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I spotted an (insert obscure car name here) classic car today! (Archived)
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One of my friends rented it from Netflix and we definitely got a kick out of it. Yeah, it was stupid and juvenile, and probably had something in it to offend every demographic out there. But, that was part of its charm!
There are ten seasons of "Curb". There are about five episodes that totally make me fall out of a chair laughing--nobody does 'uncomfortable' like him--but the last episode I watched was so graphically dirty, it was over-the-top for me.
If there's a way you can search an episode of "Curb", look for "The Survivor". It's an old one. That, to me, was utterly hilarious.
Is survivor the one where they all go off at the end of the episode cursing in the restaurant? If so…. that is one of the funniest moments I’ve ever watched on TV
It has to be available as a clip on YouTube … a must watch.
2025 Ram 1500 Laramie 4x4 / 2023 Mercedes EQE 350 4Matic
Here's a four-minute clip from it. It is hilarious iMHO!:
https://www.google.com/search?q=Curb your enthusiasm survivor site:youtube.com&rlz=1CAPPDO_enUS745US747&oq=youtube&aqs=chrome.0.0i271j46i131i199i433i465i512j0i433i512j0i131i433i512l2j0i433i512j0i131i433i512j5.1049j0j4&sourceid=chrome&ie=UTF-8&ved=2ahUKEwig9avRqIOFAxWXhIkEHYEaCokQ2wF6BAgHEAE&ei=YBb7ZaDFApeJptQPgbWoyAg#fpstate=ive&vld=cid:b8b725dd,vid:yeR1nKfIqkw,st:0
2023 Hyundai Kona Limited AWD (wife) / 2025 VW GTI (me) / 2019 Chevrolet Cruze Premier RS (daughter #1) / 2020 Hyundai Accent SE (daughter #2) / 2023 Subaru Impreza Base (son)
Almost always, I like the first year of a styling cycle best, because subsequent years are changed for the sake of change. I like the '55 best of the three famous years. Although, I like the '56 Ford better than the '55.
https://www.curbsideclassic.com/vintage-reviews/vintage-review-1955-chevrolet-v8-a-legend-is-born/#more-508563
I've always heard that the SBC was a bit weak compared to other V8s, when it came to durability. Something about a weak bottom end. Also, I've heard that when it was originally designed, the block was too fragile overall, so they added more material here and there, after the fact, rather than redesigning it from the ground up. The result was an engine that, while it had low reciprocating mass, was physically heavier than equivalent V8s.
One thing I was surprised to find out though, is that the Chevy smallblock had a larger bore spacing, than the DeSoto Hemi. I forget where I read that. But, that's why they were able to take the SBC from 265 CID all the way up to 400. I don't know how far they could take the DeSoto Hemi, but it topped out at 345 CID. Although, I guess when it gets to the point that they can't bore an engine any further, they can still stroke it. To a point.
I think the main reason the SBC endured for so long is that it was cheap to build, and easy to hop up. But, while not the most durable thing in the world, I think it's only a total piece of junk if you're talking to a die-hard Ford or Mopar fanboy.
The only personal experience I've had with the SBC was two 305s. Granddad's C10 Silverado and Mom's '86 Monte Carlo. The Monte was running fine at 192K miles when I got t-boned delivering pizzas in it, in 1998. I overheated the truck pretty bad back around 2012, around the 140,000 mile mark. My mechanic looked it over though, and had to replace a few minor things, and said no permanent damage was done. I eventually sold it in 2017, and last saw it a few years ago. So personally, I don't have any complaints about the SBC.
On that topic I watched a retrospective on YT last night about the 1932 Ford V8. I didn’t realize that it didn’t sell very well at first due to being introduced in the depths of the Depression. Then after it was out in the field for a while owners began having problems with excess oil consumption and other issues related to both design and metallurgy. According to the film, Ford had to make those owners happy with out of warranty repairs and even replacement engines. So nothing is perfect.
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My late friend Bob Palma always said, and I have no reason to doubt this, that one reason that era of Chevy was so popular as a used car, even a decade later, was that overall they just held up better than the competition at the same time.
Of all the engines out there, the SBC is without question the one people use the most, even in other makes of cars.
I had so many of the colonnade cars during their time, probably into the hundreds. They were all great cars, usually the only thing that killed them was rust. The only exception is that the 400 Pontiac did have a problem with low oil pressure and bearings, and ironically, that’s the one I want lol.
Had you ever heard that? I haven't, but then I didn't know anyone that I can remember that had a Pontiac 400 in the '70's.
My unscientific memory on any Pontiac with a 400 was my friends' parents got rid of their '67 Executive Safari for a new '71 Ford Ranch Wagon because "it was a lemon", and my uncle got rid of his '67 Le Sabre (different engine, I know), as he said it needed a valve job which drove him to buy a new '69 Ford Country Sedan.
