What should be ideal engine? Apparently free. It also delivers incredible power, performs flawlessly, looks better than everyone else, and has a real legacy that audiences and owners will honor for years to come. I wonder which of the famous V8 can be called the best according to such criteria? It seems there is an answer!
Here selection of TOP-20 V8 engines which, perhaps, deserve our respect and recognition. Ready to bet? Write your options in the comments!
Each engine is accompanied by ratings (on a 5-point scale) according to five criteria:
1. Performance Potential- does not require additional explanations;
2. Historical meaning- we consider each engine as part of history (speaking of heritage);
3. Cool look- And what? It also matters for true connoisseurs;
4. Availability- the opportunity to purchase such a unit today is undeniably important;
5. Ease of use- as they say, the simpler the mechanism is, the more difficult it is to break it. And easier to serve. Therefore, such a criterion will take its place in the evaluation of engines and become the final one.
Do not forget that these assessments are not binding and indisputable. They are based solely on my expert opinion and this should be understood.
So, "Top 20 Best V8s of All Time"
20th place: BOP GENERAL MOTORS V8 215, 300, 340 and 350 ci (61-80)
History and achievements:
BOP stands for Buick-Olds-Pontiac. GM originally developed an all-aluminum V8 for its compact sedans in the early 60s: Pontiac Tempest, Buick Special/Skylark, and Olds F-85/Cutlass. True, these cars ceased to be produced already in 1963, but the engine lived longer than them, and soon new cast-iron versions of the 300, 340, and 350ci V8 appeared. They became the powerplants for full-size Buicks until 1980. And the British Rover bought the rights to the 1966 versions and put them into production right up to 2005.
Jack Brabham won the Formula 1 title in 1966 driving a modified version of the BOP V8. This BOP thus became the only American engine to achieve such a feat.
2. Historical value -3.5
3. Cool appearance - 3
4. Availability - 2.5
5. Ease of use - 3.5
Total: 15.5 points out of possible 25
19th place: CADILLAC THIRD-GEN V8 368, 425, 472 and 500 CI (68-84)
History and achievements:
When the redesigned Cadillac V8 came out in 1968, the 472ci was America's top production, but it was ignored by many because GM, Ford, and Chrysler already offered higher-performance V8s. Thus, Cadillac became fashionable and interested only engineers on a limited budget only when these engines were in a junkyard in abundance and could be bought for a few cents.
In the 70s, the 500-inch Cadillac (400 hp and 550 lb-ft) had the most high rating in terms of torque among passenger cars with a V8 and remained in the TOP in this indicator for many years.
Ratings (on a 5-point scale):
3. Cool appearance -3.5
4. Availability - 2.5
5. Easy to work - 3
Total: 16 points out of possible 25
18th place: OLDSMOBILEROCKET 303, 324, 371 and 394 CI (49-64 years)
History and achievements:
GM launched the Olds Rocket in 1949, building on new high-octane fuel technologies that had been developed during World War II. And in 1957, the J-2 version appeared with 370 ci and 312 hp. on board. Then this motor became the standard for Hot Rods.
California racer Jim Adams was the master of the original Olds V8, which was first in his own '50 B/Gas, and then on an Albertson Olds dragster, one of the best cars of the NHRA era, which banned the use of nitro.
Grades (on a 5-point scale):
1. Performance potential - 3.5
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 3.5
5. Easy to work - 3
Total: 17 points out of possible 25
17th: BUICKNAILHEAD 264, 322, 364, 401 and 425 CI (53-66)
History and achievements:
Initially, the word "NAILHEAD" did not appear in the factory designation of the first Buick V8s, but settled later. Instantly recognizable by its vertical valve cover, this engine was a hit with swappers, offering plenty of cubes in a relatively light and narrow package.
Tonny Ivo installed four BUICKNAILHEADs in his Showboat dragster, making it one of the wildest show cars of all time. Just take a look at this!
Ratings (on a 5-point scale):
1. Performance potential - 3.5
2. Historical value - 4
3. Cool appearance - 4
4. Availability - 2.5
5. Easy to work - 3
Total: 17 points out of possible 25
16th place: SECOND-GEN OLDSMOBILE 260, 307, 330, 350, 400, 403, 425 and 455 CI (65-90 years)
History and achievements:
The Olds V8 was heavily updated for 1965, incorporating the latest casting techniques and shaped like a rocker arm. New development used by all GM divisions except Chevrolet during the corporate V8 period starting with the 403ci on the Pontiac Trans AM, while the 307ci version remained in production until 1990.
