Into the 90's

Up to this point 35 years of development had gone into the Small Block Chevy. Right from the start the small block proved easy to work on. Anyone could hot rod it or swap parts out without hurting it. At one point in time the engine was tested at wide open throttle with no oil. The first time the small block lasted just over an hour. The second time it lasted two! The small block stayed right up competing with other engines because it was so innovating and simple. And with over 90 million built that's also saying something!

  It's no mystery that technological advancements has brought new life into the small block. Power levels of the little engine rivaled those of the late 60's and performance was alive again.
The 1990 IROC Camaro  had a 2.2 second 0-60 time out of the hole.That put it in a class along with the Corvette and 911 Porsche. To give an example of the the ability of the Tune Port Injected 305's ability in the IROC,it did 0-60 in 6.3. This engine was mated to a 5 sp manual gear box. The Tuned Port 350 mated to a 4 sp automatic in the 1990 IROC did 0-60 in 6.1 seconds. Quarter mile times were both 14.8 seconds,although the 305's speed was 95.4 against the 350's 96 MPH. The 305 did it with better fuel economy. These performance numbers were on par or even better than the performance numbers seen in the 1960's. 1990 would be the last year of the IROC because Chevrolet did not with the International Race Of Champions. and would return to using the Z-28 as their performance platform for the Camaro.

Example of 305 T.P.I. with Automatic Transmission

The 305 T.P.I. powered the Caprice of that year and achieved 17 miles to the gallon in the city and 26 on the highway.This was also partly a result of the Caprice being redesigned with a better drag co-efficiency.

The Gen II LT1
IN 1970 Chevrolet built the strongest small block out of the best parts it had at hand. The result was the LT1. The engine grossed 370 HP give or take. The Gen II LT1 would prove to be the most powerful small block Chevy built to date.A re-disigned low rise intake manifold,a new throttle body and optically triggered ignition that was re-located to the front of the engine. High pressure fuel rails feeding both cylinder banks with dual oxygen sensors in each bank of the dual exhaust leads to the most efficient and powerful small block of the 90's. So much so it improved fuel economy by another mile to the gallon over the L98. This engine produced 300 net HP and 330 net LB/FT of torque. Coupled with the a 6 speed manual gear box the Corvette rocketed to a 0-60 time in 4.92 seconds and flew through the quarter mile doing 103.5 mils an hour in 13.7 seconds.

Gen II 350 LT1

The 1980's

As it turns out there was no shortage of oil,just commons sense. Consumer confidence was effected by alarmists and fear mongers. The line ups caused by the oil embargo did nothing to ease these fears. The big V-8 cars sat on lots allowing smart people to grab some really good deals with the knowledge that oil prices would settle down and the mrket would stabilize.However not before the feeling that the death of the V-8 engine was about to come. The technology that beacame the key to the small block Chevys survival would cost Chevrolet a small fortune but,the advancements in computer controls and induction would create power that would actually surpass the heyday of the late 60' and early 70's.

 The first development came in the form of T.B.I. or throttle body injection. The research on this type of induction started back in thelates 70's as a means of a new low pressure delivery that was to be controlled ellectronically and the requirment was that it was to be less complicated then the earlier fuel injections systems developed up to that time. The reason for this was to eliminate the cost of the high pressure pumps and the in tank booster required for the high pressure systems. They developed 5 main components to the system,1) the injector,2) throttle position sensors or TPS, 3) Idle Air Control Valve or IAC, 4) fuel metering body assembly, & 5) fuel meter cover assembly. Basically in a nutshell with out going into the things that actually are required to make this type of system work, it was simply a powered carburetor. An oxygen sensor was used to gauge the air/fuel mixture by reading exhuast gases and controlled the air/fuel mixture at the injectors. Precise air/fuel mixtures required for every RPM range and engine load were now possible. This is actually a very simple system and can be modified pretty cheaply and a few simple bolt on parts and add up to 30 horsepower at the wheels. This is without modifying any of the computer controlled operating parameters.  Most at Chevrolet didn't think this "force fed carburetor wouldn't make a difference. The system ended up driving fantastic agaisnt the best emission controlled carburetors of the day,creating a more efficient and drivable vehicle. The first systems were available in the 1982 Camaro's and Corvettes and called "Cross Fire Injection"
At this time,Chevy engineers were also putting serious effort in to develping a truly high output 4 barrel 305 to be made available in the Z-28 and Monte Carlo,it would become the top engine option for the Z-28 for the 1984 model year.

Tuned Port Injection
 A completely new type of induction system was on the horizon for the small block in 1982. At the time,engineers were given order to design parts to suit the 305 because the higher up's at GM were telling them that there wasn't going to be engines bigger than the 305. The Tuned Port Injection System was a marvel of engineerning. This system really brought the small blocks power potential back. Coupled with a dual pattern camshaft and electronic spark controls the small block was really starting to show some new signs of life. The runners of the tuned port system allowed the engine to take advantage of the intake pulse created as a result of the dual pattern camshaft. This camshaft utilized a higher lift on the exhaust side,creating negative pressure inside the cylinder so when the intake valve opened there was actually more vacuum to pull the air/fuel mixture into the cylinder giving it a larger charge. With the electronic spark controls giving damn near optimum spark curve through our the RPM and load range of the engine,efficiency levels and power levels were really starting to become impressive compared to just a few years ago.

The Tuned Port Injection system was initially designed to be exclusive to the 305 how ever Chevrolet didn't want to loose the performance image of the Corvette so it was also adapted for the 350. This system allowed for individual tuning of the intake and exhaust ports because each cylinder had it's own computer controlled injector and the intake manifold had a ninth injector for cold starting. The system was introduced to the public on the 1985 Z-28 and Corvette. The 305 Camaro version of the engine,RPO # LB9 was rated at 215 HP and 275 LB/FT or torque,the Corvette got the 350, RPO# L98 and was rated at 230 HP and 330 LB/FT of torque and by 1987 power levels reached 240 HP and 345 LB/FT of torque. Bare in mind that these numbers are also net S.A.E. ratings. These numbers would compete with the net horsepower ratings of the small block of the 66-68 model years.

  Two of the biggest improvements during the 80's for the small block Chevy were re-desigining the way the engine gaskets sealed against the loss of oil and the development of hydraulic roller lifters.

Up to this point the cylinder head heat would dry out and cook the valve cover gasket. Two reasons for this,high cylinder temperatures and the fact that the cooling system ran the coolant through the engine block first. The valve cover rail was raised and machined to allow for a coolant passageway and the water pump was redesigned to run the flow of the coolant in the opposite direction. This accomplished two things. It kept the new valve cover gaskets cooler and better able to keep a good seal and it kept the cylinder head cooler allowing for a cooler denser air/fuel charge to enter the cylinder. This also kept the valve seals from getting to hot and improved their function as well. The rear main seal was re-designed as a One piece seal as opposed to the two piece and the oil pan and timing cover gaskets were designed with compression stops to eliminate over torquing the bolts.

