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90-398: Built in 1964, the vehicle was powered by a 1955 or 1956 Chevrolet V8 backed by a Powerglide automatic transmission. The body was hand-laid fiberglass, hiding Roth's extensive chrome work to the chassis. The cockpit, set at the extreme rear of the vehicle in the manner of a dragster , was lined with fake fur and featured an 11-inch General Electric "1-Touch" portable television mounted in

180-505: A Duntov high-lift camshaft , it was one of the first production engines to produce 1 hp (0.7 kW) per 1 cu in (16.4 cc). The 283 was adopted by other Chevrolet models, replacing the 265 V8s. A high-performance 327 cu in (5.4 L) variant followed, turning out as much as 375 hp (280 kW) (SAE gross power, not SAE net power or the current SAE certified power values) and raising horsepower per cubic inch to 1.15 hp (0.86 kW). From 1954 to 1974,

270-438: A Hewland 5-speed magnesium transaxle, and 10 in (254.0 mm) wide 13 in (330.2 mm) front/20 in (508.0 mm) wide 15 in (381.0 mm) rear magnesium wheels, it produced incredibly exciting racing. They ran 0–60 mph (0–97 km/h) in 2.8 seconds and over 180 mph (290 km/h). Reminiscing about the series, mid-70s Australian F5000 driver Bruce Allison said, "We never used first gear at

360-578: A SCCA Formula A open-wheel class designed for lower cost. The engine was also popular in Formula 5000 racing around the world, especially in Australia and New Zealand where it proved more powerful than the Repco -Holden V8. Weighing 1,350 lb (610 kg), with a 525–550 hp (391–410 kW) iron block and head engine positioned near the car's polar moment of inertia for responsive turn pivoting,

450-626: A bore of 4.00in and 3.25in stroke. The exact displacement is 326.7256 cu in (5,354 cc). Power ranged from 225 to 383 hp (168 to 286 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads , pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb⋅ft (466 N⋅m) with single Carter 4-barrel, and 360 hp (268 kW), 358 lb⋅ft (485 N⋅m) with Rochester fuel-injection. In 1964, horsepower increased to 366 hp (273 kW) for

540-585: A common modification involving taking the engine from one car and putting it into another, often one that did not initially come with that engine. A few of the most common engines swapped into other vehicles include the BMW M54 , Chevy small block , Chevy LS , Chrysler Hemi , Cummins B Series , Ford Barra , Ford Coyote , Ford flathead V8 , Honda B , Honda K , Mazda 13B , Nissan RB , Nissan SR , Subaru EJ , Toyota JZ , Toyota UZ , Toyota S , and Volkswagen VR6 . Completing an engine swap typically requires

630-531: A factory 'cross-ram' aluminum intake-manifold package using two Holley 600 cu ft/min (17 m /min) mechanical secondary carburetors for Trans-Am racing. It was available only as off-road service parts purchased over the Chevrolet dealership parts counter. With the Chevrolet `140 1st-design off-road cam, the package increased a stock 302's horsepower from 360 hp (268 kW) to approximately 400 hp (298 kW). Chevrolet went so far as to carry

720-583: A four-barrel Quadrajet carburetor and L46 hydraulic cam, dome piston (+0.16 cu in (2.6 cc)), 186 heads, and a four-bolt block. Years: 1967–1980 The L48 is the original 350 cu in (5.7 L) engine. It was introduced for 1967 in the Super Sport (SS) version of the Camaro (which used it until 1969) and for 1968 in the Chevy II/Nova (which used it until 1979). In 1969, it

810-424: A high level of modification and fabrication to fit the engine and connect it to the host vehicle's body, transmission, and electrics. Many companies sell kits for common engine swaps that include adapter plates for the transmission, K member, engine mounts, front subframe, and more, depending on what ss required for the particular swap. Some engine swaps will use the vehicle's original transmission, while others opt for

900-435: A high-lift camshaft. The 283 had a 3.875 in (98.43 mm) bore . The stroke of the 283 was 3 in (76.2 mm), like the 265. The 283, famous for being one of the first engines to make one hp per cubic inch, is also famous for being the evolutionary stepping stone that would later give rise to small-blocks and to the "W" blocks, ultimately culminating in the Chevrolet big-blocks. The last of this family

990-711: A high-performance L-48 option for the 1967 Camaro . The exact displacement is 349.85 cu in (5,733 cc). One year later, it was made available in that form in the Chevrolet Nova , and in 1969 the lower-compression mainstream LM1 version became an option in the rest of the Chevrolet line. As had been the case with earlier versions of the small-block, the 350 was available in the Beaumont sold by Pontiac Canada, which unlike its U.S. counterparts, used Chevrolet chassis and drivelines. Many variants followed. Years: 1969–1970 The L46 became an optional engine for

