Chevrolet Turbo-Air 6 engine

Last updated
Chevy logotipo.jpg Turbo-Air 6
Chevrolet Corvair 164 Turbo engine.jpg
Overview
Manufacturer Chevrolet
DesignerAl Kolbe
Also called
  • Corvair engine
  • Pancake six [1] :94
Production1960–1969 Tonawanda Engine
(engine block and heads)
Massena Castings Plant
Layout
Configuration Flat-6
Displacement
  • 139.6 cu in (2,287 cc) (1960)
  • 144.7 cu in (2,372 cc) (1961–1963)
  • 163.7 cu in (2,683 cc) (1964–1969)
Cylinder bore
  • 3.375 in (85.7 mm) (1960)
  • 3.4375 in (87.31 mm) (1961–1969)
Piston stroke
  • 2.6 in (66 mm) (1960–1963 NA, 1960–1964 Turbo)
  • 2.94 in (74.7 mm) (1964–1969 NA, 1965–1969 Turbo)
Cylinder block material
Cylinder head materialAluminum
Valvetrain OHV, pushrods, hydraulic tappets
Compression ratio 8.0:1, 8.25:1, 9.0:1, 9.25:1, 10.5:1
Combustion
Turbocharger Single (some models)
Fuel system
Fuel type Gasoline
Oil system Wet sump
Cooling system Air-cooled
Output
Power output
  • 80 hp (60 kW)
  • 84 hp (63 kW)
  • 95 hp (71 kW)
  • 98 hp (73 kW)
  • 102 hp (76 kW)
  • 110 hp (82 kW)
  • 140 hp (100 kW)
  • 150 hp (110 kW) (Turbo)
  • 180 hp (130 kW) (Turbo)
Torque output 125–232 lb⋅ft (169–315 N⋅m)
Dimensions
Dry weight 366 lb (166 kg) [2] :16

The Chevrolet Turbo-Air 6 is a flat-six air-cooled automobile engine developed by General Motors (GM) in the late 1950s for use in the rear-engined Chevrolet Corvair of the 1960s. It was used in the entire Corvair line, as well as a wide variety of other applications.

Contents

The engine's use of air-cooling made it appealing to aircraft amateur builders, and small volume engine builders established a cottage industry modifying Corvair engines for aircraft. [3]

History

Ed Cole, Chief Engineer for Chevrolet from 1952 to 1956 and Chevrolet General Manager from 1956 to 1961, was the person primarily responsible for getting the Corvair and its engine into production. Cole's experience with rear-engined vehicles began during his time as chief design engineer of light tanks and combat vehicles for Cadillac during World War II. He designed powertrains for the M24 Chaffee light tank and M5 Stuart tank, the latter of which used two rear-mounted Cadillac V8 engines driving through Hydramatic transmissions.

After the war, Cole was promoted to Chief Engineer at Cadillac. In 1946, he began experimenting with rear-engined passenger car prototypes, nicknamed "Cadibacks". [4] [5] :12,13

In 1950, Cole was asked to oversee production of the M41 Walker Bulldog tank at Cadillac's Cleveland facility. The M41 was powered by a Continental AOS-895-3 engine. [6] This was a six-cylinder, air-cooled, four-stroke supercharged boxer engine that displaced 895 cu in (14.7 L).

Cole also logged over 300 hours piloting a Beechcraft Bonanza powered by a smaller Continental engine with the same basic layout. [7] [1] :95

After moving to Chevrolet, Cole instructed engineer Maurice Olley to come up with "something different". Olley and his team assessed both front-engine/front-wheel-drive and rear-engine, rear-wheel-drive layouts and determined that the rear/rear layout would need an engine of aluminum, and that air-cooling would be preferred. [5] :14

Responsibility for development of the engine fell primarily to Senior Project Engineer Robert P. Benzinger and engine designer Adelbert “Al” Kolbe. [8] The first engine was fired up in the Chevrolet Engineering department in December 1957. [5] :24,25,26 For the earliest road tests, a prototype was installed in a Porsche 356. Later development mules were either called LaSalle II or badged as Holdens.