  The second major improvement was the use of the hydraulic roller camshaft. This allowed for more radical lift profiles and reduce overlap and reversion,which is the amount of time both valves are open in the cylinder. It increased flow for low end torque as well that translated into better drivability for the street. The new roller designs were manufactured from steel giving it far greater strength and durability.

High Output 350 

During the last half of the 1980's the idea came along to use a Corvette engine and top it off with and old style Z-28 intake manifold. After some tweeking with exotic roller camshaft grinds and some serious dyno tuning,this compilation of components, 99% of which were already in production for other applications a full blown high output engine was built. This engine dyno'd at 345 net HP. This was also with a carburetor topping it off. This was the first street engine built by the factory that survived the 24 hours of Daytona. It placed 7th overall.

  The 1980's finished with the solid knowledge that the small block Chevy would be a force to recond with for many years to come. With the addition of computor technology,fuel injection developments and roller camshaft designs,without which the small block would be a long lost memory, the engine had established it's adaptability and durability. The hey day of the 1960 horsepower lost through most of the 1970's was back and with it a bigger demand than ever from enthusiasts and hot rodders alike. And there were still further improvements and suprises on the horizon.

The 1970's, The Emissions Decade

If the 60's were then pinnacle of the small block Chevy's development at the time,the 1970's would test the engines ability to endure politics both intra-office and government. Emissions were to become a major performance inhibitor. During the 60's the Motor Vehicle Pollution Control Act and the Clean Air Act were passed and they started to affect how manufacturers had to build vehicles. In 66 Vehicles were built specifically for California and then the rest of us. The 1970 model year would be the last of the high compression high performance small block. By 71,the compression ratios had to be dropped from 11:1 to 9:1 for the famed LT-1 and to an average of 8.5:1 for the standard small block. The 71 LT-1 was rated at 330 Horsepower for the Camaro and 350 Horsepower for the Corvette. One of the benefits of lowering compession ratios is that it emilinated cylinder wall and cylinder bulk head cracking. 1972 comes along and the big three all adopted the S.A.E. net horsepower rating formula. This lowered horsepower numbers by itself because manufacturers had to advertise the engines net horsepower numbers instead of the gross. Chevrolet and the rest of the manufactures felt that the decline in the performance market was a direct result of the decline in availability of performence engines from the factory. Everyone was weathering the storm of emissions coming into play in 1972 when the E.P.A. were leaking out that they were going to enact fuel economy standards. An interesting thing to note at this time, while street car performance interest was falling,the interest at the tracks around the country was on the rise. Sanctioned racing became very popular in the 70's. It was during this time that Chevrolet increased their popularity with racers even more than in the 60's. There was a lot of guys working at Chevrolet that were racers,it's thanks to them that they ket a lot of the key performance engine parts were still manufactured. These parts were readily available right from the dealership parts counters.

The Small Block 400.
Believe it or not the small block 400 was actually being researched and developed prior to 1968. Things like increasing the main journal diameter to 2.65 in and cutting down the bolt boss height on the connecting rods were a requirment to make the engine work. This engine was also the first small block made available with 4 bolt mains right from the start of it's production. This is partly because of the higher thrust load on the bottom end berings,the high rod angularity, and to provide more strenght limiting the amount of deflection in the crankcase. At first the thought of building the small block 400 was thought to be a stretch considering cylinder wall thickness and thus the engineers at Chevy blended the bores or what was dubbed "siammeseing" with is the term most of us hot rodders use now. These engines were also only avaliable with an automotic transmission to back them up to limit the shift speed of the tranny thus controlling the revs of the engine. These engines came out with 330 Horsepower with the RPO number LS3 and 265 Horsepower LF6 in 1970. What was really attractive about the small block 400 was the boatloads of torque.  Little did anyone know at the time but,racing enthusiasts and hot rodders alike would have a heyday with the crank and rods from this engine in the future that would lead to the creation of the 383 small block Chevy. The bore of this engine was 4.125 in and the troke was 3.75 in. The engine would be in production until 1977.

Cross section of the small block 400

The LT1 in 1970 for intended to take over the perfomance title for the 327. For the 70 model year this engine was built with the best parts available. Forged connecting rod,steel forged crank,forged aluminum TRW pistons with a mechanical 458 lift "LT1" Camshaft. The cylinder heads where the 2.02/1.60 closed chamber 64 cc heads machined for screw in studs and guide plates. A high raise Aluminum intake and a 780 Holley topped it off. And if you were lucky you got it with the "Winters" snowflake embossed on the intake. Chevy considered this particular small block to be the best they ever built to that date.

In 1975 they introduced the 265 and it was basically a boat anchor. And everyone from Chevrolet agreed.

The 305
Introduced in 1976, this displacement came from using the 3.48 inch stroke and a 3.74 inch bore. Allowing for a 1.84 sized intake valve. This engine was to take over as the base Chevy small block to suit the EPA standards for fuel economy and emissions. Believe it or not the 305 was the result of a lot of design and tested. Bore/stroke ratio is very important when it comes to and engine being either over square or under square. An over square engine requires engine spark to be retarded to the point where it kills the efficiency of the engine.That increases the exhuast gas temperature,burning unspend gases in the exhuast,good for the air,bed for fuel economy and power. The 305 was a more square engine thus meeting the emissions requirments and get decent fuel economy. However the 305 was only intended to be a 2 barrel carburetor engine and was sold as such until 1979 when the engineers at Chevrolet had tuned to configuration well enough to handle the spark advance required to make the engine efficient. Hoeever,it would be a few years yet before the 305 would shake the reputation of a slug and become a potential performance engine.

Now the lessions lerned from development of the 262 and 305 lead to the development of the 267. The only real noteworthy thing about the 267 was the square bore/stroke ratio. This engine was sold in the Monte Carlo and Malibu in California and a few other states. The engine turned out to be one of the most fuel efficient and cleanest burning motors available to date however Chevrolets research and development of the V-6 engines would negate such a small displacment small block V-8.

  Overall,there were a lot of people fully believing that the V-8 was going the way of the dinosuar,there were groups of people thinking that we were going to run out of oil and that the North American love affair with the car was going to come to an end. They couldn't have been more wrong.

1967 SS Chevelle

Although there wasn't a lot of info for this 67 Chevelle. I'm going to let the picture speak for themselves.

  The 396 was the only available power option if you wanted for power than the 327. All things being equal though,the 327 would beat the 396 in quarter mile times when thy were installed in the same cars.