Ratings (on a 5-point scale):
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 2.5
5. Ease of use - 3.5
Total: 17 points out of possible 25
15th place: CHRYSLER LA SERIES 273, 340 and 360 CI (64-03)
History and achievements:
Originated on the basis of the previously released A-series V8 (LA stands for "lightA"). LA received a volume of 273ci in 1964. Then came larger versions with 318, 340 and 360 ci volumes and were used in trucks, vans, mobile homes and ordinary cars, as well as in Chrysler, Dodge and Plymouth. LAs are one of the most durable engines to have survived to this day, though as slightly modified versions of the 5.2L and 5.9L Magnum V8.
Ratings (on a 5-point scale):
1. Performance potential - 3.5
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 3
5. Ease of use - 3.5
Total: 17 points out of possible 25
14th place: BUICKBIGV8 400, 430 and 455 CI (67-76)
History and achievements:
The big Buick V8 first appeared in 1967 as the Nailhead's successor to the full-size line. He showed a truly rich potential in the 455ci version. In the first and second versions for muscle cars, he appeared in an A-shape (Skylark), which surprised car enthusiasts. This engine has become a dangerous opponent for the Mopar 426 Hemi in racing.
The first version of the 455 brought victory in the NHRA Stock Eliminator and to this day this motor remains very good choice, especially for drag racers competing in vintage muscle cars.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 2.5
5. Ease of use - 3.5
Total: 17 points out of possible 25
13th place: FORD 385 SERIES 370, 429 and 460 CI (68-97)
History and achievements:
The Ford 385 V8, with its short skirt and thin wall design, replaced the FE and MEL engine families in 1968. Full-sized Fords, Lincolns, and Mercurys used 460 ci engines throughout the decade of the 70s, and trucks and vans even longer. And underestimated at the time Ford engines with a volume of 429 ci 460 could be bored up to 512 ci, and were distinguished by their simplicity, low cost and great power.
The Boss 429, with its exotic design, was based on the Ford 385 architecture and served Ford well in NASCAR and drag racing.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 3
5. Ease of use - 3.5
Total: 17.5 points out of possible 25
12th place:CHEVROLET LS SERIES 4.8L, 5.3L, 5.7L, 6.0L, 6.2L and 7.0L (98-present)
History and achievements:
The original Chevy V8s revolutionized the American manufacturing scene in 1955, and the LS that replaced them turned everything upside down again. In 1997, it was believed that traditional American V8s had already reached the limit of their potential, but LS disproved this misconception.
The powered LS Corvette has won the 24 Hours of Le Mans in its class 7 times since 2000. The motor was used factory trim, displaced 6.2 liters, powered by the latest Corvette ZR1 and supercharged, delivering 638 hp.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 3.5
3. Cool appearance - 3
4. Availability - 3.5
5. Ease of use - 3.5
Total: 17.5 points out of possible 25
11th place: FORD 335 SERIES 302, 351 and 400 CI (70-82)
History and achievements:
FORD 335 has something in common with Windsor V8. One of the key differences is the angled position of the valve heads in the Ford 335, also known as the Cleveland V8. Production of the most coveted Clivedend ended in 1974, but the less popular 351 and 400 continued into production until 1982.
FORD 335 powered some of the most successful cars ProStock that ever existed.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 3.5
3. Cool appearance -3.5
4. Availability - 3
5. Ease of use - 3.5
Total: 17.5 points out of possible 25
10th place: ORD FLATHEAD 221, 239 and 255 CI (32-53 years)
History and achievements:
John Lennon once said, “If you want to give rock and roll another name, you can call it Chuck Berry. If so, then hot rodding could be referred to as "Ford flathead V8". And if by modern standards this engine had the same weighty meaning, believe me, it would not have been limited to the 10th place in this TOP!
Ratings (on a 5-point scale):
1. Performance potential - 3
3. Cool appearance -4.5
4. Availability - 2.5
5. Ease of use - 3.5
Total: 18 points out of possible 25
9th place: FORDFE 332, 352, 360, 361, 390, 406, 410, 427 and 428 CI (58-76)
History and achievements:
Ford's classic FEV8 at the Dearborn Engine Plant was produced in a dizzying array starting at 332 ci (used on a '58 Fairlane). There are 361ci variants for the Edsel (also a '58) and 410ci used in the full size Mercury ("66" and "67"). The Grand Poobah FE version produced 427ci and has been featured in NASCAR since 1964. Perhaps the most famous of these engines is the FE 427, which was installed in the Carroll Shelby Cobra roadster. But the 427 FE was banned from use in NASCAR, but in the late 60s this engine brought victory in drag racing.
In addition to what has already been said, the FE 427ci was installed in the Ford GT that won the 24 Hours of Le Mans in 1966 and 1967.
