|01-30-2013 05:03 PM|
1965 Malibu Z16
In February of ’65, at the GM Proving Ground in Mesa, Arizona, Chevy debuted the 396/325-hp V-8 and a 425-hp solid-lifter version for the ‘Vette.
The Chevelle lacked a big-block option, but one was actually offered via a “secret” program. The Z 16 “Malibu SS 396” was the official name of the hot 365-hp car. It was not promoted, since assemblies were extremely limited.
It was specially engineered at a high cost. On the surface, the Z16 looked like a Chevelle with a 396, but it went beyond that. It was more like a big car than a midsize car, and Chevy wasn’t ready to mass produce it. The coupe had an H.D. ragtop frame, reinforced rear suspension, and two added body mounts. “Big-car” 11-inch power drums brakes were fi tted, along with stiff springs and shocks. The L37 V-8 had special left- and right-side exhausts. It was linked to a four-speed. An 8.875-inch ring gear was specified. Features unique to the Z16 included and air cleaner
with metal crossed flags, “396 Turbo-jet” badges, a special taillight board with an SS emblem and a unique ribbed black molding. All Z16 Chevelles had a 160-mph speedo, an AM-FM Multiplex four-speaker stereo, and in-dash tach. Chevy made 201 of the Z16s.
Z16 was the RPO (Regular Production Option) code given to the 396 engine option in the 1965 Chevelle and was used internally by Chevrolet. The Z16 is the 1965 Malibu SS 396 and was almost never referred to by the Z16 RPO number except in a few non-public Chevrolet documents. But the Z16 was much more than just the big 396 in the Chevelle SS. It was a complete package with many special and heavy duty chassis components including: Heavy duty suspension, special heavy duty rear axle, 4 speed transmission, special frame, special heavy duty power brakes, and unique power steering components. The interior was very special too. A 160 mph speedometer was only available with the SS 396. Mandatory options included a tachometer, deluxe front and rear seat belts, AM/FM stereo radio, padded dash and remote mirror. The 396 engine specified for the Z16 was the L37 375 horsepower version. The L37 was a heavy duty engine with forged crank and pistons, 4 bolt main bearing caps, large port heads, an aluminum intake manifold with a Holley carburetor and an hydraulic camshaft. Other Chevrolets would also receive the 396. The full size Chevrolet got the 325 hp and 425 hp version, the Corvette benefited from the 425 hp 396. The Z16’s L37 375 hp and the potent 425 hp engines differed only in their camshafts: the 425 hp version received a more radical, mechanical lifter design. The new Z16 was promoted heavily by Chevrolet. Many automotive magazines road tested or reviewed the special Malibu in the late Spring and Summer of 1965. These include Motor Trend, Car Life, Popular Hot Rodding and Mechanix Illustrated. Celebrities were used for the Z16 promotion including Dan Blocker (“Hoss”) from the top-rated 1960’s television series “Bonanza”. Chevrolet was a major sponsor of the show and felt, apparently, that the muscular Z16 would be well touted in Dan’s hands. Blocker received a car to drive and was reportedly asked to share it with some of the other “Bonanza” stars. This very Z16 is in a collector’s hands today. Nott every dealer received a Z16 - since it was very limited in production - but they were spread out geographically around the country. New York, South Carolina, Florida, Illinois, Kansas, Texas and California dealers all had the 1965 Malibu SS 396. While rare, a few dealers actually got more than one Z16! Naturally, some of the Chevy dealerships that specialized or would specialize in high performance, new Chevrolets would receive cars. Well known dealerships that sold a Z16 include Yenko Chevrolet and Armon R. Smith.
Total Chevelle Malibu SS 396 production was 201 cars with one reportedly a convertible. It is not known to survive. About 65 Z16 coupes in restored or unrestored condition still exist making them one of the rarest and most desirable muscle cars.