The Small Block Chevy in the 60's

The 1960's were great years when it came to further development of the small block. The 327,302 and 350's that were developed produced fantastic horsepower numbers never seen yet in engines of these displacements.So let's get into what happened during this decade when it came to the small blocks performance. During this decade the small block would be installed in almost every type of race car built at the time including Ferrari's,Maserati's to the American built Chaparral. Even British built Lola's were eventually built using the small block Chevy. The light weight,durability and power potential made it idea for these race cars

 
   The 327
This displacement wasn't something that the engineers at Chevy actually thought about until it came to their attention that racers were boring and stroking the 283 with suprising results. The 283's 3.87 inch bore was thought to be the limit. And considering that the original small block design was simply to accommodate 265 C.I.D. The 327 would be the first engine to be designed and built at the Chevrolet engineering Center. The first ones were tested pretty much at the beginning of the decade. After problems like core shift and oil consumption were dealt with the engine was made available for the 62 model year. The engine had a 4.00 in bore,3.25 in stoke and retained the journal sizes of 2.30 in mains and 2.00 in rods from the 283. The increased bore and stroke gave some pretty impressive horsepower and torque numbers. When the engineers started installing bigger cams,performance cylinder heads that were ported and then added the "Dog House" fuel injection they pushed the numbers up to 360 HP! This engine powered the 1963 Corvette to a 14.5 second quarter mile time. There was also no factory installed small blocks in the Chevy II's. That wasa dealership option that allowed either the 283 or 327 with the recessed oil filter boss. The 327 would top out at 375 Horsepower with the fuel injection option.

While the 327 was being designed there was also work going on with another small block that actually got its start in the later part of the 1950's as a test platform for performance parts that went out the back door through SEDCO.Something put together by Vince Piggins, one of the guys that worked at Chevrolet during the time,more on him later. SEDCO was a low profile way to get newly developed performance parts out to the guys doing the racing and backyard engine building. Anyways, the 302 was actually built as this test platform using a bored out 283 prior to the 60's and by 1961 the block had enough strength to actually handle the 4.00 in bore.

There are a great many innovations that came out as a result of testing the performance including "Cowl Induction" and what is now the 'Cold Air Intake" And by this time it was well established that the term "Small Block" & "Big Block" were terms coined specifically as a result of engines built by Chevrolet. When the 302 was made available it was installed into the all new Z-28 Camaro. There was a specified amount of Z-28's made available to the puplic because it was part of the SCCA Trans Am rules. The engine was rated at 290 Horse power for the street however actual dyno numbers like 340,350,375 and 390 have been tossed around. The 302 built by Traco for the racing series dyno'd out at around 500 horsepower. And it would rev like no tomorrow making it pretty much perfect for the Trams Am series racing.

Specs for the 302 went something like this,

Aluminum Intake

11:1 compression

2.02/1.60 closed chamber heads

800 CFM Holley

Forged Pistons

Duntov "30/30" Cam

Steel Forged crank

And what was known as a Tuffriding Surface treatment.

The 350 Chevy
By now with the small block's power potential reaching 365 or so horsepower the engineers at Chevy were given the task of possibly enlarging the small block even more. Now remember it was only a few years ago the 327 appeared and the engineers and testing guys felt comfortable with the displacement of the 327.  So the engineers designed and built a 3.47 in stroke crank and the 350 was born. Now when people talk about a "small block Chevy" this is the motor they're referring to. Now,along the course of the development of the block itself, the area where the crankshaft rotates had been changed a number of times and for the 350 it was no exception.By raising the lower end of the bore and making sure there was enough room inside the panrail area for the larger rotating mass. This also created the need for the main and rod jounal size to be in creased and thus the "large journal" crank was developed.

  Now back when this writer was growing up the 327 was considered the ultimate small block. This may have been a result of the 350 debuting with 295 horsepower. The smaller 327 was still cranking out 360 or so HP.  There were a number of problems that arose with the 350 after it was in production. After these issues were addressed the 350 went on debut in the 1967 Camaro. By the begining of the next decade the 350 would become the most powerful small block ever built with the LT-1 RPO designation. It would take 22 years before the small block would surpass the original LT-1's power.

 The 307
With power demands for the basic small block increasing the 283 witch was considered powerful only 10 years before was given a fresh work over with a 327 crankshaft. This didn't create a power monster, the engine was never available with any performance options. However,it doesn't take much to increase the small blocks power with just a few go fast goodies like a manifold and a 4 barrel carburetor and given the 3.25 in stroke it had an almost perfect rod/stroke ration for an accelleration engine. The 307 because the base engine for Chevrolet's passenger cars and truck line up.

The Small Block Chevrolet

Believe it or not,the initial design and groundwork for the small block Chevy was started in 1951. Development really started to take off when Ed Cole became chief engineer of the design team in 1952 and scrapped the first designs that came about. Making the new V-8 from Chevrolet as compact and light weight as possible was the goal. Now,the small block Chevy is by far the most popular engine of all time. No other engine has been built and installed in so many applications that the small block Chev.

  Ford had had it's V-8 out for almost 20 years at the time the idea of a V-8 Chevrolet came along. Olds,Cadillac,Chrysler,DeSoto and Dodge all had V-8's before Chevy. However,the innovations that came along with the new V-8 revolutionized the industry. And with it,a few new automotive terms would be coined,such as "small block" and "big block". The very first Chevy V-8 was the 265 CID. The block dimensions would remain basically unchanged for 30 years with only minor changes here and there. And believe it or not,almost everyone maintained a 4.4 inch bore center. so it comes as no surprise that every increase in displacement came as a serious engineering break through. The Block was 21 3/4" inches long and had a 9 inch deck height. Another thing that may be a bit surprising is that the main focus of building the V-8 was not for fuel economy or any type of efficiency but,performance and durability. One of the ways this was accomplished was reducing the amount of molds required for casting the block and other engine components. That allows for much greater precision when casting the block and reduces cost. It also helped to reduce weight,the complete machined V-8 block tipped the scales at 147 lbs. A full 16 lbs lighter than the inline 6 block. The fully assembled SBC weighed 531 lbs and was a full 41 lbs lighter than the fully assembled inline 6. The engine produced 162 horsepower with a 2 barrel and 180 with a 4 barrel carb. Remember that these horsepower ratings were gross and not net as the S.A.E. requires them to be now.


  The engine was also installed in a complete re-designed car for 1955 but,were talking engines here and now cars,there will be enough of that soon enough. However back then a well known magazine tested the new Chevy and it did 0-60 in 9.7,considered very quick for the day. The debut of the small block brought Chevy to the top of the NASCAR short tract points as well. And of course this became a selling feature touted by the dealerships to gain sales and it worked. The next year of production marked the introduction of a canister type oil filter. An increase in both cam lift and compression helped the 1956 265 to produce 205 horsepower. Another option available was called a 4 barrel Power Pak that increased power to 225 HP. Even with the success of the 265 work was already started on larger displacement small block.