Ratings (on a 5-point scale):
2. Historical value - 3
3. Cool appearance - 4
4. Availability - 3.5
5. Ease of use - 3.5
Total: 18.5 points out of possible 25
8th place: PONTIAC V8 265, 287, 301, 303, 316, 326, 347, 350, 370, 389, 400, 421, 428 and 455 CI (55-81 years)
History and achievements:
Pontiac is the most versatile V8 in General Motors. Unlike other manufacturers who developed their engines based on multi-pass resin-blocks (small-block) and big-blocks (big-block), Pontiac V8s had the same distance between the axles of adjacent cylinders - 4.62 inches.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4
3. Cool appearance - 3
4. Availability - 3.5
5. Ease of use - 3.5
Total: 18.5 points out of possible 25
7th place: CHRYSLER HEMI 331, 354 and 392 CI (51-58)
History and achievements:
Looking at the photo above, you should already be able to grasp the significance of this motor. Original Chrysler Hemi V8 appeared in 1951. HEMI means hemispherical (hemisphere), because. the shape of the combustion chambers has the shape of a hemisphere. The brand name of the FirePower motor. A few years after its release, drag racers realized how great it was to use nitro on this engine, and a new kind of drag racing was born.
On April 4, 1960, Chris Karamesines first broke the 200 mph barrier (unofficially) by driving his Hemi-powered Chizler 1 dragster at 204.54 mph.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 4.5
3. Cool appearance -4.5
4. Availability - 2.5
5. Easy to work - 3
Total: 18.5 points out of a possible 25
6th place: CHEVROLETWSERIES 348, 409 and 427 CI (58-65)
History and achievements:
The Chevy W-series engine has definitely left its mark on automotive history. There are three reasons for this. First, the catchy valve covers form a kind of W. Second, the Beach Boys have a cool song about the motor called "409". Thirdly, the W-series motor could drive without problems, especially the 409 version.
Ratings (on a 5-point scale):
1. Performance potential - 4
2. Historical value - 4.5
3. Cool appearance -4.5
4. Availability - 2.5
5. Ease of use - 3.5
Total: 19 points out of possible 25
5th place: CHRYSLERB/RB 350, 361, 383, 400, 413, 426 and 440 CI (58-77)
History and achievements:
Chrysler entered the big block war in 1958 with the 350 ci. And today the most known versions are the 383 ci, 440 ci and 429 MaxWedge engine that have established SuperStock as a staple in drag racing. In addition, Wedge is also known for the dragster DragmasterDart, which took the TopEliminator at the 62nd NHRA Winternationals.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4
3. Cool appearance - 4
4. Availability - 3
5. Ease of use - 3.5
Total: 19 points out of possible 25
4th place: FORD 90-DEGREE 221, 255, 260, 289, 302/5.0L and 351 CI (62-01)
History and achievements:
Among hot rodders, it is best known as the Windsor V8. These resin-block engines took their place in the racing world during 1963-67. Cars such as the Shelby Cobra ran on motors in this series, initially with 260ci, and then switched to 289ci. Today, these engines are as famous in the world of street hot rodding as Chevy resin-block engines. But the glory of this series of engines was brought by a 5.0-liter (302ci) engine with electronic injection, which appeared in the 1986 Mustang.
Jimmy Clark literally stole the Indianapolis 500 victory in 1963 in his first appearance there. Then Jimmy piloted a Lotus with an amazing Ford V8 255 ci on board.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4
3. Cool appearance -3.5
4. Availability - 3.5
5. Ease of use - 3.5
Total: 19 points out of a possible 25
3rd place: DODGE/PLYMOUTH HEMI 426 CI (64-71 years)
History and achievements:
In pursuit of high power for NASCAR and drag racing, Chrysler engineers decided to change original design Hemi and modify old model. And so the 426 Hemi was born. Perhaps this is the most powerful motor V8 of the muscle car era. 426 Hemi ruled the roost until 1971, when emissions and insurance issues forced the party to shut down. If this engine were more successful according to the last criterion of our rating, then, perhaps, it could bypass Chevy competitors and take the position of the leader of this TOP.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4.5
3. Cool appearance -4.5
4. Availability - 2.5
5. Ease of use - 3.5
Total: 19.5 points out of possible 25
2nd place:CHEVROLET BIG-BLOCK 366, 396, 402, 427, 430, 454, 496 and 502 CI (65-09)
History and achievements:
W-engines are often referred to as Chevrolet's first big blocks, but the big block as we know it now appeared as the 396 ci version in 1965, in Chevy's line of full-size cars. Officially it was called Mark IV V8, but subsequently new motor received many aliases, such as Porcupine, Rat, semi-hemi, and, finally, just big-block. For many decades, he remained a fan favorite. And its performance potential is comparable to that of HEMI 426.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4.5
3. Cool appearance -4.5
4. Availability - 3.5
5. Ease of use - 4
Total: 21 points out of possible 25
1st:CHEVROLET SMALL-BLOCK 262, 265, 267, 283, 302, 305, 307, 327, 350 and 400 CI (55-03)
History and achievements:
And finally, the winner of our ranking is this compact V8 from Chevrolet. Universal Soldier, a godsend for hot childbirth, produced in large quantities and past way from Daytona to Leman. Today, this resin block can be found everywhere, but in 1955 it made a real revolution. The last production version was released with a Chevy van in 2003. Although we would not be surprised if this unique and available engine will show itself in the 22nd century.