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1080-412: A lasting impact on the series' ability to conduct high car-count finishes and close competition events by the degree of mechanical success it provided to a series filled with star international Grand Prix drivers like Mario Andretti , Mark Donohue , David Hobbs , Graham McRae , Brian Redman , Jody Scheckter , and Al and Bobby Unser . The 327 cu in (5.4 L) V8, introduced in 1962, had

1170-452: A performance engine in 1967, the 350 went on to be employed in both high- and low-output variants across the entire Chevrolet product line. 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. Over

1260-509: A technological innovation, no other GM division could use it for a period of two years. The stud-mounted independent ball rocker arm design patented by Pontiac engineer Clayton Leach, was scheduled for introduction in the Pontiac 1955 V8. GM forced the Pontiac division to share its valvetrain design in Chevrolet's new 265 V8 in 1955, so that both engines were introduced the same year with the same valve train design. A side note to Pontiac's V8

1350-519: A year later, in 1951 the National Hot Rod Association was formed. In the following years, more drag strips were built across the country, leading to a rise in the popularity of drag racing among both amateurs and professionals. In the post- World War II era, Japan's automotive industry grew, eventually leading to the country becoming the world's largest vehicle producer. This led to a unique car customization culture within

1440-489: Is a series of gasoline -powered V8 automobile engines , produced by the Chevrolet division of General Motors between 1954 and 2003, using the same basic engine block . Referred to as a "small-block" for its size relative to the physically much larger Chevrolet big-block engines , the small-block family spanned from 262 cu in (4.3 L) to 400 cu in (6.6 L) in displacement . Engineer Ed Cole

1530-652: Is considered part of custom car history, as companies and individuals built custom bodies to be fitted to early cars and inspired later customizers. Hot rods were an early type of custom car first popularized in the United States, considered to be one of the earliest defined car customization movements. The origins of the first hot rods are typically considered to be early race cars built to race on dirt tracks and dry lake beds, often stripped down Ford Model Ts , Model As , and other pre- World War II cars made into speedsters and "gow jobs". The "gow job" morphed into

1620-537: Is credited with leading the design for this engine. The engine block and cylinder heads were cast at Saginaw Metal Casting Operations in Saginaw, Michigan . The LT1 and LT2 engines are distinct from subsequent LS-based small-block engines. The Generation II small-block engine is largely an improved version of the Generation I, having many interchangeable parts and dimensions. Later generation engines have only

1710-407: The 1969 Chevrolet Corvette . It was a higher-performance version of the base 350 cu in (5.7 L) V8 with casting number 186, 2.02 / 1.6 in (51.3 / 40.6 mm) valve heads and had an 11.0:1 compression ratio requiring high octane gas. This produced 350 hp (261 kW) (SAE gross power) and 380 lb⋅ft (515 N⋅m) torque. It was also available in 1970 with

1800-1037: The Detroit Autorama since 1964 in honor of show promoter Don Ridler. With one of the most unusual car show entry requirements, the Ridler Award winners are selected as the most outstanding among cars being shown for the first time. This prompts builders of many high-end roadsters to enter Autorama first and then the Grand National show to have the chance to win top honors at both shows. Few cars and owners can claim this achievement. Some customs gained attention for winning awards at shows or for their outlandish styling. Some examples include Silhouette and Ed Roth 's Mysterion . Some notable custom cars have been turned into Hot Wheels cars or other scale models, such as The Red Baron . Other custom cars became notable for appearances in film (such as Ala Kart {1958}, The California Kid three-window {1973},

1890-493: The "30-30 Duntov" cam named after its 0.03 in (0.8 mm)/0.030 in hot intake /exhaust valve-lash and Zora Arkus-Duntov (the first Duntov cam was the 0.012 in (0.3 mm)/0.018 in (0.5 mm) 1957 grind known as the '097, which referred to the last three digits of the casting number) the "Father of the Corvette", was also used in the 1964-1965 carbureted 327/365 and fuel injected 327/375 engines. It used

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1980-414: The '202' 2.02 in (51.3 mm)/1.6 in (40.6 mm) valve diameter high-performance 327 double-hump '186 and 461 heads, pushrod guide plates, hardened 'blue-stripe' pushrods, edge-orifice lifters to keep more valvetrain oil in the crankcase for high-rpm lubrication, and stiffer valvesprings. In 1967, a new design high-rise cast-aluminum dual-plane intake manifold with larger smoother turn runners

