| Chevrolet right-6 locomotive | |
|---|---|
| Overview | |
| Maker | General Motors Corp |
| Production | 1929–1988 North America 1959–2001 Brazil 1964-1999 South Africa 1964-2001 Argentine Republic |
| Layout | |
| Valvetrain | OHV, 2 valves per cylinder |
| Burning | |
| Fuel type | Gasoline |
| Temperature reduction system | Cool |
| Chronology | |
| Predecessor | 171 Straight-4 |
| Replacement | General Motors 90° V6 engine Atlas Straight 6 |
The Chevrolet straight-six locomotive engine was an inline-6 engine made in three versions between 1929 and 1988 away the Chevrolet Division of General Motors. It replaced the Chevrolet Upright-4 engine171-cubic-inch (2.8 L) inline-quaternity as the shaper's lone locomotive from 1929 through 1954, and was the party's alkali engine starting in 1955 when it added the dwarfish blockade V8 to the lineup. It was completely phased call at N America by 1990, just in Brazil, GM held on to its fire-injected version through and through the 1998 model year. It was replaced by the more recently developed V6 and four-cylinder engines. Chevrolet did not tender another inline-six until the 2002 debut of the General Motors Telamon engine in the Chevrolet TrailBlazer.
Many popular cars and trucks, including the Chevrolet Camaro, Chevrolet Aepyceros melampus, and Chevrolet Suburban used the inline-six as the base engine.
Initial propagation: 1929–1936 [edit]
| Maiden Generation | |
|---|---|
 | |
| Overview | |
| Production | 1929–1936 |
| Layout | |
| Shift | 194 copper in (3.2 L) 181 cu in (3.0 L) 207 cu in (3.4 L) |
| Cylinder bore | 3+ 5⁄16 in (84 mm) |
| Piston stroke | 3+ 1⁄2 in (88.9 mm) 3+ 3⁄4 in (95.25 mm) 4 in (101.6 mm) |
| Valvetrain | OHV, 2 valves per cylinder |
| Combustion | |
| Oil system | "splash" lubrication for the rod bearings and pressurized lubrication to the three main bearings. |
| Cooling system | Water-cooled |
| Output | |
| Power turnout | 50 hp (37 kW) 1929–1931 194 60 hp (45 kW) 1932–1933 194 80 hp (60 kW) 1934–1936 194 |
| Chronology | |
| Predecessor | 171 Straight-4 |
"A Captain Hicks for the price of a quaternity" [edit]
The sunrise six-piston chamber engine was introduced in 1929 Chevrolet cars and trucks, replacement the company's first inline-4. The 1927 Chevrolet Serial Associate in Arts Capitol had sold-out very asymptomatic—over a million units sold As compared to or so 400,000 of Ford's Model T—just Crossing had introduced a new model in the autumn of 1927: the Worthy A. The Framework A, with its improved 40 hp (30 kW) four-cylinder, compared practically more favourably to the 27 horsepower (20 kW) Serial Associate in Arts Capitol Building, and sales of the Model A surpassed Chevrolet by 1929.[1] : 14 Chevrolet had been considering shift to a 6-cylinder engine since 1925, and the ascendency of the Model A precipitated the switch. Chevrolet had extendible been acknowledged for its "valve-in-head" design in the previous four-cylinder engine, thus Systemic Coach William S. Knudsen and marketing executive Richard Grant insisted that the new six-cylinder plan likewise use overhead valves. The new engine was mockingly called the "Iron Wonder" and "Stovebolt Six" for its apparently old-fashioned design,[1] : 12–14 but information technology was magnificently advertised American Samoa "a six for the price of a quatern" to great success: the Chevrolet was priced simply $100 more than the Model A, and the brand regained the sales lead from Ford in 1931.[1] : 12–14
194 [edit]
When introduced in 1929 the six-cylinder was 193.9 cuboid inches (3.2 L) in size and produced 46 hp (34 kW). This engine used a counterfeit steel crankshaft with three main bearings and robust pistons. Bore and stroke was 3+ 5⁄16 in ×3+ 3⁄4 in (84 mm × 95 mm).
A balanced crankshaft was introduced for 1932, while a high (5.2:1) compression ratio upped output signal to 60 horsepower (45 kW).
This locomotive engine was used in all Chevrolet passenger cars from 1929 through 1932.
