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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). One-barrel intakes were used in passenger cars and trucks through 1978. Starting in 1979, a two-barrel intake fitted with a Rochester Varajet carburetor and dual take down exhaust manifold ...
The initial version of the engine produced 360 hp (268 kW) with a single 4-barrel Carter AFB carburetor. The same engine was upped to 380 hp (283 kW) in 1962. A 409 hp (305 kW) version of this engine was also available, developing 1 hp per cubic inch with a dual four-barrel aluminum intake manifold and two Carter
Produced from 1958 through 1960, it was only used in Mercury vehicles. It used a 4.30 in × 3.30 in (109.2 mm × 83.8 mm) bore and stroke. Output began at 312 or 330 hp (233 or 246 kW), both with a four-barrel carburetor. The 322 hp (240 kW) was the only output for 1959, and power dropped to 280 hp (209 kW) for the final year.
It offers the airflow of more expensive heads, at a much lower cost. It does, however, require a specific intake manifold (the L31 has four bolts per head attaching the intake manifold, as opposed to the "traditional" six bolts per head found on older Chevrolet small-blocks). Chevrolet's L31 was replaced by GM's LS-based 5.3L LM7 and 6.0L LQ4.
A unique intake manifold that used the 48 mm (1.9 in) twin-bore throttle body from the 5.7L TPI Corvette engine was used on the engine's top end. [9] The turbocharged 4.3 L (262 cu in) was last used in the GMC Typhoon in the 1993 model year. The engine produced 280 hp (209 kW) at 4400 rpm and 360 lb⋅ft (488 N⋅m) of torque at 3600 rpm.
A 4-barrel carburetor was mated to a high-rise, dual plane intake manifold feeding high-flow cylinder heads that are still considered among the best of that era. [ citation needed ] Its big ports used 2.02 in (51 mm) intake and 1.60 in (41 mm) exhaust valves.
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A crossflow head gives better performance than a Reverse-flow cylinder head (though not as good as a uniflow), but the popular explanation put forward for this — that the gases do not have to change direction and hence are moved into and out of the cylinder more efficiently — is a simplification since there is no continuous flow because of valve opening and closing.
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