2070-461: The 1955 Chevrolet 265 cu in (4.3 L) V8 offered in the Corvette and Bel Air . The engine quickly gained popularity among stock car racers, and was nicknamed the " Mighty Mouse ," after the then-popular cartoon character, later abbreviated to "Mouse". By 1957 the engine had grown to 283 cu in (4.6 L). Fitted with the optional Rochester mechanical fuel injection (FI) and

2160-414: The 1960s. These took many coats to produce a brilliant effect – which tended to flake off in hot climates. This process and style of paint job were invented by Joe Bailon , a customizer from Northern California. Painting has become such a part of the custom car scene that in many custom car competitions, awards for custom paint are as highly sought after as awards for the cars themselves. Engine swaps are

2250-462: The 1967 Z/28 before they used it on the L88 427 cu in (7.0 L) Corvette. It eliminated the production breaker-point ignition allowing greater spark energy and more stable ignition timing at all engine speeds including idle. This was one of the least talked about yet most transformative and comprehensive performance and durability upgrades of its time. Many of the 302s off-road service parts were

2340-764: The 2016 America's Most Beautiful Roadster (AMBR) trophy with a custom Deuce) Harry Westergaard , Dave Stuckey , Dean Jeffries , Barry Lobeck , Phil Cool (who won the 1978 AMBR trophy with a bright orange Deuce, cover car for the July 1978 issue of Hot Rod ), Troy Ladd of Hollywood Hot Rods , Doane Spencer (builder of a 1940s Deuce considered the template for the hiboy), "Posie" , Ron Clark and Bob Kaiser (of Clarkaiser Customs ), Joe Bailon (inventor of candy apple paint), Gene Winfield , Rick Dore Joe Wilhelm , "Magoo" , Chip Foose , and Pete Chapouris . Others, such as Von Dutch , are best known as custom painters. Several customizers have become famous beyond

2430-442: The 3.875 bore. Five different versions between 188 hp (140 kW) and 283 hp (211 kW) were available, depending on whether a single carb, twin carbs, or fuel injection was used. Horsepower was up a bit each year for 1958, 1959, 1960 (290hp), 1961 (315hp). The 1957 Rochester Ramjet mechanical fuel injection version produced an even one hp per one cu in (283 hp (211 kW), an impressive feat at

2520-700: The 327 and later versions of the small-block V8. The 327 was fitted in the English Gordon-Keeble . Ninety-nine cars were made between 1964 and 1967. It was also installed in many Isos , until 1972 when General Motors started demanding cash in advance and the Italian manufacturer switched to the Ford Cleveland V8 . In 1968, the 327 L73 developing 250 hp (186 kW) was part of the CKD packages exported to Australia from Canada for use in

2610-466: The 350 series is still in production at a GM subsidiary in Springfield, Missouri, under the company's "GM Genuine Parts" brand, and is also manufactured as an industrial and marine engine by GM Powertrain under the " Vortec " name. All Chevrolet V8s, from the big-blocks to today's LS7 and LS9, evolved from the 265 / 283 cu in (4.3 / 4.6 L) small-block family. Of

2700-670: The 4-bolt center-three main caps each fastened by two additional bolts which were supported by the addition of thicker crankcase main-web bulkheads. When the journal size increased to the standard large-journal size, the crankshaft for the 302 was specially built of tufftride -hardened forged 1053-steel and fitted with a high- rpm 8 in (203.2 mm) diameter harmonic balancer. It had a 3/4-length semi-circular windage tray, heat-treated, magnafluxed , shot-peened forged 1038-steel 'pink' connecting rods, floating-pin in 1969, forged- aluminum pistons with higher scuff-resistance and better sealing single-moly rings. Its solid-lifter cam, known as

2790-522: The Q-jet carburetor returned in 1973. A 'divorced' exhaust crossover port heated well-choke thermostat coil was used to provide cleaner and faster engine warm-up. Its cast-aluminum distributor came in two styles, single-point had an ignition point cam designed to reduce point bounce at high rpm (Camaro) and transistorized (Corvette). Both distributors had a vacuum diaphragm to advance ignition timing at part- throttle for economy and emissions. Pulleys for

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2880-466: The `754 2nd-design road-race cam. 1967/1968 models' cowl-induction system had an enclosed air-cleaner assembly ducted from its passenger side into the firewall cowl above the heater core. Another popular service-parts-only component used on the 302 was the magnetic-pulse Delco transistor - ignition ball bearing distributor. 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

