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[b]1929 Stovebolt Era
First Generation
Type: straight-6

Production: 1929 - 1936

Bore: 3.3125 in (84.1 mm)
Stroke: 3.75 in (95.3 mm)
Displacement:
194 cu in (3.2 L)
Power output: 50 hp (37 kW)
The first mass-produced GM straight-6 was introduced in 1929 on Chevrolet cars and trucks, replacing the company's straight-4. It was produced through 1936.

194
It was 194 in³ (3.2 L) in size and produced 50 hp. This engine used a forged steel crankshaft with three bearings and cast iron pistons. Bore and stroke was 3.3125 in (84.14 mm) by 3.75 in (95.25 mm). The 194 was shared with Chevrolet and GMC trucks for 1935 and 1936.

A balanced crankshaft was introduced for 1932, while a higher (5.2:1) compression ratio upped output to 60 hp. A new cylinder head two years later pushed output to 80 hp.

181
A 181 in³ (3.0 L) version was used by Chevrolet and GMC trucks in 1935 and 1936.

207
A 207 in³ (3.4 L) variant was used by Chevrolet and GMC trucks in 1934, 1935 and 1936.

1937
The next-generation Chevrolet straight-6 was introduced in 1937 and phased out in 1953. Both were also shared with Chevrolet's trucks.

216
This engine displaced 216 in³ (3.6 L) with a 3.5 in (88.9 mm) bore and the same 3.75 in (95.25 mm) stroke. A four-bearing crankshaft was added, along with 6.5:1 compression pistons, for 85 hp. A new cylinder head in 1941 bumped output to 90 hp, and 6.6:1 compression gave the 1949 model 92 hp. This generation did not use pressurized oiling.

235
A new 235 in³ (3.9 L) version was added in 1950 to complement the new Powerglide automatic transmission. It added hydraulic lifters, and pressurized lubrication was introduced in 1953. Two versions were used in 1953 - a solid-lifter version with 123 hp and the hydraulic-lifter 136 hp version for Powerglide use. The latter engine continued in production through 1962.

NOTE: There were Two different 235s. The first was the same block as the older Sixes, the 2nd was introduced late in the 1953 model year and featured full pressure oiling. It was the same block as the 261.
This engine was also used by GMC Truck.

261
A 261 in³ version of the hydraulic-lifter engine was produced from 1954 through 1962.
This engine was also used by GMC Truck until they introduced their own GMC V6 engine.

Generation 3
Chevrolet's third-generation Straight-6 was introduced in 1962 (two years after rival Chrysler introduced its Slant Six) and produced through 1988. This generation was lighter in mass although the dimension were similar to the previous generation Stovebolts - the difference between the Stovebolt and the third generation sixes is the cast-in Chevrolet V8 bell housing pattern (similar to Chevrolet small block, big blocks, and the W-series). With the addition of the bellhousing redesign - transmission bellhousings (for manual transmissions) and automatics between Chevrolet V8s and sixes are interchangeable - this also includes the starter motors between both engines.
Although still considered a truck motor, the first usage was in the newly-introduced 1962 Chevy II; the following year, Chevrolet passenger cars (alongside Checker Marathons since 1965) used this powerplant until 1978 (1979 for Camaros and Novas). Chevrolet/GMC trucks, which previously used the Stovebolts (235 and 261), also used some members of this family from 1963 through 1984, as did Pontiac in 1964 and 1965. There was also a straight-4 version of this engine.
By the mid-1970s, the compact V-design (e.g. Buick 231) led to the phaseout of inline sixes in passenger cars where the inline six continued for usage in trucks and vans until 1988. It is common to find a Buick 3.8 and/or Chevrolet 4.3 in a mid-1980s GM RWD passenger cars with an elongated fan shroud since the motor's positioning is farther back than the inline six.
Overseas, the third-generation of the inline six was mass produced in Brazil. It was used at the Chevrolet Opala from 1969 (230) to 1992 (250). It was already used in light trucks as the A and Chevrolet Veraneios (this also includes the Brazilian version of the GMT400 - the Brazilian Chevrolet Silverado is powered with a 4.1 instead of the Vortec 4300). It was already converted for marine usage by Volvo Penta (the 4 cylinder version, the 151 was converted too), at stationary applications (power generation) and at Clark Forklifts.

