As many folks know, Chevrolet and GM have produced, to date, 3 "generations" of small block engines. The first generation is the most widely produced. First used for 1955 model Chevrolets and Corvettes, it had a VERY long life. For the US market it was last used in a few truck models for the 2001 model year. It's still in production for SERVICE, too. It was produced in MANY different displacements over the years including 262, 265, 267, 302, 305, 307, 327, 350, and 400 cid displacements.
Jumping ahead to the present day, the third generation engine was first used for the 1997 Corvette and was a completely new design engine, sharing virtually no parts with the earlier small block engines. Subsequently, it was used for the 1998 Camaro/Firebird and, thereafter, it was phased into trucks as the Gen I engines were phased out. The Gen III small block has been/is manufactured in both all cast iron, all aluminum, and aluminum/cast iron head/block material. It has been produced, to date, in 4.8, 5.3, 5.7, and 6.0 liter displacements.
Sanwiched in between the Gen I and Gen III small blocks, though, is, of course, the Gen II small block. This is the engine that I call the "orphan small block". It lead a short but exciting life, never fulfilled its promise to replace the Gen I small block, but is, nevertheless, one of the more interesting events in the saga of the evolution of the small block engine. It was produced in only 2 displacments---4.3 Liter (for some Caprice) and 5.7 liter (for all other applications). Corvette and Camaro/Firebird engines were aluminum head/cast iron block wheras all other applications were all cast iron construction.
It was never ORIGINALLY intended to be an "interim" engine; it was intended to replace the Gen I engine and soldier on for awhile for all small block vehicle applications. This never occurred, though. Shortly after its development began, GM saw the need to completely revamp the small block engine and development of the Gen III engine began about the time or, even, before the Gen II engine "hit the street". The Gen II engine was first used for 1992 Corvettes with LT1. For 1993 its use spread to Camaro/Firebirds applications and in 1994 it saw initial use in GM "B" body cars (Chevrolet Caprice/Impala, Buick Roadmaster, Oldsmobile Custom Cruiser, and Cadillac Brougham). The last use for the Gen II engine was for the 1997 Camaro/Firebird. So, the engine had a life span of only 6 model years. Not a single one was ever installed in PRODUCTION in a truck or any other GM vehicle. Without a doubt, the Gen II small block is and will increasingly become the rarest of the generations of small blocks since its PRODUCTION applications and installations were so limited.
The Gen II engines offered several "revoltionary" design differences from the Gen I engines. Included in these were reverse flow cooling, a direct drive water pump, an optically-triggered distributor, and significant changes to the FI system design. As a result of these and other changes, the Gen II engine produced 55 HP more than the L-98, Gen I engine which it replaced in Corvettes and, later, Camaro/Firebirds. It was the rage when it debuted in 1992.
Unfortunately, the very things that made the Gen II engine "revolutionary" in the fall of 1991 proved, in short order, to be its undoing. Not a single one of the revoltionary features of the Gen II engine were carried over into the design of the Gen III.
In many ways, I feel that the Gen II engine was much maligned. They run very well and are, for the most part, quite trouble-free. I factory-ordered and purchased one of the first ones to hit the street in the fall of 1991. I still have it. I like the Lt1 and the ZF 6 speed transmission, the heaviest duty transmission ever installed in a Corvette to date.
One other thing and the thing that made my 92 a "must have" for me when I saw the first one: I think that the Gen II small block, and especially the 1992 version of it, is one of, if not THE, best looking engines ever installed in a Corvette. The Gen II engine is "aesthetically perfect" in my mind---just an awesome looking engine in every respect. As far as looks go, its, in my opinion, in a league with only 2 other Corvette engines: the 1969 ZL1 and the 1990-95 LT5 (ZR1). To my eye, though, the LT1 has the edge for looks. This is, as I say, especially true for the 1992 version of the LT1. This was the only year that the LT1 received the magnesium valve covers similar to the L98 (although the 1992 LT1 left side valve cover was actually unique to the 1992 Corvette application and was never used on an L98).
The Gen III engine offered fantastic new technology and huge increase in power (with much more to come). Its potential is what doomed the LT5. However, as great as the Gen III engine is, there is one quality that it just doesn't have---LOOKS. In my opinion, it's the ugliest engine ever installed in a Corvette. GM tried to "cover it up" with the plastic covers which, essentially, shield most of the engine from view. But, underneath the covers (or, au natural in Camaros/Firebirds and trucks) it's just plain "butt-ugly". I'm sorry to be so frank and uncomplimentary but that's just how I feel about it. But, as they say, looks aren't everything and, for an engine, it's really a minor matter, especially since I'm a big believer in function over form. It's just that, for a Corvette, the engine is SUPPOSED to look good (and, unfortunaely, the Gen III doesn't).
