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Quad-4 2.3L DOHC 4-cyl
1989-92 Quad-4 H.O. 2.3L vin A
- 180hp @ 6200 rpm
- 160tq @ 5200 rpm
- 10.0:1 Compression
- DOHC, DIS, MPFI
1989-90 Quad-4 2.3L vin D
- 150hp @ 5200 rpm
- 160tq @ 4000 rpm
- 9.5:1 Compression
- DOHC, DIS, MPFI
1991-92 Quad-4 2.3L vin D
- 160hp @ 6200 rpm
- 155tq @ 5200 rpm
- 9.5:1 Compression
- DOHC, DIS, MPFI
3100 Aluminum Head OHV 60° V6
1994-96 3100 SFI V6 vin M
- 160hp @ 5200 rpm
- 185tq @ 4000 rpm
- 9.6:1 Compression
- FWD, distributor shaft driven oil pump, DIS,
hydraulic roller camshaft
1997-04? 3100 SFI V6 vin M RPO LG8
- 175hp @ 5200 rpm
- 195tq @ 4000 rpm
- 9.6:1 Compression
- FWD, distributor shaft driven oil pump, DIS,
hydraulic roller camshaft, roller rocker arms
3400 Aluminum Head OHV 60° V6
1996-04? 3400 SFI V6
- 170-185hp @ 4800-5200 rpm
- 200-210tq @ 4000 rpm
- 9.5:1 Compression
- FWD, distributor shaft driven oil pump, DIS,
hydraulic roller camshaft, roller rocker arms
3.4L OHV 60° V6
1993-95 3.4 SFI V6 vin S
- 160hp @ 4600 rpm
- 200tq @ 3600 rpm
- 9.0:1 Compression
- RWD, distributor shaft driven oil pump, DIS,
cast iron cylinder heads
3.4L TDC/DOHC 60° V6
1991-95 3.4 Twin-Dual Cam V6 vin X
- 200-210hp @ 5000-5200 rpm
- 215tq @ 4000 rpm
- 9.25-9.50:1 Compression
- FWD, distributor shaft driven oil pump, DIS, 4
valves per cylinder
1996-97 3.4 Dual-Overhead Cam SFI V6 vin X
- 215hp @ 5200 rpm
- 220tq @ 4000 rpm
- 9.5:1 Compression
- FWD, distributor shaft driven oil pump, DIS, 4
valves per cylinder, 3-piece upper intake manifold, redesigned heads
3.5L DOHC LX5 90° V6
- 215 hp @ 5600 rpm
- 234 tq @ 4400 rpm
- 6500 rpm redline
- Aluminum heads, Aluminum block
- Dual-overhead camshafts, driven by chains
- 4 valves per cylinder
- 9.3:1 compression
- 89.5mm bore, 92mm stroke
- FWD, DIS, Pivot Roller Followers (Rocker Arms)
- Produced from 1999-2002
3500 LX9, LZ4, LZE OHV 60° V6
- 200-211hp @ 5200-5800 rpm
- 214-220 tq @ 4000-4400 rpm
- 3.5L displacement
- Aluminum heads, Iron block
- Pushrod actuated; 2 valves per cylinder
- 9.8:1 compression
- 94mm bore, 84mm stroke
- FWD, distributor shaft driven oil pump, DIS,
hydraulic roller camshaft, roller rocker arms
- LX9 first appeared in 2004 but did NOT
have VVT and was discontinued after 2006
- LZ4 first appeared in 2006 and had VVT
- LZE first appeared in 2006 and had VVT and
was E85 compatible
3.6L LY7 DOHC VVT 60° V6
- 245-260 hp @ 6200-6500 rpm
- 235-255 tq @ 3200 rpm
- Aluminum heads and block
- 4 overhead cams, 4 valves per cylinder
- continuously variable cam phasing with
integral exhaust gas recirculation (EGR)
- 10.2:1 compression
- 94mm bore, 85.6mm stroke
- FWD & RWD
3.6L LLT DOHC VVT DI 60° V6
- 302-305 hp @ 6300-6400 rpm
- 272-273 tq @ 5200 rpm
- Aluminum heads and block
- 4 overhead cams, 4 valves per cylinder
- continuously variable cam phasing with
integral exhaust gas recirculation (EGR)
- 11.3:1 compression
