First of all, let me repeat the old saying "there's no replacement for displacement". The LT-1 was available in the Corvette, and Camaro Z28. It is Chevrolet's last production Generation I small-block. 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. Sources: COMP Cams, compcams.com; GMPP, gmperformanceparts.com; Holley/Hooker, holley.com; JE Pistons, jepistons.com; L&R Automotive, lnrengine.com; Speedmaster, Speedmaster79.com; Sean Murphy Inductions, smicarburetor.com. 28 gram difference.
The LU5 "Crossfire EFI 5.0L" featured a dual Throttle Body Injection set-up, based upon the original "Crossram Intake" supplied by Chevrolet for the 1969 Camaro Z28. It was discontinued in 1982. The coil-in-cap HEI distributor was retired, and an all-new electronic distributor design was used. Pulleys for the balancer, alternator, water-pump, as well as optional power steering, were deep-groove to retain the drive belt(s) at high rpm. Pistons used with the 307 share the same pin height as the 327 but retaining the 283s bore size (prior to 1968 it was possible to stroke a 283 into a 307 where aftermarket pistons had to be used). Chevrolet vehicles eventually used the 305 cu in (5.0 L) as their base V8 engine.
[27] It displaced 5.7 L; 349.5 cu in (5,727 cc) and had a bore x stroke 3.90 in × 3.66 in (99 mm × 93 mm) instead of the usual 4 in × 3.48 in (101.6 mm × 88.4 mm) and featured Lotus-designed DOHC 4 valves per cylinder rather than the usual Chevrolet 16-Valve OHV Heads. 1987 would also be the last year for the LG4 production, however a run of LG4 engines was made to supplement the carry-over production for the 1988 Monte Carlo and the 1988 Chevrolet Caprice. Redline was 6,500 rpm but power fell off significantly past 6,200 rpm. The LT-9's listed specifications are 160 hp (119 kW) at 3,800 rpm and 250 lb⋅ft (339 N⋅m) of torque at 2,800 rpm with 8.3:1 compression. It is still[when? ...and they make rod bearings with spacer for using a 2.100" rod on a 2.00" rod journal. 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. Introduced in 1963 on Pontiac's 389 and 421 cu in (6.4 and 6.9 L) drag racing engines, General Motors fitted it to the 1967 Z/28 before they used it on the L88 427 cu in (7.0 L) Corvette. The small journal 327 crank is the heaviest/strongest SB crank GM has ever made in a production engine.
It had 255 lb/ft (346 nm) of torque. Lots of 350 main bearing crankshafts with a 2.00" rod journal available.
Through much of the 80's, the 305 became General Motors' most common V8, followed closely by Oldsmobile's 307. In 1969 it was used in almost all car lines; Camaros, Caprices, Impalas, El Caminos, Chevelles & Novas. In the ignition system, CCC was fully responsible for the timing curve; mechanical and vacuum advances were eliminated from the distributor. Every car was tested on a chassis dyno and then performed a 6-mile (10 km) road test. Although all of Chevrolet's siblings of the period (Buick, Cadillac, Oldsmobile, Pontiac, and Holden) designed their own V8s, it was the Chevrolet 305 and 350 cu in (5.0 and 5.7 L) small-block that became the GM corporate standard. 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. The 1973–1974 L82 was a "performance" version of the 350 that still used the casting number 624 76cc chamber "2.02" heads but with a Rochester Quadra-jet 4bbl carburetor and dual-plane aluminum intake manifold, the earlier L46 350 hp (261 kW) 350 hydraulic-lifter cam, and 9.0:1 compression forged-aluminum pistons producing 250 hp (186 kW) (1971 was the first year for SAE net hp rating, as installed in the vehicle with accessories and mufflers) and 285 lb⋅ft (386 N⋅m) of torque.
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