A new casting foundry was built in Massena, New York, at Massena Castings Plant. [5] :22 GM convinced Reynolds Aluminum to build an aluminum reduction plant nearby to supply it. Aluminum parts included the block, heads, flywheel housing, crankcase cover, clutch housing and pistons. 92 lb (41.7 kg) of aluminum was used in each engine. New casting and machining techniques had to be developed to produce the light-alloy parts. The aluminum parts were cast with a low-pressure casting technique using machines built and installed by Karl Schmidt GmbH of Neckarsulm, Germany. [9] [10] All of the engines were assembled at GM's Tonawanda Engine plant. [11] [10]

The car and engine were officially introduced on 29 September 1959 and debuted in showrooms on 2 October. [5] :33 Advertising prepared by the Campbell-Ewald agency highlighted the fact that the air-cooled engine did not require anti-freeze, and that much of the engine was made of "aircraft-type" aluminum. [5] :33,36,37 The same ad agency gave the engine its official name, the "Turbo-Air 6". [5] :40

The Turbo-Air 6 engine was used in all Corvair car models in all trim levels, including the 500, 700, 900 Monza, Corsa, and Spyder coupes sedans and convertibles, as well as the Corvair and Lakewood station-wagons. It also powered the Forward-Control 95 series vans, including the Corvan and the Chevrolet Greenbrier van, and both the Loadside and Rampside pickup trucks.

Tuned versions of the engine appeared in some modified Corvairs sold under the customizer's name, such as the Fitch Sprint, the Yenko Stinger, and the Solar Cavalier. Don Yenko claimed as much as 240–250 hp (179.0–186.4 kW) from his Stage IV and racing Stingers. [5] :126,132–134

Manufacturing of the Turbo-Air 6 ended with the cessation of Corvair production after 1969.

Technical features

The Turbo-Air 6 is a flat-six engine that is primarily air-cooled. The engine's major components include an aluminum crankcase, two three-cylinder aluminum cylinder heads with integral intake manifolds, and six individual iron cylinder sleeves. The #1 cylinder is at the right rear with cylinders 1, 3, and 5 on the right, while #2 is the left rear with cylinders 2, 4, and 6 on the left. [2] :24 The firing order is: 1-4-5-2-3-6.

The crankcase is cast as two box-section halves. The assembled crankcase provides for four main bearings. There are four cylinder head studs per cylinder, for a total of twelve on each side. [5] :44 The crankshaft, the earliest versions of which were forged alloy steel, had six throws but no counterweights, permitting a weight-saving of 25 lb (11.3 kg). [5] :44

Each cylinder head has two overhead valves per cylinder activated through stamped-steel rocker arms and hydraulic tappets by pushrods that run through tubes below each cylinder. The engine developed a reputation for leaking oil past the seals of the pushrod tubes. New seals of Viton solved the problem. [12] [13] [14]

Viewed from the rear, the Corvair engine's crankshaft rotates counter-clockwise; opposite that of most other engines. [2] :24 [15] This allows it to use regular transmission and pinion-gear arrangements when mounted in a rear-engine configuration.

Primary cooling is done by a shrouded cooling fan mounted horizontally on top of the engine. The fans were revised throughout the production run, with early fans made of steel and later ones of magnesium to reduce inertia. The fan is driven by a long V-belt from the back of the engine with an adjustable idler pulley. The belt makes two 90° turns to reach the fan resulting in four 90° twists. An early problem with the fan drive-belt jumping off the pulleys was solved by making the groove in the idler pulley deeper and adding belt guides. A metal bellows thermostat modulated either a ring valve on early engines or a set of damper doors on later ones to regulate the flow of cooling air. [5] :40

Engine oil is also used as a coolant. To remove heat from the oil the engine used a variety of types and sizes of oil coolers throughout its production run. [5] :44