2970-413: The automobile community, including Barris, Jeffries, and Coddington, thanks to their proximity to Hollywood ; Barris designed TV's Batmobile , while Chapouris built the flamed '34 three-window coupé in the eponymous telefilm " The California Kid ". Another Barris creation, Ala Kart (a '29 Ford Model A roadster pickup), made numerous appearances in film after taking two AMBR wins in a row. One of

3060-473: The balancer, alternator , water- pump , as well as optional power steering , were deep- groove to retain the drive belt(s) at high rpm. In 1969, the 302 shared the finned cast aluminium valve covers with the LT1 350 Corvette engine. Conservatively rated at 290 hp (216 kW) ( SAE gross ) at 5800 rpm and 290 lb⋅ft (393 N⋅m) at 4800, actual output with its production 11.0:1 compression ratio

3150-414: The basic passenger car version produced 162 hp (121 kW) with a two-barrel carburetor. Upgraded to a four-barrel Rochester, dual exhaust "Power Pack" version, the engine was conservatively rated at 180 hp (134 kW), and with the "Super Power Pack," it was boosted up to the power level of the Corvette. A shortcoming of the 1955 265 was its lack of any provision for oil filtration built into

3240-501: The block, instead relying on an add-on filter mounted on the thermostat housing, and that was an "option only." In spite of its novel green sand foundry construction, the lack of adequate oil filtration leaves it typically only desirable to period collectors. The 1956 Corvette introduced three versions of this engine—210 hp (157 kW) with a single 4-barrel carburetor, 225 hp (168 kW) with twin 4-barrels, and 240 hp (179 kW) with two four-barrel carburetors and

3330-531: The bookstore had also owned the carnival in which the car was used. After intense negotiations with the family, who were reluctant to sell the deteriorating vehicle for what they said were sentimental reasons, Lightbourn was finally able to return the Orbitron to the United States. Upon its return, the Orbitron was sold to Beau Boeckmann of " Galpin Auto Sports " fame. Boeckmann completed the restoration of

3420-471: The car and painting inside them, painting over lace , overlaying gold leaf , and more. Some customizers will also opt for vinyl wraps , vinyl decals, or plastidip in place of a traditional paint job. In addition to paint, individual parts of a car may also be chromed, gold plated, or engraved. Transparent but wildly colored candy-apple paint, applied atop a metallic undercoat, and metalflake paint, with aluminum glitter within candy-apple paint, appeared in

3510-429: The car in approximately 100 days. All original parts removed from the car, including the frame which was too rusted to reuse, were retained and archived by Boeckmann. Accuracy of the project was supervised by former Roth designer Ed "Newt" Newton, who assisted in the original 1964 design. The restoration includes a television of the same type originally installed in the console. A small reel-to-reel tape recorder hidden in

3600-484: The car's existence in Ciudad Juárez, discovered it parked in front of an adult bookstore for use as an advertising aid. The car had been sprayed in faded black primer and was basically complete except for the hood, the tachometer, the television, the fur lining, the long-missing nose and the bubble top, believed destroyed in the early 1970s when it became stuck and trapped the car's then-owner. The family who owned

3690-473: The close-ratio transmission, optional transistorized-ignition and 4.88 gear, fitted with little more than the factory cowl plenum cold-air hood induction and headers, was capable of running 12.9 second/108 mph (174 km/h) 1 ⁄ 4 mile (402 m) times on street tires. After the 1967 Trans-Am campaign with the four-barrel induction system producing more horsepower than the competing automakers' eight-barrel systems, for 1968, Chevrolet developed

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3780-467: The cockpit, which was intended to play a musical recording of the car's features, was discovered along with the original tape during the restoration process and is in working order; the recording was reportedly done by Tex Ritter . Planet Plastics of Chino, California , the original company contracted to create the bubble top, was contracted to create a replacement. Evidence of the car's original "candy blue" color (similar in execution to "candy apple red" )

3870-417: The console. Topping the cockpit was a custom-made, hydraulically operated Plexiglas bubble top. One of a series of ordinary doorbell push-button switches atop the hood activated the top from the outside. Other mechanical features included a 1956 Chevrolet rear end, dropped Ford front beam axle , Buick brake drums and early Ford brakes. The frame was handmade of rectangular 2x4 inch steel tubing. The engine

3960-440: The continued popularity of highway racing. Japan also embraced American customization styles, importing and building their muscle cars, lowriders, minitrucks, and more. Modified cars can be significantly different from their stock counterparts. A common factor among owners/modifiers is to emulate the visual and/or performance characteristics of established styles and design principles. These similarities may be unintentional. Some of

