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The Chevrolet Turbo-Thrift engine is a straight-six produced from 1962 to 2001 by the Chevrolet Division of General Motors. The entire series of engines was commonly called Turbo-Thrift, although the name was first used on the 230 cubic inch version that debuted in 1963.[1] The new engine featured seven main bearings in lieu of the four bearing design of its predecessor, the "Stovebolt" engine, and was considerably smaller and approximately 100 lbs lighter.[2]

Turbo-Thrift
Overview
ManufacturerChevrolet
Production1962–1988
1964–2001 (Brazil)
1964–1999 (South Africa)
1962–2001 (Argentina)
Layout
Displacement194 cu in (3.2 L)
230 cu in (3.8 L)
250 cu in (4.1 L)
292 cu in (4.8 L)
Cylinder bore3+9⁄16 in (90.5 mm)
3+7⁄8 in (98.4 mm)
Piston stroke3+1⁄4 in (82.6 mm)
3.53 in (89.7 mm)
4+1⁄8 in (104.8 mm)
ValvetrainOHV 2 valves per cyl.
Combustion
Fuel systemRochester one barrel Carburetor
Multi-port fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Dimensions
Length32.5 in (830 mm)
Chronology
PredecessorChevrolet Stovebolt engine
SuccessorChevrolet 90° V6 engine

There were other major differences between the Turbo-Thrift engine and the Stovebolt:

The first use of the new engine series was the 194 cu in (3.2 L) Hi-Thrift version in the 1962 Chevy II; the following year, Chevrolet passenger cars adopted the 230 cu in (3.8 L) version across the range. Studebaker and Checker also began using the engine in 1965.[3]: 341  Chevrolet and GMC trucks, which previously used the Stovebolt and GMC V6 engines also switched to using the Turbo-Thrift from 1963 through 1988, as did Pontiac in 1964 and 1965. A 153-cubic-inch (2.5 L) inline-4 version of this engine was also offered in the Chevy II/Nova line through the 1970 model year.

After several years of steadily declining sales (just 3,900 units in the 1972 model year)[3]: 881  the straight six was dropped from Chevrolet's full-sized cars for 1973, the first time the full-sized Chevrolet hadn't been available with a six-cylinder since 1928. However, when the B-body line was downsized in 1977 the engine was reintroduced.[3]: 881  Sidenote: the base six cost about US$334 less than a V8, and weighed some 188 lb (85 kg) less.[3]: 881 

Overseas, the engine was also mass-produced in Brazil. It was used in the Chevrolet Opala from 1969 (230) to 1992 (250). It was already used in light trucks as the A and Chevrolet Veraneio. The Brazilian version of the GMT400 – the Brazilian Chevrolet Silverado – is powered with a 4.1 instead of the Vortec 4300 V6. Brazilian produced sixes manufactured to the 2001 model year gained multipoint fuel injection, unlike the US-manufactured sixes, which retained the Rochester Monojet one-barrel carburetor. These inline sixes and their four-cylinder siblings were converted for marine usage by Mercruiser and Volvo Penta, and also used in stationary applications (such as power generation) and in Clark forklifts.[citation needed][dubious – discuss] Aftermarket port fuel injection and re-engineered cylinder heads have been the norm although parts for the six e.g. aftermarket intake manifolds (from a three-carburetor setup or a single 4-barrel carburetor), exhaust headers, and/or hybrid cylinder heads based on the small block are costlier than the Small Block Chevrolet, unlike the rival AMC inline six (which has a cult following with Jeep enthusiasts, especially with the 4.0 L). Besides Brazil, the six was also manufactured in Argentina and South Africa.