This is the fastest V8 in the world.
Ratings (on a 5-point scale):
1. Performance potential - 4.5
2. Historical value - 4.5
3. Cool appearance -3.5
4. Availability - 4.5
5. Ease of use - 4.5
Total: 21.5 points out of possible 25
I chose between different options engines for my new project, one thing I knew for sure - it would be a V8. I read a lot of things, I digested a LOT of all kinds of technical information about Japanese and American motors. My choice was between the following options:
- 1UR engine (this is from the GS460 and other Lexus / Toyota, 4.6 liters 350 forces and 50 kg of torque) A good engine, quite peppy in stock, but there is a question about the margin of safety - this is no longer the old school that we met in the 90s . The motor is never a millionaire ...
— 3UR (LX570, Tundra — 5.7 liters, almost 400 forces in stock, dual VVTi, 57kg of torque) The largest Toyota engine today, great potential. But it costs 240-300 thousand rubles, it's just a motor. It has a bolt on compressor from TRD, the power rises to 500 horses and 75 kg of torque. Also, for these UR series motors, you need to select a gearbox with a custom bell, it is not clear what kind of clutch ... In general, there are more questions than answers ...
- LS1 (American single-shaft V8 with pushers, 5.7 liters, 350 forces, 47 kilograms of torque) A relatively affordable engine, this can be brought to Moscow for 220-260 thousand rubles (this will full set, motor with box assembly) - LS3 (the most modern of the available engines of the LS series - 6.3 liters, the right heads, intake manifold, stock power 430 hp and 57kg of torque) Such a used motor here will cost about 350 -380 thousand, it is decently more expensive, but the power and other figures are more interesting. — LS3 crate engine tuned at factory (the same 6.3 liters, but with the camshaft replaced with a more evil one + ECU tuning, as a result, the motor produces 480 hp . and 61kg of torque) Of the LS series, this is perhaps the most suitable option- he is not very clamped and gives out good power, for drifting it is the most. There is a big minus in the form of cost, this one must be bought new and only one motor here costs 320-350 thousand. And you also need a box, a bell, a clutch, and so on, everything on a turnkey basis will cost 600 thousand with delivery.
The Americans have other interesting engines, but with their own nuances - either expensive or unreliable. In general, the engine is ancient in design, single-shaft with pushers and two valves per cylinder. There are no useful systems like VVTi at all, the motor is as simple as possible, the design goes back to the 60s. The motor is good AS IS, which means "as is", when you buy everything comes in the kit - wiring and a computer (ECU), all that remains is to put all this stuff in the car and give fuel - and let's go! It is expensive to tune it, the margin of safety of the motor is not very large, the connecting rods and pistons must be changed already at> 500 power forces. Atmospheric tuning is frankly expensive, for each horsepower you will have to pay at least 2-3 thousand rubles, and the further - the more expensive. Only a very wealthy person can afford to turbocharge such an engine, because here the budget is already over 800 thousand rubles.
LS1 would be great to put in some light car like the S13 or AE86, but not the 1300kg Altezza. I dreamed of getting rid of piping and vacuum hoses, but I don’t see a powerful, reliable and affordable atmosphere motor on the market.
Yes, UZ is the same oldschool that I mentioned above, the same millionaire was put on many Toyotas - Land Cruiser, SC400 / Soarer, LS400 / Celsior and so on. The engine in the atmospheric version is, of course, frankly weak, which means we need the help of turbines :) VVT motor- it is more modern, it is well blown and rotates, unlike its more "tractor" and simple first generation 1UZ. In addition to these reflections, there are several more reasons for this choice: - I liked the way my JZ rides, but this V8 is even cooler - it has a liter more volume and it is richer by as much as two cylinders! The motor is short - the car will be better controlled.
- UZ is very common in Russia, such a motor can be found in any more or less large city. Costs stock engine very sane, from 30 to 40 thousand, two to three times cheaper than 2JZ-GTE
- UZ is reliable and strong in stock, the motor became the Engine of the Year three times (from 1998 to 2000) and this says a lot. You need a RELIABLE motor
- The engine has racing roots, it was this engine that was used with the MR2, which competed in the Le Mans races. Also this motor participated in the GT500 series
— I tested our Max Kostyuchik team car with the same engine and twinturbo set-up at 0.8 bar — it rides like a stung! The motor spins faster than the inline-six, the peak of torque and power in terms of revolutions is much earlier, and the return from pressing the gas pedal feels better. So, meet the 1UZ-FE VVTi! In stock, the Japanese motor has the following characteristics:
_________________________________________________________________
4 liters
8 cylinders
290 horsepower
410 newtons of torque
10.5:1 compression ratio
_________________________________________________________________ Such a modest man, against the background of American 6-liter monsters. But, the Japanese motor is more modern, it spins great, there is a useful VVTi system, and the unit itself has large stock strength. Let's start!