4050-467: The development work of racers like Roger Penske . Every part in a SCCA Trans-Am engine had to be available through local Chevrolet parts departments to encourage their use by anyone who wanted them. While the 302 became a strong Limited Sportsman oval track racing engine in the hands of racers like Bud Lunsford in his 1966 Chevy II, its bore/stroke and rod/stroke geometries made it a natural high-rpm road-racing engine and were responsible for its being among

4140-555: The end of the HQ series in 1973–74, due to US emissions regulations, the performance of these engines had dropped to the same or lower than Holden's locally manufactured 308 cu in (5.0 L) V8, which was not yet subject to similar regulations, so Holden discontinued using the engine. The L48 V8 was the standard engine in the 1975–1980 Chevrolet Corvette. The L48 V8 Corvette engine produced 165 hp (123 kW) in 1975. Power increased to 180 hp (134 kW) in 1976 and stayed

4230-425: The engine had the chrome covers, but without the Chevrolet name, connected to a PCV valve and a chrome 14 in × 3 in (355.6 mm × 76.2 mm) drop-base open-element air cleaner assembly fitted with a crankcase breather on a 780 cu ft/min (22 m /min) vacuum secondary Holley 4-Bbl carburetor. 1969 Corvette and 1970 Z/28 engines were also equipped with this Holley carburetor until

4320-616: The hot rod in the 1940s to 1950s. The modified cars used in the Prohibition era by bootleggers to evade revenue agents and other law enforcement are also considered a predecessor to the hot rod. Hot rods gained popularity after World War II , particularly in California, because many returning soldiers had received technical training. Many cars were "hopped up" with engine modifications such as adding additional carburetors, high compression heads, and dual exhausts. The suspension

4410-401: The hydraulically operated hood did not fit well due to rushed fiberglass work. The vehicle's most distinctive feature was its asymmetrical front end with red, green and blue tinted headlamps. It was thought that the three beams when combined would produce an intense white light; the idea came from the then-new medium of color television . Fellow automotive customizer Darryl Starbird purchased

4500-627: The last being 2000s medium journal 350 in pickup trucks and commercial vehicles. The medium journal 350 was further developed into the Generation II LT1/4 350 in the early 1990s. In 1966, General Motors designed a special 302 cu in (4.9 L) engine for the production Z/28 Camaro in order for it to meet the Sports Car Club of America ( SCCA ) Trans-Am Series road racing rules limiting engine displacement to 305 cu in (5.0 L) from 1967 to 1969. It

4590-603: The locally assembled (by General Motors Holdens) Chevrolet Impala and Pontiac Parisienne. GMH used the same specification engine in the Holden HK Monaro GTS327 . The engine was used in the Monaro GTS327 to make it the new Holden Muscle Car, and so it could compete in the local improved production (Australian Group C). The car had modified suspension just before release to also be used in local Series Production racing (Australian Group E). A special build 327

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4680-469: The many different styles and visual influences to car modification are: Custom paint jobs play an essential role in the culture around customized cars. Builders will often use special painting techniques to produce unique finishes, including the use of candy paint, metalflake , and color shifting paint. Additionally, builders will often create paint jobs with intricate designs or patterns by pinstriping, painting by hand, airbrushing , taping out patterns on

4770-518: The more reliable production street engines homologated for full competition across all the American makes, winning back-to-back Trans-Am Championships at the hands of Mark Donohue in 1968 and 1969. However, with engines built by Al Bartz, Falconer & Dunn and Traco Engineering, the pinnacle of the 302's use in professional racing was its being the primary engine that powered the outstanding but overshadowed 1968-1976 Formula 5000 Championship Series,

4860-668: The most coveted awards for American customizers is the AMBR ( America's Most Beautiful Roadster ) trophy, presented annually at the Grand National Roadster Show since 1948 (also known within the customizer community as the Oakland Roadster Show until it was moved to Southern California in 2003). This competition has produced famous and radical customs. Another is the Ridler Award , presented at

4950-470: The nation. Some of the early custom cars in Japan, starting in the late 1970s through the 1980s, included Kaido Racers, Japanese cars modified with homemade parts to look like racecars of the time; imported and modified American and European cars; cars modified for top-speed and highway racing; and Dekotora decorated trucks. The 1990s saw the rise of cars modified for drifting , VIP style luxury sedans, and

5040-458: The newly named L-76 version, and 375 hp (280 kW) for the fuel injected L-84 , making the L-84 the most powerful naturally aspirated , single-cam, production small-block V8 until the appearance of the 385 hp (287 kW), 395 lb⋅ft (536 N⋅m) Generation III LS6 in 2001. This block is one of three displacements that underwent a major change in 1968 when the main journal size