194


The Hi-Thrift 194 was introduced as the optional engine in the 1962 Chevy II. Bore and stroke are 3+9⁄16 in × 3+1⁄4 in (90 mm × 83 mm), for a total displacement of 194 cu in (3,185 cc). It was also optional in the 1964 G10 Chevy Van 1⁄2-ton vans, and standard in the G10 in 1965 and 1966; it was not available in the C/K10 1⁄2-ton trucks.[4] The engine produced peak power of 120 hp (89 kW) (gross) and 177 lb⋅ft (240 N⋅m) of torque.[5]

The 194 variant ended production in North America after 1967, but remained in use by General Motors' Argentinian subsidiary until the mid-1970s. GM de Argentina also developed a 109.7 cu in (1,797 cc) four-cylinder version called the "Chevrolet 110" for their Opel K 180 compact car.[6]

Applications:

215


Pontiac's 215 cu in (3.5 L) (1964–1965) was a smaller bore of 3.75 in (95.25 mm) version of the 230 cu in (3.8 L) Chevrolet straight-6 engine. One oddity is the crankshaft bolt pattern - in lieu of the Chevrolet V8 bolt pattern (also shared with the rest of the third generation six) the Pontiac V8 bolt pattern is used.


230


The Turbo-Thrift 230 (also known as the High Torque 230 in Chevrolet trucks), with 230 cu in (3,768 cc) displacement, replaced the long-stroke 235 cu in (3.9 L) version of the Stovebolt six beginning in 1963. Bore and stroke were 3+7⁄8 in × 3+1⁄4 in (98 mm × 83 mm). It was also used by Chevrolet and GMC trucks, primarily for the half-tons. It produced a peak 140 hp (104 kW) at 4,400 rpm and 220 lb⋅ft (298 N⋅m) at 1,600 rpm. North American production of this variant ceased in 1970. It was also built in Latin America and was in production in South Africa until at least 1982, where it powered a multitude of different cars. A four-cylinder version of this engine was also built, the Super-Thrift 153.

This engine was used on the following vehicles:

250


The Turbo-Thrift 250 (also known as High Torque 250 in trucks) version was introduced in 1966, with the same 3.875 in (98.4 mm) bore as the 230 and a longer 3.53 in (90 mm) stroke for a larger 250 cu in (4.1 L) displacement. Between 1975 and 1984, an integrated cylinder head was produced (intake manifold and cylinder head were a single casting with a bolt on exhaust manifold), with one-barrel intakes for passenger cars, and two-barrel intakes for trucks after 1978. The "integrated" cylinder head and intake manifold claimed to have resulted in increased low end torque and fuel economy inclusive of a smoother operation which pre-dated NVH (noise, vibration, and harshness). Some pundits[who?] consider the integrated cylinder head as a relic of the malaise era when it was phased out of production in 1984 prior to the introduction of the 4.3 L where it was common to swap the earlier head (or one from the tall deck 292) in place of the integrated head since the extra weight resulted in warpage - especially with light truck and van use including fleets[citation needed].

The engine was sold in various states of tune and under several different RPO codes over its production life. The L22 was the passenger car version, sold until 1979. The LD4 was the truck version, sold until 1978. The LE3 replaced the LD4 in 1979 and was produced until 1984.

In the late-1970s the Chevrolet 200, Chevrolet 229 and Buick 231 V6 engines gradually replaced the 250 straight six in passenger cars in North America, with use of the engine discontinued after the 1979 model year. The 250 engine continued to be used in GM trucks until 1984, after which it was replaced by the 4.3 L V6 (essentially a 350-cubic-inch (5.7 L) Chevy small-block V-8 with the two rear cylinders removed). It was also used in a number of large sedans by Chevrolet of South Africa until 1982.

Production continued in Brazil (known as the 4.1 there) until 1998 in passenger cars, when the Chevrolet Omega A was replaced by rebadged Australian Holdens. It was used until 2001 in the Brazilian Chevrolet Silverado, after which the engine line was discontinued. Latter-day Brazilian-produced engines featured electronic multipoint fuel injection, distributorless ignition system and redesigned cylinder heads with smaller intake ports.

GM did not produce another straight-six engine in North America until the introduction of the GM Atlas engine in late 2001.