Applications:
- 1929 Chevrolet Series AC International - 46 hp (34 kW) @ 2600 rev, 124 pound⋅ft (168 N⋅m) @ 1000 rpm[2] : 10
- 1930 Chevrolet Serial publication AD Universal - 50 hp (37 kW) @ 2600 rpm, 124 pound⋅ft (168 N⋅m) @ 900 rev[2] : 10
- 1931 Chevrolet Series AE Independence - 50 hp (37 kW) @ 2600 rpm, 124 pound⋅ft (168 N⋅m) @ 800 rpm[2] : 10
- 1932 Chevrolet Serial publication BA Confederate - 60 hp (45 kW) @ 3000 rpm, 130 lb⋅ft (176 N⋅m) @ 800-2000 rpm[2] : 10
207 [edit]
The originative 194 CID engine was replaced with an improved 206.8-cubic-inch (3.4 L) variant (the cerebrovascular accident was increased to 4 inches (101.6 mm)) in 1933, introduced in the Serial publication California Bird of Jove. This fresh revised engine put out 65 hp (48 kW), and was produced until 1936.
Toyota's first locomotive, the Type A produced from 1935 to 1947, was a turn back engineered copy of the 206.8 blockish inches (3.4 L) Chevrolet locomotive engine.[3]
Applications:
- 1933 Chevrolet Series CA Bird of Jove / Master - 65 hp (48 kW) @ 2800 rpm, 146 pound⋅ft (198 N⋅m) @ 1000-1800 rpm[2] : 10
- 1933 Chevrolet Series CB/OA/Ob/OC/OD Dealing Utility - 56 HP (42 kW) @ 2750 rpm, 146 pound⋅foot (198 N⋅m) @ 1000 rpm[4] : 8
- 1934 Chevrolet Series DA Schoolmaster - 80 hp (60 kW) @ 3300 rpm, 150 lb⋅ft (203 N⋅m) @ 800-2200 rpm[2] : 10
- 1934 Chevrolet Series DB/PA/PB/PC/PD Commercial Public-service corporation - 60 hp (45 kilowatt) @ 3000 rpm, 146 pound⋅foot (198 N⋅m) @ 1000 rev[5] : 12
- 1935 Chevrolet Series Ea/ED Master - 80 HP (60 kW) @ 3200 rpm, 155 lb⋅ft (210 N⋅m) @ 1000-2000 rpm[6] : 82
- 1935 Chevrolet Serial publication EB/QA/QB/QC/QD Dealings Utility - 68.5 hp (51 kW) @ 3200 rev, 150 lb⋅foot (203 N⋅m) @ 1000-1400 rpm[5] : 124
- 1935 Chevrolet Series European Economic Community Standard - 74 H.P. (55 kW) @ 3200 rpm, 150 lb⋅ft (203 N⋅m) @ 1000-2000 rpm[6] : 61
- 1936 Chevrolet passenger cars - 79 hp (59 kW) @ 3200 rpm, 156 lb⋅ft (212 N⋅m) @ 900-2000 rpm[7] : 27, 127
- 1936 Chevrolet trucks - 72 hp (54 kW) @ 3200 rpm, 155 lb⋅foot (210 N⋅m) @ 900-1500 rpm[8] : 67
181 [blue-pencil]
A 181-cubelike-inch (3.0 L) (3+ 5⁄16 by 3+ 1⁄2 inches (84 mm × 89 mm)) interlingual rendition was too introduced in 1933, in the lower priced Series 200 Standard, and used again in the 1934 Series D.C. Standard. It ready-made a flush 60 horsepower (45 kW) at 2300 rpm, and peak torque of 125 lb⋅foot (169 N⋅m) at 1200-2000 rpm. The compression ratio in the 1933 model was 5.2:1, and was increased to 5.35:1 in 1934. Yield of this version over later 1934, and the Canonical utilized the 206.8 cu in engine thenceforth.
Ordinal generation: 1937–1962 [redact]
| Second generation | |
|---|---|
| Overview | |
| Production | 1937-1963 America 1964-1979 Brazil |
| Layout | |
| Displacement | 216 copper in (3.5 L) 235 cu in (3.9 L) 261 copper in (4.3 L) |
| Cylinder bore | 3+ 1⁄2 in (88.9 millimeter) 3+ 9⁄16 in (90.5 millimeter) 3+ 3⁄4 in (95.25 mm) |
| Piston stroke | 3+ 3⁄4 in (95.25 mm) 3+ 15⁄16 in (100 millimeter) |
| Valvetrain | OHV, 2 valves per cylinder |
| Compression ratio | 6.5:1 to 8.25:1 |
| Combustion | |
| Cooling system | Water-cooled |
| Output | |
| Power end product | 85 hp (63 kW) to 155 hp (116 kW) |
The Stovebolt engine was significantly re-engineered for the 1937 model year, distinguished from the earlier 1929-1936 engines by having a redesigned crankcase with four chief bearings in position of the older locomotive's deuce-ac bearings. It is often called the "Blue Flame" engine, although that name was only officially applied beginning in 1953, and then only for the 235ci version connected to the Powerglide automatic infection (including in the Corvette).[9]
216 [edit]
This engine had a 216.48-cubic-inch (3.5 L) deracination with a bore and stroke of 3+ 1⁄2 past 3+ 3⁄4 inches (88.90 mm × 95.25 millimetre). A four-bearing crankshaft was added, along with 6.5:1 compression pistons, for 85 hp (63 kW). A new piston chamber steer in 1941 magnified output to 90 hp (67 kW), and 6.6:1 compression gave the 1949 model 92 hp (69 kilowatt). This coevals did not use up a fully pressurized oiling system. The conjunctive rods were oiled using an "embrocate trough" reinforced into the oil Pan that had spray nozzles that squirted a stream of oil at the connecting rods (which were equipped with "dippers"), thus supplying oil to the rod bearings.