Jumping ahead to the present day, the third generation engine was first used for the 1997 Corvette and was a completely new design engine, sharing virtually no parts with the earlier small block engines. Subsequently, it was used for the 1998 Camaro/Firebird and, thereafter, it was phased into trucks as the Gen I engines were phased out. The Gen III small block has been/is manufactured in both all cast iron, all aluminum, and aluminum/cast iron head/block material. It has been produced, to date, in 4.8, 5.3, 5.7, and 6.0 liter displacements.
Sanwiched in between the Gen I and Gen III small blocks, though, is, of course, the Gen II small block. This is the engine that I call the "orphan small block". It lead a short but exciting life, never fulfilled its promise to replace the Gen I small block, but is, nevertheless, one of the more interesting events in the saga of the evolution of the small block engine. It was produced in only 2 displacments---4.3 Liter (for some Caprice) and 5.7 liter (for all other applications). Corvette and Camaro/Firebird engines were aluminum head/cast iron block wheras all other applications were all cast iron construction.
It was never ORIGINALLY intended to be an "interim" engine; it was intended to replace the Gen I engine and soldier on for awhile for all small block vehicle applications. This never occurred, though. Shortly after its development began, GM saw the need to completely revamp the small block engine and development of the Gen III engine began about the time or, even, before the Gen II engine "hit the street". The Gen II engine was first used for 1992 Corvettes with LT1. For 1993 its use spread to Camaro/Firebirds applications and in 1994 it saw initial use in GM "B" body cars (Chevrolet Caprice/Impala, Buick Roadmaster, Oldsmobile Custom Cruiser, and Cadillac Brougham). The last use for the Gen II engine was for the 1997 Camaro/Firebird. So, the engine had a life span of only 6 model years. Not a single one was ever installed in PRODUCTION in a truck or any other GM vehicle. Without a doubt, the Gen II small block is and will increasingly become the rarest of the generations of small blocks since its PRODUCTION applications and installations were so limited.
The Gen II engines offered several "revoltionary" design differences from the Gen I engines. Included in these were reverse flow cooling, a direct drive water pump, an optically-triggered distributor, and significant changes to the FI system design. As a result of these and other changes, the Gen II engine produced 55 HP more than the L-98, Gen I engine which it replaced in Corvettes and, later, Camaro/Firebirds. It was the rage when it debuted in 1992.
Unfortunately, the very things that made the Gen II engine "revolutionary" in the fall of 1991 proved, in short order, to be its undoing. Not a single one of the revoltionary features of the Gen II engine were carried over into the design of the Gen III.
In many ways, I feel that the Gen II engine was much maligned. They run very well and are, for the most part, quite trouble-free. I factory-ordered and purchased one of the first ones to hit the street in the fall of 1991. I still have it. I like the Lt1 and the ZF 6 speed transmission, the heaviest duty transmission ever installed in a Corvette to date.
One other thing and the thing that made my 92 a "must have" for me when I saw the first one: I think that the Gen II small block, and especially the 1992 version of it, is one of, if not THE, best looking engines ever installed in a Corvette. The Gen II engine is "aesthetically perfect" in my mind---just an awesome looking engine in every respect. As far as looks go, its, in my opinion, in a league with only 2 other Corvette engines: the 1969 ZL1 and the 1990-95 LT5 (ZR1). To my eye, though, the LT1 has the edge for looks. This is, as I say, especially true for the 1992 version of the LT1. This was the only year that the LT1 received the magnesium valve covers similar to the L98 (although the 1992 LT1 left side valve cover was actually unique to the 1992 Corvette application and was never used on an L98).
The Gen III engine offered fantastic new technology and huge increase in power (with much more to come). Its potential is what doomed the LT5. However, as great as the Gen III engine is, there is one quality that it just doesn't have---LOOKS. In my opinion, it's the ugliest engine ever installed in a Corvette. GM tried to "cover it up" with the plastic covers which, essentially, shield most of the engine from view. But, underneath the covers (or, au natural in Camaros/Firebirds and trucks) it's just plain "butt-ugly". I'm sorry to be so frank and uncomplimentary but that's just how I feel about it. But, as they say, looks aren't everything and, for an engine, it's really a minor matter, especially since I'm a big believer in function over form. It's just that, for a Corvette, the engine is SUPPOSED to look good (and, unfortunaely, the Gen III doesn't).
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