This engine was used on the following vehicles:
Year Compression Ratio Power[A] Torque[A] Notes Reference
1966-1970 8.5:1 155 hp (116 kW) @ 4200 rpm 235 lb⋅ft (319 N⋅m) @ 1600 rpm [11][14][15][18][19]
[20][21][22][16][23]
[24][25][26][27][28]
1971 145 hp (108 kW) @ 4200 rpm 230 lb⋅ft (312 N⋅m) @ 1600 rpm [29][30]
1972 110 hp (82 kW) @ 3800 rpm 185 lb⋅ft (251 N⋅m) @ 1600 rpm [31][32]
1973-1974 8.25:1 100 hp (75 kW) @ 3600 rpm 175 lb⋅ft (237 N⋅m) @ 1600 rpm [33][34][35][36][37]
1975-1976 105 hp (78 kW) @ 3800 rpm 185 lb⋅ft (251 N⋅m) @ 1200 rpm [38][39][40][41]
1977 8.3:1 110 hp (82 kW) @ 3800 rpm 195 lb⋅ft (264 N⋅m) @ 1600 rpm L22, Federal emissions; LD4 light-duty emissions [42][43]
90 hp (67 kW) @ 3600 rpm 180 lb⋅ft (244 N⋅m) @ 1600 rpm L22, California emissions
8.0:1 100 hp (75 kW) @ 3600 rpm 175 lb⋅ft (237 N⋅m) @ 1800 rpm LD4, heavy-duty emissions
1978 8.1:1 110 hp (82 kW) @ 3800 rpm 190 lb⋅ft (258 N⋅m) @ 1600 rpm L22, Federal emissions [44][45]
90 hp (67 kW) @ 3600 rpm 175 lb⋅ft (237 N⋅m) @ 1600 rpm L22, California emissions
100 hp (75 kW) @ 3800 rpm 185 lb⋅ft (251 N⋅m) @ 1600 rpm LD4, light/medium-duty California emissions
8.0:1 115 hp (86 kW) @ 3800 rpm 195 lb⋅ft (264 N⋅m) @ 1600 rpm LD4, light-duty Federal emissions
100 hp (75 kW) @ 3600 rpm 175 lb⋅ft (237 N⋅m) @ 1800 rpm LD4, heavy-duty Federal emissions
1979 8.0:1 115 hp (86 kW) @ 3800 rpm 200 lb⋅ft (271 N⋅m) @ 1600 rpm L22, Federal emissions [46][47]
8.2:1 90 hp (67 kW) @ 3600 rpm 175 lb⋅ft (237 N⋅m) @ 1600 rpm L22, California emissions
8.3:1 130 hp (97 kW) @ 4000 rpm 210 lb⋅ft (285 N⋅m) @ 2000 rpm LE3, light/medium-duty Federal emissions
125 hp (93 kW) @ 4000 rpm 205 lb⋅ft (278 N⋅m) @ 2000 rpm LE3, light-duty California emissions; C/K10 trucks and G10 vans only
130 hp (97 kW) @ 4000 rpm 205 lb⋅ft (278 N⋅m) @ 2000 rpm LE3, light/medium-duty California emissions; C/K20 & 30 trucks and G20 & 30 vans only
1980 130 hp (97 kW) @ 4000 rpm 210 lb⋅ft (285 N⋅m) @ 2000 rpm LE3, light-duty Federal emissions [48]
125 hp (93 kW) @ 4000 rpm 205 lb⋅ft (278 N⋅m) @ 2000 rpm LE3, light-duty California emissions; C/K10 trucks and G10 vans only
130 hp (97 kW) @ 4000 rpm 205 lb⋅ft (278 N⋅m) @ 2000 rpm LE3, medium-duty California emissions; C/K20 & 30 trucks and G20 & 30 vans only
1981-1982 115 hp (86 kW) @ 3800 rpm 200 lb⋅ft (271 N⋅m) @ 2000 rpm LE3, Federal emissions [49][50]
105 hp (78 kW) @ 3600 rpm 195 lb⋅ft (264 N⋅m) @ 1600 rpm LE3, California emissions
1983 120 hp (89 kW) @ 4000 rpm 205 lb⋅ft (278 N⋅m) @ 2000 rpm LE3, Federal emissions [51]
110 hp (82 kW) @ 3600 rpm 200 lb⋅ft (271 N⋅m) @ 2000 rpm LE3, California emissions
1984 115 hp (86 kW) @ 3600 rpm 200 lb⋅ft (271 N⋅m) @ 2000 rpm LE3, Federal emissions [52]
110 hp (82 kW) @ 3600 rpm 200 lb⋅ft (271 N⋅m) @ 1600 rpm LE3, California emissions
A power and torque figures in this table are SAE gross until 1971; thereafter they are SAE net