- Direct Fuel Injection (DI)
- 94mm bore, 85.6mm stroke
- RWD only
3900 LZ9 OHV 60° V6
- 227-242 hp @ 6000 rpm
- 235-242 tq @ 3000-4800 rpm
- 3.9L displacement
- Aluminum heads, Iron block
- Pushrod actuated; 2 valves per cylinder
- Dual equal continuously variable valve timing
- 9.8:1 compression
- 99mm bore, 84mm stroke
- FWD,
hydraulic roller camshaft, roller rocker arms
Buick 90° V6
1984-85 3.8L MFI Turbo vin 9
- 190-200hp @ 4000 rpm
- 300tq @ 2400 rpm
- 8.0:1 Compression
- RWD configuration
1986-87 3.8L SFI Intercooled Turbo vin 7
- 235-245hp @ 4400 rpm
- 330-355tq @ 2800 rpm
- 8.0:1 Compression
- RWD configuration
- 28 lb/hr Injectors
1986-88 3.8L SFI V6 vin 3
- 140-150hp @ 4400 rpm
- 195-200tq @ 2000 rpm
- 8.5:1 Compression
- FWD configuration, no balance shaft,
hydraulic roller cam
1986 3.8L SFI V6 vin B
- 150hp @ 4400 rpm
- 200tq @ 2000 rpm
- 8.5:1 Compression
- FWD, no balance shaft, flat tappet cam
1988-91 3800 V6 SFI vin C
- 165hp @ 5200 rpm
- 210tq @ 2000 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump
located in front cover, distributorless ignition system (DIS), hydraulic
roller camshaft
- 19 lb/hr injectors
1989-93 3300 V6 MFI vin N
- Based on the 3.8L/3800 Buick V6
- Has approx one inch shorter deck height than
Series I 3800 and 3.8L V6
- Hydraulic roller camshaft, no balance shaft,
crank-driven oil pump located in timing cover
- 160hp @ 5200 rpm
- 185tq @ 2000 rpm
- 9.0:1 compression
- 3.70 inch bore / 3.16 inch stroke (3.3 liters
of displacement)
1989 3.8L SFI Intercooled Turbo vin 7 (Turbo
Trans Am)
- 245hp @ 4400 rpm
- 340tq @ 2800 rpm
- 8.0:1 Compression
- RWD configuration
1991-95 3800 V6 TPI vin L
- 170hp @ 5200 rpm
- 220tq @ 2000 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump,
DIS, hydraulic roller camshaft, PCV integral to intake manifold
- 22 lb/hr injectors
1992-93 3800 V6 Supercharged vin 1
- 205hp @ 4400 rpm
- 260tq @ 2800 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump,
DIS, hydraulic roller camshaft, integral PCV, Eaton M62 Supercharger
- 28 lb/hr injectors
1994-95 3800 V6 Supercharged vin 1
- 225hp @ 5000 rpm
- 275tq @ 3200 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump,
DIS, hydraulic roller camshaft, integral PCV, Eaton M62 Supercharger with
teflon coated roots
- 28 lb/hr injectors
Special notes considering the differences
between the Series 1 L & C 3800 engines: The
vin L 3800's cylinder heads were the first to feature an integral PCV ventilation
system that was found in all subsequent 3800 and 3800 Series II engines.
This means that the earlier vin C 3800 heads will not work on a vin L 3800
engine. Also, there are differences between the Supercharged (vin 1) and TPI
(vin L) versions of the 3800 besides the intake and assy belt drive system.
The SC engine uses stronger connecting rods and pistons which also makes the
balance different concerning the crankshaft/rotating assy; compared to the Vin L
engines.
