Author: Ross Mills

Chevy small block series-number 8

Chevy Small Blocks 1981 to 1995 Number-8

Four inch bore family

The 350 continued

The LT-9 350 variation is often known by its VIN code as the “M code 350”. This 5.7 liter engine is in the K20 and the K30 pickups as well as step-vans and motor homes on the P30 chassis marketed from ’81 to ’86. The engine has a four bolt main bearing configuration with the factory specs listing it as developing 160 bhp at 3500 RPM and producing 250 lb.-ft. of torque at 2800 RPM when equipped with the Rochester  Quadrajet carburetor.

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In the 1982 model year the only engine available for the Corvette is the L83-350 with 9:1 compression and is coupled to an automatic transmission only will give up 205 bhp and offers 285 lb-ft of torque. The power option in ’82 is a twin throttle body fuel injected version called the cross-fire. There was no production model Corvette in ’83 and therefor no L83 in that year.

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The first of the generation four is the new L98 for Corvettes; this 350 is in show rooms for the 1985 model year. The basic equipment tuned-port fuel injection (TPI) allows this version to produce 230 bhp in both ’85 and ’86 but for ’87 through ‘89 it is bumped up to 240 bhp but with the optional 3.07:1 rear axle ratio (’88-’89 only) the engine will develop 245 bhp. The L98-350 d the option of aluminum heads in 1986 , with “D” ports added for the 1987 models and this head option was available for the Corvette until the end of its run in the Corvette in the 1991 model year.

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From January 1987 until 1992 the L98-350 is an option for the Firebird and the Camaro with the basic ‘87 edition producing 225 bhp (168 kW) while offering 330 lb-ft of torque but the power option would put out 245 bhp (183 kW) offering 345 lb-ft of torque with a modified hydraulic roller camshaft. For the 1990 model year the output is increased with the cylinder compression upped to 9.5:1 for the Camaro and Firebird while in 1990 the ‘Vette with the same L98 engine offers 10:1 compression.

In the 1987 model year Chevy, GMC, and all the rounded C/K class of trucks including the four door crew cab units can be equipped with the L05 version of the 350 engine, as well, the recreational Suburban and the K5 Blazer have this engine. Other G.M. products with the L05-350 as an available option from 1990 through to 1993 with the L05 production ceasing entirely in 1996 include the Buick Roadmaster, Cadillac Brougham, Cadillac Fleetwood, Caprice LTZ, Caprice (wagon-an option), and the AMG Hummer H1 for `95-`96. From the 1994 model year until `96 the L05 is replaced by an uptown version called the LT1 in all GM `B`bodies while in the final year the Vortec heads are used in the 1996 G38.

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Oldsmobile Cutlass Supreme Brougham 1979 images

The Cutlass Supreme was downsized for the fourth generation, beginning in the 1978 model year, as an upscale Cutlass Calias. There is also a high performance Hurst/Olds notchback Supreme available for 1979 which is powered by the 5.7 L (350 cu in) Rocket V8 with the Dual Gate shifter for the Turbo Hydra-matic transmission.

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Ford Thunderbird 1956 images

There were only 15,631 of the ’56 Thunderbird built and this is the lowest production number for any of the 3 years of the G1, two seated “T”bird. This year a little larger V8 became available-the 312 “Y” block and the basic equipment continental kit puts the spare tire on the bumper for a classy look plus a larger storage area inside the trunk.

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Dodge Dart Station Wagon 1962 images

The Dodge Dart for ’62 is on a new, lightweight unibody “B” platform and well recieved with its “Torsion-Aire” suspension. The components are a good mix with-torsion bar in front, asymetrical leafs springs to the rear, the new suspension systems low unsprung weight and frame rigidity from an almost pure unibody design; the result is almost perfect geometry. The handling is excellent. the braking very good and there is lots of power available, particularly when the new Ramcharger 413 cu in (6.8 L) engine putting out 415 hp (309 kW) is added to the options list, mid-way through 1962.

MCF thanks Gateway Classic Cars for the images provided here.

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Pontiac Delivery Truck restomod 1951 images

These panel trucks were originally marketed as service vehicles and were traditionally very spartan inside, but this restomod version is anything but plain. There is a 400 CID engine under the hood which is coupled to a three speed automatic with cruise control.  Leather interior, modern stereo, power brakes, power seats and power windows have been installed.

further more you can buy it here goo.gl/2AwGNm

 

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Ford Customline 1953 images

Ford’s 50th anniversary is in 1953 and Henry’s grandson, William Clay Ford, is the Indy 500 pace driver this year; he is piloting a Sunliner convertible (with a simulated continental kit hanging off the back). As in previous years, the ‘53 Ford flathead V8 is a top choice for new car buyers and the 239 CID (3.9 L) engine still dependably puts out 110 hp (82kW).  A new attraction this year is that power assisted brakes and power steering are on the options list for the working man’s V8 Ford, trickling down from the more uptown Lincoln and Mercury Divisions. Worth mentioning is an unusual Ford guarantee in 1953; if you take the radio option your Dealer will deliver your vehicle with all the most popular area stations already programed into your radio pre-sets.

