by a General Motors subsidiary in Springfield, Missouri, as a crate engine[citation needed] for replacement and hot rodding purposes.

[13] 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.

Fitted with the optional Rochester mechanical fuel injection (FI) and 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).

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.

[17] A shortcoming of the 1955 265 was its lack of any provision for oil filtration built into 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.

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.

In 1967, a new design high-rise cast-aluminum dual-plane intake manifold with larger smoother turn runners 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.

Pulleys for the balancer, alternator, water-pump, as well as optional power steering, were deep-groove to retain the drive belt(s) at high rpm.

A stock 1968 Z/28 with 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.

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 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.

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 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.

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.

[21] In 1968, the 327 L73 developing 250 hp (186 kW) was part of the CKD packages exported to Australia from Canada for use in the locally assembled (by General Motors Holdens) Chevrolet Impala and Pontiac Parisienne.

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.

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.

The modifications were, new forged pistons, Brodix cylinder heads, higher compression ratio, and a significantly lighter from stock Flywheel.

In a lower compression, unleaded gas, considerably more emissions control-hampered form it was rated at 155–175 hp (116–130 kW) SAE net by 1971, and continued the base Chevrolet 350 cu in engine in passenger cars to 1988, optional in most models, standard in some.

Years: 1969–1986 The LS9 was GM's 350 cubic inch truck engine used in C/K and G-series models up to 8,500 lb (3,856 kg) GVWR (gross vehicle weight rating).

The "Marine" intake, despite its cast iron construction, is an L31 upgrade that allows use of common Bosch-style injectors with various flow rates while still maintaining emission compliance.

The medium journal 305, like its big-brother 350, would be further developed in the 1990s, although with a reduced 3 in (76.2 mm) stroke using 5.94 in (150.9 mm) connecting rods, into the Generation II LT engine L99 263.From 1976 onward into the early 1980s, these engines were prone to wearing out their camshaft lobes prematurely due to a combination of improper manufacturing and poor quality controls (a result of GM's cost-cutting measures).

The more precise spark timing provided by the CCC made possible a series of increases in compression ratio from a pre-CCC 8.4:1, to 8.6:1, to a knock-sensor–assisted 9.5:1, all while still only requiring 87 AKI regular unleaded fuel.

Also added was a knock sensor to allow the "CCC" engine management system to compensate for the increase in compression and a more aggressive spark-timing map in the ECM.

The engine was originally planned for the long-awaited '82 Camaro Z28, however due to a last-minute GM-mandated cancellation of Pontiac's 301 V8 production & Turbo 4.9L Project (T301), the Crossfire 305 was made available in the '82 Trans Am.

The L03 used hydraulic roller lifters, which allowed it to recover some of the lost horsepower from its factory design, while further increasing efficiency (reduced rotational drag).

What little information survived showed that it would have used a dual plenum system similar to the first generation Dodge Viper as well as variable valve timing.

Unfortunately, the cost to produce the LT5 along with its weight, dimensions (it would not fit the C5 pilot cars without extensive modifications) and internal GM politics over using an engine that was not designed and built in house killed the LT5 after six years of production.

[42] The LT5 was not an evolutionary dead end: in spite of being discontinued without a direct successor, a new class of premium V8s for Cadillac and eventually Oldsmobile, the dual overhead cam V8 Northstar and its derivatives, drew heavily from the LT5's design and lessons learned from its production.