Instruct: Given a question, retrieve passages that can help answer the question.
Query: Is the small-block engine a combustion engine?
After the 1967 Trans-Am campaign with the 4-Bbl induction system producing more horsepower than the competing auto makers' 8-Bbl systems, for 1968 Chevrolet developed a factory 'cross-ram' aluminum intake-manifold package using two Holley 600cuft/min (17m3/min) mechanical secondary carburetors for Trans-Am racing. It was available only as off-road service parts purchased over the Chevrolet dealership parts counter. With the Chevrolet '140 1st-design off-road cam, the package increased a stock 302's horsepower from 360hp (268kW) to approximately 400hp (298kW). Chevrolet went so far as to carry the positive crankcase ventilation system (PCV) over to the cross-ram induction system to retain emissions compliance mandated for US-produced cars beginning in 1967, that also provided full-throttle crankcase pressure venting to the intake air to burn its vapors. Engines prepared for competition use were capable of producing 465hp (347kW) with little more than the 8-Bbl 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. In 1969, factory Z/28's could be ordered with the ZL-1 aluminum-block 427 adaption of the 1967 L-88 427 Corvette cowl-induction 'ZL-2' hood available for both single and dual four-barrel induction systems that were sealed to the air cleaner base ensuring dense cooler, high-pressure, oxygen-laiden air from the center of the base of the windshield was supplied to the engine for combustion smoothness and maximum power production. Another popular service-parts-only component used on the 302 was the magnetic-pulse Delco transistor-ignition ball bearing distributor. Introduced in 1963 on Pontiac's 389 and 421cuin (6.4 and 6.9L) drag racing engines, General Motors fitted it to the 1967 Z/28 before they used it on the L88 427cuin (7.0L) Corvette. It eliminated the production breaker-point ignition allowing greater spark energy and more stable ignition timing at all engine speeds including idle. This was one of the least talked about yet most transformative and comprehensive performance and durability upgrades of its time. Many of the 302s off-road service parts were the development work of racers like Roger Penske. Every part in a SCCA Trans-Am engine had to be available through local Chevrolet parts departments to encourage their use by anyone who wanted them.
The Chevrolet small-block engine is a series of V8 automobile engines used in normal production by the Chevrolet Division of General Motors between 1955 and 2003, using the same basic engine block. Referred to as a "small block" for its comparative size relative to the physically much larger Chevrolet big-block engines, the family spanned from 262cuin (4.3L) to 400cuin (6.6L) in displacement.
The Crossflow featured a change in combustion chamber design, using a Heron type combustion chamber in the top of the piston rather than in the head. The head itself was flat with each engine capacity (1098 cc and 1298 cc) featuring different pistons with different sized bowls in 681F and 701M blocks. The 1599 cc 691M block had the stronger 'square' bearing caps later used in the 711M, and small combustion chambers in the near-flat head (the bulk of the volume being in the piston bowl). In 1970, the new A711 block for 1298 cc and A711M block for 1599 cc were introduced with thicker block wall, square main bearing caps, large diameter cam followers and wider cam lobes, with the latter block having a 7/16" taller deck height, together with a return to the flat head. These changes represented a significant improvement in the reliability of the engines, and the blocks are commonly referred to as '711M' blocks.
A flathead engine, otherwise sidevalve engine, is an internal combustion engine with its poppet valves contained within the engine block, instead of in the cylinder head, as in an overhead valve engine.
Due to the heating and efficiency problems, L-head engines fell from high power uses such as aircraft engines fairly quickly, prior to World War I. They lived on for some time in the automotive world and were used in the World War II Jeep, for instance. L-heads are no longer used in automobile engines, although they remain in common use for small-engine applications in lawnmowers and generators. Because of their heat-retaining design, the size of valves and the compression ratio are limited (the valve/combustion chamber is away from the piston top typically creating a larger combustion space--a lower compression ratio), which in turn reduces available power and economy. Not all L-heads are cam-in-block engines; the location of the camshaft varies in this layout.
The term "internal combustion engine" usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described. Firearms are also a form of internal combustion engine.
Vortec is a trademarked name for a line of small block engines for General Motors trucks. The name first appeared in a 1984 advertisement for the 1985 model year 4.3 L V6 that used "vortex technology" to create a vortex inside the combustion chamber, creating a better air/fuel atomization. Now it is used on a wide range of engines. Modern Vortec engines are named for their approximate displacement in cubic centimetres.