239 CID Flathead V8 3 Speed Automatic

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Chevrolet Small-blocks Number 5

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The 4.0-inch bore family 1962-1998

The 302 continued

For the 1968/69 racing seasons, Mark Donohue was a winner driving a 302-powered Chevy in the Trans-Am championships. The stroke/bore and the rod/stroke geometries make the 302 a natural for high RPM and racing as well as a very dependable street driving power plant. All components used in the Trans-Am had manufacturer production part numbers and had to be available to purchase at authorized dealerships. However, the 302, at its height, from 1968 until 1976 ran in SCCA Formula 5000 Championship series in the open-wheel class for a lower cost.

These engines, built up by Traco Engineering, Al Bartz, and Falconer and Dunn, saw use around the world, but  particularly in New Zealand and Australia where the 302 outperformed the Repco-Holden V8 power plant. The head and block weighs around 1350 pounds while producing 525 to 550 horsepower with the five-speed, magnesium trans-axle, 10×13-inch tires in front with 20×15-inch on the rear. Mounted on magnesium wheels, the 302 was a formidable opponent on the Aussie tracks.

The Holden with this engine would do 0-60 in 2.8 seconds and attain a top speed of 180 mph in the process. Racer Bruce Allison said that “during the races in the ’70s, they would never start in first gear; the car had too much torque.They would always start in second and, producing high torque up to third and fourth gear, it was difficult not to make the tires spin.” These cars were for racing with a Lucas-McKay mechanically timed fuel injection system on the intake, bolted to ported double-hump cast-iron heads, a rev-kit to fit the roller lift cam, roller bearing rocker arms, and a stock-production crankshaft. The 302 engine had lasting impact on the U.S. racing circuits with its high count of front-finishing cars as well as a high degree of success on the international Grand Prix circuits, driven by legendary drivers like Jody Scheckter, Mario Andretti, David Hobbs, and Brian Redman.

The 327

The 327-cubic-inch (5.35L) V8 engine made its first appearance in 1962. The engine with its 4.0-inch bore and a 3.25-inch stroke has a range of from 210hp (157 kW) up to 375hp (280 kW), depending on depending on which carburetor and/or fuel injection, as well as the choice of cylinder heads, pistons, and intake manifold. For 1962, with a solid lifter cam made by Duntov, the 327, with one Carter four-barrel carburetor, can develop 340hp (254kW) producing 344 lbs.-ft. (466 N-m) of torque, but if you picked the Rochester mechanical fuel-injected version, the hp bumped up to 360 ((268 kW), and the injection upped the torque to 352 lbs.-ft. (477 N-m).

The 327 L-76 version, offering 365 hp (272 kW) in the carbureted model became available in the 1964 model year while the L-84 fuel-injected engine could give up to 375hp (280 kW). The naturally aspirated L-84 V8 is the most powerful small-block in the GM arsenal until the third generation LS6 in 2001 surpassed it by developing 385hp (287 kW). A big change in the 1968/69 model year for the 327 occurred when the main journal increased from 2.30 inches (58.4 mm) to 2.45 (62.2 mm).

The 327-cubic-inch L-79 engine is the stuff legends are made of but is nothing more than an L-76 with the 2.02 Corvette heads with the solid lifter Duntov cam replaced with the #151 hydraulic cam and 11.0:1 forged pistons, and forged push rods; it also sports a forged crankshaft. This 327 350hp power plant can perform in the same arena as a lot of the big-blocks with pleasing results. Checker offers the 327 optionally for ’66, and the Studebaker Avanti II was also powered by the 327 and its siblings. In 1968, Holden Australia also imported the 327.

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Triumph TR-6 Roadster 1976 images

The Triumph TR-6 sports car is powered by a 2,3 L inline six engine with a 4-speed manual transmission, This model was made from 1968 through July 1976 and there were 94,619 during the entire production run. The TR-6 has similar body lines to its predecessors, thwe TR-9 and the TR-4 models. The domestic TR-6, sold in the U.K. produced up to 150 bhp (110 kW) with the Lucas mechanical fuel injection. The USA imported a more reliable carburated version which develops 104 hp (78 kW)

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Plymouth Belvedere GTX 1967 to 1974

 The 1967 GTX or Belvedere GTX was introduced as a Gentleman’s luxury car with muscle car power. It has a body style similar to the Belvedere s  with a different grill, mock hood scoops, chrome gas filler cap, and the optional racing stripes. The rear fascia was the same as the Plymouth Satellites. The car had heavy duty suspension included with the basic package. The GTX came with the TorqueFlight three speed automatic with a choice of a 440 cu in (7.2 liter) Commando V8 rated at 375 hp or the optional 426 cu in (7.0 L) Hemi – “The Elephant”. A four speed floor mount transmission was an available option on all the engines.

The 1968 GTX had a completely redesigned body from last year’s model with a choice of a two door convertible or two door hard top with the same power options available.

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Minor cosmetic changes took place in 1969 with black side lower body paint to differentiate it from the racing strip on the 1968 model, as well, a functional “Air Grabber” hood scoop was included with the hemi engine or an option with the 440 power. There were 701 GTX convertibles made by Chrysler in 1969 with eleven powered by the hemi engine.