A few racers were lucky to get them on factory sponsored teams. It isn't on the list because its so rare and was never an option and I doubt if one's in his truck or is the used engine he found
|01-30-2013 12:25 PM|
|chevyboy97||mine are Hooker headers not sure about the size tho|
|01-30-2013 08:46 AM|
Headers on bbc
|01-29-2013 11:32 PM|
thanks cdminter59 but i have 1 set of headers already that i got with the 402 in the '74
|01-29-2013 11:09 PM|
|01-29-2013 10:58 PM|
|01-29-2013 10:43 PM|
Headers on bbc
chevyboy97, If you want to try a set of headers check these from Summit Racing. In case you don't like them the price isn't that bad. $129.95 1974 CHEVROLET C10 PICKUP Summit Racing® Headers SUM-G9011 - SummitRacing.com. The Hooker headers are 1 7/8" tubing but are $469.95 1974 CHEVROLET C10 PICKUP Hooker Super Competition Headers 2826HKR - SummitRacing.com. Compare both sets of headers I believe I would buy the Summit Racing headers. Whatever set you buy I would get some VHT Ceramic paint silver or black. If you have a way to sand blast them before painting would work better. After painting heat the headers with a propane torch. Don't put the flame directly on them about 6" away. If some paint pops off spray it again while hot. I know Advance Auto and Oriley's carry the VHT Ceramic paint. Flat black SP102 and flat silver SP106. If you know somebody that has a oven to bake them in would be super.
|01-29-2013 09:33 PM|
|01-29-2013 08:57 PM|
Headers on bbc
cheyboy97, I think that the light trucks had the 402 in them until 1972. In 1973 the light trucks were offered with 454 ci engines. These gen IV 454 engines have been in trucks until 1990. In 1991-1995 the Gen V 454 was used and in 1996 the Gen VI came out. Doesn't matter whether it was a Chevy or GMC.
|01-29-2013 08:23 PM|
|chevyboy97||O ya...and it's a GMC...|
|01-29-2013 08:19 PM|
|chevyboy97||Found out today when i went to look at it that that pickup is a '78 not a '68...could that be possible??Did they put 454's in pickups that year??|
|01-29-2013 01:17 AM|
|chevyboy97||Ya the 402 i have came out of a 1971 and i think it was a car|
|01-29-2013 01:12 AM|
In case you read by my edit!! the 396 was actually only put in 68 and 69 trucks, after 1969 they didn't make any more 396 big blocks, they were all 402s marketed as 400s in trucks and 396s in cars!
|01-29-2013 01:08 AM|
|01-29-2013 01:02 AM|
the 396 was actually only put in 68 and 69 trucks, after 1969 they didn't make any more 396 big blocks, they were all 402.
The 396-cubic-inch (6.5 L) V8 was introduced in the 1965 Corvette as the L78 option and in the Z16 Chevelle. It had a bore of 4.094 in (104.0 mm) and a stroke of 3.76 in (96 mm), and produced 375 hp (280 kW) and 415 lb·ft (563 N·m). This version of the 396 was equipped with four bolt main bearing caps and was very comfortable with being operated in the upper 6000 rpm range.
Introduced in 1970, the 402-cubic-inch (6.6 L) was a 396-cubic-inch bored out by 0.030 in (0.76 mm). Despite the fact that it was 6 cubic inches (98 cc) larger, Chevy continued marketing it under the popular "396" label in the smaller cars while at the same time labeling it "Turbo-Jet 400" in the full-size cars. The 402 label was used in Light Pickup Trucks.
The 366 Big block V-8 (6.0 L) gasoline engine was used only in Chevrolet Medium duty trucks and in school buses. It had a bore of 3.935" and a stroke of 3.760". This engine was made from the 1960s until the mid-1990s. The 366 used 4 compression rings on the pistons as it was designed from the very beginning as a truck engine. The 366 was only produced as a tall deck engine with a 0.400" taller deck than the 396, 402, & 454 short deck big blocks.
Mark IV engines saw extensive application in Chevrolet and GMC medium duty trucks, as well as in Blue Bird Corporation All American and TC/2000 transit buses (the latter up until 1995, using a purpose-built, carbureted 427). In addition to the 427, a 366-cubic inch (6.0 liter) version was produced for the commercial market. Both the 366 and 427 commercial versions were built with a raised deck, four bolt main bearing cap cylinder to accommodate an extra oil control ring on the pistons. Unfortunately, the raised deck design complicated the use of the block in racing applications, as standard intake manifolds required spacers for proper fit. Distributors with adjustable collars that allowed adjustments to the length of the distributor shaft also had to be used with 366 and 427 truck blocks.
Mark IV engines also found themselves widely used in power boats, a natural application for these robust power plants. Many of these engines were ordinary Chevrolet production models that were fitted with the necessary accessories and drive system to adapt them to marine propulsion. Mercury Marine, in particular, was a major user of the Mark IV in marine drives, and relabeled the engines with their corporate logo.