Most Turbo-Air 6 engines use two one-barrel Rochester H carburetors; one per cylinder head. A later high performance engine uses four carburetors; one Rochester HV primary and one Rochester H secondary per head. The secondary carb had no choke plate, idle circuit, accelerator pump, power circuit, or vapor vent. [16] :12

The arrangement of intake and exhaust valves in the Turbo-Air 6 is considered noteworthy, with the valves arranged as intake/exhaust, intake/exhaust, intake/exhaust down both sides. [5] :44 The use of separate exhaust ports rather than twinned or siamesed ports helps avoid problems with distortion caused by a concentration of heat at these locations. [17]

There is a single cast-iron camshaft located in the crankcase. The shaft has only nine cam lobes on it — the symmetrical arrangement of valves allows three double-width cam lobes to operate all six exhaust valves. [2] :24

Turbocharging

Turbocharged Corvair engine Corvair turbo engine.jpg
Turbocharged Corvair engine

Chevrolet introduced a turbocharged version of the engine for the 1962 model year. [18] Development of this version was done by engineers James Brafford and Robert Thoreson, under the oversight of Bob Benzinger, who had become chief engine designer for the Corvair in 1959. [19] The turbocharged Corvair was released one month after the turbocharged Turbo-Rocket engine in the Oldsmobile F-85 Jetfire, making it just the second turbocharged car in volume production. [20] This engine was not marketed under the Turbo-Air name, being listed initially as the Super Charged Spyder engine. [21]

Many of the internal components were strengthened or otherwise revised to deal with the stresses of forced induction. The engine received heavy-duty rod and main bearings, chromed upper piston rings, and nickel/chromium alloy exhaust valves. The crankshaft in the turbocharged engine was made of forged 5140 chrome-steel. [22] The compression ratio was reduced to the 8.0:1 of the original 1960 naturally aspirated engine. [5] :62 The multiple-carburetor intake system was replaced with a single side-draft Carter YH carburetor. [23]

The turbocharger was made by the Thompson Valve Division of Thompson-Ramo-Wooldridge Inc., which became TRW in 1965. [24] The model selected weighed 13.5 lb (6.1 kg). [22] It had a 3 in (76 mm) diameter impeller and was capable of spinning at up to 70,000 rpm. [25]

The turbocharged Corvair engine did not use a wastegate to limit boost pressure. Instead, boost was controlled by an exhaust system designed to create back-pressure sufficient to limit the maximum boost. [5] :62,63,64 To prevent the engine from running too lean a metering rod and jet were selected that supplied an over-rich mixture when at full throttle. [26] Static timing advance was set to 24° BTDC, with an additional 12° of centrifugal advance coming in above 4000 rpm. To prevent pre-ignition, a diaphragm on the distributor provided a pressure retard function rather than a vacuum advance, and could retard timing by up to 9° at manifold pressures above 0.14 bar (2.0 psi). [27]

With maximum boost pressure limited to 10 psi (0.69 bar), power output from this engine in 1962 was 150 hp (111.9 kW), a 47% increase over the 102 hp (76.1 kW) output of the naturally aspirated engine. Torque was also increased by 58% to 210 lb⋅ft (285 N⋅m).

Production run changes

1960

1961

1962

1963

1964

1965

1966

1967

1968

1969

Experimental versions

Modular construction

In January 1960 Frank Winchell, who had a hand in adapting the Powerglide transmission to the Corvair, was made head of Chevrolet Engineering's Research and Development group. [29] In summer 1961 this group was working on two projects: the development of a counterpart to Ford's proposed Cardinal small car design and development of a second generation engine to succeed the Turbo-Air 6. [30] Among the goals for the new engine were increased horsepower, and elimination of some of the problems encountered with the original design, such as head-gasket failures and oil leaks. [31]

Winchell first built an engine with displacement increased to 176 cu in (2.9 L), but this only made the existing head-gasket problems worse. Winchell then proposed casting individual cylinder barrels and cylinder heads as a single piece, eliminating the head-gasket completely. A team was assembled that was led by Al Kolbe, who was responsible for the design of the original Turbo-Air 6. Heading up design for the new engine was Joe Bertsch, who was joined by engineers Len Kutkus and Jerry Mrlik. The engine they designed and developed kept the Turbo-Air 6 engine's boxer configuration and use of air cooling, and became known as the modular engine.