In today's realities, most automakers prefer small, high-tech engines with various systems boost, four valves per cylinder, variable valve timing and camshafts located in the head of the block.
And only in America they still bend their line with their archaic 16-valve V8s of impressive size. While some believe that these are 18th century technologies, others throw native engines out of their drift Silvia and Skyline and put in the lower LS from Chevrolet Corvette. Why American V8s are so remarkable and how they influenced the course of automotive history, we will understand below using example 8 legendary engines.
The V8 cult has its roots in the 1930s, when the hot rod movement was just gaining momentum in the New World. Since their introduction, V8s have proven themselves to be reliable, low cost engines with huge boost potential, giving millions of hot rodders much-needed horsepower.
Ford Flathead V8
In the summer of 1929, Henry Ford gathered a small group of engineers and mechanics from the main design department on Oakwood Avenue and sent them to a laboratory located in Greenfield Village. There, in the strictest secrecy, they created a low-valve "32 Ford L-head V8 with a camshaft located in the collapse of the block. The first engine produced 65 hp at a volume of 3.6 liters (221 cubic inches), later it was improved to a return of 85 hp through the installation of a two-chamber carburetor and upgraded system inlet.
Flathead was first installed in Ford Model 18, which was later simplified Ford name V8. Model 18 in the first half of the 30s personified the best combination of price and dynamics, which earned people's love. So, for example, Clyde Barrow (the one who robbed banks with his girlfriend Bonnie Parker) wrote a letter to Henry Ford in which he expressed his enthusiasm for the Model 18 and promised to steal only cars of this model from now on.
Contrary to popular belief, the Flathead was not the first American V8, but it had real room for improvement and, importantly, it was affordable. Millions of these engines were produced between 1932 and 1935, giving American hot rodders an unlimited amount of material to experiment with. However, it is worth noting that forcing this engine was very expensive and difficult in comparison with the overhead valve V8s that appeared later, which were subsequently preferred by fans of high speeds.
This motor is still very popular in America in the context of building hot rods based on Fords of the 30s, because. is ideologically "correct" and is still used on the salt lakes of Bonneville in retro classes. For example, modern technologies allowed to remove 700 hp from the Flathead, thanks to which a speed record of 480 km / h was set for this legendary engine.
Chrysler FirePower
Chrysler first created a hemispherical combustion engine at the end of World War II for aviation purposes, and it was a sin not to use proven technology in the automotive industry.
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Pictured: Chrysler Saratoga
In 1951, the FirePower saw the light, which is essentially the first generation of the revolutionary Hemi, but the marking itself appeared later. This overhead valve engine displaced 5.4 liters (331 cu in) and produced 180 hp. and optionally installed on almost all Chrysler models: Saratoga, Imperial, New Yorker, 300C. Other divisions of Chrysler Corp. had their own versions of FirePower, which differed from each other in volume and had practically no identical parts. So, De Soto had a FireDome, Dodge had a Red Ram reduced to 4.4 liters (270 cubic inches) in volume.
The upper vault of the combustion chamber of this engine had the shape of a hemisphere, on which different sides two valves and a spark plug were placed, which made it possible to use valves of a larger diameter, but complicated the design of their drive. Meanwhile, large valves and straight round intake ports made the engine capable of handling much more incoming air than competing engines. Coupled with heavy-duty cranks, the FirePower is well-suited for heavy loads and high-volume nitro mixture injection, which has made it very popular among drag racers with thick wallets.
Chrysler eventually discontinued the FirePower in 1959 due to a complex and expensive manufacturing process, in favor of category B engines with wedge-shaped combustion chambers. But it is worth noting that precisely because of this Chrysler engine got rid of the label of a manufacturer of "retired" cars, which were incredibly boring, despite cutting-edge engineering.
In modern realities, the first generation Hemi, like the Flathead, remains in high demand among the creators of classic hot rods, in which the stylistic component is much more important than engine output.
Chevrolet Small Block
Small Block Chevy (SBC) is one of the most famous and successful motors of General Motors Corporation in its entire history. For half a century, a truly astronomical number of these engines has rolled off the assembly line - 90,000,000 units. All divisions of GM (Buick, Oldsmobile, Pontiac, Cadillac, Chevrolet) in the first half of the 50s were somehow busy own developments new engine, however, it was the SBC that was taken as the basis for the entire line of the company's engines.
