightweight, efficient, powerful, had far less moving parts and manufacturing expenses than competitors, and was FAR easier to work on than anything before, or after its initial design.
The LS engine is an updated offering based on the advantages the original small block had, and an improvement on the original small block’s weaknesses on all fronts- and this is the reason the LS is still far and away the go-to engine swap runaway success that the SBC used to be.
LS was design lessons taken from the G1 SBC and the BBC
Thanks for the video. Today they have given up on passenger cars. I think this is a big strategic mistake
My brother had a 72 el camino with a new 350 goodwrench crate motor and the biggest cam youve ever heard that shit would smoke damn near anything
I really like the LS 350, mine has 188k miles on it and still runs like it is new. Keep in mind I change the oil every 3k miles. Take care of your engine and it will take care of you.👍
Are you talking about the LS1 from 96/97?
We have a 91 fleetwood hearse with a tbi chevy 350. As big of a pain in the cunning linguals as this motors been over the last year I still like it. It’s given me nothing but trouble trying to get it to pass emission, I’ve practically gone full ship of Theseus on it, cat, egr, plugs, cap rotor, wires, rebuilt the tbi unit, intake manifold gasket. I still like it, it’s a classic gm product, it’ll run like ass longer than a lot of cars will run at all. It’s super easy to work on, decent power for what it is, great torque. Not amazing on gas but that’s probably from it being in a hearse and it running like crap still. Out of the old school American v8’s I own I do prefer the late 80’s lo po efi 302, if only for the distributor being in a better location, but the 302’s been pretty much the most reliable engine I’ve owned, and I can get 20 mpg out of it if I try. Those old American v8’s are solid
Replace your temperature sensor
It’s probably. What’s been the problem all along.
Corvettes with the most potent small block V8s could outrun Corvettes with big block V8s on road courses because of the lighter weight of the small block allowing better handling/control ?
What an excellent presentation!
I'm no expert, but I used to be fairly versed in the details of the SBC (and the BBC mk4) until 10-15 years ago. I have forgotten things, but FWIW, I didn't notice one misstake here. On top of that it eas very enjoyable to watch.
Using a real narrator, instead of AI, is worth ten-hundred times the enjoyment!
If you haven’t read any of John DeLorean’s biographies or autobiography’s, you really should. He has some fantastic insights into Ed Cole, having worked directly for and with Ed for years.
You do good work!
All of the American car companies including AMC seemed to have one motor that was amazing. Chrysler's slant six. the inline 4.9 six in my F-150 and Gm's chevy small block.
Excellent video documentary, thank you. Only one quibble, the 305 was a POS from the worst time for GM. It was an insult to the small block's former quality. Thankfully, they moved past that point.
I have a 55 Bel-Air with a 265 and cast iron Powerglide. A 2015 Corvette with the LT1 and a 2006 GMC Sierra with the 5.3.325 ci
I might be wrong but I think the 327 was introduced in 1962 because it was available in the 1962 Corvette
1962 is true for B-body at least.
Thanks brother
The Ford V6 eco boost family is probably the closest thing I can think of in modern times that is kind of like the Chevrolet small block. It’s used from family and luxury sedans, to work truck/vans, performance trucks/SUVs, and even a super car.
Great video, you do a really good job of teaching and keeping it interesting.
I understand why you say this, but in reality, the Eco Boost is just a marketing term applied to many totally different engine platforms. The Small Block Chevy was a single design architecture built in many different tune levels and displacements with almost total parts interchangeability for many decades..... Even when it was replaced by the "LS" series "small block", that engine had more in common with the original 1955 small block than say, a 2.7 Eco Boost has in common with a 2.3 Eco Boost, or 3.5 Eco Boost of the same exact years !!
We are not even going to get into ease of engine swaps into different platforms, interchange of parts, or long term viability....
Eco boost is nothing but trash for fools.
The ‘Chevy LS’ is the new Chevy small block
DUHhhhhh
The Ford "eco-Boost" (any) is a pile of FECAL MATTER!