As with Winchell's earlier engine, bore and stroke were increased to 3.56 in (90.4 mm) and 2.94 in (74.7 mm) respectively. [29] The head was to be die-cast in aluminum with cast-iron cylinder liners. Each of these castings also included a channel for the pushrod path, doing away with the previous design's pushrod tubes. Valve covers were held in place by quick-release clips. Rather than use four long bolts per cylinder, the bottom of each cylinder barrel had a heavy flange which was bolted to the crankcase. The single horizontal cooling fan was replaced by three vertical fans on a common shaft.

Problems with heat-distortion of the early alloy cylinder sleeve/head units led to a subsequent redesign that included cooling fins angled at 45° to eliminate cutouts needed for access to the bolts holding the sleeves to the crankcase, and the reintroduction of push-rod tubes.

The engine was "modular" in that the individual cylinder/head units allowed Chevrolet to design engines with 2, 4, 6, 8, 10, and 12 cylinders, of which versions with 2, 4, 6 and 10 cylinders were built. The 6 cylinder version produced about 120 hp (89.5 kW) and was tested in a Corvair, while 2 and 4 cylinder engines were installed in a Renault Caravelle and two Alfa Romeo Giuliettas. The 10 cylinder version was called P-10 and was installed in a 1962 Chevrolet Impala converted to front-wheel drive. This engine produced 200 hp (149.1 kW). Design project XP-790 was originally meant to be the basis for a front-wheel drive replacement for GM's E-body cars, and incorporate flat-10 engines based on the P-10. Project XP-787 was split off from XP-790 to allow further development, while XP-790 was returned to the Research Studio, where it became the basis for the Firebird IV concept car. Project XP-787 was cancelled. Engines with 8 and 12 cylinders were designed but not built.

A private Corvair owner bought a collection of engines and parts and installed a running modular engine in his personal car. [32]

Overhead camshafts

Chevrolet developed a prototype of the Turbo-Air 6 with a single overhead camshaft (SOHC) in each cylinder head. [33] This was during the time from 1964 to 1966, with the SOHC project lagging the modular engine by approximately a year.

The camshafts were driven off the crankshaft by a timing belt. The valves were operated through rocker arms. The engine used three cooling fans, each directing air to one pair of opposed cylinders. The air/fuel intake used one Chevrolet-designed three-barrel carburetor per side. The original 2.94 in (74.7 mm) stroke was retained while the bore was increased to 3.56 in (90.4 mm), giving a total displacement of 175 cu in (2.9 L). The pistons were a pent-roof type, and the combustion chamber shape approximated a hemisphere. The compression ratio was 10.5:1. While claimed output was as high as 240 hp (179.0 kW) at 7200 rpm, none of the three prototype engines developed more than 190 hp (141.7 kW) at 5700 rpm and 170 lb⋅ft (230 N⋅m) at 5200 rpm.

In the Chevrolet Final Report on the engine written 22 February 1966, the need for improvements in cooling was highlighted. Power losses to the cooling fan was reported to be 26 hp (19.4 kW) at 6000 rpm and was expected to nearly double at the engine's redline, bringing useful power down to the vicinity of the naturally aspirated 140 hp (104.4 kW) engine.

One of the SOHC engines was displayed alongside the Astro I concept car, although it is reported that it was never installed in the car. [34] All three prototype engines are believed to have been destroyed.