5130-481: The positive crankcase ventilation system (PCV) over to the cross-ram induction system to retain emissions compliance mandated for U.S.-produced cars beginning in 1967, that also provided full-throttle crankcase pressure venting to the intake air to burn its vapors. Engines prepared for competition use were capable of producing 465 hp (347 kW) with little more than the eight-barrel induction, ported heads with higher pressure valvesprings, roller rocker arms, and

5220-507: The rod bearings, transmission-to-block bolt pattern and bore spacing in common with the Generation I and II engines. Production of the original small-block began in late 1954 for the 1955 model year, with a displacement of 265 cu in (4.3 L), growing over time to 400 cu in (6.6 L) by 1970. Among the intermediate displacements were the 283 cu in (4.6 L), 327 cu in (5.4 L), and numerous 350 cu in (5.7 L) versions. Introduced as

5310-474: The rod-journal size was increased from the 2 in (50.8 mm) diameter small-journal to a 2.1 in (53.3 mm) large-journal and a main-journal size that was increased from 2.3 in (58.4 mm) to 2.45 in (62.2 mm). DZ 302. The large-journal connecting rods were thicker (heavier) and used 3 ⁄ 8  in (9.5 mm) diameter cap-bolts to replace the small-journal's 11/32. 1968 blocks were made in 2-bolt and 4-bolt versions with

5400-409: The same block dimensions and sometimes even the same casting number; the latter meaning engines were of the same block, but with different strokes (e.g., the casting number 3970010 was used by all three engines: 302, 327, and 350). This engine family was updated in 1968 for the use of 2.45 in (62.2 mm) medium-sized journals . The first engine in this family was the small journal 327 in 1962 and

5490-530: The same in 1977. The 1978 saw 175 hp (130 kW) for California or high altitude areas and 185 hp (138 kW) everywhere else. Power increased to 195 hp (145 kW) in 1979 but decreased to 190 hp (142 kW) in 1980. The 1970 model year Camaro had a 250 hp (186 kW) high-performance two-barrel Rochester carburetor. In 1971, it dropped to 245 hp (183 kW), and net performance further dropped to 165 hp (123 kW) for 1972 and 145 hp (108 kW) for 1973–1976. It

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5580-528: The sheet metal and remove bits to make the car lower, weld it back together, and add lead to make the resulting form smooth. They would also chop the roof to make it lower, section the body to make it thinner from top to bottom, and channel the body by cutting notches in the floorpan where the body touches the frame to lower the whole body. The first drag strip in the United States opened in 1950 on an airfield in Southern California, and

5670-530: The showroom floor - to truly craft an automobile of one's own." A custom car in British usage, according to Collins English Dictionary , is built to the buyer's own specifications. Custom cars are not to be confused with coachbuilt automobiles, historically rolling chassis fitted with luxury bodywork by specialty auto body builders. Some of the earliest examples of modified cars were cars modified for racing or off-roading . The coachbuilding industry

5760-456: The small-block engine was known as the "Turbo-Fire" or "High Torque" V8. However, it was the 350 cu in (5.7 L) series that became the best-known Chevrolet small-block. Installed in everything from station wagons and sports cars to commercial vehicles, boats, industrial equipment, and even (in highly modified form) in aircraft, the 350 is the most widely-used small-block engine of all time. Though not offered in GM vehicles since 2003,

5850-465: The small-block was available with an optional four-barrel Rochester carburetor , increasing engine output to 180 hp (134 kW), or 195 hp (145 kW) in the Corvette. The short-stroke 3.75 in × 3 in (95.25 mm × 76.20 mm) bore × stroke engine's 4.4 in (111.8 mm) bore spacing would continue in use for decades. Also available in the Bel Air sedan,

5940-425: The start. We started in second, and even then there was so much torque , you'd get wheelspin through third and fourth gears." Prepared with a Lucas-McKay mechanically-timed individual-stack magnesium fuel-injection induction system that was paired with ported production car double-hump iron heads, a rev-kit fitted roller lifter camshaft, roller bearing rocker arms , and a virtually stock production crankshaft, it had

6030-411: The surplus of army Jeeps led to a growth in the popularity of off-roading as a hobby. Starting in the early 1940s, some US car customizers began to modify cars with a stronger emphasis on looks and self-expression. This led to styles of modification such as lowriders , kustoms and lead sleds emerging and growing. 1950s kustom car builders would often swap trim and panels from other cars, cut through

6120-500: The three engines in this family, two of them, the 265 and the 283, made automotive history. The first of this family was the 265, introduced in 1954. The 265 had a 3.750 inches (95.25 mm) bore . The stroke of the 265 was 3 in (76.2 mm), like the 283. The 265 cu in (4.3 L) "Turbo-Fire" V8 was the second Chevrolet small-block; the first Chevrolet V8 was produced in 1917. The 265 cu in Turbo Fire engine