Rod bearings were made of Babbitt metal cast inbuilt with the rod. The posture was adjustable for wear by removing copper shims located between the rod cap and copulative rod cell. Therein way specified vegetable oil clearance could glucinium preserved. If the crankshaft were to be turned undersized, or if the bearing was damaged operating theatre tired, rod and bearing were replaced A a unit, typically at the franchise. [ citation requisite ]
This locomotive was also utilized in GM's British Bedford motortruck. In the tardily 1930s rival Austin decided to get into the 2-3 short ton truck ("lorry") market and in a crash plan settled the design on the basic architecture of this "Stove Bolt" engine, except that they added detachable shell intense and gaolbird-rod cell bearings and pressurized lubrication. That Austin railway locomotive, in six-cylinder form, post state of war, went along to power cars such as the Austin Sheerline and Princess, and the Jensen Interceptor and 541. Capital of Texa also lopped off two cylinders and in that form respective versions, with individual capacities, powered cars such as the Austin 16, A70 Hampshire down and Hereford, A90 Atlantic, the Austin-Healey 100-4 and the Austin Gipsy, a generation of commercial vans, as well as any models of the iconic John Griffith Chaney grim taxi (FX3 and FX4).
| Class | Condensation Ratio | Power | Torque | Notes |
|---|---|---|---|---|
| 1937-1940 | 6.25:1 | 85 H.P. (63 kW) @ 3200 rpm | 170 lb⋅ft (230 N⋅m) @ 1200 revolutions per minute | passenger cars |
| 78 hp (58 kW) @ 3200 rpm | 168 lb⋅ft (228 N⋅m) @ 1100 rpm | trucks | ||
| 1941-1942 | 6.5:1 | 90 horsepower (67 kW) @ 3300 rpm | 174 lb⋅ft (236 N⋅m) @ 1200-2000 rpm | all except COE trucks |
| 87 H.P. (65 kW) @ 3300 rpm | 172 lb⋅foot (233 N⋅m) @ 1200-2000 rpm | COE trucks | ||
| 1946-1948 | 90 horsepower (67 kW) @ 3300 rpm | 174 lb⋅ft (236 N⋅m) @ 1200-2000 rpm | Thriftmaster | |
| 1949 | 6.6:1 | |||
| 1950-1953 | 92 hp (69 kW) @ 3400 rpm | 176 lb⋅ft (239 N⋅m) @ 1000-2000 rpm |
235 [delete]
In 1941 a 235.5-cubic-inch (3,859 cc) variant of the 216 engine was introduced for use in pregnant trucks. Both the bore and stroke of (3+ 9⁄16 in ×3+ 15⁄16 in (90 mm × 100 mm) were augmented complete the 216. This engine likewise had an oil "Plough system" as represented above, in reference to the oiling system, as in the 216.
The 235 was introduced to the Chevy coach line in 1950, coupled to the new Powerglide automatic drive, and 3.55:1 rear differential. The newly version utilised with the Powerglide transmission featured hydraulic lifters and larger intake valves to bring on more power. The pushrod track on the side of the engine also no longer extended crosswise the cylinder head, to egest anele leaks.[10] : 89 In 1953 the 235 engine became standard equipment all told Chevrolet rider cars (omit the sedan delivery body, which continued to use the older 216 until 1954), but when coupled to the standard three-speed manual transmittance (called Parsimoniousness-King in this pretext) information technology conspicuous strong lifters and bring dow power outturn: 108 hp (81 kW) versus 115 HP (86 kW) with the Powerglide.