Mine: 1995 318ti Club Sport-2020 C43-1996 Speed Triple Challenge Cup Replica
Wife's: 2021 Sahara 4xe
Son's: 2018 330i xDrive
I've never heard of the 400 having oil pressure or bearing problems. But now that you mention it, the oil light on my '67 Catalina would come on, once the car was fully warmed up, in situations where it was fully stopped, like at a traffic light. It has an aftermarket oil gauge, and it would confirm this. Whenever that gauge dropped below about 20 psi, the light would flicker. If I put it in neutral, it would rev up just enough that the light would turn off. My old mechanic's answer for that was to just put heavier oil in it. He and his partner eventually retired and sold the shop. I wasn't a fan of the new guy, so I found a different mechanic. In 2008 he did a bunch of work to the car, including replacing the top, but I do seem to recall him fiddling around with something to do with the oil pressure. Anyway, I haven't seen that oil light come on in years, except when I first start the car up.
The main thing I always heard about the 400, and all Pontiac engines, is that they were designed to run cooler, and as a result did not adapt well at all to emissions controls, which require cars to run hotter. And another issue is that the Pontiac 455 was not a big block, as the Olds and Buick 455s and Chevy 454 were. I've heard it referred to as a "medium block" although that term never really caught on. But, since those other engines were true big blocks, they were sturdier than the Pontiac 455.
Now I think the Pontiac 301 tended to spin bearings, or something like that, among its other issues.
Many do lump them all together. You’d call the Gen III LS a different engine? There are lots of changes.
I think exterior wise anyway, time has been kind enough to the 86-91 cars - maybe as the smaller size isn't a shock to modern eyes.
Mine: 1995 318ti Club Sport-2020 C43-1996 Speed Triple Challenge Cup Replica
Wife's: 2021 Sahara 4xe
Son's: 2018 330i xDrive
With regards to the Chevy smallblock, my mind tends to more or less lump them together from the 1955 265 on up to the 4.3 and 5.7 LT-1s that were used in the 1990s. Although, I'll admit, my mind isn't always correct! Comparing the later ones to the original though is probably something like saying you have George Washington's axe, only the blade was replaced three times and the handle four.
Interestingly, over the years Chevy actually had 4 different 4.3s based on that block. They were:
265: the original V8, comes out to 4.3
262: the little V8 that was used for a couple years in the 70's, mostly in the Monza, but I think it might have gone in some Novas as well?
262/4.3 V6: the 350 with two cylinders lopped off that was introduced for 1985, initially used in the Monte Carlo, Impala/Caprice, and trucks
1994-96 LT-1 4.3. Its displacement is 263 CID.
I always wanted to try a 4.3 V6. Never did. Had to be better than either the Chevy or Buick 3.8's.
andre, welcome to "Curb...". I think that one was hilarious, but like I said, I could barely watch the latest episode.
The 1994 was decent enough, but the 1997 definitely felt quicker. I think the '94 had 160 hp, and the '97 had 200. I've never tried one in a car. Lemko's first car was a 1987 Caprice with the 4.3.
My 1985 Consumer Guide has a road test of a Caprice with the 4.3. That first year it put out 130 hp, and 210 ft-lb of torque, in cars. It used TBI. In trucks, it put out 147 hp, 225 ft-lb, and had a 4-bbl carb. Consumer Reports didn't list a 0-60 time, but gave it a rating of 3 out of 5 for acceleration. All they really said about it was that it had excellent cold-start, performed better than the previous year's 229, but the 4-speed automatic upshifted harshly, and was very sensitive to throttle changes at low/medium speeds.
I think the TBI version went up a bit, to 140 hp for 1986. I'd imagine the 4.3 was a pretty good blend of performance and economy, in the Monte Carlo.
"Designed and built during the era of the gas embargo, CAFE mandates, and tighter emissions, this engine family was designed to become Chevrolet's cost-effective, all-purpose "economy V8" engine line. Introduced in 1976 models, it had a displacement of 305 cu in (5.0 L). It was intended to fill the gap where the venerable 283 and 307 had been. Bore and stroke were 3.736 in × 3.48 in (94.9 mm × 88.4 mm), using the 350's crankshaft throw. This new engine family would provide better gas economy than the 350, share its basic architecture and many parts with the 350 (thus reducing production costs), and provide customers with more horsepower and torque than Chevrolet's 1970s-era inline 6 and V6 engines. During the early 1980s, when GM was streamlining their engine lineups, the Chevrolet 305 would rise to prominence as General Motors' "corporate" engine, signified by being the standard (and often only) V8 in many GM vehicles. Through much of the 1980s, the 305 became General Motors' most common V8, followed closely by Oldsmobile's 307. The 305 also became the standard V8 in GM's C/K truck series, and was even used in the Corvette for California in 1980.
Crankshafts used with the 305 had the same casting number as the 350 with one discernible difference—the 305 crank is lighter in weight to compensate for engine balancing. As a result, the counterweights are smaller, which makes it unsuitable for use in a 350 where metal would have to be welded back on. The medium journal 305, like its big-brother 350, would be further developed in the 1990s, although with a reduced 3 in (76.2 mm) stroke using 5.94 in (150.9 mm) connecting rods, into the Generation II LT engine L99 263."