Um no, ecoboom they are called
Thanks Bart liked and subscribed 👍🇺🇸
Id have to say, the honda k series is the Japanese equivalent to the sbc,
Nope d series is just as good in every way.
@@fastinradfordable it wasn't made for the same lenght of time, also b and h series are far superior to the d series also, not hating on the d, but all the other honda's are just better. And K is king
COLE spent 7 years refining the air cooled boxer engine for the Corvair - and its 4wIDS, & unibody - making it Bob Lutz of Daimler's favourite daily driver - Jerry Garcia's, too. Jim Hall used its transmission to model his own & win an FIA race - the Corvair (albeit with GMs added rear stabilizer) won an SCCA D production title - even Nader in his book admitted Chevy dealers could have instructed buyers how to drive rear-weighted cars - and Corvbair is not at all the focus of Unsafe At Any Speed, merely, its first chapter & sales hook
I owned a Corvair "Monza" in 1961. It had the "high output" 98HP engine and would "eat" 170ci Falcons for lunch. Everything about it was great, except it had the 3-speed manual (non synchro 1st). Couldn't wait for the 4-speed! Stupid of me.
Ya I'm in northern alberta Canada gm small blocks back in 80 n 90s they were everywhere and cheap 2 fix
The term " Small block or Big block " is only used by Chevy or GMC about American made vehicles. Awhile the other manufacturers have several different engine families.
10:43 I like the marketing. Balding middle aged man with a vette gets a kiss on the top of his head from a pretty young lady. Some things never change.
I think the only thing I’ve ever bought was a Chevy Small Block. Aluminum Heads/Iron Block style was my least favorite, head gasket issues. It does have two separate metals mated together.
I use Cometic triple layer head gaskets for that combo, they come in many different thicknesses and last forever.
Цікаве та пізнавальне відео. Дякую ❤️
Бот?
A 0-60 time of ~10 seconds is less a praise of the ‘55 Chevy and more an insult about the wretched performance of a modern 2011 Honda.
Where did Bart find the 383hp rating as the most powerful factory Chevy small block? I don't see that anywhere I search. I'm finding 375hp for the L76 and LT5
my friend had a tahoe with the vortec. not a bad engine.
Over the life of the small block there were many different starters, none were interchangeable.
Actually chevy had a 153 and 168 tooth flywheel/flexplate and 2 different starters that were either diagonal bolted or straight across pattern thru most its life, most were interchangeable even with big block chevy. Ford on the other hand had 15 different flexplates/flywheels( i exagerate a bit) and starter combos in the early days.
@@a4000t Agreed. The starters interchangeability was a strong point for sure. The straight pattern 153tooth was a direct fit on the Buick big block (68-76) too.
I wonder what happens if Chrysler and Chevrolet powered a stand fan and lawnmower i think it's gonna be crazy
What do think is in the new Corvette ? Still make and still the best v8 ever made. Hands down.
There can be another small block including Hydrogen, Bio and propane alongside engines for plug in Hybrids.
Had a Vega wagon with a 350/350
It's funny, it's the chevy small block over there.
Over here it was all about the buick 215
Because you picked all the 215 Buick blocks out of our trash pile😂😂😂😂
I think my dad’s Mariah boat has a 4.3L Chevy v6 although I don’t know what engine it’s based off of. It’s pretty compact and easy to fix but a little old at this point.
4.3 is basically a 350 chevy with 2 cylinders missing, many parts interchange like distributors,waterpumps,valvetrain etc.
The small block Chevy. A favorite with Chevy and Ford Hot Rod builders for years.
I think the 1917 Chevrolet V8 was 288 cubic inches.
Gm: ABC variants+2.5 iron Duke, Chrysler, dodge , amc 258, and ford 300 are th he greatest of all time
I really like the videos on this channel I just wish you would include some metric conversions to make the viewing experience a lot smoother for those who aren't familiar with imperial units.
