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The 305 was used in the following cars:
1977-1993 Chevrolet Caprice (includes Impala)
1977-1986 Pontiac Parisienne
1976-1979 Chevrolet Monza
1976-1979 Chevrolet Nova (also GM X-body clones after 1976)
1976-1992 Chevrolet Camaro
1976-1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
1978-1992 Pontiac Firebird
1978-1980 Oldsmobile Cutlass (US Market only, Canadian market 1978-1987)
1991-1992 Oldsmobile Custom Cruiser
1981-1987 Pontiac Grand Prix
1975-1979 Buick Skylark
1977-2003 Chevrolet/GMC Trucks, SUVs, Vans
1991-1992 Cadillac Brougham
1978-1987 Buick Regal
After 1996, its usage was limited to light trucks and SUVs as the Vortec 5000.
Year hp (kW) lb·ft (N·m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
† California Emissions
Years:1976-1980
Dualjet 2 bbl carb version with 8.5:1 compression.
267
The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).
It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
Years: 1980-1987
The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.
Years: 1983-1986
The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.
Years: 1981-1986
The LE9 5 L (305 cu in) was the truck/van version of the High Output 305. It also had flattop pistons for a 9.5:1 compression ratio, the "929" truck 350 camshaft for more torque, 14022601 casting heads featuring 1.84/1.50" valves and 58 cc chambers, a specially calibrated 4bbl Q-Jet, the hybrid centrifugal/vacuum advance distributor with ESC knock sensor setup, and lower restriction exhaust. The engine made 210 hp (157 kW) @ 4,600 and 250 lb·ft (339 N·m) @ 2,000 rpm.
Years: 1985-1992
Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.
Years: 1987-95
The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme: for every rotation of the engine, each injector fired twice.
Major changes
The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. The principal changes to it over the years include:
1956 - Oil filtration was introduced, using a sock style filter in a canister.
1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic.
1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches.
1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover.
1986 - The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well.
1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor.
1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1, resulting in significant power increases. The intake manifold bolt pattern was also changed from four bolts per cylinder head instead of the traditional six.
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