A full controlled lubrication system with shell type main bearings in lieu of poured Babbitt metal and aluminum pistons were also introduced in 1953, but only in the higher-output Blue Flame version in cars ordered with the Powerglide transmission.[10] : 102 The alleged benefits of a "blue flare" rather than yellow had been touted in Chevrolet advertising since 1934.[9] The 1953 Corvette used a unique version of the high-level-pressure 235 engine with mechanical lifters, the same somewhat high-lift camshaft as in use in the 261 truck locomotive engine and three single-gun barrel, side-draft Carter Model YH carburetors to produce 150 hp (112 kW).
From 1954 to 1962, the high-pressure 235 engine with solid lifters was used in roughly trucks. From 1956 to 1962, each 235 engines in use in cars had liquid lifters.
The 235 is titled one of the great Chevrolet engines, noted for its power and strength. It was replaced by the third coevals 230, origin in 1962.
Canadian-product GMC trucks also used the 216 and 235 Chevrolet erect-six engines as their base light-responsibility truck powerplant in the ripe 1940s and proto 1950s. The 216 was used from 1947 to 1953, and the 235 was used in 1954 light-duty trucks only. Medium-duty GMC trucks used US built GMC engines in the 248, 270, and up sizes prior to 1954.
| Twelvemonth | Compressing Ratio | Ability | Torque | Notes |
|---|---|---|---|---|
| 1941-1948 | 6.62:1 | 93 hp (69 kW) @ 3100 rpm | 192 pound⋅ft (260 N⋅m) @ 1000-1900 rpm | all applications except COE trucks |
| 90 hp (67 kW) @ 3100 rpm | 189 lb⋅ft (256 N⋅m) @ 1000-1900 rpm | COE trucks | ||
| 1949 | 6.7:1 | 93 hp (69 kW) @ 3100 revolutions per minute | 192 lb⋅ft (260 N⋅m) @ 1000-1900 rpm | all applications except COE trucks |
| 90 hp (67 kW) @ 3100 rpm | 189 lb⋅ft (256 N⋅m) @ 1000-1900 revolutions per minute | COE trucks | ||
| 1950-1952 | 105 hp (78 kW) @ 3600 rpm | 193 lb⋅ft (262 N⋅m) @ 2000 rpm | rider cars with Powerglide transmission; 4000, 6000-serial publication heavy-duty trucks | |
| 100 hp (75 kilowatt) @ 3500 rpm | 190 lb⋅ft (258 N⋅m) @ 2000 rpm | 5000-series COE trucks | ||
| 92 hp (69 kW) @ 3400 rpm | 182 lb⋅ft (247 N⋅m) @ 1500-1900 rpm | 3700-series Dubl-Duti vans | ||
| 1953 | 8.0:1 | 150 hp (112 kW) @ 4200 rpm | 223 lb⋅ft (302 N⋅m) @ 2400 rpm | Corvette Down Flame Peculiar |
| 7.5:1 | 115 hp (86 kilowatt) @ 3600 rpm | 200 lb⋅ft (271 N⋅m) @ 2000 revolutions per minute | passenger cars with Powerglide transmission | |
| 7.1:1 | 108 hp (81 kW) @ 3600 rpm | 200 lb⋅foot (271 N⋅m) @ 2000 revolutions per minute | passenger cars with manual contagion; 4000, 6000-serial publication big-duty trucks | |
| 107 HP (80 kW) @ 3600 rpm | 192 pound⋅ft (260 N⋅m) @ 2000 rpm | 5000-series COE trucks, 3700-series Dubl-Duti vans | ||
| 1954 | 8.0:1 | 155 hp (116 kW) @ 4200 rpm | 225 lb⋅foot (305 N⋅m) @ 2800 rpm | Corvette Blueness Flame 150 (new camshaft introduced mid-twelvemonth) |
| 150 H.P. (112 kW) @ 4200 revolutions per minute | 223 lb⋅ft (302 N⋅m) @ 2400 rpm | Corvette Blue Flame 150 | ||
| 7.5:1 | 125 H.P. (93 kW) @ 4000 rpm | 200 lb⋅foot (271 N⋅m) @ 2000 revolutions per minute | rider cars with Powerglide transmission | |
| 115 hp (86 kW) @ 3700 revolutions per minute | 200 lb⋅ft (271 N⋅m) @ 2000 rpm | passenger cars with manual transmission | ||
| 112 HP (84 kW) @ 3700 rev | 200 lb⋅ft (271 N⋅m) @ 2000 revolutions per minute | all trucks except COE | ||
| 107 H.P. (80 kW) @ 3600 rpm | 192 lb⋅foot (260 N⋅m) @ 2000 rpm | COE trucks, Dubl-Duti vans | ||
| 1955 | 8.0:1 | 155 horsepower (116 kW) @ 4200 rpm | 225 lb⋅ft (305 N⋅m) @ 2800 rpm | Downhearted Flame 150 (Corvette, in limited numbers) |
| 7.5:1 | 136 HP (101 kW) @ 4200 rpm | 209 lb⋅foot (283 N⋅m) @ 2200 rpm | Blue Flame up 136 (rider cars with Powerglide transmission) | |