250-S


When the long duration races restarted in Brazil, in 1973, the Opala found a great competitor, the Ford Maverick, which was powered by an engine almost one liter larger in displacement. It took Bob Sharp and Jan Balder, who shared a ride to second place in the "24 Hours of Interlagos" in August of that year in an Opala, to pressure GMB to field a more powerful racing engine.

By coincidence, engine development manager Roberto B. Beccardi was working on this engine hop-up project out of his own initiative, but lacked factory support or approval. This impulse came right from these two pilots.

Thus, in July 1974, GM started to offer the 250-S engine as an option for the Opala 4100. It was slightly different from the version launched two years later: the project engine was similar to the four-cylinder units, did not get a vibration damper, and used the cooling fan from the standard 2500, with four blades instead of six.

The Opala was now much faster than the Maverick GT and Ford did not waste time. It quickly homologated a version with four-barrel carburetor, called "Quadrijet" in Brazil (no relationship to GM's own Rochester Quadrajet), with performance roughly equivalent to the 250.[citation needed]

The 250-S has 171 hp (128 kW) and 229.7 lb⋅ft (311 N⋅m) at 2,400 rpm.

Opala SS
Chevrolet Opala SS 250-S in drag race
Problems playing this file? See media help.
Applications:

292


The High Torque 292 engine, displacing 292 cubic inches (4.8 L), was used in Chevrolet and GMC trucks beginning in 1963 and Step-Van/Value-Vans beginning in 1964. It was also the standard engine in the Chevy Van/GMC Vandura G20 and G30 from 1975 to 1978. It is differentiated from the 194/230/250 engines by a 1+3⁄4 inches (44.5 mm) taller block deck and relocated passenger-side engine mount. Although it had had a larger displacement than its 261-cubic-inch (4.3 L) Stovebolt predecessor it was approximately 2 inches (51 mm) shorter and 1⁄4 inch (6.4 mm) lower.[53] Flywheel bolt pattern is the same as the six and V8 - with 1⁄2 inch (12.7 mm) bolts for the flywheel if produced after the 1966 model year.

Production of the engine was shifted to Mexico in 1980, and later variants of this engine were marketed as the High Torque 4.8 L and by its RPO code "L25". It retained the separate intake (with a Rochester Monojet carburetor) and exhaust manifolds as used with the short deck motors (194-250).

Availability of the 4.8 L engine was slowly curtailed from the late 1970s until production ceased entirely in 1988, and it was replaced by the 4.3 L V6. By 1987 it was only available (outside of California) as an option in 3⁄4-ton and 1-ton R/V-series trucks, and as the base engine in P20 and P30 Step-Vans.

Year Compression Ratio Power[A] Torque[A] Notes Reference
1963 8.0:1 165 hp (123 kW) @ 3800 rpm 280 lb⋅ft (380 N⋅m) @ 1600 rpm [12]
1964-1970 170 hp (127 kW) @ 4000 rpm 275 lb⋅ft (373 N⋅m) @ 1600 rpm [13][14][19][22]
[24][26][28]
1971 165 hp (123 kW) @ 4000 rpm 270 lb⋅ft (366 N⋅m) @ 1600 rpm [30]
1972 125 hp (93 kW) @ 3600 rpm 225 lb⋅ft (305 N⋅m) @ 2400 rpm [32]
135 hp (101 kW) @ 3800 rpm 240 lb⋅ft (325 N⋅m) @ 2000 rpm CS50, SS50 trucks
1973-1978 120 hp (89 kW) @ 3600 rpm 215 lb⋅ft (292 N⋅m) @ 2000 rpm [34][37][39]
[41][43][45]
1979-1982 7.8:1 115 hp (86 kW) @ 3400 rpm 215 lb⋅ft (292 N⋅m) @ 1600 rpm [47][48][49][50]
1983-1986 115 hp (86 kW) @ 3600 rpm 215 lb⋅ft (292 N⋅m) @ 1600 rpm [51][52][54][55]
1987-1988 115 hp (86 kW) @ 4000 rpm 210 lb⋅ft (285 N⋅m) @ 800 rpm Only available in R/V-series trucks and P-series vans outside California [56][57]
A power and torque figures in this table are SAE gross until 1971; thereafter they are SAE net