The Small Block was created to replace the inline "six" under the hood of the Corvette, thereby increasing its dynamic characteristics. Under the direction of Ed Cole (Ed Cole), a team of engineers designed the engine, and within 15 weeks after the delivery of the project, production was launched.
The first 4.3-liter (265 cubic inch) SBC appeared in 1955 under the hoods of the Chevrolet Corvette and Chevrolet Bel Air. The output of the first 4.3-liter version ranged from 162 hp. up to 240 hp depending on the configuration and number of carburetors, camshaft and exhaust system.
Over time, in order to please the then trends in the automotive industry, the engine size increased up to the peak 6.6 liters (400 cubic inches) under the hood of the Pontiac Firebird Trans Am '70, but the most popular version is still the 350 cubic (5.7 liters) engine presented by as a forced Chevrolet modifications Camaro in 1967 Two years later, the SBC became available across the entire Chevrolet lineup.
Since its early days, the Small Block has won acclaim among automotive enthusiasts for its simplicity of design, affordability, and huge potential for more power. Today, supercharged 1500-horsepower SBCs are not something out of the ordinary, at the same time, this motor remains in high demand among customizers around the world and is ubiquitous under the hoods of road cars.
Ford FE V8
The engine was designed to meet a huge number of needs: it was installed in stock cars, in school buses, trucks, boats and used as a power plant for industrial pumps and generators. FE was produced from 1958 to 1976, undergoing various changes. This engine could be found in different years in Ford models such as Galaxie, Mustang, Thunderbird, Ranchero, F-series pickups, as well as in Mercury Cougar and Mercury Cyclone.
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The volume in different years and in different versions ranged from 5.4 liters (330 cubic inches) to 7.0 liters (428 cubic inches). The engine turned out to be very wide-profile and, despite the fact that FE turned power plants on construction sites, it was simply fantastic success in various racing series, including outside of America.
The Ford FE has been upgraded almost continuously throughout its production life, but its basic characteristics can still be distinguished. FE was introduced in different versions: with one two-barrel, one four-barrel, two four-barrel and three two-barrel carburetors, as well as four two-barrel Weber carburetors. In addition, the engines differed in the configuration of the cylinder heads (there was even an upper version of SOHC or Cammer) and intake manifolds, depending on the required output.
The debut FE of the 1958 model produced a “modest” 240 hp, but the top 428 engine, which made the legendary Thunderbolt the king of the drag strip in its time, could boast of already serious power of more than 400 “horses”.
The most powerful generation of FE was the Cammer with two camshafts - one in each block head. The SOHC FE was built specifically for racing, and each motor was built and tuned by hand. The naturally aspirated version produced a crushing 657 hp even by modern standards. Naturally, competitors were not at all attracted by the prospect of rivalry with Ford, which possessed this monster, and under a flurry of protest petitions, the Cammer was banned from NASCAR, and later from the Super Stock drag series.
In its racing history, the FE V8 has brought many titles to Ford, including 2 Le Mans wins (Ford GT40, 1966 and 1967), 7 NASCAR Constructors' Cups (1963-1969) and 3 NASCAR drivers' titles (Galaxie, 1965, Torino, 1969, Torino Talladega, 1969). In addition, the FE has proven itself in drag racing in the A/Factory Experimental Class, as well as in the NHRA professional classes (Pro Stock, Funny Car, Top Fuel).
FE, due to its prevalence and high potential, is still a frequent guest in Sportsman drag classes, NDRL (Nostalgia Drag Racing League) competitions and is very popular among automotive enthusiasts of all kinds.
To be continued…
The list of the most legendary engines includes units that will forever remain in history. These engines have not received mass distribution, but are worth your attention.
AlphaRomeoV6Busso
The Alfa Romeo 147 GTA engine is not only very powerful (250 hp), but also has the most beautiful and really lively sound.
This is one of the main centenarians among the legendary engines. The design of the motor was designed by Giuseppe Busso, an Italian engineer who worked in the Alpha Special Projects Department (Servizio Studi Speciali). It is worth noting that Busso managed to work hard at Ferrari - Enzo himself hired him.
The Busso engine first appeared in 1979 in the Alfa 6. It had a displacement of 2.5 liters and an output of 160 hp. Over the years, the company has upgraded its engine, increasing its volume to 3 and then to 3.2 liters.
What is unique about the Busso engine? First of all, the fact that it existed unchanged for almost 30 years. It was only discontinued in 2006. A couple more distinguishing features - chrome "drums" (i.e. pipes intake manifold) and amazing sound.
Mercedes AMG 6.2 V8
The V8 from AMG is hefty, incredibly strong, productive and very voracious.