They could have been missed since there were so many variations.
https://www.hagerty.com/media/automotive-history/chevy-small-block-the-little-engine-that-did/
It came out for MY1985. I want to say (too lazy to check brochures; I know I have goofed on others, not here, for that, LOL), that at least at the start of the model year, the 3-speed automatic was standard in Monte Carlos with this engine, and also in the 305 4-barrel Monte Carlo.
Seems to me that this 4.3 engine would've been more nicely suited to the Monte than a 3.8 of either division. One thing I couldn't stand was the literally foot-long nameplate "4.3 FUEL INJECTION" that the cars had on them! LOL
One small thing that bugs me about Monte Carlos in late '85 and later--it's always small things that bug me, LOL--is I remember halfways through the '85 run where the glovebox round knob became flat back instead of chromed. I hate that (as discussed in an earlier thread!). I like the '86 and later semi-gloss black trim panels on the dash of the Monte, but if I had a midyear '85 or later, I would have to replace that flat black glovebox knob with a chromed one. How much could they have saved with that knob??
Edit - I think the 5 liter and the 305 are the same engine.
As for the 4.3/262 V6 in cars, I was too lazy to look it up in brochures, but the EPA website shows the V6 offering both the 3- and 4-speed automatics through 1987, although the 305 was 4-speed auto only. In the abbreviated '88 model year, they're showing only the 4-speed automatic, for both V6 and V8.
305 is 5L so that makes sense. I always thought it was a destroked 350.
2020 Acura RDX tech SH-AWD, 2023 Maverick hybrid Lariat luxury package.
I remember that most of the '76-77 Malibus and Monte Carlos, and '77-79 full-sizes, had 305's at our dealer. The 350 2-barrel was some ridiculously inexpensive option over the 305 in the '76-77 midsizes, something like $26, and seems like it would've absolutely been worth it.
I'm always amazed at how many '76 and '77 Chevelles and Monte Carlos I've seen for sale in the last maybe 20 years, where the ad says "350". I wonder how many are really 305's but in so many people's minds, a SBC means "350".
I shopped, and bought, a new Chevy in '85 and my memory is seeing the regular 305's with the 3-speed automatic. I actually put a deposit on an '85 SS and backed out of it. I do remember not liking how it shifted when I drove it.
I was familiar with two '84 Monte Carlos, both a firethorn-like metallic light maroon that I can't remember the actual name. One was a 305 4-barrel, my parents', and the other belonged to good friends who bought it when it was a year old. A 229. A woman sold it to them. In my memory she was moving and getting a company car. It was so loaded (cornering lights, PW and PDL, bucket seats and console, cassette, Landau-style vinyl top, wire wheel covers) it had had two window stickers when new. Both that V6 and my parents' cars had the 3-speed automatic. I remember my parents' car feeling really peppy, with a feathery-light touch on the gas pedal. The 229 was slow.
My friends later bought an '87 Monte Carlo SS Aeroback, in white with burgundy bucket seat interior. It was probably two years old. My favorite combo on those was black with gold pinstripe and decals and goldish cloth interior.
Mine: 1995 318ti Club Sport-2020 C43-1996 Speed Triple Challenge Cup Replica
Wife's: 2021 Sahara 4xe
Son's: 2018 330i xDrive
I reserved a place for a Bowling Green factory tour on Monday 4/22, at 7:15 am--first tour of the week. They discontinued factory tours a couple months ago but are having them all that week. $50 for factory tour and museum visit--a lot better than the $1,400 extra for those things and to have gotten a car delivered there!
I'm excited about it, and am planning my Graceland tour around it.
andre, re: your question about CA 305 2-barrel hp in '79, no idea. It was exhausting trying to stay on top of all the CA oddball requirements at that time.
"Flip flops?!".....:)
Mine: 1995 318ti Club Sport-2020 C43-1996 Speed Triple Challenge Cup Replica
Wife's: 2021 Sahara 4xe
Son's: 2018 330i xDrive
I'm sure a Mustang with a 302 would have no trouble. But, I think Ford dropped the 302 as an option for it in '80-81, leaving the 255 as the top choice. At first I was thinking the 2.3 turbo might, but in reading around, the 1981 McLaren Mustang, which was bumped up to 175 hp, was only good for 9.6, so I'm sure the regular ~140 hp turbo wouldn't have cut it. And I think they only made 10 McLarens.
To help boost EPA ratings, GM put some really tall axle ratios in cars with the bigger engines. The '81 Monte Carlo, with the 305, used a 2.29:1 axle. Once 4-speed overdrives were made available in the midsized cars, they tended to use slightly quicker axles, like a 2.41:1 or 2.56:1 most likely. Better, but still not exactly a screamer.
Oldsmobile really took those tall axle ratios to an extreme. In Cutlass Supreme coupes and sedans with the 307, and the 3-speed automatic, they used a 2.14:1 axle! I seem to recall MotorWeek testing a 1985, equipped this way, and they got 0-60 in a leisurely 13.0 seconds.
https://autohistorypreservationsociety.org/car-and-driver-july-1985/
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I did see there were some Oldsmobile magazine files on the site.
@ab348 - some folks seemed to think anything that could be copied was fair game, legal or not.