Chevrolet gave all 427 engines except the ZL1 a torque rating of 460 lb·ft (620
1966 1969 L36 4-barrel 10.25:1 390 hp (290 kW)
1966 1969 L72 4-barrel + solid-lifters, more aggressive cam and high flow cylinder heads 11.00:1 425 hp (317 kW)
1967 1969 L68 L36 with 3x2-barrel carbs. 10.25:1 400 hp (300 kW)
1967 1969 L71 L72 with 3X2 barrel carbs. 11.00:1 435 hp (324 kW)
1967 1969 L89 L71 + aluminum heads; RPO L89 also applied to L78 "375 HP" 396 engine with aluminum head option. 11.00:1 435 hp (324 kW)
1967 1969 L88 Racing-spec cam, high-flow aluminum heads (casting #s varied by model year) and some upgraded, competition-grade parts 12.50:1 430 hp (320 kW)
1969 1969 ZL1 Aluminum block with open chamber "3946074" aluminum heads; cam even "hotter" than L88's; upgraded parts similar to L88's 12.00:1 430 hp (320 kW)
1970 1977(?) ZLX L88-ZL1 hybrid; iron block with aluminum heads 12.25:1 430(?) hp (321 kW)
The big-block was expanded again for 1970 to 454.2 cubic inches (7.4 L) with a 4.251 in (108.0 mm) bore and 4 in (100 mm) stroke. The 1970 Chevy Corvette LS5 version of this engine produced 390 hp (291 kW) and 500 lb·ft (680 N·m), and the LS6 engine was rated at 450 hp (340 kW). It has been suggested that the LS6 was substantially underrated and actually produced well over 500 horsepower (370 kW) as delivered from the factory, although there is no empirical evidence to support this claim. Indeed, the AHRA ASA Class record holding Chevelle LS6 for the 1970 season posted a best of season trap speed of 106.76 mph (171.81 km/h) "1970 ASA LS6 454 Records", which suggests something on the order of 350 "as installed" (SAE Net) HP for a 3,900 pounds (1,800 kg) car and driver combination. Indeed, SUPER CHEVY MAGAZINE conducted a chassis dyno test of a well-documented, well tuned but production-line stock 1970 LS6 Chevelle and recorded 283 peak HP at the wheels  - a figure that lines up quite well with the previously referenced 350 SAE Net HP figure.
A 465 hp (347 kW) and 490 lb·ft (660 N·m) version of the 454, dubbed LS7 was also designed but never went to production. However, a handful of LS7 intake manifolds were produced and sold by a few Chevy dealers as performance parts. The LS7 was later offered as a crate engine from GM and advertised at 500 Gross HP.
Power began falling off after 1970, with the 1971 LS5 producing 365 hp (272 kW) and 465 lb·ft (630 N·m), and the LS6 option coming in at 425 hp (317 kW) and 475 lb·ft (644 N·m). Only the LS5 remained in 1972, when SAE net power ratings and the move towards emission compliance resulted in to 270 hp (200 kW) and 390 lb·ft (530 N·m). The 1973 LS4 produced 275 hp (205 kW) and 390 lb·ft (530 N·m), with 5 hp (3.7 kW) and 10 lb·ft (14 N·m) gone the following year. Hardened valve seats helped allow these engines to last much longer than the earlier versions, even without the protection previously provided by lead from fuel. 1974 was the last year of the 454 in the Corvette though the Chevelle offered it in the first 1/2 of the 1975 model year. It was also available in the full size Impala/Caprice until model year 1976.
GM continued to use the 7.4 L (454 cu in) in their truck line, introducing a new Vortec 7400 version in 1996. GM also introduced the 7.4 L 454 EFI in 1987 (GEN IV 1965-1990, GEN V 1990-1995, and GEN VI in 1996); the GEN prefix was used since Ford Motor Company owns the Mark V naming rights since it was used on a Lincoln automobile between 1977–79), which was electronically fuel injected giving more power and torque. The 454 EFI version was rated from 230 hp (170 kW) to 255 hp (190 kW) and from 385 lb·ft (522 N·m) to 405 lb·ft (549 N·m) of torque. The 7.4 L 454 EFI was found on GM 2500 and 3500 trucks made in 1987, until replaced with the Vortec 7400 (GEN VI) in 1996.
1970–1976 Chevrolet Caprice
1970–1975 Chevrolet Chevelle
1970–1975 Chevrolet Monte Carlo
1970–1975 Chevrolet El Camino
1971–1972 GMC Sprint
1970–1974 Chevrolet Corvette
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