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In 1970 there was no convertible model offered in the GTX line.  The GTX coupe had a few minor changes to it such as new grill and headlights as well as a hood bulge sporting a single “Air Grabber” scoop and non-functional rear brake air scoops as well as many luxury items included in the basic package. The car looked too much like the Roadrunner a poor man’s car and the “Sport Fury” was often chosen by consumers as the Chrysler choice for a performance luxury car for discriminating mature gentlemen over the GTX. Even with the addition of a GTX GT model the car was not a big seller in 1970. The car was available with a basic 440 and had a four barrel on top, the “440+6” option – three two barrel carburetors, or the 426 hemi was the top power option.

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A completely redesigned GTX was on show room floors in 1971; the last year for the car as a separate model. The engine choices were the same as 1970, but due to emission standards rising, the engines had less power than the earlier models.  With lower compression and faster choke operation the basic 400 engine horse power dropped 5% and the 440+6 option dropped to 385 hp (287 kW). The hemi engine horse power rating remained the same at 425 hp (317 kW) all the engines still came with the three speed automatic or the four speed standard transmission as an option. The emission regulations in previous years and the new and ever rising insurance rates on muscle cars made for low sales. There were less than 3,000 units produced in 1971.

From 1972 until 1974 the GTX was a luxury option package for the “Road Runner”

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Ford Sedan 1935 Model 48 restomod images

The 1935 Ford Sedan Model 48 is the flagship of the company and was a success that year with 820,000 units produced, Ford eclipsed the rival Chevrolet. It is without doubt the Ford’s good looks, practicality and attractive sticker price that made it number one with consumers. Two new developments from Ford in ’35 are: The front leaf spring has been relocated ahead of the front axle giving more room in the passenger compartment, additionally, the out of date Model “T” four cylinder is no longer in production. The Flathead 221 cu in (3.62 L) V8 is the only Ford engine available for the pickup trucks and passenger vehicles from ’35 until the straight six comes on line for the ’41 model year.

350 CID Automatic

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Buick Grand National 1987 plus “T” type and the GNX

Buick saved the best until last. The Buick Grand National is a Regal; on the Regal platform and made from 1982 until 1987. The 1987 Grand National looks much the same as previous years, a vision of black, inside and out; with only some minor grill modifications to tell it from previous versions. There were 27,590 Turbo Regal models produced in ’87 and of those 1,547 units are a lighter WE4 (Turbo T) which is offered as an option package. The WE4 option differed from others in its weight-the bumper support brackets are aluminum and the rear brake drums are also aluminum making this version lighter and quicker. This version also sports an interior trim package, exterior badging, and special wheels, although there is the further offer of a rear spoiler but this was only available as a dealer installed option.

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The options vary greatly and are mixed and matched, so it is possible to see a Landau Limited edition with a vinyl roof sporting the LC2 Turbo option hood bulge. Very rare is a Turbo Regal Limited edition with only 1,035 to roll off the assembly line; although it is not as rare as the GNX version. Limited’s all come with a sumptuously appointed interior including deep pile carpets and thickly padded pillow seats. There is a choice of a bench style seating with a column shift available as well. These also vary between each unit with a chrome exterior trim package being a fairly commonly chosen one. Another thing on the table is the “black out” option for the interior-for an extra 35 bucks onto the bill if this exceedingly rare choice appeals to you . The production of the Grand National is extended into November ’87 just to meet the demand.

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Buick also introduces the limited production of 547 units of the GNX with a special interior package and performance upgrades. The interior of the GNX has a serial number on the dash, its own specific instrument cluster with analog Stewart-Warner gauges which includes a turbo-boost gauge. The “Grand National Experiment” (GNX) in 1987 has a sticker price of $29,900.00.

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This car is the Grand National to end all Grand National’s and is taken directly from the assembly line to McLaren Performance Technologies where the modifications are performed. The alterations include the addition of a Garret T-3 turbo charger with a ceramic impeller to blow though an enlarged ceramic/aluminum intercooler for the high performance engine. The car also gets a reprogrammed 200-4-R Turbo-Hydramatic transmission a custom torque converter with inter-cooler, differential cover with a panhead bar, with the high performance additions completed by the installation of the exclusive E-EPROM low restriction dual exhaust system. The panhead bar changes the suspension geometry and is for traction but uniquely GNX equipment. The GNX exterior has some distinctive attributes with vents installed on each front fender, 16 inch black mesh rims, VR-high speed tires, and the factory installed exterior logo’s and other markings are removed.

All the Buick line receives an under rated with a factory power rating for the GNX V6 placed at 245 hp (183 kW) and producing a formidable 360 lb-ft of torque. This car does a standing quarter in 13.2 seconds achieving 104 mph (167 km/h) and will do 0-60 (97 km/h) in 4.3 seconds  The prototype GNX #001 is still owned by Buick and can occasionally be seen around the US at varied events. The furtive GNX with its V6 appearing when V8 engines ruled the pavement.  The GNX, has given this all black car the moniker of “Darth Vader car”-arriving the same year as the movie Star Wars.

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