   Now given that fact that the more power you have,the more you want it was only natural for some evolution to take place. The 265 block had plenty of cylinder wall so boring it .125 was easy. And along came the 283. Now if you think about it,the 283 does not sound like much given today's standards. At the time though it was state of the art technology and it also helped to bring us to where we are today in regards to the most popular engine ever. The 283 was an instant hit,so much so that 1957 was the last year of production for the 265. Now the 283 had a bore of 3.875 inches and maintained the 3 inch stroke. It produced 185 horsepower with a 2 barrel and 220 with the 4 barrel carburetor. The "Corvette V-8" was offered with a dual 4 barrel set up that produced 245 horsepower and 270 horsepower respectively. Ram Jet Fuel injection was also introduced in 1957 and the 283 produced one horsepower per cubic inch! The fuel injection design was also referred to as a "Dog House" system. Ordering one of these was very difficult but,when a very popular magazine finally did get to test the Corvette with the fuel injection they called it an "absolute jewel" and "instantly transformable into a roaring brute when pushed hard". They attributed this to the instant throttle response and drivability around town. The car did 0-60 in 5.7 seconds and ripped the quarter mile in 14.3 proving to be equal to larger displacement engines rated at 325 horsepower. In fact it beat the 392 hemi for times that year.

 The introduction of the 348 "big block" Chevy in 1958 required a few new terms be added to the vocabulary of enthusiast for obvious reasons. The new block was not based on the original small block platform and was more than 100 lbs heavier. Some of the updates to the small block were changing to side mount engine mounts and cylinder walls were made thicker.The same basic options for the 283 remained for 1959 with the exception of the Ram Jet 283 producing 290 horsepower that year. Not to mention that for the past few years the small block Chevy had been proving it's self on the drag strip. Little did the designers know when they came up with the small block that they would create an engine that would be the starting point of millions of engine build ups over the next 50 years.

 Ramjet mechanical fuel injection Engine installed in the 1957 Corvette

  Along came 1957,the most hyped up thing to come out of Chevrolet was the "Ramjet" The development allowed for 1 horsepower per cubic inch. The whole system was actually more of a pressurized carburetor. And it worked like a damn!  But,the $480 some price tag was considered exspensive at the time. And getting one of these for your 1957 Chevy proved very challenging The unit was also in very limited supply and would not even find it's way onto very many Corvettes as many including Hot Rod Magazine and Motor Life Claimed the Chevrolet was pre-mature in anouncing fuel injection but,at the time it sure got a lot of interest. Only a few ended up being sold publicly and even those were for racing. A grand total of 1040 Corvettes recived the Original Ram Jet Fuel Injection and a further 1500 or so passenger cars were also assmebled so equipt.

No0w at this time the American auto makers were discouraged from making reference or even putting any type of emphasis on racing. It seams that the American Manufacturers Assc was scared of regulators in D.C. So the emphasis shifted to the performance aspect. And auto racing in the 50's created a perfect arena for this performance. And the 50's came to an end with the future of the small block Chevy looking bright.

Painting Your Car

If you are restoring a vehicle, a milestone in the restoration process is when you have the vehicle painted. At this stage, although still far from finished, the project really starts to take shape. Depending on your skill level and ambition, you may wish to tackle the paint job yourself.
If you have never painted before, the idea of painting your vehicle may seem like a fun project, or it may seem overwhelming. Although there are proper techniques to spraying, nothing is out of the scope of a hobbyist that is willing to practice and learn. To get you started, JWT Automotive offers books,DVD's on Custom Painting, paint guns, paints, technical advice, and all of the supplies you need to paint your vehicle. When you see your vehicle freshly painted, the sense of accomplishment is the greatest reward.

A large part of a successful paint job is directly related to the preparation efforts. Painting a vehicle is a tedious process that involves a lot of preparation. If you do not properly prepare the vehicle for paint, you will see defects in the finish and you may experience adhesion issues. In terms of preparation, we are referring to: rust repair, damage repair, bodywork, block sanding, using the correct products, keeping the surface clean, proper sanding, etc. If you are willing to put in the time and work, the end results can make it worth all your effort.
Everyone has different reasons for wanting to paint their car - maybe you like to be able to say you did "all" of the work yourself, maybe you can not afford to have it painted, maybe you want to learn something new, maybe you want to be certain of the work that is going into the vehicle before and during paint....and the list goes on. Regardless of your reasons, there are certain things that need to be considered for a successful paint job.

 GETTING STARTED

To get started, you need to develop a game plan. The key to a successful paint job is planning your steps, taking your time, and properly prepping the surface. If you are in a hurry, DO NOT attempt to paint your car. If you cut corners prepping the vehicle for paint, this will be seen in the final finish or shortly down the road. To properly paint a vehicle, there is a lot more involved than spraying paint onto the vehicle. When developing your game plan, here are several things to consider:
• Do you have a place to prep and paint the vehicle?
• Do you have (or are you willing to purchase) the needed tools to paint a vehicle?
• Will the vehicle be stripped to bare metal or are you going to paint over the existing finish?
• Are you painting the complete vehicle (door jambs, trunk area, underhood, etc) or only the outside?
• What type of paint do you plan on using? - Acrylic Enamel, Urethane, Acrylic Lacquer, Base coat/Clear coat, Water-based, etc.
• What brand of paint system are you going to use?
If you are considering the idea of painting your vehicle, first think of where you are going to prep and spray it. Do you have a dry place to store the vehicle while you are prepping it? Ideally, you will want to be spraying in a clean, dirt-free, temperature controlled environment. Are you going to rent a spray booth, paint in your garage, or paint in your driveway? Is it legal to spray a vehicle where you plan to paint? All of these factors must be considered before you think about picking up a paint gun. Tip - If it is illegal for you to paint your vehicle in the area you live, you can still strip it down and prep it for the body shop. This is a good way to save money.

Speaking of paint guns, you will need the proper equipment to paint a vehicle. At a bare minimum, you will need a paint gun, an air compressor that can meet the demands of your paint gun, and a moisture separator. The moisture separator will ensure that you have a dry air supply. Moisture in your air supply is an easy way to ruin a paint job. Another option is a turbine paint system, such as the Accuspray. These systems do not require an air compressor, and the turbine systems ensure that you have a dry air supply.

In addition to the spraying equipment, there is safety equipment that you will need. You will need a painter's suit, an approved respirator, goggles, and disposable nitrite gloves are a good idea. The chemicals in today's paints are dangerous and can be absorbed through your skin and eyes. When working with these chemicals, you must follow all precautions and make sure you use all of the required safety equipment.