Fuel injection

General Motors began investigating the use of fuel injection on the Turbo-Air engine on 11 August 1962. [35] A mechanical injection system made by the Marvel Schebler division of BorgWarner was installed on a pre-production 164 cu in (2.7 L) engine. The engine received Bill Thomas 4X1 cylinder heads with larger valves; 1.7 in (43 mm) intake and 1.38 in (35 mm) exhaust. A camshaft from Iskendarian provided high-lift and longer duration. After the initial feasibility study serious development started on 12 February 1963.

Extensive testing of intake systems was done. Eventually the team settled on 1+34 in (44 mm) diameter ram tubes each 25 in (640 mm) long and a central plenum. This configuration was tested against both a 1963 and 1964 turbo engine as well as engines with six individual carburetors and two three-barrel Webers. The injected engine's output of 133 hp (99.2 kW) was higher than both turbos but lower than either carbureted engine. Road testing of the injected engine began on 19 April 1963.

In May 1963 a new injection system designed by Rochester was installed that produced nearly the same output as the Marvel-Schebler system. Performance of the most recent development engine was compared with a 4X1 140 hp (104.4 kW) engine on 5 November 1963; the injected engine produced approximately 14 hp (10.4 kW) more. Another extensive road-test evaluation began on 15 November 1963. During October and November 1964 four more injected engines were built, one of which underwent road testing. By 2 February 1965 the injected engine was producing 180 hp (134.2 kW) gross and 147 hp (109.6 kW) net. On 24 February 1965 a final lab comparison was run, that concluded the 30-month development program. The extra cost of fuel injection could not be justified based on the power gains achieved.

Some versions of the Yenko Stinger were available with fuel injection. [36] This system was based on GM's work. [37]

Water-cooling

While not a Chevrolet project, at least one water-cooled Turbo-Air 6 was built by independent engine designer Lloyd Taylor. [38]

Other applications

Apart from the production Corvair models, the Turbo-Air 6 engine was used in a variety of other applications.

Prototypes and styling exercises

Both General Motors and some major carrozzeria have used the engine in several Corvair-based concept and show cars.

Specialist Corvairs

Some companies modified stock Corvairs to create vehicles that offered improved performance or individualized appearance that were sold under the customizers' or parts suppliers' names.

Hot rods and custom cars

Private hot rodders and a few small companies built one-off cars, some intended for series production that never materialized, that used the Turbo-Air 6 engine.

Reactor by Gene Winfield Reactor by Gene Winfield.jpg
Reactor by Gene Winfield

Limited-production automobiles

Some smaller manufacturers used the engine in limited-production cars, some with heavily modified Corvair chassis and some with fully custom frames.

On-road race cars

The Turbo-Air 6 powered several cars of different types that were purpose-built to be raced on pavement.

Motorcycles

Several Corvair-powered motorcycles have been built by individual fabricators and bike shops. Some of the most well-known are listed below.

Off-road vehicles

Volkswagen conversions

Several options existed for adapting the Turbo-Air 6 engine to the transaxle in Volkswagen-based cars, or to fit a complete Corvair power-train into a modified VW chassis.

Motorhomes

Military

Marine

Scientific prototypes

Aircraft

A Sport Performance Aviation Panther airframe under construction, fitted with a Corvair engine PantherLSA.jpg
A Sport Performance Aviation Panther airframe under construction, fitted with a Corvair engine

The air-cooled Corvair engine has been widely used in homebuilt aircraft. Some aircraft, such as the Pro-Composites Personal Cruiser have been specifically designed for them. [3] The defunct American company Hegy Propellers, which was based in Marfa, Texas, produced propellers specifically for Corvair engines. [128]

A variation on the six-cylinder engine is an opposed-twin version based on the Corvair pancake six. [129] [130] Some individuals have also experimented with inline-triple configurations based on half of a Turbo-Air six. [131]

Aircraft applications

Engine Serial Number Codes

The following codes (last two characters of engine serial number) identify the year, size, power, and transmission of the engine [139]