| 123 hp (92 kW) @ 3800 rpm | 207 lb⋅ft (281 N⋅m) @ 2000 rev | Low-spirited Flame 123 (rider cars with manual transmission) Thriftmaster (digestible and intermediate-duty trucks) Loadmaster (heavy-duty trucks) | ||
| 1956-1957 | 8.0:1 | 140 hp (104 kW) @ 4200 rev | 210 lb⋅foot (285 N⋅m) @ 2400 rpm | Blue Flame 140 (passenger cars) Thriftmaster (light and medium-duty trucks) Loadmaster (heavy-duty trucks) |
| 1958 | 8.25:1 | 145 hp (108 kW) @ 4200 rpm | 215 lb⋅ft (292 N⋅m) @ 2400 rpm | Blue Flame 145 (passenger cars) Thriftmaster (trucks) |
| 1959-1962 | 135 hp (101 kW) @ 4000 rpm | 217 pound⋅ft (294 N⋅m) @ 2000-2400 rpm | Hi-Thrift (passenger cars) Hi-Thrift 235 (1962) | |
| 217 lb⋅foot (294 N⋅m) @ 2000 rpm | Thriftmaster (trucks) | |||
| 110 horsepower (82 kW) @ 3200 rpm | 210 lb⋅foot (285 N⋅m) @ 1600 rpm | Thriftmaster thriftiness choice |
261 [edit]
In 1954, a 260.9-cubic-in (4.3 L) truck engine was introduced as an nonobligatory Jobmaster engine for cloudy-duty trucks. This engine was very quasi to the 235 engine, except for a disparate block casting with a large piston bore of 3+ 3⁄4 inches (95.25 millimeter), deuce extra coolant holes (in the occlusion and head) between three paired (siamesed) cylinders, and a slenderly higher lift camshaft. This engine was offered as a step up from the 235 starting in 1954. It was offered in parallel with the GMC V6 locomotive in 1960 until 1963, when information technology was discontinued. The 261 America motortruck engine had mechanical lifters and was available from 1954 to 1962.
The 235 and 261 truck engines were also used by GMC Truck of Canada (GMC truck 6-cylinder engines were also used in Canada). The 1955–1962 Canadian full-size Pontiac car had a standard 261-cubic-inch railway locomotive that had hydraulic lifters. This engine was not sold-out in the US, only was very similar to the US truck 261.
The 261 engines were also used in light trucks and the Chevrolet Veraneio from 1958 to 1979 in Brazil. Produced 148hp.
| Year | Compression Ratio | Power | Torque |
|---|---|---|---|
| 1954-55 | 7.17:1 | 135 hp (101 kilowatt) @ 4000 rpm | 220 lb⋅ft (298 N⋅m) @ 2000 rpm |
| 1956-57 | 7.8:1 | 148 HP (110 kW) @ 4000 rpm | 232 pound⋅ft (315 N⋅m) @ 2000 rpm |
| 1958-1962 | 8.0:1 | 150 horsepower (112 kilowatt) @ 4000 rev | 235 lb⋅ft (319 N⋅m) @ 2000 rpm |
Third propagation: 1962–1988 [edit]
| Third coevals | |
|---|---|
 | |
| Overview | |
| Production | 1962—1988 1964—2001 (Brazil) |
| Layout | |
| Displacement | 194 atomic number 29 in (3.2 L) 230 Cu in (3.8 L) 250 cu in (4.1 L) 292 cu in (4.8 L) |
| Cylinder bore | 3+ 9⁄16 in (90.5 mm) 3+ 7⁄8 in (98.4 mm) |
| Piston stroke | 3+ 1⁄4 in (82.6 mm) 3.53 in (89.7 mm) 4+ 1⁄8 in (104.8 mm) |
| Valvetrain | OHV, 2 valves per piston chamber |
| Burning | |
| Cooling arrangement | Body of water cooled |
| Dimensions | |
| Length | 32.5 in (830 mm) |
Chevrolet's third-generation inline six was introduced in 1962 and was produced through 1988. The entire series of engines was commonly called Turbo-Parsimony, although the name was first used happening the 230 cubic inch version that debuted in 1963.[11] The brand-new engine featured seven main bearings in lieu of the previous engine's four bearings, and was considerably smaller and lighter—past approximately 100 lbs—than the old "Stovebolt".[12]
There were other major differences 'tween the Turbo-Parsimoniousness engine and the Stovebolt:
- Bore spatial arrangement matches the Chevrolet small-block V8's 4.4 inches,
- Shot of the 194 and 230 engines is the same 3+ 1⁄4 in (82.6 mm) as the 327 small-block and 348 big-block V8s
- Wedge-type "closed chamber" cylinder heads with a "slosh" area surrounding the combustion chamber cavity,
- Sealed ball-pivot stud-affixed rocker munition were introduced, similar to the V8, with a 1.75:1 ratio, rather than the earlier shaft-mounted 1.477:1 bikers.
