These inline-sixes and their four-cylinder siblings were converted for marine usage by Mercruiser and Volvo Penta, and also used in stationary applications (such as power generation) and in Clark forklifts.

[4] Aftermarket port fuel injection and re-engineered cylinder heads have been the norm, although parts for the inline-six, such as aftermarket intake manifolds (from a three-carburetor setup or a single 4-barrel carburetor), exhaust headers, and hybrid cylinder heads based on Chevrolet's small-block engine are costlier than those for the small-block, unlike the rival AMC inline-six (which has a cult following with Jeep enthusiasts, especially with the 4.0 L).

GM de Argentina also developed a 109.7 cu in (1,797 cc) four-cylinder version called the "Chevrolet 110" for their Opel K 180 compact car.

Starting in 1979, a two-barrel intake fitted with a Rochester Varajet carburetor and dual take down exhaust manifold were used in trucks and vans.

The "integrated" cylinder head and intake manifold claimed to have resulted in increased low end torque and fuel economy inclusive of a smoother operation, lowering NVH (noise, vibration, and harshness).

The 250 engine continued to be used in GM trucks until 1984, after which it was replaced by the 4.3 L V6 (essentially a 350-cubic-inch (5.7 L) Chevy small-block V8 with the two rear cylinders removed).

Production continued in Brazil (known as the 4.1 there) until 1998 in passenger cars, when the Chevrolet Omega A was replaced by rebadged Australian Holdens.

Latter-day Brazilian-produced engines featured electronic multipoint fuel injection, distributorless ignition system and redesigned cylinder heads with smaller intake ports.

When long distance racing restarted in Brazil in 1973, the Chevrolet Opala and the Ford Maverick were the main contenders.

Drivers Bob Sharp and Jan Balder, who shared a ride to second place in the "24 Hours of Interlagos" in August of that year in an Opala, pressured General Motors do Brasil to field a more powerful racing engine.

It was slightly different from the version launched two years later: the project engine was similar to the four-cylinder units, did not get a vibration damper, and used the cooling fan from the standard 2500, with four blades instead of six.

It quickly homologated a version with four-barrel carburetor, called "Quadrijet" in Brazil (no relationship to GM's own Rochester Quadrajet), with performance roughly equivalent to the 250.

Unlike the later 250 inline 6 that was designed with an integrated cylinder head, the 292 retained the separate intake (with a Rochester Monojet carburetor) and exhaust manifolds as used with the earlier short deck motors (194–250).