This article needs additional citations for. Unsourced material may be challenged and removed.Find sources: – ( December 2009) Chevrolet straight-6 engineOverviewProduction1929–1990 North America2002–2009 (Atlas LL8) North America1962–2001 Brazil2019- (Duramax Diesel)Layout, 2 valves per cylinderCombustionno for gasoline yes for dieselFuel type,ChronologyPredecessorSuccessorThe was Chevrolet's sole engine from 1929 (when it replaced their ) through 1954, and was the company's base engine starting in 1955 when they added the to the lineup. It was completely phased out in North America by 1990; in Brazil, GM held on to their fuel-injected version through the 1998 model year. It was replaced by more recently developed V6. Many popular cars and trucks, including the, and used the inline-six as the base engine. Chevrolet did not offer another inline-six until the 2002 's debut in the. Second generation: 1937-1963 The next-generation Chevrolet inline 6 was introduced in 1937 in the US and 1964 in Brazil, and phased out in 1963 in the US, and 1979 in Brazil.

Chevy Casting Number identification including Block casting numbers, cylinder head casting numbers, Crankshaft and intake casting numbers. 4-bolt Mexico cast Crate engine. Car and Truck 2 & 4-bolt 1 Piece Seal Passenger stick. 250, 270, 275, 290, 300 & 350 HP 1.9' Outlet. 250 & 300 HP.

It is often known as the 'Blue Flame' engine, although that name was only officially applied beginning in 1953, and then only for one certain model of the engine: the 235ci with 3 carburetors applied in Corvettes. Second generationOverviewProduction1937–1963 US-1964 BrazilLayout216 cu in (3.5 L)235 cu in (3.9 L)261 cu in (4.3 L)3.5 in (88.9 mm)3.5625 in (90.5 mm)3.75 in (95.25 mm)3.75 in (95.25 mm)3.9375 in (100 mm), 2 valves per cylinder6.5:16.6:17:1CombustionOutput85 hp (63 kW)90 hp (67 kW)92 hp (69 kW)123 hp (92 kW)136 hp (101 kW)150 hp (112 kW)216 This engine had a 216.48-cubic-inch (3.5 L) displacement with a bore and stroke of 3.5 by 3.75 inches (88.90 mm × 95.25 mm).

A four-bearing crankshaft was added, along with 6.5:1 compression pistons, for 85 hp (63 kW). A new cylinder head in 1941 increased output to 90 hp (67 kW), and 6.6:1 compression gave the 1949 model 92 hp (69 kW). This generation did not use a fully system. The were oiled using an 'oil trough' built into the that had spray nozzles that squirted a stream of oil at the connecting rods (which were equipped with 'dippers'), thus supplying oil to the rod.Rod bearings were made of cast integral with the rod. The bearing was adjustable for wear by removing copper shims placed between the rod cap and connecting rod.

In this way specified oil clearance could be maintained. If the crankshaft were to be turned undersized, or if the bearing was damaged or worn out, rod and bearing were replaced as a unit, typically at the dealership. This engine was also used in GM's British. In the late 1930s rival decided to get into the 2-3 ton truck ('lorry') market and in a crash program based the design on the basic architecture of this 'Stove Bolt' engine, except that they added detachable shell main and con-rod bearings and pressurized lubrication. That Austin engine, in six-cylinder form, post war, went on to power cars such as the and, and the.

Austin also lopped off two cylinders and in that form various versions, with various capacities, powered cars such as the, the -4 and the, a generation of commercial vans, as well as some models of the iconic.235. 1953 Corvette Blue FlameIn 1941, a 235.5-cubic-inch (3,859 cc) version of the 216 engine was introduced for use in large trucks.

Both the bore and stroke of (3.5625 in × 3.9375 in (90.49 mm × 100.01 mm) were increased over the 216. This engine also had an oil 'dipper system' as described, in reference to the oiling system, as in the 216.This 235-cubic-inch (3.9 L) version was added to cars in 1950 to complement the new, and 3.55:1 rear differential. Hydraulic lifters were used in the Powerglide 235 and a fully pressurized lubrication system was introduced in 1953, but only in cars ordered with the 'Powerglide' transmission.

The 216-cubic-inch (3.5 L) continued to be standard powerplant for cars with the three-speed until 1954, when the 235-cubic-inch (3.9 L) became the standard powerplant on all Chevrolet passenger cars. Two versions were used in 1953 cars - a solid-lifter version called the Thrift-King, with 123 hp (92 kW) for standard transmissions, and the hydraulic-lifter 136 hp (101 kW) version (the Blue-Flame) for Powerglide use. The 'Blue Flame' moniker had been used in Chevrolet advertising since 1934. A blue rather than yellow flame within the cylinder meant that perfect combustion was achieved, promised GM's ad men.From 1954 to 1963, the high-pressure 235 engine with mechanical valve lifters was used in some trucks. From 1956 to 1962, all 235 engines used in cars had hydraulic lifters.The original engine was the high-pressure 235 engine equipped with mechanical lifters. A 150 hp (112 kW) 235 engine was used in the 1954 Corvette and into 1955 (until they were all sold).