The primary employment of the new engine serial publication was the 194 cu in (3.2 L) Hi-Penny-pinching version in the 1962 Chevy II; the following year, Chevrolet passenger cars adopted the 230 cu in (3.8 L) version crossways the cast. Studebaker and Checker also began using the engine in 1965.[13] : 341 Chevrolet and GMC trucks, which previously used the Stovebolt and GMC V6 engines also switched to using the Turbo-Thrift from 1963 through 1988, as did Pontiac in 1964 and 1965. A 153-cubic-inch (2.5 L) inline-4 version of this railway locomotive was also offered in the Chevy II/Nova line through the 1970 mock up year.
After several years of steadily declining sales (just 3,900 units in the 1972 model year)[13] : 881 the unbent six was born from Chevrolet's awash-sized cars for 1973, the kickoff time the full-moderate-sized Chevrolet hadn't been usable with a half a dozen-piston chamber since 1928. However, when the B-body job was downsized in 1977 the engine was reintroduced.[13] : 881 Sidenote: the base six cost about USA$334 less than a V8, and weighed some 188 lb (85 kg) less.[13] : 881
Overseas, the third contemporaries of the inline half dozen was mass-produced in Brazil. It was used in the Chevrolet Opala from 1969 (230) to 1992 (250). It was already misused in light trucks As the A and Chevrolet Veraneio. The South American nation version of the GMT400 – the Brazilian Chevrolet Silverado – is powered with a 4.1 instead of the Vortec 4300 V6. South American country produced sixes factory-made to the 2001 worthy class gained multipoint fire injection, unequal the US-manufactured sixes, which retained the Rochester Monojet one-barrelful carburetor. These inline sixes and their foursome-cylinder siblings were reborn for marine usage by Mercruiser and Volvo Penta, and also used in stationary applications (such as power generation) and in Clark forklifts. [ citation requisite ] [ incertain ] Aftermarket left fuel injection system and re-engineered cylinder heads have been the average although parts for the sestet e.g. aftermarket consumption manifolds (from a three-carburetor setup or a single 4-barrelful carburetor), exhaust headers, and/or interbred cylinder heads based happening the small block are costlier than the Small Blockade Chevrolet, unlike the rival AMC inline six (which has a cult undermentioned with Jeep enthusiasts, specially with the 4.0 L). Besides Brazil, the six was likewise manufactured in Argentina and South Africa.
194 [blue-pencil]
The 194 or 3.2 L (3,185 cc) was shared between Chevrolet and GMC trucks. Bore and diagonal are 3+ 9⁄16 in ×3+ 1⁄4 in (90 mm × 83 mm). Within Chevy trucks it was standard in the 1964 to 1966 G10 1⁄2 -short ton vans. It was non available in the C/K10 1⁄2 -ton trucks. In the G10 vans it was rated at 120 hp (89 kW) gross and 177 lb⋅ft (240 N⋅m) gross of torque. Worldwide Motors' Argentinian subsidiary company also developed a 109.7 Cu in (1,797 cc) foursome-cylinder version named the "Chevrolet 110" for their Opel K 180 compact car.[14]
215 [edit]
Pontiac's 215 copper in (3.5 L) (1964–1965) was a smaller bore of 3.75 in (95.25 millimeter) version of the 230 atomic number 29 in (3.8 L) Chevrolet straight-6 engine. One and only oddity is the crankshaft bolt pattern - in stead of the Chevrolet V8 absquatulate pattern (too shared with the rest of the third generation sextuplet) the Pontiac V8 bolt pattern is used.
230 [redact]
The 230 or 3.8 L (3,768 200) replaced the long-stroke, second genesis 235 cu in (3.9 L) version. Bore and stroke were 3+ 7⁄8 in ×3+ 1⁄4 in (98 mm × 83 millimeter). It was also used away Chevrolet and GMC trucks, primarily for the half-tons. It produced 140 hp (104 kilowatt). It was also reinforced in Latin America and was in production in South Africa until at least 1982, where information technology powered a multitude of disparate cars. A four-cylinder rendering of this engine was also assembled, the 153 Super-Penny-pinching.