6210-598: The time. This was the third U.S.-built production V8 to produce one horsepower per cubic inch, after the 1956 Chrysler 300B and Desoto adventure . Besides being available in the Chevrolet line, it was optional in Checker Taxis beginning in 1965. A version of it that was built by GM Canada was also available in Studebaker vehicles produced in Canada for 1965 and 1966. A 307 cu in (5.0 L) version

6300-555: The transmission from the donor car, or a different transmission entirely. Solid axle swap (SAS): replacing independent front suspension (IFS) with solid axle . Examples of notable American customizers include George Barris , Vini Bergeman , Bill Cushenbery , the Alexander Brothers , Bo Huff , Gil Ayala , Darryl Starbird, Roy Brizio , Troy Trepanier (of Rad Rides by Troy ), Boyd Coddington , Darryl Hollenbeck (working out of at Vintage Color Studios; winner of

6390-580: The vehicle from Roth in 1967 for US$ 750.00. Starbird traded the vehicle some years later to an unidentified collector in Texas . From Texas the Orbitron was traded to a carnival owner in Ciudad Juárez, Chihuahua, Mexico in or around 1991. By that time the asymmetrical nose had been cut off and discarded, possibly for additional air flow to the radiator for the car's use in and around the carnivals. Automotive restorer Michael Lightbourn, who heard rumors of

6480-625: The years, every GM division in America, except Saturn and Geo , used it and its descendants in their vehicles. Finally superseded by the GM Generation III LS in 1997 and discontinued in 2003, the engine is still made by a General Motors subsidiary in Springfield, MO as a crate engine for replacement and hot rodding purposes. In all, over 100,000,000 small-blocks had been built in carbureted and fuel injected forms since 1955 as of November 29, 2011. The small-block family line

6570-659: The yellow deuce from " American Graffiti " {1973}, the Batmobiles from Batman, the Pursuit Special from Mad Max , and more) or television (such as The Monkeemobile from the "Munsters" , and KITT from Knight Rider ). Other notable customs exemplified a trend. One of these is the 1951 Merc built by the Barris brothers for Bob Hirohata in 1953, known as the Hirohata Merc . Even without an appearance in

6660-405: Was a leftover from one of Roth's 1955 Chevrolets, having been removed to make way for a then-new Mark IV big-block given to him by General Motors . It was one of the very few completed cars Roth deemed to be a "mistake" because he felt the car did not show well because the heavily chromed engine and most of the chassis were hidden. The Orbitron was one of his few customs to have a hood. Reportedly,

6750-412: Was around 376 hp (280 kW) with 1.625 in (41.3 mm) primary x 3 in (76.2 mm) collector Sanderson tubular headers that came in the trunk when ordered with a 1967 Z/28, and associated carburetor main jet and ignition timing tuning. In 1968, the last year for factory headers, they had 1.75 in (44.5 mm) primaries x 3 in (76.2 mm) collectors. A stock 1968 Z/28 with

6840-460: Was basically the two-barrel version of the L48 350. It was produced until the 1976 model year. It had 255 lb⋅ft (346 N⋅m) of torque. Custom car#Common terms A custom car is a passenger vehicle that has been altered to improve its performance , change its aesthetics, or combine both. Some automotive enthusiasts in the United States want to push "styling and performance a step beyond

6930-572: Was built for GMH for the final run of the HK GTS327 by the Canadian McKinnon Industries. It was a lower compression version of the 1968 engine first used on the HK GTS327, and was dressed as a 1969 engine sporting all 1969 parts. The 327 was replaced in the mid-1969 HT Monaro by the 350 L48 developing 300 hp (224 kW). The 350 cu in (5.7 L), with a 3.48 in (88.39 mm) stroke, first appeared as

7020-496: Was by Joe Perez, who was responsible for the original upholstery work as well. The original Chevrolet engine with its rare Stromberg 97 triple carburetor setup and Chevrolet Corvette finned aluminum valve covers has been rebuilt and reinstalled. It is the cover subject of the March 2009 edition of Hot Rod Deluxe , a "retro" version of Hot Rod Magazine . Chevrolet Small-Block engine The Chevrolet small-block engine

7110-507: Was designed by Ed Cole's group at Chevrolet to provide a more powerful engine for the 1955 Corvette than the model's original " Blue Flame" in-line six , the 162 hp (121 kW) 2-barrel debut version went from drawings to production in just 15 weeks. Cole's design borrowed the valve train design scheduled to be used at the time in the Pontiac V8 . Internal GM rules at the time stated that once an automotive division had introduced