3800 Series 2 & 3 90° V6
1995-05 3800 Series 2 SFI V6 vin K RPO L36
- 200-205hp @ 5200 rpm
- 225-230tq @ 4000 rpm
- 9.4:1 Compression
- FWD and RWD, balance shaft, crank driven oil
pump, DIS, hydraulic roller camshaft, integral PCV, roller rocker arms
- cast aluminum lower intake manifold;
composite/plastic upper intake (FWD); cast aluminum upper intake (F-body / RWD)
- 22 lb/hr injectors
1996-05 3800 Series 2 Supercharged V6 vin 1 RPO
L67
- 240hp @ 5200 rpm
- 280tq @ 3600 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump,
DIS, hydraulic roller camshaft, integral PCV, roller rocker arms, M90
Supercharger
- 36 lb/hr injectors
2004-08 3800 Series 3 SFI V6 vin 2 RPO L26
- 197-205hp @ 5200 rpm
- 225-230tq @ 4000 rpm
- 9.4:1 Compression
- FWD, balance shaft, crank driven oil
pump, DIS, hydraulic roller camshaft, integral PCV, roller rocker arms, cast
aluminum upper and lower intake manifold
- Returnless fuel system, fly-by-wire throttle
control
2004-07 3800 Series 3 Supercharged V6 vin 4 RPO L32
- 260hp @ 5400 rpm
- 280tq @ 3600 rpm
- 8.5:1 Compression
- FWD, balance shaft, crank driven oil pump,
DIS, hydraulic roller camshaft, integral PCV, roller rocker arms, Gen5 M90
Supercharger
- Returnless fuel system, fly-by-wire throttle
control
Special notes considering the 3800 Series II
N/A and SC engines: The series II 3800 is a
redesigned version of the 3800 (Series 1) V6. The Series II and III blocks have a shorter deck
height, symmetrical design cylinder heads & cross-bolted main bearing caps
among most of the major differences they have with their predecessor. The
Supercharged version of the Series II and III engines share the same crankshaft and
heads as the naturally aspirated versions but the heads on the SC versions have
bosses machined for injectors, and the crank is balanced differently because the
SC versions have beefier connecting rods and pistons. The SC pistons are
also of a special casting and have a thermal coating on their tops designed
to reflect heat back into the combustion process. The pistons,
connecting rods, and piston pins used in the naturally aspirated versions of this engine are NOT
designed for use with boost and are significantly weaker than their supercharged
counterparts. Other differences between the N/A and SC engines are the
amount of counter-balance of the harmonic balancer, flexplate/flywheel, and balance shaft.
All 3800 Series II and III engines are considered to be "externally balanced".
Chevy 4.3L 90º V6
1989-91 4.3L TBI V6 vin Z
- 160hp @ 4000 rpm
- 230tq @ 2800 rpm
- 9.3:1 Compression
- No balance shaft
1992-95 4.3L CFI V6 vin W Vortec (early)
- 165-200hp @ 4400 rpm
- 235-260tq @ 3600 rpm
- 9.05:1 Compression
- Hydraulic roller lifters
- Balance Shaft
1992-93 4.3L PFI Intercooled Turbo V6 vin Z (Syclone
/ Typhoon AWD Truck)
- 280hp @ 4400 rpm
- 350tq @ 3600 rpm
- 8.35:1 Compression
1993-95 4.3L TBI V6 vin Z Vortec (early)
- 165-170hp @ 4000 rpm
- 230-235tq @ 2400 rpm
- 9.05:1 Compression
- Hydraulic roller lifters
- Balance Shaft
1996-up 4.3L CSFI V6 vin X&W Vortec (late)
- 175-200hp @ 4400 rpm
- 240-260tq @ 2800 rpm
- 9.2:1 Compression
- Hydraulic roller lifters
- Balance Shaft
Small Block Chevy V8
1982-92 Small Block Chevy 305 (5.0L) V8
[F-body applications]
| Year |
Displacement |
VIN |
Fuel
Delivery |
Compression |
HP @RPM |
TQ @RPM |
| 1982 |
V8-305 |
7 |
Cross-Fire FI |
9.5 |
165 @ 4200 |
240 @ 2400 |
| 1983 |
V8-305 |
S |
Cross-Fire FI |
9.5 |
175 @ 4200 |
250 @ 2800 |
| 1984 |
V8-305 HO |
G |
4 bbl Elec Carb |
9.5 |
190 @ 4800 |
240 @ 3200 |
| 1985 |
V8-305 |
F |
Tuned Port FI |
9.5 |
215 @ 4400 |
275 @ 3200 |
| 1986 |
V8-305 |
F |
Tuned Port FI |
9.5 |
190 @ 4000 |
285 @ 2800 |
| 1987-89 |
V8-305 |
F |
Tuned Port FI |
9.3 |
220-230 @ 4400 |
290-300 @ 3200 |
| 1989-92 |
V8-305 |
E |
Throttle Body FI |
9.3 |
170 @ 4000 |
255 @ 2400 |
| 1990-92 |
V8-305 |
F |
Tuned Port FI |
9.3 |
205-230 @ 4400 |
285-300 @ 3200 |
- 1987-up 305's had hydraulic roller lifters,
new design centerbolt cylinder heads, and one-piece rear main seal cranks.