These were wedge-head engines with a unique combustion chamber that resulted from a valve angle of only 6°. This was much flatter than the 23° of the small-block Chevrolet and 20° of the Ford small-block wedge heads. This very open and flat chamber was fuel efficient and had lower than average emissions output. It was the only GM engine to meet US emission standards using a carburetor all the way up to 1990.
In automobile engineering, electric vehicle conversion is the replacement of a car's combustion engine and connected components with an electric motor and batteries, to create an all-electric vehicle. Another option is to replace a large combustion engine with an electric motor (for power) and a small combustion engine (for speed), creating a hybrid electric vehicle or a plug-in hybrid electric vehicle.
Internal combustion engine cooling uses either air or liquid to remove the waste heat from an internal combustion engine. For small or special purpose engines, cooling using air from the atmosphere makes for a lightweight and relatively simple system. Watercraft can use water directly from the surrounding environment to cool their engines. For water-cooled engines on aircraft and surface vehicles, waste heat is transferred from a closed loop of water pumped through the engine to the surrounding atmosphere by a radiator.
An engine block is the structure which contains the cylinders, and other parts, of an internal combustion engine. In an early automotive engine, the engine block consisted of just the cylinder block, to which a separate crankcase was attached. Modern engine blocks typically have the crankcase integrated with the cylinder block as a single component. Engine blocks often also include elements such as coolant passages and oil galleries.
38 8-1/8 engines are inline diesel engines, with combustion occurring between two opposed pistons within a single cylinder liner. The engine has a bore of and the cylinder height is . The engine block is of dry block construction. They have been manufactured with between four and twelve cylinders, depending on application.
Various scientists and engineers contributed to the development of internal combustion engines. In 1791, John Barber developed the gas turbine. In 1794 Thomas Mead patented a gas engine. Also in 1794, Robert Street patented an internal combustion engine, which was also the first to use liquid fuel, and built an engine around that time. In 1798, John Stevens built the first American internal combustion engine. In 1807, French engineers Nicéphore (who went on to invent photography) and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore. This engine powered a boat on the Saône river, France. The same year, the Swiss engineer François Isaac de Rivaz built an internal combustion engine ignited by an electric spark. In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially.
A hydrogen internal combustion engine vehicle (HICEV) is a type of hydrogen vehicle using an internal combustion engine. Hydrogen internal combustion engine vehicles are different from hydrogen fuel cell vehicles (which use electrochemical conversion of hydrogen rather than combustion); the hydrogen internal combustion engine is simply a modified version of the traditional gasoline-powered internal combustion engine.
Edward "Ted" Pritchard (28 August 1930 – 16 August 2007) was an Australian mechanical engineer, inventor and developer of small scale modern steam engines. Pritchard was obsessed by the virtues of modern steam as compared to the internal combustion engine. He believed that for a fraction of the investment in the development of internal combustion engines, modern small-scale steam, externally fired engines, could prove to be of far greater efficiency and utility, exhibit better combustion characteristics, have lower emissions, greater fuel efficiency, higher torque and better power-to-weight ratios. His commitment saw him nearly single-handedly attempt to launch a steam driven car industry in Australia in the 1970s, an effort that ultimately sent him bankrupt. Towards the end of his life he continued to refine the engineering principles and designs of his engines and he left a design for what he referred to as "the best small steam engine the world has ever seen". Pritchard claimed that he had, "done for the steam engine what IBM did for the computer, made it small and personal".
General Motors 90° V6 engine Buick V8 engine Cadillac V8 engine Oldsmobile V8 engine Pontiac V8 engine Holden V8 engine GMC V8 engine GMC V6 engine 1917-1918 Chevrolet Series D V8 Chevrolet Big-Block engine GM LT engine – Generation II small block GM LS engine – Generation III/IV small block List of GM engines
The hot bulb engine was limited in its scope in terms of speed and overall power-to-size ratio. To make a hot bulb engine capable of powering a ship or locomotive, it would have been prohibitively large and heavy. The hot bulb engines used in Landini tractors were as much as 20 litres in capacity for relatively low power outputs. The main limit of the hot bulb engine's power and speed was its method of combustion. In a diesel engine combustion is controlled by injecting fuel into compressed air; since no combustion can take place until fuel is injected, the timing and duration of combustion can be tightly controlled. In the hot bulb engine fuel was injected into the cylinder before compression began, and combustion would start as the air charge met the vaporised fuel in the hot bulb during the compression stroke. This meant that combustion was difficult to control to any degree of precision. Parts of the fuel charge throughout the hot bulb would ignite at different times, often before the piston had completed the compression stroke. This is identical to preignition in a conventional spark-ignition engine and leads to uneven forces and high thermal and physical stresses on the engine's internal parts, especially the piston. In the hot bulb engine this problem could only be overcome by keeping the overall engine speeds low, the fuel quantity injected in each cycle small and the engine's components very heavily built. This resulted in a very durable engine, which was also large and heavy while producing a relatively low power output. Ideas such as water injection (to reduce preignition) and the "hot tube" engine (which allowed the volume of the vaporiser to be altered with engine speed, thus changing the overall compression ratio) added complexity and cost and still could not provide power-to-weight ratios in the same league as the rapidly developing diesel engine.