PAINT GUNS

There are two general paint gun designs: gravity feed and siphon feed. Gravity feed guns have the cup mounted on top of the gun and use gravity (and air pressure) to feed the paint into the gun. Siphon feed guns have the cup mounted under the gun and use a pick-up tube to deliver the paint to the gun.
In addition to gravity feed and siphon feed designs, paint guns are commonly known as either HVLP (high volume low pressure) or conventional. HVLP paint guns pass a high volume of paint through the gun's nozzle at a lower pressure (as low as 10 psi at the air cap). Conventional paint guns require high pressure (60 psi or more) to spray the paint. HVLP paint guns generally have higher transfer efficiencies, meaning that they put more material on the item you are spraying. This results in less overspray and less wasted material. Some areas require that you paint with an HVLP paint gun or a compliant non-HVLP paint gun.
We recommend that you use a gravity-feed HVLP paint gun. With a siphon-feed gun, there is always a little material left in the bottom of the cup that doesn't get sprayed. The gravity-feed design allows you to spray the full cup of material. Also, you should consider using cup liners or the 3M PPS system. Both of these items will allow you to spray at different angles, even upside-down. AJGeneral offers a variety of paint guns from DeVilbiss, Binks, and Sharpe.
Depending on the type of paint you plan to spray, you may need additional tips & nozzle caps for the gun. Some paint guns come with tips and nozzle caps to spray heavy primers, while others are better suited for spraying lighter-bodied paints and clears. For lacquers, enamels, urethanes, base coats, and clear coats you will want a spray gun with a 1.3 - 1.5mm fluid tip. For spraying water-based automotive paints, you will want a spray gun with a 1.0mm fluid tip. For heavy paints and primers, a spray gun with a 1.8 - 2.2mm fluid tip is ideal.

TAKE IT APART OR NOT?

When deciding to paint your vehicle, how far do you plan on taking the vehicle apart? Are you going to remove the hood, trunk, doors, glass, etc, or are you going to tape it up and paint while it is together? Taking everything off allows you to make sure there is no hidden damage and it allows you to get paint into all of the nooks and crannies. However, you will have to deal with gapping the panels, reinstalling glass, replacing seals, etc.
If you decide to paint the vehicle while it is still together, remove as many of the small items as you can - antennae, door handles, lights, locks, wipers, etc. Nothing looks worse than a nice paint job that has overspray all over items that shouldn't have been painted. If you are leaving items on the car that are not going to be painted, be sure to use a quality automotive masking tape and masking paper....newspaper does not cut it. Newspaper is porous and can allow paint to get through to the surface below. Tip - To get paint under seals that are installed, an old trick is to take some nylon clothesline or coated wire and to put it under the seal and then mask off the seal. This will lift the seal enough to allow paint to spray between the seal and the body of the vehicle.

STRIPPING THE VEHICLE

Do you plan on stripping the vehicle to bare metal or painting over the existing finish? Stripping the vehicle to bare metal allows you to see what is hiding under the paint - rust, body filler, shoddy repairs, and other damage. You'd be surprised what has been found under existing layers of paint. Stripping the vehicle to bare metal also allows you to know exactly what products are being used. If you paint over an existing finish (this is perfectly acceptable for some applications), you never really know what is hiding under the surface. Also, if this finish was not properly prepped, your new coating may flake off due to the existing finish flaking off. If you do not know the history of the finish on the vehicle, it is generally a better idea to strip it to bare metal and start fresh. There is nothing worse than having a new paint job flake off or have rust start popping out due to shoddy repairs that were made under an existing finish.

If you decide to strip the vehicle to bare metal, there are several options - chemical paint strippers, chemical dipping, media blasting, and mechanical stripping. Each method has pros and cons.
• Chemical paint strippers can quickly remove multiple layers of paint. Chemical strippers are available in aerosol and brush on applications, and in liquid and gel forms. Usually, multiple applications are required to fully strip the panel to bare metal. It is advisable to avoid seams, as stripper may seep out after you have painted your vehicle and lift your fresh paint if all of the stripper was not removed. Chemical stripping can be messy, but it is effective at removing multiple layers of paint. Be sure to read all warning labels, follow directions, and use appropriate safety equipment.
• Chemical dipping is done by professionals. This method is very effective and removes all paint, body fillers, seam sealers, and rust. It also strips the inside of panels. If the chemical is not fully cleaned from the vehicle, it can seep out and lift the new paint. Also, this method will clean the back sides of panels and other areas that are hard to access. If you can not treat the inside of panels, they can start rusting from the inside.
• Media blasting is a method of stripping paint, rust, and body fillers by using abrasive blasting equipment. With this method, media (sand, poly abrasive, walnut shells, baking soda, slag, etc) is shot at the vehicle and it abrades the surface to remove the coatings. Different types of media are available for stripping coatings and rust. Depending on the media being used, care must be taken to avoid warping large flat panels. Also, abrasive can get into cracks and crevices. If this is not thoroughly cleaned, it could blow out and end up in the paint when spraying the vehicle. Media blasting can be used to quickly strip large areas of paint and rust.
Media blasting can be done at home with a siphon blaster or a pressure blaster. Pressure blasters are quicker than siphon blasters. Eastwood sells several models to suit your needs. Be sure to use appropriate safety equipment, including a NIOSH approved respirator and a blast hood.
• Mechanical stripping is another method of paint removal. It can be done by hand sanding with sand paper, or by using pneumatic or electric grinders and sanders. Sand paper, cleaning discs, stripping discs, and wire wheels are common methods. This process is effective, but it can take longer than other means of paint stripping.

PAINTING OVER AN EXISTING FINISH

When painting over an existing finish, the finish must be in good shape. Faded finishes are okay, but it should not be peeling, cracked, or otherwise damaged. If the vehicle has been repainted, it is recommended that you strip the vehicle down and start from bare metal. If you do decide to paint over the existing finish, wash the vehicle and then use a quality wax and grease remover on the surface. This will remove any wax that could cause adhesion problems. Now, you will want to wet sand the surface with 320-400 grit sandpaper. This will roughen the surface and allow your new finish to adhere. If there are any chips, dings, or scratches, repair them with a catalyzed glazing putty. Once you make these repairs, you should seal the entire vehicle with a quality sealer primer.
Generally, it is recommended that you stick with one brand's paint system throughout the entire painting process. However, there have been many successful paint jobs that have mixed products. If you decide to mix primers and topcoats from different manufactures, we recommend that you test for compatibility before you start spraying on your project. Tip - EverCoat Slick Sand is a versatile, sprayable polyester high-build primer that can be used with most types of top-coats. It can be applied over bare metal or prepped painted surfaces.

CHOOSING THE PAINT

Now you need to decide on the paint type and paint brand. Most paint manufacturers recommend that you use their entire paint systems - cleaners, primers, paints, and clear coats. This is to ensure that there are not any adverse reactions between different products. There are a large variety of paints available that can be used - acrylic lacquers, acrylic enamels, urethanes, base coat/clear coat, and water-based are quite popular today with automotive hobbyists. AJGeneral carries House of Kolor custom paints and Auto Air water-based paints.
For typical paint jobs, here is an example of the steps for something that has been stripped to bare metal:
• Wipe down surface with paint prep
• Epoxy primer
• Bodywork done on top of the epoxy primed surface
• Sealer primer
• 3-4 coats of base coat
• 3-5 coats of clear coat
(This is an example of the steps that products are commonly applied. Paint manufacturer's recommended products and application order may vary. Paint manufacturer's instructions should be followed.)
 Depending on the purpose of your project, you might select different types of paint. With restoration projects, many hobbyists opt for acrylic lacquer or acrylic enamel to replicate the factory finish. If you are looking for durability, urethanes, base coat/clear coat finishes and water-based finishes are great.

