Chevrolet Small-Block Guide to all generations & pricing
The most-built V8 in the world. From the 1955 265 ci to today s Gen V LT direct injection. The heart of the Camaro, the Corvette, the C10 pickup and tens of thousands of American classics worldwide. A complete rebuild guide per generation - with torque specs, tolerances, common faults and workshop pricing.
Robert has built and rebuilt Chevy small-blocks since the 1990s. It is the most-produced V8 in the world - over 100 million units between 1955 and 2011 according to General Motors. We see it in classic American cars, hot rods, imported Camaros and Corvettes, V8 swaps on the Volvo 240/740 and in thousands of pleasure boats with Mercruiser or Volvo Penta drives. We carry out complete V8 engine reconditioning, cylinder head reconditioning, balancing and porting - all with a 12-month warranty.
This hub page is the overview. For details - torque specs, tolerances, cam specifications per RPO code, common failure modes - choose a generation below.
Choose a generation
Four distinct generations. Click for details on each.
Original Small-Block
The classic SBC most people picture when they hear small-block. 1-piece rear main from 1986. L48, LT-1, L82, L98 TPI and L31 Vortec. The heart of the Camaro, the Corvette, the C10, the Caprice and thousands of American classics.
Open Gen I-guideLT1 & LT4 reverse-flow
The underrated middle generation. Reverse-flow cooling, OptiSpark distributor, aluminium heads. C4 Corvette, fourth-generation Camaro Z28 and Caprice Impala SS. The last small-block generation before the LS architecture - every LT1/LT4 was fuel-injected.
Open Gen II-guideThe LS family
Modern architecture. All-aluminium block (or cast iron on the truck variants), 6-bolt main bearings, TTY bolts throughout. The heart of the C5/C6 Corvette, Camaro SS, CTS-V. The most common engine swap in the world right now.
Open Gen III / IV-guideLT direct injection
The direct injection era. C7 Stingray (LT1), Z06 (LT4), 2019 ZR1 (LT5) and C8 Corvette (LT2). 11.5:1 compression on the NA versions, Eaton supercharger on the LT4/LT5. Complex technology that demands specialist knowledge.
Open Gen V-guideThe generations side by side
A quick technical overview. For full spec per RPO code, open the relevant generation guide.
| Generation | Year | Block | Cylinder head | Fuel | Ignition | Cooling |
|---|---|---|---|---|---|---|
| Gen I | 1955-2003 | Cast iron | Cast iron (mostly) Aluminium (L98, Vortec) | Carburettor to TBI to Vortec MPFI | Points distributor → HEI → OptiSpark/MPFI | Conventional |
| Gen II | 1992-1997 | Cast iron | Aluminium | MPFI (LT1) or individual injector | OptiSpark (optical, cam-driven) | Reverse-flow |
| Gen III/IV (LS) | 1997-2020 | Aluminium (mostly) Cast iron (truck) | Aluminium | MPFI | Coil-on-plug per cylinder | Conventional |
| Gen V (LT) | 2014+ | Aluminium | Aluminium (DI ports) | Direct injection | Coil-on-plug + 58X reluctor | Conventional + variable oil pump |
Common to all generations
Three paths to a small-block
Three distinct groups send SBC engines in to the workshop. Each with its own focus.
American classics
Classic 350s and 305s from the 60s and 70s. Rebuilt to keep the original character or pushed to 400-500 hp for cruising. Gen I L48, L82 and Vortec L31 are the most common.
Gen I guideV8 swap into a Volvo
LS1, LS3 or LQ4 in a B230 conversion. Modern injection makes it easier than the carburettor route of the 90s. More focus on chassis and brake stiffness than on engine machining.
LS guideMarine engine
Many SBCs sit in boats. The Mercruiser 5.0/5.7L and Volvo Penta Gi/GXi series are mechanically the same engine as the automotive version but with tighter tolerances and marine components (exhaust valve, water-cooled manifolds).
Marine engine guideCommon faults per generation
A quick overview of failure modes. Details and diagnostics in each generation guide.
Gen I - head gasket, cam lobe wear, cylinder wear
Most common- Head gasket
- Most common on overheated 350s after the summer. Aluminium heads (L98 TPI, Vortec L31) are especially prone. The Vortec L31s 8-bolt intake gasket is a known recurring problem. Fixed with cylinder head reconditioning + cylinder head resurfacing.