See also



References


  1. Niedermayer, Paul (2017-11-02). "Engine History: The Quickest And Slowest Chevy Turbo-Thrift Sixes". Curbside Classics. Retrieved 2021-12-30. ...the 230 inch version that appeared in the full-size 1963 Chevys, finally replacing the venerable 235 incher “Blue Flame” was called Turbo-Thrift, and the family is typically known by that name.
  2. "1963 Chevrolet Bel-Air". Car Life. Newport Beach, California: Bond Publishing Company. November 1962. pp. 50–55.
  3. Flory, J. "Kelly", Jr. American Cars 1960–1972. Jefferson, North Carolina: McFarland & Coy.
  4. "1965 Chevrolet G Van Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 52–57.
  5. "1967 Chevrolet Nova Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 20.
  6. "Vauxhall T car - Opel K180 & GMC Chevette in Argentine". vauxpedianet. Archived from the original on 2017-11-16.
  7. Holden Abroad, Restored Cars #220, Sep-Oct 2013, page 45
  8. 1970 Holden HT Brougham, Restored Cars #174, Jan-Feb 2006, pages 27 to 28
  9. "1963 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 49.
  10. "1964 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 47.
  11. "1965 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 59.
  12. "1963 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 84–85.
  13. "1964 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 71–73.
  14. "1962 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 102–107.
  15. "1965 Chevrolet G-Van Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 52–57.
  16. "1967 Chevrolet G-Van Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 98–101, 104–105.
  17. Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Milano: Editoriale Domus S.p.A. pp. 186–187. ISBN 88-7212-012-8.
  18. "1966 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 84.
  19. "1966 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 106–107.
  20. "1966 Chevrolet G-Van Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 46, 48.
  21. "1967 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 39.
  22. "1967 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 109–113.
  23. "1968 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 45.
  24. "1968 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 81–85.
  25. "1969 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 49.
  26. "1969 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 39–44.
  27. "1970 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 45.
  28. "1970 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 10–12, 21.
  29. "1971 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 21.
  30. "1971 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 6–10, 27–28, 50–51.
  31. "1972 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 49.
  32. "1972 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 31–35.
  33. "1973 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 45.
  34. "1973 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 60–63.
  35. "1974 Chevrolet Nova Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 60.
  36. "1974 Chevrolet Nova Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 36, 62.
  37. "1974 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 42–47.
  38. "1975 Chevrolet Nova Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 78.
  39. "1975 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 86, 118, 133.
  40. "1976 Chevrolet Nova Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 43.
  41. "1976 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 86–87.
  42. "1977 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 47.
  43. "1977 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 82–83.
  44. "1978 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 22.
  45. "1978 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 142–144.
  46. "1979 Chevrolet Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 45.
  47. "1979 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 119–121.
  48. "1980 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 68–71.
  49. "1981 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 12.
  50. "1982 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 76–78.
  51. "1983 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 76–79.
  52. "1984 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 22.
  53. "1963 Chevrolet Truck Engineering Features" (PDF). General Motors Heritage Center. p. 59.
  54. "1985 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 87.
  55. "1986 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 69–70.
  56. "1987 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. p. 38.
  57. "1988 Chevrolet Truck Vehicle Information Kit" (PDF). General Motors Heritage Center. pp. 57, 65.




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