250 [edit]
The stroked 250 reading produced 155 hp (116 kW) for Chevrolet and GMC, with a bore-hole and stroking of 3.875 in × 3.53 in (98.4 millimeter × 89.7 mm). Between 1975 and 1984, an intermingled cylinder head was produced (intake manifold and cylinder head were a single casting with a bolt on exhaust manifold), with one-barrel intakes for passenger cars, and two-gun barrel intakes for trucks later 1978. The "integrated" cylinder head and intake multiple claimed to have got resulted in increased low final stage torsion and fire economy inclusive of a smoother performance which pre-dated NVH (noise, quivering, and harshness). Some pundits consider the integrated piston chamber head American Samoa a relic of the malaise era when it was phased out of production in 1984 prior to the initiation of the 4.3 L where it was democratic to swap the earlier head (or one from the tall coldcock 292) in situ of the integrated head since the extra weight resulted in warpage - especially with flimsy truck and caravan use including fleets.
During the middle-1970s, the Buick 231 and 4.3 L V6, fundamentally a 350-cubic-inch (5.7 L) Chevy puny-block V-8 with the two rear cylinders removed, were replacing the Chevrolet 250 for use in passenger cars and light responsibility trucks/vans. Rider car use of the 250 cu in (4,093 cc) engine was discontinued later on the 1979 model year for North America (on with the Chevrolet 292), since the hexa was circumscribed to light truck usage (the 4.1 was discontinued after 1984 in Second Earl of Guilford America, where the Vortec 4.3 L V6 became the base engine). Brazil held on to the 250 (glorious as the 4.1 there) until 1998 for passenger cars, when the Chevrolet Omega A was replaced past rebadged Australian Holdens. It was used in Brazil until 2001 in Chevrolet Silverado when the engine line was discontinued. The Brazilian produced sixes gained multipoint fuel injection, distributorless ignition and redesigned cylinder heads which had smaller uptake ports.
IT would be GM's final inline six until the introduction of the GM Atlas locomotive in late 2001. It was also used for a telephone number of large sedans by Chevrolet of South Africa.
250-S [edit]
When the long duration races restarted in Brazil, in 1973, the Opala found a groovy competitor, the Ford Madox Ford Maverick, which was powered away an engine well-nig unrivaled liter big in displacement. It took Bob Sharp and Jan Balder, WHO shared a ride to second lay out in the "24 Hours of Interlagos" in August of that year in an Opala, to coerce GMB to field a more ruling racing engine.
By concurrence, engine development manager Roberto B. Beccardi was working on this engine skip-up project out of his own initiative, but lacked factory support surgery approval. This impulse came right from these two pilots.
So, in July 1974, GM started to offer the 250-S locomotive engine as an choice for the Opala 4100. Information technology was slightly contrasting from the version launched two years later: the project engine was look-alike to the four-cylinder units, did not gravel a vibration damper, and victimized the cooling rooter from the standard 2500, with quaternary blades instead of six.
The Opala was now much quicker than the Maverick GT and Ford did non blow fourth dimension. It quickly homologated a interpretation with quaternity-drum carburetor, called "Quadrijet" in Brazil (no more relationship to GM's have Rochester Quadrajet), with functioning roughly equivalent to the 250. [ citation needful ]
The 250-S has 171 hp (128 kW) and 229.7 lb⋅ft (311 N⋅m) at 2,400 rpm.
L22/LD4/LE3 [edit]
The L22 was a 250-cubic-inch (4.1 L) Inline-six engine produced from 1967 to 1979. The '78 Camaro had 105 hp (78 kilowatt) and 190 lb⋅ft (258 N⋅m) of torque with the 250. The LD4 was a 250-cubic-inch (4.1 L) I6 engine produced strictly in 1978. The LE3 was a 250-cubic-inch (4.1 L) I6 engine produced from 1979 to 1984.
292 [cut]
The 292-cube-shaped-inch (4.8 L) railway locomotive was put-upon in Chevrolet and GMC trucks as well American Samoa or s overloaded-sized Chevrolet cars beginning in the early 1960s; it is differentiated from the 194/230/250 engines by a 1+ 3⁄4 inches (44.5 mm) taller block deck and relocated passenger-side of meat locomotive engine wax. Although it had had a big displacement than its 261-cubic-inch (4.3 L) Stovebolt predecessor it was approximately 2 inches (51 mm) shorter and 1⁄4 inch (6.4 mm) lower.[18] Flywheel bolt pattern is the same as the six and V8 - with 1⁄2 column inch (12.7 millimetre) bolts for the flywheel if produced after the 1966 model year. Production of the locomotive engine was shifted to Mexico in 1980, and later variants of this engine were marketed as the "L25". The 292 retained the separate intake (with a Rochester Monojet carburetor) and exhaust manifolds as used with the short bedight motors (194-250). Gram's last pushrod consecutive-six engine was used from 1963 to 1988 in Chevrolet trucks, including UPS hand truck chassis. Outputs in 1988 (simply): 165 H.P. (123 kW) at 3,800 rpm and 280 lb⋅foot (380 N⋅m) at 1,600 rev.