The Chrysler B and RB engines are a series of big-block V8 gasoline engines introduced in 1958 to replace the (first generation Hemi) engines. The B and RB engines are often referred to as "wedge" engines because they use wedge-shaped combustion chambers; this differentiates them from Chrysler's big block engines that are typically referred to as "Hemi" or "426 Hemi" due to their hemispherical shaped combustion chambers.
The Chrysler A engine is a small-block V8 gasoline engine built by Chrysler with polyspherical combustion chambers. It was produced from 1956 until 1967, when it was replaced by the wedge-head LA engine. It is not related to the hemispherical-head Hemi engine of the same era.
The Nissan A series of internal combustion gasoline engines have been used in Datsun, Nissan and Premier brand vehicles. Displacements of this four-stroke engine family ranged from 1.0-liter to 1.5-liter and have been produced from 1967 to the present. It is a small-displacement four-cylinder straight engine. It uses a lightweight cast iron block and an aluminum cylinder head, with overhead valves actuated by pushrods.
The evolution from separate components to an engine block integrating several elements (a monobloc engine) has been a gradual progression throughout the history of internal combustion engines. The integration of elements has relied on the development of foundry and machining techniques. For example, a practical low-cost V8 engine was not feasible until Ford developed the techniques used to build the Ford flathead V8 engine. These techniques were then applied to other engines and manufacturers.
A cylinder block is the structure which contains the cylinder, plus any cylinder cylinder sleeves and coolant passages. In the earliest decades of internal combustion engine development, cylinders were usually cast individually, so cylinder blocks were usually produced individually for each cylinder. Following that, engines began to combine two or three cylinders into a single cylinder block, with an engine combining several of these cylinder blocks combined together.
The Scotch yoke is not used in most internal combustion engines because of the rapid wear of the slot in the yoke caused by sliding friction and high contact pressures. This is mitigated by a sliding block between the crank and the slot in the piston rod. Also, increased heat loss during combustion due to extended dwell at top dead centre offsets any constant volume combustion improvements in real engines. In an engine application, less percent of the time is spent at bottom dead centre when compared to a conventional piston and crankshaft mechanism, which reduces blowdown time for two-stroke engines. Experiments have shown that extended dwell time does not work well with constant volume combustion Otto cycle engines. Gains might be more apparent in Otto cycle engines using a stratified direct injection (diesel or similar) cycle to reduce heat losses.
In 1992, GM created a new-generation small-block engine called the "LT1 350", not to be confused with the high-output Generation I LT-1 of the 1970s. It displaced 5.7L (350cuin), and was a 2-valve pushrod design. The LT1 used a reverse-flow cooling system which cooled the cylinder heads first, maintaining lower combustion chamber temperatures and allowing the engine to run at a higher compression than its immediate predecessors.
The base of a reciprocating internal combustion engine is the engine block, which is typically made of cast iron or aluminium. The engine block contains the cylinders. In engines with more than one cylinder they are usually arranged either in 1 row (straight engine) or 2 rows (boxer engine or V engine); 3 rows are occasionally used (W engine) in contemporary engines, and other engine configurations are possible and have been used. Single cylinder engines are common for motorcycles and in small engines of machinery. Water-cooled engines contain passages in the engine block where cooling fluid circulates (the water jacket). Some small engines are air-cooled, and instead of having a water jacket the cylinder block has fins protruding away from it to cool by directly transferring heat to the air. The cylinder walls are usually finished by honing to obtain a cross hatch, which is better able to retain the oil. A too rough surface would quickly harm the engine by excessive wear on the piston.
An updated version of this engine features Dual VVT-i, increasing output to at 5600 rpm and at 4400 rpm on 87 octane and and on 91 octane. Inside, the 1GR uses a "taper-squish" combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc.), the entire cylinder block must be replaced. For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines. For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are two such passages for each bank for a total of four. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.