153
The 153 in³ (2.5 L) 153 was a straight-4 version of the family and was only used by Chevrolet. This engine is entirely different from the later 151 in³ Iron Duke, but the two are often confused today. That name was never used for this engine when it was produced.
Applications:
1962-1969 Chevy II
1967-1971 Postal Jeep

194
The 194 in³ (3.2 L) 194 was shared between Chevrolet and GMC trucks.
Applications:
1962-1967 Chevy II
1964-1967 Chevrolet Chevelle
1965-1966 Studebaker Commander, Daytona ('66 only), Cruiser and Wagonaire (built by McKinnon Industries in Canada)

215
Pontiac's 215 (1964-1965) is documented elsewhere.

230
The 230 displaced 230 cubic inches (3.8L). It was also used by Chevrolet and GMC trucks.
This engine was used on the following vehicles:
1963-70 Chevrolet
1965-1968 Checker Marathon
1965 Chevrolet El Camino
1966 Studebaker Commander, Wagonaire, Daytona and Cruiser
1967 Chevrolet Camaro
1969 Chevrolet Camaro
1969 Chevrolet Chevelle

3.8
The Pontiac 3.8 was a special SOHC version of the standard 230 (3.8L) I6. An optional W53 version on the Firebird produced 215hp.
This engine was used on the following vehicles:
1967 Pontiac Firebird
1967 Pontiac Tempest Sprint coupe

250
The stroked 250 version produced 145hp for Chevrolet and GMC. Between 1975 - 1984, an integrated cylinder head was produced, with one-barrel intakes for passenger cars, and two-barrel intakes for trucks after 1978.
During the mid-1970s, the Buick 231 and Chevrolet V6-90 (basically a variant of the Chevrolet small block V8) was replacing the Chevrolet 250 for use in passenger cars and light duty trucks/vans. Passenger car use of the 250 (4.1L) was discontinued after the 1979 model year since the six was restricted to light truck usage (the 4.1 was discontinued after 1984 where the 4.3 V6 became the base motor). It would be GM's final inline six (along with the Chevrolet 292) until the introduction of the GM Atlas engine in late 2001.
This engine was used on the following vehicles:
1966-1984 Chevrolet (passenger cars to 1979, trucks/vans to 1984)
1968-1976 Pontiac Firebird
1968-1979 Chevrolet Camaro
1969-1979 Checker Marathon
1968-1992 Chevrolet Opala (Brasil)

L22
The L22 was a 250 in³ (4.1 L) I6 engine produced from 1967 to 1979. The 78' camaro had 105 horsepower and 190 lb/ft of torque with the 250.

LD4
The LD4 was a 250 in³ (4.1 L) I6 engine produced from 1978 to 1978.

LE3
The LE3 was a 250 in³ (4.1 L) I6 engine produced from 1979 to 1984.

292
The 292 was only used in Chevrolet and GMC trucks; the block deck is taller, along with a relocated passenger-side engine mount. These were produced between 1963 to 1990; production of the engine shifted to Mexico after 1984.

L25
The L25 was GM's "last" straight-6 engine, produced from 1977 to 1985. It was used in Chevrolet trucks, displaced 292 in³ (4.8 L) and produced 115 hp and 215 ft.lbf.

Atlas
Main article: GM Atlas engine
In 2002, GM announced a new family of straight-6 engines, the Atlas. Branded by GM under the Vortec name, the Vortec 4200 or Atlas LL8 is currently the only straight six available to the GM family of vehicles.[/b]

Has a few omissions and many errors, besides extending the stovebolt-six beyond 1962.

Most 235 and 261 "facts" are way off. Some of the 261 "facts" are correct for Canadian engines but not for USA engines.

I'll stick with these "Generations" and characteristics.

Wikipedia info can be submitted by any reader, so it is always good to seek more then one source.

