auto trivia

Bgrigg

The Avanti II used the 327ci from the 'Vette in 1965/66, and used GM engines throughout the run, even used the GM "G" platform (Monte Carlo) in the late 80's, but it's wasn't Studebaker anymore, as they shut down in 1963. The Studebaker Avanti was only offered in 1962/63 and came with the Hawk 289ci.

there are three basic Avantis:

* Studebaker Avanti that came with Studebaker V8 engines in four designs (The R3 body holds a world record in the GT class at Bonneville at over 195mph)

* the late run of Avantis that used Chevy engines, but used the normal drive train parts (I think all these have the square headlight trim rather than the rounded one)

* the Avanti II is not a Studebaker product. They sold the line off to a private concern just about time they ceased to produce autos.

gary

kustommodeler1

Checker Motors used Chevy 350s in the Marathons.

most are six cylinder engines, but a few used the 283 and maybe even the 307 engines

gary

artabr

AMC used the Pontiac 2500 / 2.5  "Iron Duke" .

Great litte engine. My S-15 is at 198,000 and still going strong.

The vehicle's that it was in (note the AMC vehicles at the bottom of the list) :

• 1977 Pontiac Astre
• 1977-1980 Pontiac Sunbird
• 1984-1988 Pontiac Fiero
• 1982-1985 Pontiac Firebird
• 1982-1985 Chevrolet Camaro
• 1985-1990 Chevrolet Astro
• 1985-1990 GMC Safari
• 1989-1992 Pontiac Grand Prix
• Chevrolet Citation
• Chevrolet Celebrity
• Chevrolet S-10
• Chevrolet S-10 Blazer
• GMC Sonoma
• GMC S-15 Jimmy
• Chevrolet Monza
• Buick Skylark
• Buick Skyhawk
• Buick Century
• Pontiac 6000
• 1985-1991 Pontiac Grand Am
• Oldsmobile Ciera
• Oldsmobile Omega
• AMC Concord/Spirit (1980-82)
• Eagle (1981-83)
• Jeep CJ (1980-83)
• Grumman LLV United States Postal Service delivery vehicle
• 1975-1992 Chevrolet Opala (Brazil)

I thought that the only four cylinder engines AMC used were made of the 258 " six pattern (a better engine by the way)

gary

simpilot34

Was it the Studebaker Lark? I had a friend in the Air Force that had one and I had a ride in it and heard a V-8. I asked what was in it, and to my surprise he said a 289.

That's right. The first AMC V8 and the Studebaker engines were all built off the old Packard V8 pattern which somehow evolved out of the early Cadillac V8 pattern (1940's). Studebaker and AMC never used a Ford engine in anything

gary

simpilot34

Isn't HEMI a Mopar thing? Ford was involved indirectly as mentioned.

Ford has never built a true hemi ever. They did build a semi hemi that was known as the Boss 429 boat anchor

Every funny car and fuel dragster out there uses the Chrysler hemi pattern as a start, but none use the actual blocks and heads these days. But the Stage V heads are actually Chrysler D5 heads that were never produced (they sold the patterns and basic design to Stage V along with the "Blower Block"). What Keith Black used, I'm not sure. But the blocks and heads were actually cast by Chrysler at one time.

gary

A10wrthg

Shelby AC Cobra used ford 289 engines with an AC Bristol body.

so did Lola and De Thomaso

gary

simpilot34

DeTamaso Pantera???? I have seen them with 351's.

the Pantera was a Ford renaming of the DeThomaso Mangusta. It was sold with Chevy engines firs, and later Ford engines, and even a few AMC engines. Most of them were a piece of junk, and wouldn't hold up on daily usage. The Lola GT was nothing but a Ford GT with a different skin on it. The original Ford GT40 used the same chassis. But the Lola used Weber carbs with Crane heads.

gary

simpilot34

A10wrthg:

Shelby AC Cobra used ford 289 engines with an AC Bristol body.

