Awesome Engines, Awesome Cars

The Cadillac V-16, the first V16 powered car to reach production status in the United States, was Cadillac's top-of-the-line car from its January 1930 launch until production ceased in 1940. Only 4076 cars were constructed in the eleven years the model was offered. All were finished to custom order. The majority of these were built in the single year of 1930.

In 1926, Cadillac began the development of the all new V-16 engine. There were two different V-16 engines developed by Cadillac in this time period:

The Series 452 OHV V-16

The Series 452, from 1930 until 1937, had a 3 in bore and a 4 in stroke, a displacement of 452 CID, a narrow 45° V angle, overhead valves, 185 horsepower and 320 pounds/feet of torque. There is a three-speed manual gearbox and four-wheel vacuum assisted mechanical brakes. The original Cadillac V16 could be said to be two straight-8 engines on a common crankshaft and crankcase, because each bank operated entirely independently of the other with no other shared components. The engine was well engineered, with a counterweighted crankshaft, overhead valves, and hydraulic tappets. It also had two carburetors. It was capable of powering the heavier models to speeds in excess of 80 mph, and 100 mph for some of the lighter examples.

1931 Cadillac V-16

Found on these models;
1930–1934 Series 452 ("A" - "C")
1935 Series 60
1936–1937 Series 90

The Series 90, from 1938 to 1940, the second generation of V16 engine, had 'square' proportions; bore and stroke were both 3 1⁄4 in , an overall displacement of 431 CID, a lower, wider 135° V angle, L-head (flat head), two carburetors. Cadillac rated these engines at the same 185 bhp as the previous series.

Found on these models;

1938-1940 Series 90.

Nine main bearings provided a crankshaft main bearing support between each 135 degree opposing pair of cylinders. The square bore and stroke lowered piston speed and promoted crankshaft rigidity, no small matter for an engine with eight cylinders in line per cylinder bank. The side valve engine design was no handicap because the typical top engine speed of 3400-3700 rpm provided little opportunity to exploit the high speed breathing efficiency of overhead valves. Hydraulic valve lifters promoted silent running and an absence of periodic adjustment. Unlike most cars of the era, an external oil filter safeguarded the precision valve lifters. Despite the use of side valves, the engine produced as much power as the prior 45 degree V-16, and with much less complexity.

Cadillac also built a V-12 engine based on the Series 452 engine for 1930 through 1937. It retained the 45° vee-angle and displaced 368 cubic inches from a 3.125 in bore and 4 in stroke. Output was rated at 135 hp with two carburetors.

Found on these models;
1930–1935 Series 370 ("A" - "D")
1936–1937 Series 80/85

1931 Cadillac V-16

The Cadillac V-16 is today recognized as one of the finest automobiles of the prewar era. 1930 production models can be valued at more than $500,000.  Convertibles are the most valued, and the earlier cars are more valued than the 1938-40 vehicles. A good condition 1938 sedan can sell for under $80,000.

1929 Packard 645

In the 1920s, Packard powered its lower-priced cars with an in-line six-cylinder engine. The engine displaced 241.4 cubic inches with a 3.37-inch bore and 4.5-inch stroke, double overhead camshafts and generated about 110 horsepower. The six disappeared by the late 1920s but returned in 1937 for the new Packard Six with a 237-cubic-inch engine wielding about 100 horsepower.

1934 Packard 1107 Phaeton V-12

 

The Twin Six V-12 Packard engine in the 1930s Packard Twelve luxury cars was the automaker's most powerful engine through the 1930s. The V-12 displaced 445 cubic inches . Its bore measured 3.44 inches and the stroke was 4 inches. The engine featured a double overhead camshaft and overhead valves. It possessed a 6.00:1 compression ratio to generate 180 horsepower. The whisper-quiet engine was placed in a refined chassis and given some of the most elegant bodies of its era.

1934 Packard 1107 Phaeton V-12

1931Packard 840

 A base Packard came with only a 321 cubic-inch, 145 HP straight 8. When you bought the 12 cylinder you received an enormous 445.5 cid engine that made its maximum power at a low 3200 rpm, a lower rpm than any of its competitors that needed V-16 engines in some cases to even compete. The transmissions were a 3 speed syncro manual floor shifted and had quite smooth gear changes.

Pierce Arrow

The Pierce Arrow V–12 engine displaced 462 cubic inches,  made 175 horsepower, as opposed to 125-150 horsepower for the Pierce Arrow straight-eight.

The Pierce Arrow V–12

The 385-cid straight-eight developed 150 horses, compared to 175 for the pricier Pierce Twelve, but 15 more than the Cadillac V-8.