This is not very definitive IMO and I completely agree that it has so much uninformed non-expert reader opinion as to be far less than accurate. I'll stick to the folks who know them, i.e., most of you and my fellow Inliners, Int'l members.

Still it is intersting but reads more like a HS book report than encyclopedia material.

Well guys, I'll admit I may not be the most apt "reader" on this forum, but it almost seems as though I 'may' have offended a few of you by posting a generic description of what so many of us consider a passion and lifestyle. If so, I apologize because my intent was simply to display what some people may only ever see as definition of what we love. If no one was offended, then enjoy the added material.

KEEP RODDIN, AND NEVER LET GO.

It's not your fault really - your action was noble. What is offensive is that people can post nonaccurate info on the internet and some people buy it. Sort of like our mainstream media

It IS cool that the Stovebolt era is actually known in print like this;I'm sure the mis-information will get corrected as time goes by and more informed readers weigh in.
Thanks for posting the Wikipedia definition of Stovebolt Era.
Speed

speed6351
You said what I meant to say. Just that its cool that people who arent in the 'bolt life can still get "normal, everyday info" about the stovebolts! Keep the old 'bolts alive!

Save as many as you can!
and Welcome to Stovebolt.

So let's go out and fix the things that are incorrect. The whole idea on Wikipedia is everyone contributes. I'd be happy to post any changes, just post to this thread and I'll fix it up.

"I'd be happy to post any changes, just post to this thread and I'll fix it up."

Well, the place to start is decide if there are three or four generations of stovebolt engines.

Then, decide if the 4th generation is still considered a close enough relation to the earlier three to be part of the family.

Correctly introduce the 235 in 1941.

Then, separate third generation car engines from truck engines. And, correctly introduce and describe the truck 261.

Finally, maybe include a section on Canadian variants.


First Generation
Type: straight-6
Production: 1929 - 1936

1937
The next-generation Chevrolet straight-6 was introduced in 1937 and phased out in 1953. Both were also shared with Chevrolet's trucks.

Missing: 1953/1954 - generation 3 - high pressure oil system

Generation 3
Chevrolet's third-generation Straight-6 was introduced in 1962


Th family relationship/characteristics are a stretch after 1962: 6 cylinders and a carburetor are about it. The significant differences were: 7 main bearings, longer blocks, lighter weights, and almost no interchangeable parts. Hardly related to the original Cast-Iron Wonder.

Addition to Gen 3, '62 introduction on Chevy 2/Nova, '63 on all others.

Would that be Generation 3 or Generation 4?

I suppose it would depend on wheather you count the 216/235 low pressure and the 235/261 full pressure engines together as "Generation 2". One could consider the full pressure engines as "generation 2.5".

You guys should get your good information, log onto wikipedia and edit it.

-W

http://en.wikipedia.org/wiki/Chevrolet_Straight-6_engine#1929_Stovebolt_Era

The full entry on Wikipedia is "Chevrolet Straight-6 Engine"

"The Stovebolt Era" section of the full entry is only a part of the full entry. "Generation Three" in the full entry refers to the third generation of all Chevrolet Six engines.

As Woogeroo suggests, it's time to clean-up "The Stovebolt Era"

Is it true,the 261 was installed in the 1963 4x4 trucks.When they ran out of 261 engines, they started installing the next generation in the 4x4's ? How many 1963 261 engines were there ? For some reason I thought the 261's were 1954-1962 .

I've heard that myself, but none of the info I have backs it up. All of the spec books I have do not list the 235/261 after '62. Bu then again, they also do not list the availability of th 261 in the 3/4 and 1 tons in '61/62 either. One more odd thing, I have a listing for the old Eaton 1/2 ton rear for '63 as a Posi option, odd.