Terms
Engine & Options [2] :142,143Model Series1960196119621963196419651966(9)1967(9)1968(10)1969(10)
80 hp, 3-speed500/700/900Y---------
80 hp, MT 3 or 4-spd500/700/900 except SW-Y(1), YC(2)YCYC------
80 hp, AT500/700 except SWZZZZ------
80 hp, MT, AC500/700/900 except SW-YL(4)YLYL------
80 hp, AT, AC500/700 except SW-ZD(4)ZDZD------
80 hp, MT 3 or 4-spd., SW535/735-YF(1),YH(2)YHYH------
80 hp, AT, SW535/735-ZBZB-------
80 hp, MT, FCFC-VVV------
80 hp, AT, FCFC-WWW------
80 hp, MT, FC, Export versionFC--VAVA------
80 hp, AT, FC, Export versionFC--WAWA------
80 hp, AT, Monza only900 except SWZZ(1)ZH(7)--------
84 hp, AT, Monza only900 except SW--ZHZH------
80 hp, AT, AC, Monza only900 except SW-ZJ(4)(7)--------
84 hp, AT, AC, Monza only900 except SW--ZJZJ------
84 hp, AT, SW, Monza only935--ZL-------
95 hp, 140 CID, 3-spd500/700/900YA(1)YB(2)---------
95 hp, 140 CID, 4-spd500/700/900YD---------
95 hp, 164 CID, MT500/700/900----YC-----
95 hp, 164 CID, AT500/700/900----Z-----
95 hp, 164 CID, MT, AC500/700/900----YL-----
95 hp, 164 CID, AT, AC500/700/900----ZD-----
95 hp, 164 CID, MT, FCFC----V-----
95 hp, 164 CID, AT, FCFC----W-----
95 hp, 164 CID, MT, FC, Export versionFC----VA-----
95 hp, 164 CID, AT, FC, Export versionFC----WA-----
98 hp, MT, 8.0:1 CR500/700/900 except SW-YD(5)--------
98 hp, MT, 9.0:1 CR500/700/900 except SW-YN(5)--------
98 hp, AT, 8.0:1 CR500/700/900 except SW-ZD(3)(8)--------
98 hp, AT, 9.0:1 CR500/700/900 except SW-ZF(3)--------
98 hp, MT, 8.0:1 CR, SW535/735-YJ(5)--------
98 hp, MT, 9.0:1 CR, SW535/735-YQ(5)--------
98 hp, AT, 8.0:1 CR, SW535/735-ZE(3)--------
98 hp, 9.0:1 CR, SW535/735-ZK(3)--------
98 hp, MT, 9.0:1 CR, AC500/700/900 except SW-YM(4)--------
98 hp, AT, 9.0:1 CR, AC500/700/900 except SW-ZG(4)--------
102 hp, MT500/700/900 except SW--YNYN------
102 hp, AT500/700/900 except SW--ZFZF------
102 hp, MT, AC500/700/900 except SW--YMYM------
102 hp, AT, AC500/700/900 except SW--ZGZG------
102 hp, MT, SW535/735--YQ-------
102 hp, AT, SW535/735--ZK-------
110 hp, MT500/700/900----YN-----
110 hp, AT500/700/900----ZF-----
110 hp, MT, AC500/700/900----YM-----
110 hp, AT, AC500/700/900----ZG-----
110 hp, MT, FCFC----VB-----
110 hp, AT, FCFC----WB-----
150 hp, MT, TC, Spyder927-967--YRYR------
150 hp, MT, TC, Spyder627-667----YR-----
95 hp, MT------RARARA--
95 hp, AT------RGRGRG--
95 hp, MT, AC------RERERE--
95 hp, AT, AC------RJRJRJ--
95 hp, MT, AIR-------RSRSRSAC
95 hp, AT, AIR-------RVRVRVAE
95 hp, MT, AIR, AC--------QM--
95 hp, AT, AIR, AC--------QO--
95 hp, MT, RC------RS----
95 hp, AT, FC------RV----
110 hp, MT------RDRDRD--
110 hp, AT------RHRHRH--
110 hp, MT, AC------RFRFRF--
110 hp, AT, AC------RKRKRK--
110 hp, MT, AIR-------RURURUAD
110 hp, AT, AIR-------RWRWRWAF
110 hp, MT, AIR, AC--------QS--
110 hp, AT, AIR, AC--------QP--
110 hp, MT, FC------RU----
110 hp, AT, FC------RX----
140 hp, MT, except Corsa------RMRM(6)--
140 hp, AT, except Corsa------RNRN(6)--
140 hp, MT, AC, except Corsa-------RZ---
140 hp, AT, AC, except Corsa-------RY---
140 hp, MT, AIR, except Corsa-------RQ(6)RYAG
140 hp, AT, AIR, except Corsa-------RX(6)RZAH
140 hp, MT, Corsa only------RBRB---
140 hp, MT, AC, Corsa only-------RR---
140 hp, MT, AIR, Corsa only-------RT---
180 hp, MT, TC, Corsa only------RLRL---
Notes:
(1) — Early year code
(2) — Late year code
(3) — CR change from 8.0:1 to 9.0:1 with engine #T0207. ZD suffix changes to ZF, ZE to ZK.
(4) — AC introduced mid-1961 model year.
(5) — CR change from 8.0:1 to 9.0:1 with engine #T0109. YD suffix changes to YN, YJ to YQ.
(6) — Likely the same as previous year.
(7) — CR change from 8.0:1 to 9.0:1 mid-1961. Z suffix changes to ZH.
(8) — ZD used again with introduction of AC
(9) — AIR mandatory in California for 1966 and 1967, except on 180 hp and AC cars in 1966.
(10) — AIR standard on all 1968 and 1969 cars.