Multiply "Metric Quantity" by ".6" to get SAE or Multiply SAE by 1.6 to get Metric !
Hawg cranked, pants shid, I love barb, haddalayerdown, gobbless
Long live the 327
How long was the Chevrolet "small" V8 in development ? Was it done in faster time because of being able to use "notes" from the already developed Olds and Cadillac V8s ?
Also Pontiac's modern OHV V8 was being developed for several years before its being introduced to the market but GM upper management forbade Pontiac to sell it for one or more years after its completed development because of fear that it would take sales away from Oldsmobile and Buick ?
Was the main reason for the success of the Chevrolet V8 in having thick lower block walls and main bearing saddle webbing in spite of the small/low short deck height ? Also very large bore size in comparison to the stroke allowing more width for large valves?
at 5:22, is that Lee Harvey Oswald there on the line?
Now do the big block chrysler
HEMI ?
I recently had to replace my 4.3L v6 after 300,000 miles ,it spun a bearing. So, on EBAY I noticed 454 big blocks were the same price as the small blocks. I bought a big block and I love it BUT if you run into having to make this choice, buy a small block. Big blocks are great but the parts are so expensive. You want serpentine belt setup, factory brackets are $600+, after market brackets are double that. Need a performance chip for the computer (or just a stock one) $350, small block $25 -$100 + - . Want to make your vehicle handle better, avoid big blocks. My 454 is punched out .040 and with the intake and exhaust manifolds attached weighs 850 pounds (385.554 kilos). My truck used to set high up till I dropped in the 454. I get into it like a car now . Had to readjust the headlights and the transmission ( NV3500 5 speed) hates this engine. It has a hair line crack down the case just after installing it. Dont get me started on the price of clutches. 12 inch clutch will cost you a kidney. Small blocks are far more fun, cost effective, and less destructive to the vehicle it is in currently. Just it being in the truck is destructive on everything holding it up. Its still a monster of pure power ,over all I love it.
Yeah, an NV3500 would be no match for big block torque. Look for an NV4500.
You didn’t show a 63 split window cmon bud
Powered? Still does
The 4.3L V8 small block aka the L99 is such an oddity that shouldnt have existed and somehow does.
Not powered more like powers and I’m a ford guy but I have no problem admitting that
Would the 2.0 turbo VW engine fall in this category?
No.
The 1.8t yes.
All 2.0t are trash.
1.9 tdi can make the power of a small block Chevy and get twice the mpg of a 2.0t while doing it.
And the fact the 1.8t is a derivative of a motor from 1974
@fastinradfordable I've had the 2.0 in two cars. The first one was in a tiguan. That thing was bulletproof. I have an A4 Avant now, and that thing is nothing but problems.
💋
Not market demand .Lowered compression , took all the power away down to 80 hp.But small block thrived. For about 500. bucks, you could pump them up.Ive built a few. Unlike the author of this story.Could be ai voice ?
And yet, the Ford small-block was a smaller package, more efficient, and more powerful(outside of high end performance versions).
And fords bare block was 50lbs lighter than chevy. Which is why they don’t hold up over time
@@fastinradfordable Which makes it odd that the Ford engines lasted significantly longer.
lots of your 327 info is incorrect
Which?
@@impalaSS65 it went into Corvette in 1962not 1963 or4....it highest factory hp rating was 375 not 383.
@@stanallport6746 Ok thanks. I assumed the 63-figure could be correct for Corvette (I know next to nothing about Corvette). I missed that he mentioned an odd "383hp" rating, but I read someone else noted it aswell.
Ford rushed to beat GM to a "modern" overhead valve V-8, introducing the 239 ci "Y block" V-8 in 1954. They cut corners...It was a poor design with top end oiling issues and was discontinued in 1964, being replaced by the modern Ford smallblock engine.
In contrast, the Chevrolet engine had no lubrication issues from the start.