The Corvette 235 was equipped with the same slightly higher-lift camshaft as used in the 261 truck engine and used triple side draft, single barrel, Carter Model YH carburetors mated to a PowerGlide transmission and dual exhaust manifold.The Chevrolet 235 cubic inches (3.9 L) is known as one of the great Chevrolet engines, noted for its power and durability. It was gradually replaced by the third generation, beginning in 1962.Canadian-production GMC trucks used the 216 and 235 Chevrolet straight-six engines as their base light-duty truck powerplant in the late 1940s and early 1950s in Canada, not the United States. The 216 was used from 1947 to 1953, and the 235 was used in 1954 light-duty trucks only. Medium-duty GMC trucks used US built GMC engines in the 248, 270, and up sizes prior to 1954.Toyota built the similar 236 cubic inches (3.9 L) from 1955 to 1974, although it used a modified head from the previous 'stovebolt' engine.261 In 1954, a 260.9-cubic-inch (4.3 L) truck engine was introduced as an optional Jobmaster engine for heavy-duty trucks.

This engine was very similar to the 235 engine, except for a different block casting with a larger piston bore of 3.75 inches (95.25 mm), two extra coolant holes (in the block and head) between three paired (siamesed) cylinders, and a slightly higher lift camshaft. This engine was offered as a step up from the 235 starting in 1954. It was offered in parallel with the in 1960 until 1963, when it was discontinued. The 261 US truck engine had mechanical lifters and was available from 1954 to 1962.The 235 and 261 truck engines were also used by of Canada (GMC truck 6-cylinder engines were also used in Canada). The 1955–1962 Canadian full-size Pontiac car had a standard 261-cubic-inch engine that had hydraulic lifters.

This engine was not sold in the US, but was very similar to the US truck 261.The 261 engines were also used in light trucks and the from 1958 to 1979 in Brazil.Produced 148hp.Third generation: 1962-1988 Third generationOverviewProduction194—2001 (Brazil)Layout194 cu in (3.2 L)230 cu in (3.8 L)250 cu in (4.1 L)292 cu in (4.8 L)3.563 in (90.5 mm)3.875 in (98.4 mm)3.25 in (82.6 mm)3.53 in (89.7 mm)4.12 in (104.6 mm), 2 valves per cylinderCombustionDimensionsLength32.5 in (830 mm)Chevrolet's third-generation inline six was introduced in 1962 and was produced through 1988. 1962–1967.

1962–1974 (Argentina). 1962–1974 Chevrolet 400 Special (Argentina). (Circa 1965-66). (Circa 1966-67). 1968–1974 Chevrolet 400 Rally Sport (Argentina).

1964–1967. 1965–1966 (built by McKinnon Industries in Canada). 1973-1978 (South Africa)215 (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 bolt pattern is used.230 The 230 or 3.8 L (3,768 cc) replaced the long-stroke, second generation.

Bore and stroke are 3.875 in × 3.25 in (98.4 mm × 82.6 mm). It was also used by Chevrolet and GMC trucks, primarily for the half-tons. It produced 140 hp (104 kW). 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, as the. 1973-1979 (South Africa).

1964–1969 Chevrolet Chevelle/Malibu. 1965–1968. 1965. 1964–1970. 1966. (Circa 1966-67). 1967.

1962–1974 Special (Argentina). 1964–1974 Chevrolet 400 Super (Argentina).

1972–1974 Chevrolet 400 Rally Sport (Argentina). 1969. 1978-1982 (South Africa). 1968–1971. 1963–1967 Pontiac / Acadian ( Canada ). 1963-1965 Chevrolet (Biscayne / BelAir)250 The stroked 250 version produced 155 hp (116 kW) for Chevrolet and GMC, with a bore and stroke of 3.875 in × 3.53 in (98.4 mm × 89.7 mm). 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. Some pundits consider the integrated cylinder head as a relic of the 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.During the mid-1970s, the and, essentially a with the two rear cylinders removed, were replacing the Chevrolet 250 for use in passenger cars and light duty trucks/vans. Passenger car use of the 250 cu in (4,093 cc) engine was discontinued after the 1979 model year for North America (along with the Chevrolet 292), since the six was restricted to light truck usage (the 4.1 was discontinued after 1984 in North America, where the Vortec 4.3 L V6 became the base engine).

Brazil held on to the 250 (known as the 4.1 there) until 1998 for passenger cars, when the was replaced by rebadged Australian. It was used in Brazil until 2001 in when the engine line was discontinued. The Brazilian produced sixes gained multipoint fuel injection, distributorless ignition system and redesigned cylinder heads which had smaller intake ports.It would be GM's final inline six until the introduction of the in late 2001. It was also used for a number of large sedans by Chevrolet of South Africa. 1974–1980. 1977–1980 Caravan. 1981–1988 - All Line.

