Editing Talk:Why not to use a small-block Chevy engine

{{Note1}}{{Sign2}} Removed the statements about horsepower. 1) Chevies were probably the most power small blocks available at the time - 370 hp in the 1970 LT1 corvette for instance - and made that power with part bin parts (big valve factory heads and solid lifter cam). 2) In professional racing, of the 'big 3' they are the most dominant. Even if you consider Chevy spending the most money on development - as an enthusiast you could benefit from that. Note that the small block chevy is probably the most handicapped engine in NHRA superstock racing. Compare a small block corvette (I don't think the big valve heads were available in camaro) to a 400 firebird (Ram Air III) to a 340 Mopar in 1969. Using NHRA super stock factors with stock heads - 370factory rated/405NHRA vs. 330factory/360NHRA vs. 275factory/281NHRA. Just a note, NHRA accepts the factory rating as a starting point, but if your car runs too fast they adjust the rating. You either have to move up a class (faster cars) or add weight to stay in the class thus keep competition even. Super Stock now allows porting of heads, any valve train but requires stock carb, stock configuration bottom end. There are even adjustment for non-stock heads. So... with that I ask that the horsepower argument be dropped. There are plenty of other reasons around. Put another way. 350 cu in motor, spinning at about 5000 rpm, has the potential to make about 1hp per cubic inch. No matter what the manufacturer. That is assuming .50 BSFC. By tuning the combination you can move the hp numbers around a bit, change the peak rpms etc. You can only burn so much fuel with 350 cu in of air (assuming normal atmospheric pressure) and if .5lbs of fuel is required to make 1hp for 1hr, you can do the math. Caveat: Highly tuned motors can achieve 1hp per cubic inch at lower rpms - as low as 4200 rpm or so. Non highly tuned need more like 5500 (assuming their cam supports it) like the 235 straight six is it a gmc or chevy motor?

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