1930 Pierce Arrow Straight Eight

Under the new, longer hood was Pierce-Arrow's new straight-eight engine. Unlike the 1928 Series 81 cars that had a cast steel block bolted to an aluminum crankcase, the new nine main bearing eight was cast with a single crankcase and cylinder block assembly. The engine used an L-Head arrangement for the valves, and Stromberg UU-2 carburetor. The bore and stroke were 3 1/2" by 4 3/4", adding up to 366 cubic inches. With a 5:1 compression ratio and engine speed of 3200 rpm, the new straight eight developed 125 hp. Pierce-Arrow advertising claimed a top speed of 85 mph. The new straight-eight was continued, with modifications, through 1938. In 1933, the engine was changed to use hydraulic valve lifters, a Pierce-Arrow innovation, and also to use a down draft carburetor.

1936 Pierce-Arrow 1602 Club Sedan

1947 Lincoln Continental

1947 Lincoln Continental, V-12

Flat Head V12

Bore/stroke             2.87 in/3.75 in

Cylinders             V-12 in 75.0° vee

Displacement             292. cu in

Lubrication             Wet sump

Compression ratio     7.20:1

Maximum power 125 bhp  @ 4000 rpm

Maximum torque 220 ft·lb @ 2000 rpm

3 speed manual

The Stutz Speedway Six engine has a 3 1/2" bore, 5 inch stoke, 288.6 cu in, 80 brake HP @ 3000 RPM,

1929 Stutz Speedway Six Model 695

The 1925 Stutz Model 695 was powered by a 289 cubic-inch overhead cam six-cylinder engine that was fitted with a Rayfield carburetor and produced 80 horsepower. They had a three-speed manual gearbox and featured four-wheel hydraulic brakes. It is believed that only 748 examples of the Speedway Six 695 series were produced.

1925 Stutz Model 694

1917 Buick D 34

1917 Buick Engine

1917 Buick Engine

Type    Valve-in-head, exposed valves

Displacement     170 cu. in.       

Cylinders            4         

Bore & Stroke     3 3/8 & 4 3/4 inches           Rated Horsepower    18.2                

Main Bearings           4         

1914 Cadillac

Vertical, in-line, L-head. Four cylinder. Individual cast iron cylinders, copper water jacket, Bore & Stroke; 4-1/2 x 5-3/4 in, Displacement; 365.8 cu. in,

Brake Horsepower; 40-50 H.P.: 32.4, Main bearings; Five, Valve lifters; Mechanical - push rod - roller cam followers, Carburetor; float feed; Made by Cadillac to C. F. Johnson patents

1914 Cadillac L head 4

The 1955, 1956, 1957 Chevy

 

 A Favorite Classic: You can find them built either as a

MUSCLE CAR, with small block or big block engines, with racing CAMS, dual Carburetors, fuel injection, BLOWERS, SUPERCHARGERS, 4 speed stick transmissions,

 or STOCK, in pristine condition.

For 1955, Chevrolet's full-size model received all new styling and the 55 Chevys gained a V8 engine option. The new 265 cu in  V8 was a modern, overhead valve, high compression, long stroke design that was so good that it remained in production in various forms, for many decades. The base V8 had a two-barrel carburetor and was rated at 162 hp, and the "Power Pack" option added a four-barrel carburetor and other upgrades yielding 180 bhp. Later in the year, a "Super Power Pack" option added high-compression and 15 bhp.

In 1956 single housings incorporated the taillight, stoplight, and backup light, and the left one held the gas filler - an idea popularized by Cadillac. Among the seven 1956 Bel Air models was a new Sport Sedan, a pillarless four-door hardtop. Production exceeded 103,000, compared to 128,000 two-door hardtops. Shapely two-door Nomad wagons topped the price chart at $2,608. Only 7,886 were built. The least costly Bel Air, at $2,025, was the two-door sedan.

In 1957 engine displacement grew to 283 cu in and with the "Super Turbo Fire V8" option produced 283 hp with the help of continuous (closed loop) mechanical fuel injection. These so-called "fuelie" cars are quite rare, since most Bel Airs were fitted with carburetion. The 1957 Bel Air is among the most recognizable American cars of all time; well-maintained examples, especially Sport Coupes and Convertibles are highly sought after by collectors and enthusiasts. They are roomy, fuel-efficient, with tastefully restrained, period use of tail fins and chrome.

 

From 1955–57, production of the two-door Nomad station wagon was assigned to the Bel Air series. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954.

