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Small Block Chevrolet Engine Gaskets
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On many intake manifolds
made in the sixties, a heat
riser channel is cut across the
carb mounting deck. These
two gaskets were used
together to seal the carb to
this type of intake.
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A few new areas should concern folks who are rebuilding smallblock Chevys. First, you must
determine whether you are building a motor using the familiar two-piece rear main oil seal or with the
new style one-piece rear main seal that was first introduced in Gen. I blocks in 1986. Adapters are
available, both from GM and aftermarket suppliers, that will allow you to use a one-piece rear main
seal style block with an earlier two-piece seal crank.
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Intake Manifold Gaskets
The second area of concern is the intake manifold gaskets. There are now five different production
intake manifold gasket types, which one you use depends on whether you are building a Gen. I, Gen.
II LT1, Gen. II LT4, Gen. III LS1 or a Vortec smallblock. The intake manifold bolt angles, the bolt
spacing and position in the cylinder heads and intake manifolds, and some production port positions
have been altered from what you may have been familiar with. Coolant crossover passages have
been moved or in some motors eliminated. These intake manifold/head bolt hole changes began with
the 1987 models. Intake manifold gaskets of interest include:
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(PN-10147994) fits all Gen. I 262 to 400 smallblocks with standard port locations and sizes. This
gasket will not work with 1996 or later Vortec heads or intake manifolds. Do not use this intake
manifold gasket on Gen. II motors. This gasket has a heat riser passage. Use (PN-3957986) if you
want a Gen. I production gasket without a heat riser passage. Using an intake manifold gasket with a
blocked heat riser passage can help keep the temperatures in the intake manifold cooler, however,
blocking the heat riser passage will make cold morning starts more difficult.
(PN-12529094) is for ’96 and later Vortec 305 and 350 engines, which have revised coolant holes
and only four intake manifold bolt holes per side.
(PN-12524653) is for Gen. II 350 LT1 heads. There is no coolant passage in the gasket because
these are reverse flow heads. The manifold bolt holes have also been relocated.
(PN-12528884) is made for Gen. II 350 LT4 raised intake port heads. There is no coolant passage in
the gasket because these are reverse flow heads. The manifold bolt holes have also been relocated.
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LT5 intake gaskets are not serviced by GM.
Gen. III 350 LS1 intake manifolds use a unique individual gasket that fits around each intake port in
the composite manifold and seals it to the head ports.
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(PN-10148096) is for use with the ZZ3 crate motor Corvette 58cc aluminum heads (PN-10185087).
(PN-10185042) is used with the two types of splayed valve aluminum Bowtie heads: (PN-10185040),
first design; or (PN-24502517), second design.
Intake manifold gasket (PN-10185007) is used with 18-degree, high-port Bowtie heads
(PN-10134363), (PN-10134364) (PN-24502482), (PN-24502580) and (PN-24502582). This gasket is
not recommended for the 18-degree, low-port Bowtie head (PN-10134352).
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Aftermarket gasket makers also can supply intake manifold gaskets with larger port openings for
racers who are using heads with large port opening dimensions. Be sensible here. Don’t buy the
largest intake port gasket you can get, thinking that if you open the port opening to the gasket size,
you’ll improve the performance of the motor. If you are building a street motor, the only thing you
need to remember is to make sure that the intake manifold port opening and head port opening match
and that there is no ledge formed by the gasket or the head to impede flow. If you are building a race
motor and you have substantially improved the flow in the port runners and increased the size of the
head port opening, then think about increasing the gasket size opening to match the port sizes.
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Carb Gaskets
Over four decades of smallblock production, a number of different carburetors have been used, and
all these carburetors used different style gaskets between the carb base and the top surface of the
intake manifold.
Heat riser passages were built into some intake manifolds to feed warm air to the base of the carb to
warm it up when first started on cold mornings. The carb gaskets must match the heat riser passages
in these manifolds. You can check the intake manifold casting date to help determine which
carburetor and carb gasket are correct for your application. The intake may require the use of a
Rochester two-barrel, Carter WCFB or AFB, Rochester Four Jet, Rochester QuadraJet or Holley four-
barrel. One of the more common misapplications I have seen is the use of a later-style QuadraJet
carb gasket on a 1969 or earlier QuadraJet intake, which have cast-in heat riser passages and a
channel that runs across the front side of the carb mounting surface. This channel requires a
particular carb gasket to seal it. If a later-style QuadraJet gasket is used on the ’69 and earlier
intakes, the result is an air leak, because the later gasket doesn’t seal the intake surface and the heat
riser channel completely.