 

Same with 427?

a 427 Cobra and an AC Cobra are completely different animals! AC Ace built the bodies and Shelby installed the engine and transmission. The first two or three years the cars literally fell apart. Doors would open while you were driving down the road. Then AC redesigned te body and frame. Later on the designed the bigger body for the 427

gary

kenjitak

Shelby chose to be allied with Ford. The case I have in mind the seller was not happy with selling a car that had a rival company's engine in it.

 

Ken

the original Cobra concept had a Corvette engine in it. Chevy would not sell him what he wanted and allowing Shelby to use the Corvette name on the engine at the sametime.

gary

kenjitak

In 1964 the Rootes group wanted to rejuvenate their Sunbeam Alpine. With a little help from Carroll Shelby and Ken Miles they came out with the Sunbeam Tiger, an Alpine with a 260 Ford V-8. This proved to be quite popular and successful in sales and auto racing. A hot little car with a well-developed line of hop-up parts since almost anything that fit on a 289 also fit on the 260. In 1964 Chrysler was in the processing of building up its European operation and began buying up the Rootes Group. By 1967 they completed the takeover and found that one of their key image cars, the Sunbeam Tiger was powered by Ford and had just come out with a 289 powered version. Chrysler did not have a suitable substitute engine; their blocks were too big, so for the 1967 model they continued selling the Tiger, a Chrysler car with a Ford engine!

OK someone else please step!

there was also the TVR Griffen that used the Ford engine. It was a little better car than the Shelby in comparison tests

gary

kustommodeler1

OK, I'll ask one......

 

Since it's beginning production in 1955, the small block Chevy engine went from 265 C.I. all the way up to 400C.I.

Question: from 1955, all the way to 2002, what NEVER changed  on any of the engines except the 400?

water pump I guess or the distributor. They used a multitude of different cranks and bores. The heads are the same bolt pattern but still different. I might add that the 1955 and 1956 engines are different than the 1957 and later in the way the blocks are cast

gary

agentg

exhaust valve diameter?

G

there are at least two different diamters if not three

fantacmet

Alot of people are saying valves but the valve sizes changed alot.  Even under the fuelie heads valve sizes differed.

For one thing the number of cylinders would be an accurate answer for thequestion but probably not what you are looking for.

I believe the answer you were looking for is the center to center rod length of 5.7 inches.  The only exception being the 400 CID block which used a special short rod.  

other than siamezed bores and a couple steam ports on the heads they are pretty much the same all the way thru from 1957 till the end of production

gary

kustommodeler1

fantacmet:

I believe the answer you were looking for is the center to center rod length of 5.7 inches.  The only exception being the 400 CID block which used a special short rod.  

 

 

You NAILED it!! The factory rod center to center length never changed except on the 400. The 400 had to have a shorter rod to keep the wrist pin from getting up into the oil ring land. The next question is yours!!!

not quite correct. Chevy used a 5.6", 5.7" and a 6" rod length. That's why they tend to blow the side of the blocks out when they let go (a very poor rod length to stroke ratio in the 350 and above engines

gary

kustommodeler1

fantacmet:

I believe the answer you were looking for is the center to center rod length of 5.7 inches.  The only exception being the 400 CID block which used a special short rod.  

 

 

You NAILED it!! The factory rod center to center length never changed except on the 400. The 400 had to have a shorter rod to keep the wrist pin from getting up into the oil ring land. The next question is yours!!!

just to further add to this. The real differences in Chevy engines thru the years was the oil filter boss cast on the blocks and there was a short deck block sold

gary

simpilot34

What was one of the main reasons that Ferrari started putting V-12s in it's early racing cars. Besides the fact that Mr. Ferrari himself just liked the sounds they emmitted after riding in a Packard with a V-12. The answer I am looking for has more to do with an engineering perspective.