Abbreviations:
AC — Air Conditioning
AIR — Air Injection Reactor
AT — Automatic Transmission (Powerglide)
CID — Cubic Inches Displacement
CR — Compression Ratio
FC — Forward Control (Greenbrier, Corvan, Loadside, Rampside)
MT — Manual Transmission (3-speed or 4-speed)
SW — Station Wagon (Corvair or Lakewood)
TC — Turbo-Charged

See also

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The Chevrolet Monza is a subcompact automobile produced by Chevrolet for the 1975 through 1980 model years. The Monza is based on the Chevrolet Vega, sharing its wheelbase, width, and standard inline-four engine. The car was designed to accommodate the GM-Wankel rotary engine, but due to mediocre fuel economy and emissions-compliance issues the engine was cancelled, and a V8 engine option was substituted. The Monza name has also been used for several other cars.

<span class="mw-page-title-main">Flat-six engine</span> Horizontally opposed 6-cylinder piston engine

A flat-six engine, also known as a horizontally opposed-six, is a six-cylinder piston engine with three cylinders on each side of a central crankshaft. The most common type of flat-six engine is the boxer-six engine, where each pair of opposed cylinders moves inwards and outwards at the same time. An alternative configuration for flat engines is a 180-degree V engine, where both cylinders move to the right then the left at the same time.

<span class="mw-page-title-main">Alfa Romeo 164</span> Motor vehicle

The Alfa Romeo 164 is a four-door executive saloon manufactured and marketed by Italian automaker Alfa Romeo from 1987 to 1998, styled by Pininfarina, and cooperatively designed and sharing platforms and numerous elements with the Fiat Croma, Saab 9000 and Lancia Thema.

<span class="mw-page-title-main">Nissan RB engine</span> Reciprocating internal combustion engine

The RB engine is an oversquare 2.0–3.0 L straight-6 four-stroke gasoline engine from Nissan, originally produced from 1985 to 2004. The RB followed the 1983 VG-series V6 engines to offer a full, modern range in both straight or V layouts. It was added to a new engine family name PLASMA.