Before you start to spray, be sure to read the paint mixing instructions and paint gun instructions. Be sure that your paint gun is set-up to spray the type of finish you are using. If you have never painted before (or even if you have painted before), you may want to look into our Paintucation videos. These videos show you how to avoid common mistakes and give a wealth of information. Before spraying your project, practice, practice, practice. Spraying a fender is a lot different from spraying a whole vehicle. Spray your wheel barrow, lawn tractor, trash can, or go to a salvage yard and pick up some extra fenders, hoods, or doors. This will allow you to get the feel of spraying, and also allow you to practice with different air pressures and fan patterns. This is also a good way to learn the products you are spraying.

SPRAYING THE PAINT

When setting up your paint gun, hold the gun 6 inches from the surface and try to get a fan pattern that is approximately 6 inches for spraying automobiles. If you are spraying smaller objects, a 4 inch pattern is usually ideal. We recommend that you practice with different fan patterns before you begin spraying your project.
When spraying, be sure to keep the gun parallel to the surface you are spraying. If you are spraying a solid or metallic color, you should use a 50% overlap on each pass. For candies and pearls, you usually want to use a 75% overlap. When spraying, you should walk with the gun and keep your wrist firm. If you move your wrist, this will vary the gun's distance from the surface you are spraying, resulting in uneven coverage. A large part of spraying is developing a feel. The more you practice, the better you will become. There is a fine line between laying the paint on flat and texture-free, and running it off the panel. To get this feel, you must practice and become acclimated to your spray equipment and the products you are spraying.
Be realistic with your expectations of your first paint job. It probably won't be perfect. There might be dry spots, runs, dirt, and/or bugs. Take you time and remember that many of these problems can be corrected with color sanding and buffing. Use each paint job as a learning experience. With practice, the right equipment, the right products, and JWT Automotive's expert advice, you will be able to produce a paint job that you are proud of.

LS Series Engines

The engines that we call the "LS" came onto the street back in 1997. They were referred to as the Gen III Small Block. The iron versions were installed in the trucks and the Aluminum blocks were installed in the C5 Corvette. The next year the LS1 were installed in the Camaros and Firebirds. The displacement was slightly different with 346 cubic inches instead of 350.
 The Gen III spawned a high performance LS6 in 1999 that became standard in the Z06 Corvette. Then in 2005 the Gen IV came along. This engine had provisions cast into it that allowed for fuel saving ideas such as cylinder de-activation,larger displacements and new cam technology.Some of the performance versions were the LS2,LS3,LS7 and LS9 supercharged. Remember though the the first version of the LS7 came out in 1970-71 and was a 454 cubic inch engine.

The nickname "LS" was actually coined by racers and Hot Rodders,even while GM was continuing to call the engine family the Gen III and Gen IV. It became very apparent that the performance applications of this engine was almost limitless. The iron block engines finding their way into the trucks displaced 4.8L and 5.3L respectively. The all aluminum 6.0L and 6.2L engines were also installed in trucks. The car engines were the 5.3L,5.7L,6.0L,6.2L and 7.0L with some configured for front wheel drive.

 Gen III & Gen IV
In spite for the fact the there are differences between the two series of engines,they share some very common things,

•  4.4" bore centers (the same as thew original small block chevy)
• 6-bolt,cross bolted main caps
• Center main thrust bearing
• 9.24 inch deck height4-bolt per cylinder head bolt pattern
• 0.842" lifter bore
• Coil near plug ignition system (distributorless)

The biggest difference is cylinder bores on some engines of course and camshaft position sensor locations. They are on the front timing cover of the Gen IV blocks and top rear on the Gen III blocks. The Gen III engines featured 24X reluctor wheels and the Gen IV had the 58X reluctors. There is a high degree of interchangeability between the Gen III and the Gen IV. Cylinder heads,crankshafts,intake manifolds and more can be swapped between them however like it has been for over 50 years with the original small block it may be trial and error. Not every set of heads is going to bolt up to every intake manifold. For more info on it, How To Build High Performance Chevy LS1/LS6 V-8's is one of the best books out there. It gives more specific details on differences and interchangeability.

LS4
One of the most unique applications of the LS4 5.3L engine (323 C.I.D) is in the front wheel drive Impala SS and the Pontiac Grand Prix. The aluminum block with the low profile accessory system includes a flatten water pump design to accommodate the transverse mounting and produces 303 HP and 323 ft/lbs of torque.

LS1/LS6
The 5.7l 364 cubic inch engines were built from 1997 to 2004 (2005 in Australia) for the Camaro,Firebird,Corvette and GTO's. The LS6 came along in 2001 in the ZO6 Corvette and was built through 2005 were it found itself installed in the CTS-V Cadillac. Both the LS1 and LS6 share the same displacement. The LS6 featured an enhanced design for strength and better bay to bay breathing. The heads and intake manifold are also unique to the LS6.

LS2
2005 came along and the 6.0L 364 C.I.D. LS2 was installed in the GM performance cars like the Corvette,GTO and some or the SSR roadsters. And of course with the larger displacement came more power. The LS2 is one of the more adaptable engines of the Gen IV family. The LS1,LS6,LS3 and L92 heads work very well on it. The engine also featured a siamese bore.

LS3/L99
Debuting in the 2008 Corvette with a screaming 430 horsepower the 6.2L was the most powerful engine base ever to come out in the Corvette. The LS3 featured larger stronger siamese bores and Active Fuel Management on the L99 version. Offered in the Pontiac GXP G8 and the new 2010 Camaro. This engine displaces 376 cubic inches.

LSA
The little brother the the LS9,this supercharged 6.2L engine found its way into the CTS-V Cadillac. These engines feature hypereutectic pistons compared the the forged pistons of the LS9 and a smaller 1.9L supercharger with a different cooler design that helps the Caddy smoke the tires with 556 HP.

LS9
This is the most powerful engine Chevy produced. The LS9 is a supercharged 6.2L charge cooled 638 horsepower monster that powers the ZR1 Corvette. This block is strengthened and uses roto cast cylinder heads and a sixth generation 2.3L Roots supercharger and features a dry sump oiling system that mounts outside the engine to help with lubrication under extreme cornering. These engines are also hand built in Wixom,Mich.