1982-92 Small Block Chevy 350 (5.7L) V8
| Year |
Displacement |
Body |
VIN |
Fuel
Delivery |
Compression |
HP @RPM |
TQ @RPM |
| 1982 |
V8-350 |
Y |
6 |
Cross-Fire FI |
9.0 |
200 @ 4200 |
285 @ 2800 |
| 1984 |
V8-350 |
Y |
8 |
Cross-Fire FI |
9.0 |
205 @ 4300 |
290 @ 2800 |
| 1985 |
V8-350 |
Y |
8 |
Tuned Port FI |
9.0 |
230 @ 4000 |
330 @ 3200 |
| 1986 |
V8-350 |
Y |
8 |
Tuned Port FI |
9.5 |
230 @ 4000 |
330 @ 3200 |
| 1987 |
V8-350 |
F |
8 |
Tuned Port FI |
9.0 |
225 @ 4400 |
300 @ 2800 |
| 1987 |
V8-350 |
Y |
8 |
Tuned Port FI |
9.5 |
240 @ 4000 |
345 @ 3200 |
| 1988-92 |
V8-350 |
F |
8 |
Tuned Port FI |
9.3 |
230-240 @ 4400 |
330-340 @ 3200 |
| 1988-92 |
V8-350 |
Y |
8 |
Tuned Port FI |
9.3 |
240-245 @ 4400 |
345 @ 3200 |
- 1987-up 350's had hydraulic roller lifters,
new design centerbolt cylinder heads, and one-piece rear main seal cranks.
- 1986-91 Corvettes had Cast Aluminum cylinder
heads
1992-97 Small Block Chevy LT1 (5.7L) V8
| Year |
Displacement |
Body |
VIN |
Fuel
Delivery |
Compression |
HP @RPM |
TQ @RPM |
| 1992-94 |
V8-350 |
Y |
P |
MFI / SFI |
10.5 |
300 @ 5000 |
330 @ 4000 |
| 1993-95 |
V8-350 |
F |
P |
MFI / SFI |
10.2 |
275 @ 5000 |
325 @
3400 |
| 1994-96 |
V8-350 |
B |
P |
SFI |
10.0 |
260 @ 5000 |
330-335 @
3400 |
| 1995-96 |
V8-350 |
Y |
P |
SFI |
10.5 |
300 @ 5000 |
340 @ 4000 |
| 1996-97 |
V8-350 |
F |
P |
SFI |
10.4 |
285 @ 5000 |
325 @
3400 |
| 1996-97 |
V8-350 |
F* |
P |
SFI |
10.4 |
305 @ 5400 |
335 @ 3200 |
| 1996 |
V8-350 |
Y |
5 |
LT4 SFI |
10.6 |
330 @ 5800 |
340 @ 4500 |
- (*) Denotes Ram Air option
- 1992-93 LT1's were batch-fired, Multi-port
Injected. 94-up all LT1's and the LT4 were Sequential Fire Injection.
- 1996 Corvette LT4's had 1.6 ratio roller
rocker arms, upgraded heads and intake, and no EGR system.
- 1995-97 LT1/LT4's had a redesigned, vented
opti-spark distributor for improved durability
1996-up 5.0L Vortec CSFI V8 L30 Vin M
- 220hp @ 4600 RPM
- 285tq @ 2800 RPM
- 3.736 inch bore, 3.480 inch stroke
- 9.4:1 compression ratio
- Cast-iron block and heads
1996-up 5.7L Vortec CSFI V8 L31 Vin R
- 250hp @ 4600 RPM
- 335tq @ 2800 RPM
- 4.000 inch bore, 3.480 inch stroke
- 9.4:1 compression ratio
- Cast-iron block and heads
Other GM V8 Engines
Cadillac Northstar 4.6L DOHC V8 Vin 9
- 300hp @ 6000 RPM
- 295tq @ 4400 RPM
- 3.66 inch bore, 3.31 inch stroke
- 10.3:1 compression ratio
- Aluminum block and heads
- Four overhead cams, 32 valves
Cadillac Northstar 4.6L DOHC V8 Vin Y
- 275hp @ 5600 RPM
- 300tq @ 4000 RPM
- 3.66 inch bore, 3.31 inch stroke
- 10.3:1 compression ratio
- Aluminum block and heads
- Four overhead cams, 32 valves
Cadillac Northstar 4.6L DOHC VVT V8 RPO: LH2
- 320hp @6400 RPM
- 310-315tq @ 4400 RPM
- 93mm bore, 84mm stroke
- 10.5:1 compression ratio
- Aluminum block and heads
- Four overhead cams, 32 valves
- Variable valve timing
Cadillac Northstar 4.4L DOHC VVT V8 Supercharged RPO:
LC3
- 469hp @6400 RPM
- 439tq @ 3900 RPM
- 91mm bore, 84mm stroke
- 9.0:1 compression ratio
- Aluminum block and heads