<span class="mw-page-title-main">Oldsmobile V8 engine</span> Reciprocating internal combustion engine

The Oldsmobile V8, also referred to as the Rocket, is a series of engines that was produced by Oldsmobile from 1949 until 1990. The Rocket, along with the 1949 Cadillac V8, were the first post-war OHV crossflow cylinder head V8 engines produced by General Motors. Like all other GM divisions, Olds continued building its own V8 engine family for decades, adopting the corporate Chevrolet 350 small-block and Cadillac Northstar engine only in the 1990s. All Oldsmobile V8s were assembled at plants in Lansing, Michigan while the engine block and cylinder heads were cast at Saginaw Metal Casting Operations.

<span class="mw-page-title-main">Chevrolet Monte Carlo</span> Two-door coupe manufactured by General Motors

The Chevrolet Monte Carlo is a two-door coupe that was manufactured and marketed by the Chevrolet division of General Motors. Deriving its name from the city in Monaco, the Monte Carlo was marketed as the first personal luxury car of the Chevrolet brand. Introduced for the 1970 model year, the model line was produced across six generations through the 2007 model year, with a hiatus from 1989 until 1994. The Monte Carlo was a variant of the Pontiac Grand Prix throughout its production.

The name Chevrolet Greenbrier was used by Chevrolet for two vehicles. The first vehicles were a six-to-nine-passenger window van version of the Corvair 95 van. The Corvair 95 series also included the Loadside pickup truck and Rampside pickup truck that featured a mid-body ramp on the right side. All used the Corvair powertrain in a truck body and were produced in the model years 1961 to 1965.

<span class="mw-page-title-main">Devin Enterprises</span> American automotive manufacturer

Devin Enterprises was an American automotive manufacturer that operated from 1955 to 1964. Devin was mainly known for producing high quality fiberglass car bodies that were sold as kits, but they also produced automotive accessories as well as complete automobiles. The company was founded by Bill Devin.

<span class="mw-page-title-main">Chevrolet Camaro (first generation)</span> Motor vehicle

The first-generation Chevrolet Camaro is an American pony car introduced by Chevrolet in the fall of 1966 for the 1967 model year. It used a brand-new rear-wheel-drive GM F-body platform and was available as a 2-door, 2+2 seat, hardtop, and convertible. The F-body was shared with the Pontiac Firebird for all generations. A 230 cu in Chevrolet straight-6 was standard, with several Chevy V8s available as options. The first-generation Camaro was built through the 1969 model year.

<span class="mw-page-title-main">Chevrolet Corvair Monza GT</span> Motor vehicle

The ChevroletCorvair Monza GT (XP-777) was a mid-engine experimental prototype automobile built by General Motors in 1962 and based on the early model Chevrolet Corvair series. As it was essentially a concept car, the Monza GT did not enter production.

<span class="mw-page-title-main">Chevrolet van</span> Motor vehicle

The Chevrolet Van or Chevy Van is a range of vans that was manufactured by General Motors from the 1964 to 1996 model years. Introduced as the successor for the rear-engine Corvair Corvan/Greenbrier, the model line also replaced the panel van configuration of the Chevrolet Suburban. The vehicle was sold both in passenger van and cargo van configurations as well as a cutaway van chassis that served as the basis for a variety of custom applications.

<span class="mw-page-title-main">Porsche 911</span> Sports car produced by Porsche

The Porsche 911 is a two-door 2+2 high performance rear-engined sports car introduced in September 1964 by Porsche AG of Stuttgart, Germany. It has a rear-mounted flat-six engine and originally a torsion bar suspension. The car has been continuously enhanced through the years but the basic concept has remained unchanged. The engines were air-cooled until the introduction of the 996 series in 1998.

<span class="mw-page-title-main">Chevrolet Testudo</span> Motor vehicle

The Chevrolet Testudo is a concept car built by Bertone on a modified Chevrolet Corvair Monza platform. The name comes from the Latin word for "Turtle". The car debuted at the 1963 Geneva Motor Show.

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