- Cam lobe wear (flat tappet)
- Modern engine oil has had low ZDDP since 2008. Flat tappets in pre-Vortec SBCs wear quickly without higher ZDDP. Use diesel oil or a ZDDP additive. We grind new profiles from a blank via cam grinding.
- Harmonic balancer delamination
- The rubber ring between the inner and outer hub splits after 200 000+ km. It shows up as vibration at idle and a clutch rattle. Replace the balancer as routine during a larger engine reconditioning.
Gen II - OptiSpark, reverse-flow blockage, head gasket
LT1/LT4 specific- OptiSpark distributor
- Sits behind the water pump, driven by the camshaft. 1992-1994 was unvented = water/oil intrusion = failure. 1995+ was vented but the problem remains if a cam-driven water pump leaks oil onto the distributor. Classic "spotted driveway" symptom.
- Reverse-flow cooling
- Heater core debris blocks the reverse-flow passages. Symptom: overheating with no visible leak. Never remove the thermostat without understanding the system.
LS Gen III/IV - AFM lifter, valve springs, oil consumption
Modern era- AFM/DOD lifter collapse
- Active Fuel Management (cylinder deactivation) affects the L99, LH6, LY5, LC9, LMG, L76, L96. Lifter collapse after 100 000+ km. An AFM delete kit is the most common fix in the US.
- Valve spring fatigue (LS3/LS6)
- At high RPM (6500+) on stock bearings. Upgraded beehive valve springs are the standard fix - we replace valve springs as part of cylinder head reconditioning.
- Oil consumption 5.3L AFM (LMG/LC9)
- Piston ring + PCV system fail. 1 qt per 1500 km after 100 000 km is common on AFM-active truck 5.3Ls.
Gen V LT - DI carbon, HPFP cam lobe, DFM lifter
DI era- Direct injection carbon buildup
- With no injectors washing the valves, carbon builds up on the intake valves after 60 000-100 000 km. Walnut blasting every 80 000 km. Most common on the LT1 NA, less on the supercharged LT4/LT5 (boost flushes).
- HPFP cam lobe wear
- The high-pressure pump is cam-driven. Lobe wear causes a drop in fuel pressure, a P0087 lean code. Common on the LT1 after 150 000 km. Replace the HPFP plus the cam if the lobe is worn.
SBC rebuild pricing - overview
Base prices for a 4-inch bore, 5-bolt mains. The 350 ci is the reference. All prices exclude VAT and parts. For the full price list per RPO and generation, see the relevant sub-guide.
Cylinder head reconditioning (per head)
Bottom end
Complete rebuild (long-block)
Performance package
Cylinder machining (8 cyl)
| Service | Price |
|---|---|
| Cylinder boring 8 cyl V-block (4.0 in) | 5 880 kr |
| Plateau honing 8 cyl | 1 850 kr |
| Torque-plate boring 8 cyl | 7 350 kr |
| O-ringing block 8 cyl | 4 400 kr |
| Deck resurfacing block 8 cyl V | 3 150 kr |
Crankshaft work (5 main + 4 rod)
| Service | Price |
|---|---|
| Crankshaft grinding V8 (5 main + 4 rod) | 4 480 kr |
| Polishing standard | 1 022 kr |
| Cleaning V8 crankshaft | 1 050 kr |
| Straightening (medium) | 1 190 kr |
| Camshaft journal grinding 5 pcs | 1 540 kr |
| Remove/refit counterweights (8 pcs) | 2 044 kr |
Valve reconditioning (16 valves)
| Service | Price |
|---|---|
| Cutting 16 valve seats (standard) | 1 820 kr |
| Cutting 16 valve seats (large) | 2 772 kr |
| Valve guide replacement 16 pcs (cast iron) | 1 974 kr |
| Valve guide replacement 16 pcs (light alloy) | 2 548 kr |
| Manufacture of valve seat inserts 16 pcs | 3 080 kr |
Resurfacing (V8)
| Service | Price |
|---|---|
| Head resurfacing V8 (per head, standard) | 1 596 kr |
| Head resurfacing V8 (per head, large) | 1 974 kr |
| Block resurfacing V8 (standard) | 2 660 kr |
| Block resurfacing V8 (large) | 2 940 kr |
| Manifold resurfacing 8 cyl | 3 250 kr |
Con rod work (8 pcs)
| Service | Price |
|---|---|
| Replace con rod bush 8 pcs | 4 480 kr |
| Replace press-fit piston 8 pcs | 3 164 kr |
| Replace piston ring 8 pcs | 2 212 kr |
| Resize big-end housing 8 pcs | 4 704 kr |
| Full con rod reconditioning 8 pcs | 6 328 kr |
| Shot peening con rods 8 pcs | 4 536 kr |
Balancing V8 (critical for high RPM)
| Service | Price |
|---|---|
| Rotating assembly balancing V8 (external or internal balance) | 5 950 kr |
| Weight matching con rods 8 pcs | 2 632 kr |
| Weight matching pistons 8 pcs | 2 184 kr |
| Flywheel balancing | 2 100 kr |
| Balancing flywheel + clutch | 2 842 kr |
Note - external vs internal balancing: 1986+ Gen I 350 (with 1-piece rear main) uses a neutral-balanced crankshaft that needs no external counterweights on the damper/flywheel. Pre-1986 350s have 28 oz-in external imbalance - damper and flywheel MUST match the crankshaft year. The 400 ci is always externally balanced (28 oz-in front + 23 oz-in rear). LS engines are internally balanced.