It was said that by the time their production runs ended, more Ford smallblocks (302 and 351W) were built than Chevy smallblocks. The vast majority of Ford F 150 and Econoline E 150s from 1982 to 1996 were equipped with Ford smallblocks. and many were installed in heavier F-250 trucks and vans. The 302 had been available in Ford pickups since 1968, but not widely ordered. The 351 M was replaced by the 351 Windsor for the 1983-1996 model years
The 265 Chevrolet did not get off to a great start. The piston rings did not seat properly on the first couple thousand built.
GM issued what is now called a technical service bulletin to dealers telling them to have their mechanics throw a handful of Bon Ami (a mildly abrasive cleanser similar to the better known Comet or Ajax) down the carburetor.
GM fixed the problem in short order, but until the introduction of the high nickel content post 1986 engines, cylinder wall wear was rather severe in 1955-86 smallblock Chevrolet engines, often showing a noticeable ridge at only 50,000 miles.
By contrast, Chevrolet engines from 1987 on would often still show a factory cylinder hone pattern at well over 150,000 miles.
A comprehensive comment! About the exhaust ports spacing: The two siamese center ports is a drawback, ii increases the already hotter center cylinders. I dont' know why that arrangement was choosen by Ed Cole.
@@hakantorstensson8053 Both GM and Chrysler seemed to prefer the "siamesed" center exhaust ports.
Pontiac and Oldsmobile also used this design, as did "A" "B" and "RB" Chrysler engines with the exception of the Hemi.
It didnt seem to be an issue.....except...once again...on the "Y block" Ford.
In 1960, Ford issued a service directive prescribing additional coolant holes be drilled in both the head and block near the two center cylinders, especially important on 292 and 312 CI variants of that engine.
A modern Fel-Pro gasket can be used as a template for drilling these holes
.Ive done this procedure on a few previously unmodified 312s in 1956 and 57 Thunderbirds, which habitually ran hotter than they should.
The Y-blocks were the last Ford engines to use siamesed center ports.
The Ford "FE" series of engines, introduced in 1958, as well as the smallblock Ford (introduced in 1962 as a 221 ci unit) had the separated exhaust port placement as used in the big-block (Mark IV and V) Chevrolet.
However, 400 ci smallblock Chevrolet heads had additional coolant passages from the factory, and all other Chevrolet smallblock heads should have these holes drilled if used on a 400 (4.125 bore) block.
Chevrolet 400s almost always were equipped with 1.94 intake valves, but can easily be modified to accept 2.02 "fuelie" intake valves, but were (as far as Ive seen) 2 bolt main blocks.
@@donreinke5863 Interesting facts. Juas an impression: The Ford FE and its smallblock with separate exhaust ports look more modern than the SBC. Buick/Oldsmobile developed an all aluminum 3.5 l V8 in the late 50s' (later purchased by english Rover in the mid 60s'). In this case the designers managed to get the exhaust ports into their desirable positions, as close to the ends of the head as possible. A suspicion being the aluminiums' lower permittable temperatures.
The only slight complaint I can offer is the starter ,block,flywheel interface. Really not that great.
Def the last engine available in USA that required starter shimming to even work right 😂
Ahead of the curve? Ford had a V8 23 yrars earlier, in 1932. Almost quarter of a century.
Wasn't an ohv engine and made no hp
Clyde Barrow outran many police vehicles with his little deuce coupe.
Ford Flathead mill 4 on the floor 140 top end... Beach Boys.
They were notorious for overheating,cracked blocks,and so on,and also was not over head valve engine.
And who started Cadillac?!?
Henry Leland.
@@andyharman3022 Henry... Ford.
@@soggycracker5934 Henry Leland in 1902.
@@andyharman3022 Which is why it was originally the Henry Ford Company. Founded by HENRY FORD!!! Who chose to change the name to Cadillac Automobile Company. Ford sold the failed company to Leland for fkin scrap in '02...