LS7
The LS7 is the standard issue engine for the Z06 Corvette. This is the largest displacement small block ever offer in a production car by GM displacing 427 cubic inches. The LS7 uses siamese bored blocks for the 4.125" bores. Competition proven cylinder heads,titanium rods and intake valves help make this a 505 HP street tuned racing engine. These engines are also hand built.


Gen III and Gen IV Vortec Truck Engines
Typically it's been the car engines that have carried the LS designations when it comes to the Gen III and Gen IV engines. The engines installed in the trucks have been dubbed "Vortec" and usually use iron blocks and are smaller displacements then the blocks used in cars. And the 5.7L LS has never been available in the trucks.
   Here's the run down,

• The 4.8L (293 C.I.D.) is the smallest displacement LS engine,features an iron block, a 3.78" bore and aluminum heads.
• The 5.3L (327 C.I.D.) is the most common truck engine using the 3.78" bore and a 3.62" stroke.Later versions of this motor feature "Active Fuel Management". These engines are both aluminum and iron blocks.
• The 6.0L (364 C.I.D.) are used in the 3/4 ton and 1 ton trucks. The iron block designation is LY6,aluminum designation is L76. This engine uses aluminum heads and Active Fuel Management.Some are equipt with variable valve timing.
• The 6.2L (376 C.I.D) is referred to as the L92. This engine uses an aluminum block and cylinder heads and features variable valve timing. This motor is used in high performance applications like the GMC Yukon Denali and Cadillac Escalade

Part#	Description	Liters/CID	HP	Torque	Bore	Stroke
19165628	LS327	5.3/327	327	347	3.78	3.622
17801267	LS1	5.7/346	350	365	3.898	3.622
17801268	LS6	5.7/346	405	395	3.898	3.622
19165484	LS2	6.0/364	400	400	4.0	3.622
17802143	LS364/440	6.0/364	440	404	4.0	3.622
12611022	L99	6.2/376	430	424	4.065	3.622
19244549	LS376/480	6.2/376	485	475	4.065	3.622
19171225	LS376/515	6.2/376	515	469	4.065	3.622
19244097	LS3	6.2/376	430	424	4.065	3.622
19211708	LSA	6.2/376	556	551	4.065	3.622
19201990	LS9	6.2/376	638	604	4.065	3.622
19171821	CT525	6.2/376	525	471	4.065	3.622
19211710	LS7	7.0/427	505	470	4.125	4.00

C5R
The C5R blocks are no production block specially designed and developed for the Corvette racing program. These blocks feature a unique alloy blend of aluminum,and billet steel main caps and are machined with specialized specs. They also undergo a different testing to ensure strength. The siamese bore design allows for a displacement of 427 cubic inches. All LS series heads work of the C5R,however bear in mind that you want maximum air flow.

LSX Bowtie Block
2007 braught with it the new LSX block,it's a durable and affordable cast iron version designed to support very high performance applications and even has provisions for 6 bolt head fastening. 3.88 bores that get finished to 3.89" or even as large as the max 4.2". You have to keep in mind that the rotating assembly for a stroke larger than 4.125". Deck height on the LSX blocks are 0.020 taller than the production ls blocks. However the standard LS cylinder heads work with the LSX blocks. This block features a true priority main oiling system.

GTO Production Numbers

1964	2-door coupe	2-door sedan	Convertible	Tri-Power	389 4-bbl	Total
	18,422	7,384	6,644	8,245	24,205	32,405

1965	2-door coupe	2-door sedan	Convertible	Tri-Power	389 4-bbl	Total
	55,722	8,319	11,311	20,547	54,805	75,352
	M/T					56,378
	A/T					18,974

1966	2-door coupe	2-door sedan	Convertible	Tri-Power	389 4-bbl	Total
	73,785	10,363	12,798	19,045	389 4-bbl	96,946
	M/T					61,279
	A/T					35,667

1967	Production #'s
2-door coupe	65,176
2-door sedan	7,029
Convertible	9,517
400 4-bbl Ram Air	751
400 4-bbl HO	13,827
400 2-bbl	2,967
400 4-bbl STD	64,177
Manual transmission	39,128
Automatic transmission	42,594
Total Production	81,722

1968	2 door coupes& sedans	convertibles
400 Ram Air*, M/T	757	92
400 Ram Air**, A/T	183	22
400 HO, M/T	6,197	766
400 HO, A/T	3,140	461
400 STD, M/T	25,371	3,116
400 STD, A/T	39,215	5,091
400 2-bbl, M/T	0	0
400 2-bbl, A/T	2,841	432
Total Production *400 RA II, M/T (all styles) 199 **400 RA II, A/T (all styles) 47	77,704	9,980

1969	Sport Coupes	Convertibles
400 RAIV, M/T	549	(4 Judges)45
400 RAIV, AT	151	(No Judges)14
400 RAIII, M/T	6,143	249
400 RAIII, A/T	1,986	113
400 STD, M/T	22,032	2,415
400 STD, A/T	32,744	4,385
400 2-bbl, M/T	0	0
400 2-bbl, A/T	1,246	215
Total Production	64,851
Total Hardtop Judges	6,725
Total Convertible Judges		108

1970	Sport Coupe	Convertible
400 RAIV, M/T	627	24
400 RAIV, A/T	140	13
400 RAIII, M/T	3,054	174
400 RAIII, A/T	1,302	114
400 STD, M/T	9,348	887
400 STD, A/T	18,148	2,173
455 4-bbl, M/T	1,761	158
455 4-bbl, A/T	1,986	241
Total Hardtop Judges	3,797
Total Convertible Judges		162
Total Production	36,366	3,783

1971	Sport Coupe	Convertible
400 STD, M/T	2,011	79
400 STD, A/T	6,421	508
455 STD, M/T	0	0
455 STD, A/T	534	43
455 HO, M/T	476	21
455 HO, A/T	412	27
Total Hardtop Judges	357
Total Convertible Judges		17
Total Production	9,854	678

1972	Coupe	Sedan
400 STD, M/T	59	1,519
400 STD, A/T	60	3,248
455 STD, M/T	0	0
455 STD, A/T	5	235
455 HO M/T	3	310
455 HO A/T	7	325
Total Production	134	5,673

1973	Coupe	Sedan
400 4-bbl, M/T	187	926
400 4-bbl, A/T	282	2,867
455 4-bbl, M/T	0	0
455 4-bbl, A/T	25	519
Total Production	494	4,312

1974	Coupe	hatchback
350 4-bbl, M/T	2,487	687
350 4-bbl, A/T	2,484	1,036
Total Production	5,335	1,723

Nova & Chevy II Production Numbers

1962	Style	L4	L6	V-8
Chevy II 100 sedan, 2-door	0111/0211	11,500*	35,500*	0
Chevy II 100 sedan, 4-door	0169/0269			0
Chevy II 100 wagon, 4-door	0135/0235			0
Chevy II 300 sedan, 2-door	0311/0411	92,800**		0
Chevy II 300 sedan, 4-door	0369/0469			0
Chevy II 300 wagon, 4-door	0335/0435			0
Chevy II Nova 400 sedan, 2-door	0411		???	0
Chevy II Nova 400 coupe, 2-door	0437	0	59,568	0
Chevy II Nova 400 convert, 2-door	0467	0	23,741	0
Chevy II Nova 400 sedan, 4-door	0469	0	???	0
Chevy II Nova 400 wagon, 4-door		0	???	0
Total Production=326,607 *Approx. total for all 100s. **Approx. total for all 300s.