- Four overhead cams, 32 valves
- Variable valve timing
- Supercharged with Laminova style intercoolers
Cadillac 4.5L DFI V8 Vin 5
- 155hp @ 4000 RPM
- 240tq @ 2600 RPM
- 3.62 inch bore, 3.31 inch stroke
- 9.0:1 compression ratio
- Aluminum block, cast-iron heads
Cadillac 4.5L SPFI V8 Vin 3
- 180hp @ 4300 RPM
- 245tq @ 3000 RPM
- 3.62 inch bore, 3.31 inch stroke
- 9.5:1 compression ratio
- Aluminum block, cast-iron heads
Cadillac 4.9L PFI V8 Vin B
- 200hp @ 4400 RPM
- 275tq @ 3000 RPM
- 3.62 inch bore, 3.62 inch stroke
- 9.5:1 compression ratio
- Aluminum block, cast-iron heads
Oldsmobile Aurora 4.0L DOHC V8 Vin C
- 250hp @ 5600 RPM
- 260tq @ 4000 RPM
- 3.43 inch bore, 3.31 inch stroke
- 10.3:1 compression ratio
- Aluminum block and heads
1991-94 Corvette V8-350 LT5 DOHC Vin J
- 375hp @ 5800 RPM
- 370tq @ 4800 RPM
- 3.90 inch bore, 3.66 inch stroke
- Dual-overhead Cams (4 total)
- Sequential Fuel Injection
- 11.0:1 Compression
- Distributorless Ignition System
LS1 V8-346 (5.7L) Vin G
- 345-350hp @ 5200 RPM
- 360-375tq @ 4000 RPM
- 10.1:1 Compression Ratio
- 99mm bore, 92mm stroke
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
LS2 V8-364 (6.0L)
- 390hp @ 5400 RPM
- 405tq @ 4400 RPM
- 10.9:1 Compression Ratio
- 101.6mm bore, 92mm stroke
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
LS3 V8-376 (6.2L) Corvette
- 430-436hp @ 5900 RPM
- 424-428tq @ 4600 RPM
- 10.7:1 Compression Ratio
- 103.25mm bore, 92mm stroke
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
LS4 V8-325 (5.3L) FWD
- 303hp @ 5600 RPM
- 323tq @ 4400 RPM
- 10:1 Compression Ratio
- 96mm bore, 92mm stroke
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
- Displacement On Demand (DoD) / Active Fuel
Management (AFM)
- Starter mounted on 4T65-E HD transmission
LS6 V8-346 (5.7L) Corvette and CTS-V
- 400-405hp @ 6000 RPM
- 395-400tq @ 4800 RPM
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
LS7 V8-427 (7.0L) Corvette
- 505hp @ 6300 RPM
- 470tq @ 4800 RPM
- 11:1 Compression Ratio
- 104.775mm bore, 101.6mm stroke
- Sequential Fuel Injection
- Aluminum Block and Heads
- Coil-per-cylinder Distributorless Ignition
System
- Hydraulic roller lifters
- Roller rocker arms
- Crank driven oil pump located in front cover
- Titanium Connecting Rods and Intake Valves
Vortec 7400 (7.4L V8-454) SFI L29
- 290hp @ 4200 RPM
- 410tq @ 3200 RPM
- 4.240 inch bore, 4.000 inch stroke
- 9.0:1 compression ratio
- Cast-iron block and heads
Vortec 8100 (8.1L V8-497) SFI L18
- 225-340hp @ 3600-4200 RPM
- 350-455tq @ 1200-3200 RPM
- 107.95mm bore, 111mm stroke
- 9.1:1 compression ratio
- Cast-iron block and heads
This information should be used as a
reference guide only. Please consult your local dealership for your specific application and needs.
For the most up-to-date
information on GM Powertrain, check out the GM Media Center at:
http://media.gm.com/content/media/us/en/news.brand_gm.html/GM/EN/News/PowertrainDetails
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Page updated on:
01-08-2010