 The Chevrolet small-block engine is a series of automobile V8 engines built by the Chevrolet Division of General Motors using the same basic small (for a V8) engine block. Retroactively referred to as the "Generation I" small-block, it is distinct from subsequent "Generation II" LT and "Generation III" LS engines.

Production of the original small-block began in 1955 with a displacement of 265 cu in, growing incrementally over time until reaching 400 cu in in 1970. Several intermediate displacements appeared over the years, such as the 283 cu in that was available with mechanical fuel injection, the 327 cu in, as well as the numerous 350 cu in versions. Introduced as 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.

The first big-block Chevy V-8 was introduced in 1958 as an optional alternative to the small-block engine. It was not related in any way to its classic predecessor, being new from the ground up. Neither has it been regarded as one of the highlights in Chevy engine history. The 348 was the largest and most powerful Chevrolet engine you could buy in 1958-61, and deserves at least a brief mention.

As the 265/283 was first known as "Turbo-Fire," the 348 was dubbed "Turbo-Thrust," but the factory knew it better as the "type W." This designation stemmed from the characteristic shape on the outside edge of the rocker covers, something that was much less unique as we moved into the 60s. The "W" was intended for the new generation of a much larger and heavier Chevrolets born in 1958 that blossomed into the full-blown 119-inch-wheelbase cruisers of 1959.

The 1958 version of the Turbo-Thrust 348 V-8 started as a truck engine, and it formed the basis of the legendary 409, introduced in mid-1961.

With a bore and a stroke of 4.125 x 3.25 inches and 9.5:1 compression ratio, the 348 developed 250 bhp at 4000 rpm and 355 pounds-feet of torque at 2800 rpm. Combustion chambers were cylindrical wedges formed by flat-bottom heads that rested against the block faces at a 16 degree angle. The cast-aluminum pistons were machined with 16-degree dual-sloping upper surfaces. Hydraulic valve lifters were used, as they were in the small-block V-8s (except fuel injected units). "Because of the lack of restrictions to passage of the fuel/air mixture in the heads and because half of the piston is closer to the head than the other half, turbulence is tremendous and volumetric efficiency should be excellent," observed Motor Trend. The "W" came standard with dual exhausts and four-barrel carburetor, but was not offered with fuel injection - something Chevy had had problems with, and was generally encouraging only for Corvettes.

The 348's highest stage of development appeared for 1960 - two four-barrel carburetors good for a rated 355 horsepower. It continued in this form for the 1961 model year before disappearing in favor of the 409.

The 348 should be remembered not as a mighty powerhouse, but as a smooth and reliable big-block for the new, larger Impala. Its 10-second 0-60 mph capability was about the norm for 1958 - hardly the kick-in-the-back acceleration provided by the FI or dual-quad 283s. Significantly, Chevrolet offered very little hop-up equipment for the "W" for the simple reason that it never was really intended as a high-performance mill. In 1958, of course, Chevrolet was outwardly abiding by the Automobile Manufacturers Association (AMA) decision to "discourage" (or at least not advertise) racing, and the 348 fit right in with the Division's public posture. Performance enthusiasts would have to be content with the hotter versions of the 283 through 1961. Happily, these powered some of the most memorable of the "performance" Chevys.

Chevrolet Small-Block V8 engine

Production: 1955–2002

Successors: GM LT engine, GM LS

engine

Type: small-block V8

265

Production: 1954–1957

Displacement: 265 cu in

Power: 162 hp - 240 hp

Bore and Stroke:

3.750 in / 3.00 in

283

Production: 1957–1967

Displacement: 283 cu in

Power: 220 hp - 315 hp

Bore and Stroke:

3.875 in / 3.00 in

327

Production: 1962–1969

Displacement: 327 cu in

Power: 250 hp - 375 hp

Bore and Stroke:

4.000 in / 3.25 in

350

Production: 1967–

Displacement: 350 cu in

Power: 145 hp - 370 hp

Bore and Stroke:

4.000 in / 3.48 in

302

Production: 1967–1969

Displacement: 302 cu in

Power: 290 hp

Bore and Stroke:

4.000 in / 3.00 in

1955 Chevrolet 235 cu in, Inline 6 Engine Specs

Valve Location: In head

Bore and Stroke: 3.5625 x 3.9375

Piston displacement, Cubic Inches: 235

Compression ratio: 7.5

Maximum Brake Horsepower: Standard Trans: 123 @ 3800 RPM

Maximum Torque Lbs.Ft. @ RPM: Standard Trans: 207 @ 2000

A Unique 1955 Chevy