7200-401: Was discovered within the interior and was used as a basis for matching the replacement finish. Paint work was overseen by Larry Watson, who painted the car in 1964. Watson was joined by his original assistant, Bill Carter, who applied the new finish. A descendant of the individual responsible for the pin-striping applied the new pin-striping to the vehicle upon its completion. Interior restoration

7290-464: Was honored as one of the 10 Best Engines of the 20th Century by automotive magazine Ward's AutoWorld . In February 2008, a Wisconsin businessman reported that his 1991 Chevrolet C1500 pickup had logged over one million miles without any major repairs to its small-block V8 engine. All first- and second-generation Chevrolet small-block V8 engines share the same firing order of 1-8-4-3-6-5-7-2. The first generation of Chevrolet small-blocks began with

7380-459: Was increased from 2.3 to 2.45 in (58.4 to 62.2 mm). In 1965, Chevrolet released the now-legendary L-79 , which was nothing more than an L-76 (11.0:1 forged pop-up pistons, forged steel rods and crank, 2.02 Corvette heads), but with the 30-30 Duntov cam replaced by the No. 151 hydraulic cam. In 1966, Checker began offering the 327 as an option. The Avanti II and its successors were powered by

7470-550: Was introduced for the Z/28 that the 350 cu in (5.7 L)/370 hp 1970 LT1 also used. Unlike the Corvette, the exhaust manifolds were the more restrictive rear outlet 'log' design to clear the Camaro chassis's front cross-member. It had a chrome oil filler tube in the front of the intake manifold next to the thermostat housing from 1967 to 1968. The first year had unique chrome valve covers with Chevrolet stamped into them without an engine displacement decal pad. In 1968,

7560-722: Was lowered to 8.5:1 in 1971. In 1972, the L48 (four-barrel V8) option for the Nova was part of the SS package. This is indicated by the fifth digit in the VIN being a K . 1972 was the only year the SS package could be verified by the VIN. The L48 engine was exported to Australia, where it appeared in the Holden Monaro from 1969 through 1974, and in the Statesman from 1971 through 1974. Towards

7650-520: Was often altered, and engine swaps were to install the most powerful engine in the lightest possible frame and body combination. Another example of early automobile customization were the first off-road vehicles . Some of the earliest dedicated offroad vehicles were made using the Kégresse track system, starting in the late 1910s, which affixed tracks to an ordinary car in place of the rear wheels for improved off-road traction. After World War II ,

7740-567: Was produced from 1968 through 1973. Engine bore and stroke was 3.875 in × 3.25 in (98.4 mm × 82.6 mm). All 307s had large 2.45-inch (62.2 mm) journals to accept the 327's crankshaft . Pistons used with the 307 share the same pin height as the 327 but retaining the 283's bore size. Originally intended as the performance block, this engine family through the 350 cu in (5.7 L) became an all-purpose engine that saw use in many applications from Corvettes to commercial vehicles. All engines in this family share

7830-457: Was that the engine was supposed to be introduced with 1953 cars, and all 1953 and 1954 Pontiac cars' chassis and suspensions were designed for the engine that did not make it into a Pontiac until late 1954. This was because the Buick division lobbied GM to postpone the release of Pontiac's engine, as it affected Buick's release of its new OHV V8 engine . A pushrod engine with hydraulic lifters ,

7920-415: Was the 307 cu in (5.0 L), which was a stroked 283 with a medium journal. The 265 cu in (4.3 L) V8 engine was bored out to 3.875 in (98.43 mm) in 1957, giving it a 283 cu in (4.6 L) displacement . The first 283 motors used the stock 265 blocks. However, the overbore to these blocks resulted in thin cylinder walls. Future 283 blocks were cast to accept

8010-431: Was the product of placing the 283 cu in (4.6 L) 3 in (76.2 mm) stroke crankshaft into a 4 in (101.6 mm) bore 327 cu in (5.4 L) cylinder-block. The 1967 302 used the same crankshaft stroke as the 283, but was forged steel for high-performance duty. This block is one of three displacements, 302/327/350, that underwent a crankshaft bearing diameter transformation for 1968 when

8100-402: Was used in almost all car lines—Camaros, Caprices, Impalas, El Caminos, Chevelles, and Novas. The 1969 L48s use a hydraulic cam, 4bbl Quadrajet carburetor, cast pistons, 4-bolt main casting number 010 blocks and casting number 041 or 186 heads. Power output was 300 hp (224 kW) SAE and 380 lb⋅ft (515 N⋅m) torque. Compression ratio was 10.25:1. The compression ratio of the L48

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