It was the first engine built from scratch by AMG. All previous engines were based on Mercedes-Benz units. The engine received the designation M156 and began to be used in 2006. In particular, he got under the hood of the E63 AMG. Then they began to install it in the top versions of SL, CL, R, ML, S, CLK, etc. The engine is remembered for its incredibly fantastic “mumbling”.
In 2010, the legendary V8 was awarded Engine of the Year for Best Performance. Ultimately, the 6.2-liter engine, due to non-compliance with strict environmental standards, was retired, giving way to a smaller supercharged V8 - 5.5 liters.
bmwV10S85
10 cylinders, 40 valves and electronics allow you to squeeze out 507 hp.
This is probably the last engine in automotive history that was created without the participation of accountants and environmentalists. When designing this unit, there was only one goal - performance. Entirely based on a sporty philosophy, the engine is capable of running at an unthinkable 8000 rpm. And its sound can be compared with the engines of Formula 1 cars.
The 5-litre V10, marked S85, produces 507 hp. The engine can be found in the previous generation BMW M5 E60 and M6. Its reduced copy without two cylinders and a liter of volume went to the BMW M3 E90.
HondaVTECF20C
The engine was installed mainly in the Honda S2000. The 2-liter unit provided the driver under the right foot with up to 240 hp. The motor had the highest maximum power factor (120 hp) obtained from a 1 liter naturally aspirated engine until the Ferrari 458 Italia appeared.
The F20C had a sporty character, which led to its rapid disappearance from the market. The reason for this was the merciless tough environmental regulations, which did not allow the existence of a voracious and "dirty" motor - the exhaust contained 236 grams of CO2 per 1 km. Honda S2000 ceased to exist along with excellent engine in 2009.
VolkswagenVR6
The 3.6-liter V6 has almost the same performance as subaru engine Impreza STi, but consumes half as much fuel.
The VR6 engine debuted in the 1980s. He then caused a lot of surprise. And the reason for this is not the design at all - Lancia began to use a similar cylinder layout much earlier. Everyone was surprised that this engine was introduced by Volkswagen. At that time, the German brand created cheap cars to run without any enchanting solutions.
VR6 is characterized by very good work culture, high reliability and compact size. The first VR6s got under the hood of Passat and Corrado, and later Golf III. In 1999, a modified 204 hp engine was shown, which went to Bora and Golf IV. The most powerful VR6 was introduced in 2005 with the Passat R36. power unit developed 300 hp It was also installed in Volkswagen Passat CC and Skoda Superb.
opponentSubaru
boxer engine Subaru Impreza in the Solberg version, it developed 305 hp. and maximum torque of 420 Nm.
Subaru is one of the few brands that uses boxer-type engines in its cars. Porsche also has similar engines in the list of proposals. Once such engines were installed in Alfa Romeo and Volkswagen.
The advantage of the boxer design is its compact dimensions. The cylinders are located opposite each other in the same plane, due to which the block takes up less space, and the center of gravity is lower, which has a positive effect on handling.
Subaru first used boxer engine in the mid-60s in the 1000 model. Then an engine with a volume of less than 1 liter developed 54 hp. Today the most powerful opponent went to WRX STi and has a return of 300 hp.
R5 offVolvo
The 2.4-liter engine is quite brisk, but its 170 hp. are not impressive. But fuel consumption is quite acceptable.
This massive engine went not only to Swedish cars. The "inline five" is also found under the hood of Ford cars: S-Max, Mondeo IV and Focus II. Today, due to environmental restrictions, this engine is no longer produced.
The most powerful 350-horsepower modification of the motor was used in Ford Focus RS 500. The inline 5-cylinder engine is renowned for its reliability and excellent performance. In addition to the naturally aspirated version, a turbocharged version with over 200 hp has also become widespread.
In the early 90s, BMW needed a high-tech engine to replace the obsolete M30, which looked archaic in new generation models. The flagship V12 M70 was actually obtained by merging a pair of M20B25 blocks - a rather primitive motor that transferred many design flaws to the M70. Released in 1992, the M60 was truly at the height of fashion: individual ignition coils, modern system crankcase ventilation, four valves per cylinder, hydraulic lifters ... In general, to match the recently appeared M50, adjusted for displacement, more power and... nikasil coating - an absolute novelty for the mass automotive industry, which came from aviation and motorsport.
Theoretically, the sleeve of such a motor is almost eternal. However, high-sulphur gasoline markets in the US and England, together with insurance companies, quickly disavowed this technology. BMW massively changed the block to a competing one and alusil - (which, by the way, is not an analogue at all). The idea of the nikasil coating is a wear-resistant honed sleeve, while the alusil block is even softer when dry cast iron sleeve. The oil in this case is held in a porous layer obtained by chemical etching. Of the interesting attributes of this motor: a powerful two-row chain. I believe that its resource is extremely high, in any case, the solution is doubly reliable. The M60 engine initially has a fairly high maximum torque shelf (recall the shortcomings of DOHC in the absence of variable valve timing systems) - about 4500 rpm, which causes noticeably bad traction on the bottoms.
