A decade younger than the small-block, the massive GM 7.4-liter (454-cubic-inch) big-block V-8 gets revisions for '96 to produce 290 horsepower and even more torque in Chevrolet and GMC trucks. Now available only in three-quarter-ton and larger trucks, this big-block's prototype was the "Mystery Motor" Chevrolet that appeared in early-'60s NASCAR stock-car competition. It finally made it to production during '65 at 396 cubic inches and 375 gross horsepower, instantly making the '65 Malibu SS Z16 a legend. Through the musclecar period it powered everything from the awesome '69 Camaro ZL-1 (in all-aluminum form) to Corvettes, and in the spectacular '70 Chevelle 454 SS LS-6 it produced 450 horsepower.
Despite its racing and musclecar glory, the natural home for the big-block V-8 is in trucks. In the 2500-Series, three-quarter-ton Chevrolet and GMC Suburbans, the ability to tow 10,000 pounds and carry up to nine passengers makes them one of the most uniquely talented vehicles ever. So capable is the Suburban, that you can forgive a bit of arrogance on the part of its owners; they approach the world knowing that whatever challenges may stop mere mortal vehicles, the big-block sport/utility will drive right over.
Even though 10 is a unique number of cylinders, the general layout of Chrysler's 8.0-liter V-10s is very close to that of its V-8s. A bunch of pushrods still actuate two valves per cylinder, and some basic dimensions are shared with the corporation's 5.2- and 5.8-liter V-8 family. One V-10 advantage is emissions. As the size of a cylinder rises, combustion efficiency falls; by adding two cylinders to its V-8 architecture, Chrysler achieved the displacement necessary for great mounds of low-end torque while simultaneously fostering more-complete combustion for fewer emissions. The cast-iron V-10 in the Dodge Ram pickup idles with the promise of 450 pound-feet of torque, ready to pull Manhattan Island across New Jersey and Pennsylvania for implantation into Lake Erie. Meanwhile, the Lamborghini-engineered aluminum version of the same engine in the Viper now produces one pound-foot of torque for each its 488 cubic inches; to fully appreciate this feat, just remember that's 88 pound-feet more than the planet-slaying '96 Porsche 911 Turbo, at 900 fewer rpm.
The two Dodge V-10s produce two distinct athletic personalities. In the Ram, it's like having 10 Al Oerters underhood, ready to throw that discus for another Olympic gold medal. In the Viper, it's as if a cadre of Ken Norton Jrs. are eagerly awaiting the moment they can rocket through the Dallas Cowboys offensive line with enough velocity to decapitate Troy Aikman. It's the difference between the absolute grunt of a locomotive, and the explosive power of shaped-charge munitions.
The OHV V-8s and V-10s are brilliant developments of a glorious American past. The DOHC 32-valve Cadillac and Ford 4.6-liter V-8s are the harbingers of an even better future. What separates them from the old guard is efficiency; no matter how much they try, or what tricks are applied to them, the old two-valve-per-cylinder engines just can't breathe like their four-valve successors.
In both the Lincoln Mark VIII LSC and Cadillac DeVille Concours, the engines cruise in near-silent operation, with just a hint of the power available. But stand on the gas, and each awakens with a heady roar uncharacteristic of the land yachts of yore. Make no mistake, the Cadillac Northstar and Lincoln InTech have resulted in the best-accelerating, most capable luxury cars ever built by Americans.
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