The Commodore relied heavilly on an engineer known as "the Doctor". What the guy said was taken as the holy grail! He made a statement once that the two most efficient engine concepts were a V6 and a V12, and everything else being a comprise. The Doctor was they guy who did all of the head work for Ducati, Ferrari, Lancia, MV, and a few others. Probably been dead for twenty years now

gary

simpilot34

Ahhh ok, well the displacement and cylinder idea is along the lines I am looking for.

it's really simple if you think about it. It's easier to gain horsepower out of a small displacement cylinder than a larger one; even though the larger one with make more power. The true answer is horsepower per cubic inch of cylinder displacement. Thus is you have a 43.75 cu. in. cylinder that can develope 60 horse power and still stay together; verses 29 cu. in cylinder that will make about 45 horse power per cylinder you have no contest. It's far easier to make horse power in smaller engines than bigger ones. I might add the exactly the opposite holds true with deisels engines. They like large volume cylinders in small numbers.

gary

bobbaily

bobbaily:

Actually, I was referring to the non V-12 engines having the same displacement with fewer cylinders, therefore having heavier pistons and rods, thus limiting rpms.....and horsepower...

 

...therefore, an engine of the same displacement but with more cylinders should/would have lighter pistons & rods & valve train, allowing higher rpm's and more horsepower.

actually the Doctor said that bore sizes are way too over rated. He prefered the same bore and stroke per cylinder due to flame travel on ignition

gary

The answer I gave was correct within the confines of the question.  There is one assumption one has to make, and that is factory engines IN cars.  Also the CID given was for all smallblocks.  6 inch rods in small blocks are for aftermarket or specialty chevrolet blocks cast with taller decks and skirts, for "stroker" applications.  The other rod lengths while offered were not in enginers supplied in the vehicles themselves(or more correctly were not supposed to be according to spec), but even back in the day manufacturers offered engines for sale without having to buy the car that went around them. Today these are called crate engines, back in the day they didn't have a name for them.

By the broader definition of ALL Chevrolet V8's then my answer would have been incorrect and there would really have not been a truly correct answer.  Within the confines of the question, and the assumption of installed engines having to be made, my answer was the most correct possible.  Which sadly enough is all too common today.  Even in high end certification testing(such as CISCO Systems answers are given that are not correct but moreso than other possibilities).  :P

As for the oil filter boss, the earlier Smallblock Chevrolet engines did not even have oil filters, it was a later addition.  In the first applications of oil filter bosses, it largely depended on the engine and the car it was installed in, whether or not it had an oil filter.

SOURCE: Chevrolet Motorsports.

fantacmet

The answer I gave was correct within the confines of the question.  There is one assumption one has to make, and that is factory engines IN cars.  Also the CID given was for all smallblocks.  6 inch rods in small blocks are for aftermarket or specialty chevrolet blocks cast with taller decks and skirts, for "stroker" applications.  The other rod lengths while offered were not in enginers supplied in the vehicles themselves(or more correctly were not supposed to be according to spec), but even back in the day manufacturers offered engines for sale without having to buy the car that went around them. Today these are called crate engines, back in the day they didn't have a name for them.

 

By the broader definition of ALL Chevrolet V8's then my answer would have been incorrect and there would really have not been a truly correct answer.  Within the confines of the question, and the assumption of installed engines having to be made, my answer was the most correct possible.  Which sadly enough is all too common today.  Even in high end certification testing(such as CISCO Systems answers are given that are not correct but moreso than other possibilities).  :P

As for the oil filter boss, the earlier Smallblock Chevrolet engines did not even have oil filters, it was a later addition.  In the first applications of oil filter bosses, it largely depended on the engine and the car it was installed in, whether or not it had an oil filter.

 

SOURCE: Chevrolet Motorsports.