The camshafts are also tuned "in the middle", which makes the M60 almost the only BMW engine, which shakes noticeably at idle (approximately 600 rpm). However, often the strong shaking of this motor is due to neglect, which the owners prefer to attribute to design flaw. The compression ratio is relatively low - about 10, which allows you to effectively operate the engine on 95th gasoline. The M60 can be relatively problematic only because of its age - subject to the breakthrough of the KVKG in the first generation motors - "a valve without a pipe ("562")". In case of damage to the valve membrane, the oil fills mainly 8 cylinders with very rapid coking and abrasion of "soft" (non-nitrided) piston rings o Extremely hard nickel-plated cylinder wall coating. It is noteworthy that there is a three-liter modification with cylinders with a volume of only 0.375 liters - the specific displacement is unusually small for such designs.
Rings: 4/5.
Caps: 5/5.
M62/M62TU- thoroughly modified M60. Typical bug fixes. Noticeably lightened valve train. Liter added. A more advanced control program has been installed. Landmarks for modernization are the growing ecology and fuel efficiency. The engine received a controlled thermostat with a base opening point of 105 degrees and operating temperature about 108-110 degrees in addition (about 10 degrees higher than M60 in the catalytic version and 15 (!) In the non-catalyst version). Forerunner of "hot" problems of `N`-series engines. Problems with the occurrence of rings are expected by an average run of 150-180 tkm, which affects compression rather than oil consumption - the rings perform a good function even with an average degree of fit. By a run of about 250-300 tkm, oil consumption increases markedly due to aging of valve seals.
In general, it is the last relatively “problem-free” V-shaped in terms of resource, especially when it comes to the first generation engine (not TU). The TU version has found an extremely useful VANOS for this engine on intake shaft, which, coupled with an electronic throttle and more modern box allowed to say goodbye to the problem of failure on the bottoms - a BMW with such an engine and in such a combination is already very cheerfully "driving from below". VANOS will require replacement by 150-180 tkm. At the same time, it is worth replacing the chain and its fittings - the chain here is single-row, and its plastic dampers wear out, causing shivers at idle. Speaking of which, the M62TU is the first V8 from BMW to have remarkably stable idling.
In reality, despite the theory, the ride is superior inline sixes BMWs of all kinds. An unpleasant feature for the owner of the M62 can be a water-cooled generator, since its dismantling is difficult, and there is no maintainability. However, the cost of a non-original part is now relatively low. Most copies of the M62, even in adverse operating conditions, confidently leave 250-350 tkm, and after that they will require a good repair.
Rings: 4/5.
Caps: 4/5.
New generation BMW V8 engines appeared in 2002. The differences from its predecessors are more than noticeable: the combination of Valvetronic and double VANOS familiar to the N-series. Engines are really high-tech and frisky in response to the gas pedal. Very remarkable high resource piston rings - specimens with mileage of 150-180 tkm and a nominal state of the CPG were found - an unprecedented thing for other N-series engines. At the same time, sometimes among cars with this type of internal combustion engine there are "personal cars" with long downtime in the mode idle move, which show a typical fit for the N-series and moderate wear of the rings (of course, it mainly concerns the E65 body).
However, the predictions for CPG status and reversibility to nominal are generally very good. The global problem and the real problem is valve seals. Mileage over 100 tkm and age, which is more typical, older than 4-5 years - almost an exact guarantee of oil consumption up to 1 liter per 1000 tkm. A non-smoking "seven", "six", or X5 with such an internal combustion engine is the exception rather than the rule. Despite the high complexity, N62 should be recognized as extremely successful motor, combining an explosive character with high efficiency. The 4.8-liter version of the Alpina engine, in particular, went to the restyled BMW X5 in the back of the E53 - this is the only de facto serial large single-cab without special training, the dynamics of which does not cause claims. The main problems that owners may encounter are the numerous potential malfunctions of the Valvetronic system.
Rings: 4/5.
Caps: 2/5.
New generation motors: direct injection and turbine. The combination noticeably changes the character of the motor. The number of inspected specimens does not allow statistically reliable prediction of the resource, but the repeated erosion of the cylinder wall, numerous complaints about oil consumption in relatively new specimens, do not inspire optimism about the resource of this internal combustion engine. Despite the high power-to-weight ratio, it makes a noticeably worse impression than its predecessor - in practice it turned out to be more thoughtful and sluggish.
Rings: 3/5.
Caps: 2/5
Prepared by bmwservice.livejournal.com
To be continued...