Eventually, the L25 was replaced by the 4.3 L 90-degree V6.
Witness as wel [edit]
- List of GM engines
- Chevrolet Conventional-4 engine
- Common Motors Atlas engine#LL8 (Vortec 4200)
- Duramax I6 engine
References [edit]
- ^ a b c <--no named generator-->. "Chevrolet: 1911-1996" (pdf). General Motors Inheritance Nerve center.
- ^ a b c d e f "Chevrolet 1934 Passenger Elevator car Engineering Features - Superior" (pdf). General Motors Heritage Center on.
- ^ Hall, Bob (March–April 1977). "Japan's Toyota with Stovebolts". Specific-Interest Autos. No. 39. Bennington, VT. pp. 20–21.
- ^ "Chevrolet Trucks 1933" (pdf). General Motors Heritage Center.
- ^ a b "Chevrolet Trucks 1934" (pdf). Miscellaneous Motors Heritage Gist.
- ^ a b "Chevrolet 1935" (pdf). National Motors Inheritance Center.
- ^ "Chevrolet 1936" (pdf). General Motors Inheritance Center.
- ^ "Chevrolet Trucks 1936" (pdf). General Motors Inheritance Pith.
- ^ a b Leroux, Bruno (2012-11-15). "Le saviez-vous?" [Did you know?]. La Vie de l'Auto (in French). Fontainebleau Cedex, France: Éditions LVA (1533): 8.
- ^ a b Bell, Doug (1961). Cast-Iron Wonder: Chevrolet's Incredible Vi. Los Angeles: Floyd Clymer Publications. Retrieved 2021-12-30 .
- ^ Niedermayer, Paul (2017-11-02). "Engine History: The Quickest And Slowest Provoke Turbo-Parsimoniousness Sixes". Curbside Classics . Retrieved 2021-12-30 .
...the 230 edge version that appeared in the rumbling-size 1963 Chevys, finally replacing the old 235 incher "Blue Fire" was called Turbo-Thrift, and the family is typically known by that name.
- ^ "1963 Chevrolet Bel-Air". Railroad car Life. Newport Beach, California: Bond Publishing Company. Nov 1962. pp. 50–55.
- ^ a b c d Flory, J. "Kelly", Jr. North American country Cars 1960–1972. Jefferson, North Carolina: McFarland & Coy.
- ^ "Vauxhall T railcar - Opel K180 & GMC Chevette in Argentine". vauxpedianet. Archived from the original on 2022-11-16.
- ^ Holden Abroad, Restored Cars #220, Sep-Oct 2013, Thomas Nelson Page 45
- ^ a b 1970 Holden HT Brougham, Restored Cars #174, Jan-Feb 2006, pages 27 to 28
- ^ a b c Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Milano: Editoriale Domus S.p.A. pp. 186–187. ISBN88-7212-012-8.
- ^ "1963 Chevrolet Hand truck Technology Features" (pdf). General Motors Heritage Center. p. 59.
- FAQ Stovebolt.com — What is a Stovebolt?
- Chevrolet "Stovebolt" Six by Jack Nerad — The chronicle of the Chevrolet "Stovebolt" Six.
- Classic definition of a Stovebolt — by the Middle State Antique Stock Car Club
External links [blue-pencil]
- Sheridan's 1946 Chevy Truck — 1941–46 Chevrolet truck photos; much information.
- Stovebolt.com — Online information resource and discussion forums for pre-'73 Chevrolet & GMC trucks.
- 67–72chevytrucks.com — Founded for the 67-72 trucks, it is now an online forum community devoted to all years & models full size Chevy/GMC Trucks. From stock originals, to mud trucks, to show stoppers… our members take in them all.
- chevytrucks.org — Specializing in selective information on 1941–59 Chevrolet trucks; how-to articles, pictures, history, etc.
- "The Artistic creation Deco Series" — This site is dedicated to the story and preservation of the Chevrolet & GMC commercial haulers that were produced just earlier, during, and hardly after World War II, 1941–46.
- OldTruckNetwork.com — The None. ? online selective information imagination for old trucks and politics.
Does a 1967 C10 250 Engine Have a Shrode Around the Fan Blade
Source: https://en.wikipedia.org/wiki/Chevrolet_straight-6_engine
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