I don't include the LS just because its completely different and yet another big step forward. LS to now is it's own thing. Just like SBC isn't to be included in flathead ford V8 talks. I think the 3 big V8 series' in the order they appeared over time is "Ford Flathead V8" first, "Chevy Small block V8" second and "Chevy LS V8" third. I'm basing it on the masses of vehicles they came in and the masses of hot rodders that used them.
And that all 3 were small enough to swap into damn near any vehicle. I know thats why SBC and LS are so popular in rodding. Fords mod motors to coyote are great engine but they are huge!
The '70 400 was not a small block but an overbore 396 BBC. (402ci in actuality) it was a couple more years before the 400 small block overheating, 2bbl, dog of all small blocks came around. Yes it was balanced but took a decade for mechanics to be able to do much with them and the 400sbc was never intended for high performance
400 small block debuted in 1970.
many swapped them into vegas. it suffered from too short a connecting rod,but if you respected rpm limits it made plenty of torque.
My Chevy 1955 V8 265 hp small block was a lemon... A real pain in the butt.
Hey, "stuff" happens to EVERY manufacturer even Toyota, such as the new V6 Turbo Tundra!
It's funny how everyone celebrates the fact that GM had only ever had one good idea.
LS?
LS, Small Blocks,Big blocks, hei ignition needed only 1 wire to run,3 wire alternators,then 1 wire alternators. Turbo 3.8 in buick grand nationals,Syclone 4wd with 4.3 v6.. list goes on.
Correction, the SECOND good idea was the Buick 3.8L V6!! Considered by many automotive experts to be THE BEST engine EVER built!
Ok noob
Didn't the flathead Ford V-8 accomplish all of these things before WW2? Don't get me wrong the small block Chevy is the greatest V-8 ever built but it was the flathead that made the world fall in love with the V-8
chevy had a 288 cubic inch overhead v8 in 1917. the flatheads weren't over head valve.
@@a4000t hence the name flathead
Can it happen today?
Yes, it already has.
It's called the electric induction motor.
It was invented by Ferraris and Tesla in 1885 and 1887 respectively.
I don't think it will ever stop being made and the amount we've made to date must be absolutely astronomical.
Without the Ford flat head and Henry Fords vision of ‘affordable cars for the masses’, I doubt that GM and the SBC would be half of what it become.
chevy had a overhead valve 288 cubic inch in 1917,that being said the sbc had run and was popular for 50+ years.
@@a4000t but they only made a handful and discontinued them immediately. It wasn't viable.
I'm just saying that without the competition between Ford and GM. Neither company would be what they are today. The presentation made many references to outside influences that made the SBC what it is. Never once mentioned the two companies rivalry.
@@nathanhansford76 No they didn't,what are you talking about,the 400 sbc was produced for 10 years,it came in everything from trucks to impalas,it was intended to be a high torque,low rpm passenger car/truck engine from the start. We drag racers adopted them as did circle track and nascar. You can still find them and aftermarket blocks from dart and world products still exist. Building a 400 with a 5.7 or 6" rod and custom pistons,or destroking them for 377 inches was very popular. They can be stroked to 434 inches these days,and with aftermarket blocks to 454 inches. The video was about the smallblock chevy. everyone knows ford and chrysler had their offerings and there are a million videos out there respectively.
@@a4000t No. No. No. Seriously, what are you on.? The oversized, heavy, no power 1917 engine was discontinued immediately. Who in their right mind would think I was talking about the SBC??? 🤦🏻
Like I said, but you didn’t read properly, most outside influences except the rivalry between the two companies was mentioned. Without the Ford competition, GM would not of been driven as hard to build a great little engine. Drop your chev fan boi rubbish and have a look, subjectively, at my comments before acting like a spoilt child that can’t get his way….
When GM fails again... We don't want to bail him out twice..
Why not? We bailed out Chrysler (aka, Stellantis) TWICE!