People have posted that 235s and 261s were carried over into 1963. I have also seen this posted on other Forums.

https://www.stovebolt.com/ubbthreads/ubbthreads.php?ubb=showflat&Board=1&Number=350875&Searchpage=1&Main=48678&Words=%2B261+%2B1963&topic=0&Search=true#Post350875

https://www.stovebolt.com/ubbthreads/ubbthreads.php?ubb=showflat&Board=1&Number=79093&Searchpage=1&Main=11956&Words=%2B261+%2B1963&topic=0&Search=true#Post79093

https://www.stovebolt.com/ubbthreads/ubbthreads.php?ubb=showflat&Board=1&Number=355309&Searchpage=1&Main=49027&Words=%2B261+%2B1963&topic=0&Search=true#Post355309

It would be interesting to see a 1963 Truck Data Book or the 1963 Truck Specifications manual in a Restoration Pack.

Tim

I remembered that i have a 1963 Chevrolet truck shop manual.The manual doesn't mention a 235 or a 261 engine in a 1963.The engine chart shows a 230,292,283,327,348,409 .The manual also shows a L4 153 and a 4-53 diesel.

Under four wheel drive,it states"engine availability" .

It shows a thriftmaster six.What engines are considered a thriftmaster six ?

I'm confused on the 327,I thought the first year for trucks was 1966 .

Not exactly a primary source of information, but:

http://www.chevytrucks.org/resources/history_of_chevy_trucks.htm

"Major engineering changes for 1963 included replacing the light-duty model's torsion bar front suspension with coil springs and replacing the former standard six cylinder engine family with all new 230 cubic inch and 292 cubic inch sixes. The former 235.5 and 261 cubic inch sixes remained the standard engines for K10 and K20 pickups only. A restyled grille freshened up all pickup's front appearances.

The most significant improvement for 1964 was the change from the dogleg windshield to the conventional curved type. It provided easier entrance and exits for driver and passengers and looked much better too. The 230 and 292 six cylinder engines continued as the standard engines for all 2 wheel drives and beginning in 1964 for all 4 wheel drive pickups also. The 235.5 and 261 sixes were dropped. The 283 cubic inch V-8 remained optional for all C/K pickups. The El Camino returned after a four year absence. It was built on the Chevelle's 115-inch wheelbase chassis."

Could it have been a mid year change? After all, the 4x4 chassis probably didn't change much like the 2wd did, so one could see them just using the same setup for the engines to use up leftover stock, and put the retooling $$ into the higher volume sellers.

Looks like the local flaps parts book show it in 1963.
The 261 engine was limited to the k10 and k20 (4x4) trucks.The 235 was also in the 4x4 trucks and other applications as well.
c10,c20,c30,p10,suburban 1/2 and 3/4 tons.

Here is a link to pics of my 261, showing a block casting date of D3 3, or April 3, 1963. I pulled this engine from a '55 school bus. Note the mismatch between the head and block casting dates. There is no number stamped on the pad next to the distributor.

Joe D.

If you want, log into wikepedia and change it. It is open to the public to change anything in wikepedia.

most likely, that's a replacement block, rather than one from a different truck. GM did produce the 235 and 261 engine blocks well into the '70s, both for domestic replacements as well as export use. It's my understanding that they were casting the blocks at a plant in Arizona, but I have no evidence to back that up. Just what I had heard.

Good luck with that, I corrected a lot of erroneous information in Wikipedia regarding the Dana 44 rear end, it was changed back to the errored information within 12 hours. Although on checking just now, I see that the errors have finally been removed six months later by someone else.

Stuart.

note that:
1) the original cut/paste of the article that started this thread left out most of what was on the page, particularly about 235's, and some of what those here see as "misinformation" is interpretation of incomplete reporting
2) the article is from the page titled 'Chevrolet straight 6 engine'
3) the "1929 Stovebolt Era" is a (paranthetic heading) that is specifying that the 1st generation is where the "Stovebolt" name applies, not to the later generations of the Chevrolet 6
4) the actual Wikipedia entry for "Stovebolt" is here, and not only gives the correct definitions of the term but provides a link to "our" definition of the term [thanx woogeroo ]
5) some members of this forum have contributed to both of those pages
6) Wikipedia pages are never the 'final word' on any topic, nor are they ever "done", but they generally do provide much information and an excellent starting point for general reference pointing to further information sources

Bill