GM makes two types of carb heat shields that fit between the intake manifold and the base of the carb
and incorporate a carb gasket into the heat shield. (PN-3969835) fits Holley square flange four-
barrels and (PN-3969837) fits Rochester QuadraJet spreadbore carbs on 1970 and later intakes.
These heat shields can reduce heat absorption by carb fuel bowls and can cure some fuel percolation
problems.
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The newer style carb gaskets,
introduced in 1970, will not seal
pre-1970 intake manifolds that have
the heat riser channel in the carb pad.
The arrow points to area that must be
covered on pre-1970 intakes with the
heat riser channel.
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Head Gaskets
Most production engines that have cast-iron heads were built using factory steel shim head gaskets.
Engines with aluminum heads always received a composition-style head gasket. Composition head
gaskets can be used with iron heads, but never use a steel shim gasket with aluminum heads.
Head gaskets are made in various compressed thicknesses and bore sizes. Altering the thickness of
the gasket affects the measured static compression ratio of the motor. It will also affect the clearance
between the open valves and pistons and between the piston deck and the head deck. You need a
minimum of .035" to .040" clearance between the piston deck and the head quench area deck with
steel rods. When using aluminum rods, your motor may need more piston-deck-to-head-deck
clearance to accommodate aluminum rod stretch.
Steel shim or copper gaskets must be coated with a head gasket sealer before installation.
Some gaskets do not require hot retorquing. However, it is not a bad idea to do a hot retorquing on
any head gasket. Follow the recommended head bolt torquing sequence and torque to the proper
amounts.
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(PN-3830711) is a production steel shim gasket for 4" bore Gen. I motors. It is .026" thick when
compressed and should only be used with cast-iron cylinder heads.
(PN-10105115) is a composition gasket for small bore motors (less than 4.00"). This gasket was used
on the 305 HO motor.
(PN-10105117) is a composition head gasket with stainless steel surfaces. This gasket is used on 4"
bore Gen. I motors and has a .028" compressed thickness. It can be used with cast-iron or aluminum
heads and is recommended for marine engine use.
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(PN-10168457) fits 1992 to ’96 Gen. II LT1 aluminum heads. The “457” is .050" thick.
(PN-12553160) gasket fits iron-headed Gen. II LT1s, which are found on Impala SSs and Caprices.
The “160” compresses to .030".
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Previous | Next
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This has been a sample page from
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Chevrolet Small Block
Parts Interchange Manual
by Ed Staffel
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Beginning with the earliest small block and carrying through the
very latest "Gen III" models, CHEVROLET SMALL BLOCK PARTS
INTERCHANGE MANUAL provides complete factory parts
interchange information, allowing the hot rodder to custom-build
his own high performance version of the famous Chevy "Mouse"
motor from off-the-shelf parts. Includes factory numbers, casting
marks, production histories, suppliers, component performance
capabilities, etc.
Temporarily Out of Stock - More On their way!
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This is a great book and one that any
enthusiast will love!
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View Sample Pages
1) Engine Blocks
2) Crankshafts
3) Oil & Lubrication System
4) Timing Chains & Covers
5) Cylinder Heads
6) Intake Manifolds
7) Ignition Systems
8) Gaskets
9) Exhaust Manifolds
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Condition: NEW
Softbound
8.5 x 11-inches
144 Pages
300 B/W Photos
Item: SA55P
Price: $22.95
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Click here to buy now!
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Rebuilding the Small Block Chevy Videobook
Rebuilding the Small-Block Chevy is a step-by-step book
and DVD combination that shows you how to build a
street or racing small-block Chevy in your own garage.
The book includes more than 650 photos and
easy-to-read text that explains every procedure a
professional builder uses to assemble an engine. The
DVD includes over two hours showing in detail all the
procedures that the book describes.
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Price:
$ 36.95
In Stock |
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Payment, Shipping & Sales Tax: Iowa residents must pay 7% sales tax. Items usually ship
within one business day of receipt of payment! Standard shipping is a flat rate of $5.95 to
anywhere in the United States with USPS Media Mail. Priority Mail shipping is available for an
additional $3.00, or $8.95 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add $1.95 for each additional item. For
purchases of 3 or more items shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada with USPS Priority Mail
International for $25.95, and to most locations in Europe, Australia, Asia, Japan and South
America for $35.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN POLICY
within 30 days of purchase.
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