🎉updated: ok fanboys, the 400sbc WAS built in 1970( I self fact check) but it was still an overheating, overhyped dog. The 1970 LT1, with 2.02 valves and a hot cam making an advertised 350/360 hp was king of small blocks unless you prefer the chevy 302 dz, but either way the 400ABC was hype
The Chevy small block is an amazing engine. But nothing lasts forever, and GM had to ruin things by replacing it with the crappy LS engine that everyone seems to love so much. I'm sorry, but any V8 design where you have to pull the heads to change the lifters is just dumb. But it's ironic that Chevy touted the original 265 as having "long life"---it actually had less life than later models, due to the fact that it didn't have an oil filter. The 283 fixed that
You have no idea what you’re talking about
@@jacobburden3065 I'm betting I know more about it than you do, but please, explain
@@justsumguy2u The worst LS head is more efficient than any SBC head that left the factory, no Siamese ports that cause excessive heating, better valve train geometry, better port angles for the intake, Improved stability in the bottom end with 6 bolt mains, factory computer controlled and without DoD there will be 0 issues with the valvetrain. A firing order that isn't fighting itself the entire time. Better placement of cooling passages with more volume, a better oil pump with more pressure and volume to keep the engine happy. Significantly lighter than a SBC especially one that doesn't have an aluminum intake. Better processes for machining at the factory, the entire rotating assembly is stronger by a mile. Has VVT on many many models that not only will make more power but be more efficient while doing it. The head gaskets are MLS again far more reliable and will live much much longer. There is not a single drawback to the LS from a Gen 1 SBC. Oh no you have to pull the heads to change lifters :( remove the DoD system and those lifters will live twice as long as an SBC.
@@jacobburden3065 The small block Chevy was cast iron, the LS is aluminum; get one hot and it won't live. Some of the factory bottom ends on a small block were good for 8,000+ rpm....furthermore, people have built small blocks in excess of 1,000 HP. And aluminum is fragile....threads strip out far easier. In my world, they're disposable garbage.
@@justsumguy2u And there are cast iron LS blocks that are STILL lighter, and factory truck rotating assembly are happy at 6,500 not the same can be said for a rotating assembly out of a gen 1, take an LS7,9/LSA rotating assembly and it will live at the same or beyond that range with more displacement. The only SBC that will live where you're talking is a DZ302 for RPM and a '70 Z28 350 with pink rods for a power level that will not touch a SBE LS. And talking about power levels, look anywhere online and find guys running nitrous LS engines in foxbodies n s10s making the same "1000HP"power level with just a cam, headers and nitrous kits or cheap turbo kits out of a 5.3 at that. Which you will NOT do with a 327 with stock heads, intake, and rotating assembly. If you are stripping out threads you are the problem not the engine. Also what are all racing engines in every single discipline made of? Right. Aluminum.
1972 was the last year for good American cars. 73 saw the advent of Ralph Nader's "safety" bumpers, which effectively made all cars look like they were sticking their chins out. 73 also saw the advent of the squarebody Chevy pickup. 72 was the last year for nice tapered curves. Nowadays all the new vehicles look the same. They all look like they were carved out of a block of soap by a robot. They look like oversized plastic toys. They _are_ oversized plastic toys, they have plastic holding them together, they probably have more plastic parts than steel parts. They're all designed to crush like a beercan in a wreck. All in the name of "safety", what a cruel joke. Want safety? Drive a Sherman tank!
Also, in 1973 we had a "little' thing like the oil embargo, meaning price of gas DOUBLED overnight! It was the beginning of the end of high performance engines!
Great engine, but other manufacturers have done this also. Ford has their 5.0L (302 CI), Honda has their 2.0 and 2.4 L, 4 cylinder, Toyota has their 2.5L. These are the ones I’m familiar with. How about some video’s on these, etc.?
The engine that made people buy a ford
Our 67 Biscayne's 283 didn't last all that long the cam wore out too soon that crank was getting loose and the hydraulic lifters failed all under 100K. POS and bad gas mileage.