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1974–1987. 1978–1988 Santa Matilde L22/LD4/LE3 The L22 was a 250-cubic-inch (4.1 L) produced from 1967 to 1979. The '78 Camaro had 105 hp (78 kW) and 190 lb⋅ft (258 N⋅m) of torque with the 250. The LD4 was a 250-cubic-inch (4.1 L) I6 engine produced strictly in 1978. The LE3 was a 250-cubic-inch (4.1 L) I6 engine produced from 1979 to 1984.292 The 292-cubic-inch (4.8 L) engine was used in Chevrolet and GMC trucks as well as some full-sized Chevrolet cars beginning in the early 1960s; the block deck is taller, along with a relocated passenger-side engine mount.

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 'L25'. The 292 retained the separate intake (with a Rochester Monojet carburetor) and exhaust manifolds as used with the short deck motors (194-250). It was GM's last pushrod straight-six engine used from 1963 to 1988 in Chevrolet trucks, including UPS truck chassis.

Outputs in 1988 (only): 165 hp (123 kW) at 3,800 rpm and 280 lb⋅ft (380 N⋅m) at 1,600 rpm.Eventually the L25 was replaced by the 4.3 L 90-degree V6.GMC engines as a marque really only produced a few engine designs, the, a, and a which was also available as a for a brief period. GMC used many engines from other GM divisions, as noted below.228 GMC replaced the with their own 228-cubic-inch (3.7 L) 228 in 1939. This OHV engine was produced through 1953. With a cylinder bore of 3.5625 inches (90.49 mm), this is the smallest low-deck engine. All four low-deck engines have a stroke of 3.8125 inches (96.84 mm) and use 7 inches (180 mm) connecting rods.236 GMC also developed an OHV/pushrod engine in 1939. The 236-cubic-inch (3.9 L) 236 was produced through 1942.

This is a low-deck engine. The bore was 3.625 inches (92.1 mm).248 Those same years (1939–1955), GMC produced a 248-cubic-inch (4.1 L) engine, the 248, which was similar to the. The bore was 3.71875 inches (94.456 mm).

Stroke is 3.8125. Power in 1955 listed as 100 HP @ 3100 rpm; torque 202 lbs ft @ 1000 rpm.256 The 256-cubic-inch (4.2 L) 256 was similar to the 236 and 248. It was also an OHV/pushrod engine, and was built for just two years, 1940 and 1941.

This is the largest low deck engine. Bore was 3.78125 (same as 270) and stroke was 3.8125. Power listed as 91 Net HP @ 3000 rpm; torque 201 Net lbs ft @ 1000 rpm. Not listed after 1942.270 The last GMC-only straight six was the 270-cubic-inch (4.4 L) 270. It was produced from 1941 through 1963, and was an OHV/pushrod engine. This is a raised-deck engine.

The bore was 3.78125'. Power listed in 1963 as 133 HP @ 3600 rpm; torque 244 lbs ft @ 1300 rpm.302 The 301.6-cubic-inch (4.9 L) GMC inline six was produced from 1952 to 1960, when it was replaced by the V6. It has a of 4 by 4 inches (101.6 mm × 101.6 mm). This is the largest raised-deck engine. It was originally designed for the GMC military M135 and M211. It was used in military 2​ 1⁄ 2-ton trucks with the transmission; however, the engine was a sealed engine for snorkel/submersion use, had an electric fuel pump, and other features such as a deep sump oil pan.

From 1952 to 1959, GMC manufactured the civilian 302 engine, which was not sealed, had a mechanical fuel pump, and used a 'standard' oil pan. Power listed in 1959-160 HP @ 3600 rpm; torque 268 lbs ft @ 1600 rpm. This engine was popular with hotrod enthusiasts because it delivered tremendous power for an inline six engine at the time (although now obsolete), is built with a heavy cast block, and can take quite a bit of abuse.426 The 425.6 cubic inches (7.0 L) with a bore and stroke of 4.25 by 5 inches (108 mm × 127 mm) GMC inline six appeared in 1940s 4x4 Cab Over Engine (COE) trucks made in. Power ratings for 1955 were 190 HP @ 3200 rpm; torque 350 lbs ft @ 1000 rpm. It also appeared in large GMC trucks in the 1950s ending in 1955.503 The 502.7-cubic-inch (8.2 L); 4 9⁄ 16 by 5 1⁄ 8 inches (115.9 mm × 130.2 mm) GMC inline six was more numerous than the 426 inline six, starting in 1952 and ending with the 1959 model year. In the 1957-1959 model years this engine was listed as 225 HP@3200 rpm and 436 lbs ft torque@ 1200 rpm. The GMC 630, 660, 720, and 750 Series of the 1950s offered the 503.Atlas.