Production totals were recorded by body style only, with no breakdown for engine or series.
2-door sedan-44,390
4-door sedan-139,004
4-door wagon-59,886

1963	Style #	L4	L6	V-8
Chevy II 100 sedan, 2-door	0111/0211	50,400*		0
Chevy II 100 sedan, 2-door	0169/0269			0
Chevy II 100 wagon, 4-door	0135/0235			0
Chevy II 300 sedan, 2-door	0311/0411	78,800*		0
Chevy II 300 sedan, 4-door	0369/0469			0
Chevy II 300 wagon, 4-door	0335/0435			0
Chevy II Nova coupe, 2-door	0437	0	87,414***	0
Chevy II Nova 400 convert, 2-door	0467	0	24,823***	0
Chevy II Nova 400 sedan, 4-door	0469	0	58,862***	0
Chevy II Nova 400 wagon, 4-door	0435	0	???	0
Total Production=334,816 *Approx. total for all 100s. **Approx. total for all 300s. ***Includes 42,432 SS models.

Production totals were recorded by body style only, with no breakdown for engine or series.
2-door sedan-44,390
4-door sedan-139,004
4-door wagon-59,886

1964	Style #	L4	L6	V-8
Chevy II 100 sedan, 2-door	0111/0211	53,100*
Chevy II 100 sedan, 4-door	0169/0269	0
Chevy II 100 wagon, 4-door	0135/0235	0
Chevy II Nova sedan, 2-door	0411	0	102,900
Chevy II Nova coupe, 2-door	0437	0
Chevy II Nova sedan, 4-door	0469	0
Chevy II Nova wagon, 4-door	0435	0
Chevy II Nova SS coupe, 2-door	0447	0	10,576
Total Production=191,691 *Approx. total for all 100s

Production totals were recorded by body style only, with no breakdown for engine or series.
2-door sedan-40,348
2-door coupe-30,827 (This includes 10,576 SS models.)
4-door sedan-84,846
4-door wagon-35,670

1965	Style #	L4	L6	V-8
Chevy II 100 sedan, 2-door	1111/1311	1,300*	39,200*
Chevy II 100 sedan, 4-door	1169/1369
Chevy II wagon, 4-door	1135/1335	0
Chevy II Nova coupe, 2-door	1537	0	51,700**
Chevy II Nova sedan, 4-door	1569	0
Chevy II Nova wagon, 4-door	1535	0
Chevy II Nova SS coupe, 2-door	1737	0	9,100**
Total Production=113,700 (approx.) *Approx. total for all 100s. **Approx. total for all series.

Production totals were recorded by body style only, with no breakdown for engine or series.
2-door coupe-28,380 (This includes approx. 9,100 SS models.)
4-door wagon-21,500

1966	Style #	L4	L6	V-8
Chevy II 100 sedan, 2-door	1111/1311	44,500*		2,500*
Chevy II 100 sedan, 4-door	1169/1369
Chevy II 100 wagon, 4-door	1135/1335
Chevy II Nova coupe, 2-door	1537	0	54,300**	19,600**
Chevy II Nova sedan, 4-door	1569	0
Chevy II Nova wagon, 4-door	1535	0
Chevy II Nova SS coupe, 2-door	1737	0	6,700*	16,360*
Total Production=177,485 *Approx. total for all 100s. **Approx. total for all series.

1967	Style #	L4	L6	V-8
Chevy II 100 sedan, 2-door	1111/1311	34,200*		1,700*
Chevy II 100 sedan, 4-door	1169
Chevy II 100 wagon, 4-door	1135/1335
Chevy II Nova coupe, 2-door	1537	0	34,400**	13,200**
Chevy II Nova sedan, 4-door	1569	0
Chevy II Nova wagon, 4-door	1535	0
Chevy II Nova SS coupe, 2-door	1737	0	1,900*	8,200*
Total Production=105,858 *Approx. total for all 100s. **Approx. total for all series

1968	Style #	L4	L6	V-8
Chevy II Nova sedan, 2-door	1127/1327/1427	1,270	146,300	53,400
Chevy II Nova sedan, 4-door	1169/1369/1469	(total)	(total)	(total)
Total Production=200,970*

*This includes 6,571 SS models (5,670 L48 350/295 hp models, 234 L34 396/350 hp
models, and 667 L78 396/375 hp models.

1969	Style #	L4	L6	V-8
Nova sedan, 2-door	1127/1327/1427	6,103	157,400	89,900
Nova sedan, 4-door	1169/1369/1469	(total)	(total)	(total)
Total Production=269,988*

*This includes 17,564 SS models (10,355 L48 350/300 hp models, 1,947 L34 396/350 hp
models, 4,951 L78 396/375 hp models, and 311 L89 396/375 hp models with aluminum heads.

1971	Style #	L4	L6	V-8
Nova sedan, 2-door	1327/1427	o	65,891	77,344*
Nova sedan, 4-door	1369/1469	o	29,037	22,606
Total Production=194,878	*This includes 7,015 SS models with L48 350/270 hp V8.

1972	Style	L4	L6	V-8
Nova sedan, 2-door	1X27	0	96,740	163,475*
Nova sedan, 4-door	1X69	0	43,029	46,489
Total Production=349,733	*This includes 12,309 SS models with L48 350/200 hp V8.

1973	Style #	L4	L6	V-8
Nova sedan, 2-door	1X27	0	54,140	81,679
Nova hatchback, 2-door	1X17	0	11,005	33,949
Nova sedan, 4-door	1X69	0	27,440	32,843
Nova Custom sedan, 2-door	1Y27	0	6,336	52,042
Nova Custom hatchback, 2-door	1Y17	0	3,172	42,886
Nova Custom sedan, 4-door	1Y69	0	4,344	19,673
Total Production=369,511*	*This includes 35,542 SS models.

1974	Style #	L4	L6	V-8
Nova sedan, 2-door	1X27	0	87,399	72,558
Nova hatchback, 2-door	1X17	0	13,722	20,627
Nova sedan, 4-door	1X69	0	42,105	32,017
Nova Custom sedan, 2-door	1Y27	0	11,115	39,912
Nova Custom hatchback, 2-door	1Y17	00	9,631	36,653
Nova Custom sedan, 4-door	1Y69	0	7,458	17,340
Total Production=390,537*	*This includes 21,419 SS models.