See also our overall V8 rebuild page which covers American, German and Japanese V8s without a generation split, plus the complete price list for all our operations.
Q&A - SBC all generations
What we hear most often from small-block owners.
What is the difference between small-block and LS?
Gen I and Gen II (1955-1997) are traditionally called small-block. The LS engines (Gen III and IV, 1997-2014) share the same 4.40 inch bore spacing but are a new architecture with an aluminium block, 6-bolt mains and directly mounted coil-on-plug ignition. GM often treats them as separate families even though much is built on the same basic concept. The Gen V LT (2014+) returns to the "LT" name but is a direct-injected evolution of the LS.
Which small-block is the most common?
The 350 ci (5.7L) from Gen I dominates - it is found in American classics, hot rods and boats (Mercruiser, Volvo Penta). LS variants are becoming ever more common in V8 swaps on the Volvo 240, 740 and German cars. The Gen II LT1 is uncommon since few cars fitted with it were imported. The Gen V LT is still new.
What does it cost to rebuild a Chevy 350?
A complete 350 rebuild costs around 27 000 - 43 500 SEK (labour). A cylinder head reconditioning around 3 500 - 4 500 SEK per head (the SBC has two). With performance extras (balancing, porting, shot peening) add 6 000 - 10 000 SEK. Parts (pistons, rings, bearings, gaskets) are always extra and range from 8 000 - 25 000 SEK depending on spec.
Can you tune a small-block Chevy?
Absolutely. The SBC is one of the most tunable engines in the world. A 350 handles 400-500 hp on stock bearings with the right heads and cam. With forged parts and boost: 600-1000+ hp. The LS family is even more tuning-friendly - an LQ4 truck block (6.0L cast iron) with LS6 heads gives 500+ hp for little money. We have done everything from a Stage 1 street car to a 1200 hp twin-turbo LS3.
Do you rebuild marine small-blocks?
Yes. The marine SBC (Mercruiser 5.0/5.7L, Volvo Penta 5.0Gi/5.7Gi, OMC) is mechanically the same engine as the automotive version but with tighter tolerances, marine-specific coolant routing, sealed exhaust systems and corrosion-protected internals. We rebuild every generation of marine SBC. Contact us for marine pricing and specific requirements.
Is it worth V8-swapping my Volvo 240?
Financially? No. Technically? Absolutely. An LS3 from a Camaro SS in a 240 gives 450+ hp in a car that weighs 1 300 kg - clearly better power-to-weight than a stock Camaro. Modern injection makes the project more manageable than the carburettor route of the 90s. We do not build the chassis or driveline ourselves, but we rebuild the LS engine to a finished long-block for your swap.
What is the difference between a 2-bolt and 4-bolt main?
Main bearing support. A 2-bolt main has two bolts holding down each main bearing. A 4-bolt main has four bolts (two outer, two inner), giving a stiffer bottom end that handles higher RPM and cylinder pressure. 4-bolt mains often come in HD applications (truck LS, performance 350s like the L48 and LT-1), and at rebuild time 4-bolt is the safer choice if you plan boost or over 5 500 RPM.
How long does an SBC rebuild take?
Cylinder head reconditioning: about 3-5 working days. A complete long-block rebuild: about 3-5 weeks depending on scope and parts availability. Stroker or forged short-block builds take longer because the parts are often ordered from the US.
Do you have a small-block that needs looking at?
Classic American car, modern LS swap, marine engine or direct-injected Gen V - call us or send in a quote request. Reply within 24 hours. Quote after inspection.