 

actually I've seen 5.6" rods as well as 5.65 and 5.7" rods. six inch rods were factory. Nobody in their right mind would is a 6" rod with any stroke longer than 3.38".  Most race car aps used 6.38" rods. Have never seen a tall deck small block from the factory, but they did catalog a low deck small block that really was nothing more than a five minute motor. NASCAR killed that block when they forced you to race with the motor you qualified with (not that I care anything about nascar). I'm not going to argue with you about where when a certain engine was built. But a crate engine is a generic term used these days. Some "crate" (sic) engines are nothing more than a production line engine pulled off an assembly line. Others are specificly built. Most are of low quality and literally thrown together (you get what you pay for)

    Early small block Chevy engines did have an oil filter, but it was an option. The oil filter boss was added in 1957, and there are supposed to have been a few (I've never seen any) 265" motors built in the late end of the 1956 production run.

gary

bobbaily

bobbaily:

Actually, I was referring to the non V-12 engines having the same displacement with fewer cylinders, therefore having heavier pistons and rods, thus limiting rpms.....and horsepower...

 

...therefore, an engine of the same displacement but with more cylinders should/would have lighter pistons & rods & valve train, allowing higher rpm's and more horsepower.

Bob I am terribly sorry!!!!! That last bit is pretty much what I was looking for!!!!! Somehow missed that bit, again sorry bout that mate!!!!

In general what I was looking for was this, The more cylinders you have for a given displacement the more horspower you will make. zoomzoom

Over to you Bob!!!

Sorry squeakie, the FACTORY center to center bore length of the small block chevy piston connecting rod on ALL displacements except the 400 was 5.7 inches.

Sorry, fantacmet got it right.

simpilot34

 

bobbaily:

 

 

bobbaily:

Actually, I was referring to the non V-12 engines having the same displacement with fewer cylinders, therefore having heavier pistons and rods, thus limiting rpms.....and horsepower...

 

 

...therefore, an engine of the same displacement but with more cylinders should/would have lighter pistons & rods & valve train, allowing higher rpm's and more horsepower.

 

 

Bob I am terribly sorry!!!!! That last bit is pretty much what I was looking for!!!!! Somehow missed that bit, again sorry bout that mate!!!!

In general what I was looking for was this, The more cylinders you have for a given displacement the more horspower you will make. zoomzoom

Over to you Bob!!!

No apology necessary.....you or someone else can ask the next question.....I'm not feeling very trivial at the moment.....3 day weekend-16+ hours in a car....work tomorrow....you get the picture....

Ok I'll ask one.  This time single question, single part, single answer.

The DAtsun//Nissan pickups from 1982 had the H190 rear ends.  However, in 1982 the 4X4 King Cab, was only available with a SINGLE gear ration for the rearend(or the front diff for that matter), what was that gear ratio????

3.51?

kustommodeler1

Sorry squeakie, the FACTORY center to center bore length of the small block chevy piston connecting rod on ALL displacements except the 400 was 5.7 inches.

 

Sorry, fantacmet got it right.

whatever. But I'm staying with my post

gary

Sorry Simpilot, if it was 2WD I would have said you got one of the ratio's correct.

A single hint is that this gear ratio was ONLY in the 1982 4X4 King Cab, and that was the ONLY gear ratio you could get in that configuration.  It might have been the same in standard caba s well for 4X4 models as well, not sure exactly.  The big key here is 1982, and 4X4.  It's quite a bit lower then what you posted, and it's an oddball ratio, with a .xxx decimal spacing.

If nobody gets it in 24 horus I'll post the correct answer up.

If you can find the 720 owners club from MSN groups archives, then you may find the answer there.

4.625?

Closer but still no cigar.  It's 4.375.  I'll let you get the next one though, I can't think of anything at the moment.

squeakie

 

kustommodeler1:

 

Sorry squeakie, the FACTORY center to center bore length of the small block chevy piston connecting rod on ALL displacements except the 400 was 5.7 inches.

 

Sorry, fantacmet got it right.

 

 

whatever. But I'm staying with my post

gary

Please read the 13th sentence of the first papragraph from Car Craft Magazine's article on a 383 stroker.

http://www.carcraft.com/techarticles/ccrp_0808_383_stroker_small_block_chevy/engine_stroke.html

Does this get rid of the "whatever" attitude?