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Chevrolet - GM, GMPP, AND CHEVROLET BARE AND PARTIAL ENGINE BLOCKS | |
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All these aluminum and cast iron blocks are brand new with no core charge. If you just what to replace that cracked or worn out stock 350 block or build an engine up for track or strip, we have a block for you. We also have a number of partial engine blocks available. Key - gmblock |
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GM, GMPP, AND CHEVROLET BLOCK NAVIGATION | |
| GM, GMPP, And Chevrolet Block Index | GM Bare And Partial Engine Blocks |
| GM, GMPP, Chevrolet Block Parts |
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GM, GMPP, AND CHEVROLET BARE & PARTIAL ENGINE BLOCK LINKS AND PRICES | |
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Click on (Pic) or (Page) to see either a page or picture for the part. Use key gmblock in the Price & Parts Search to show prices of all GM blocks or just enter the part number for one part. There are no core charges on these blocks. |
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6 CYLINDER BLOCKS | |
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GM V6/60° ALUMINUM BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10051141 |
Bow Tie Aluminum Block. This heavy-duty aluminum block is 47 pounds lighter than a production
rear-wheel-drive cast iron block. It has extra-thick cylinder walls with dry nodular iron
sleeves. The head bolt bosses are reinforced to improve head gasket sealing. This block has
wider main bearing bulkheads than a production cylinder case; four-bolt caps are installed on
the two intermediate main bearings. These billet steel main caps have splayed outer bolts that
provide additional bearing support. The aluminum Bow Tie V6/60° block features a revised
lubrication system. The “priority main feed” oiling is similar to a Chevrolet small-block
V8, with three oil galleries above the camshaft; production V6/60° blocks have only two oil
galleries. Oil is routed directly to the main bearings in a Bow Tie block to ensure proper
lubrication at high rpm. The main bearing saddles are grooved to increase the flow of oil to
the crankshaft journals through additional feed holes drilled in the upper bearing inserts.
Block weight is 59 lbs. Technical Notes: Aluminum Bow Tie V6/60° engine blocks have rough-bored 89mm (3.504”) cylinders which can be safely over bored to 91mm (3.582”). Light alloy Bow Tie blocks have bosses for both front-wheel-drive and rear-wheel-drive engine mounts. The starter motor can be installed on either side of the block. The cylinder walls are non-siamesed, and the cylinder deck height is 8.820”. Cylinder bore range is 3.525-3.582”; crankshaft journal diameter is 2.65”; all sump type is wet. This block has a 2-piece crankshaft seal and a design maximum stroke of 3.20”. It is bossed for front or rear drive engine mounts. Intended for professional competition. |
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GM V6/60° CAST IRON BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10065456 |
Cast Iron Block (Rear Wheel Drive). This cast iron cylinder case is used in 1985-up
2.8-liter engines for rear-wheel-drive vehicles. It is a bare block with two-bolt
main bearing caps. Technical Notes: This block has 89mm (3.50”) cylinder bores and large 67mm main bearings. Block weight is 106 pounds. |
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GM V6/90° ALUMINUM BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10134351 |
This new and best-ever V6/90° aluminum block is improved to withstand the ever increasing power levels that
today's racing is imposing. This new design will accommodate 4.125” cylinder bores and 4.00” stroke
crankshafts. This offers the flexibility to build engines ranging from 3.0-liters (180 cid) to more
than 5.2-liters (320 cid). The block is designed for 2.65” diameter main
bearing inserts. The new block is cast from prime ingot A-356 aluminum and heat treated to T-6 specifications,
providing an ultimate strength of 37,500 psi. The deck surface is .620” thick and the front and rear bulkheads
are reinforced. The head bolt holes are blind-tapped to eliminate coolant leaks. The flared head bolt bosses
can be drilled to full depth for full HO turbo charged applications. New four-bolt main bearing caps were
designed for the block. They are machined from 4340 chrome-moly steel and their mating surfaces are precision
ground. The oil system has been upgraded to provide trouble-free lubrication at high rpm. It features V8-style
oiling with three oil galleries above the cam tunnel. There are no provisions for a mechanical fuel pump.
Eliminating the fuel pump boss significantly improves coolant flow. These blocks weigh 74 lbs. Technical Notes: This is a two piece style rear main seal. |
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| 10134371 |
This new and best-ever V6/90° aluminum block is improved to withstand the ever increasing power levels that
today’s racing is imposing. This new design will accommodate 4.125” cylinder bores and 4.00” stroke
crankshafts. This offers the flexibility to build engines ranging from 3.0-liters (180 cid) to more
than 5.2-liters (320 cid). The block is designed for standard 2.45” diameter (350 cid small-block) main
bearing inserts. The new block is cast from prime ingot A-356 aluminum and heat treated to T-6 specifications,
providing an ultimate strength of 37,500 psi. The deck surface is .620” thick and the front and rear bulkheads
are reinforced. The head bolt holes are blind-tapped to eliminate coolant leaks. The flared head bolt bosses
can be drilled to full depth for full HO turbo charged applications. New four-bolt main bearing caps were
designed for the block. They are machined from 4340 chrome-moly steel and their mating surfaces are precision
ground. The oil system has been upgraded to provide trouble-free lubrication at high rpm. It features V8-style
oiling with three oil galleries above the cam tunnel. There are no provisions for a mechanical fuel pump.
Eliminating the fuel pump boss significantly improves coolant flow. These blocks weigh 74 lbs. Technical Notes: This is a two piece style rear main seal. |
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| 14011069 |
Aluminum Bow Tie Block. An aluminum block is an essential ingredient for a lightweight V6. This 356-T6
cast aluminum block is recommended for road racing and other applications where engine weight is a
consideration. It is outfitted with centrifugally cast 4.00” diameter cylinder liners and billet steel
four-bolt intermediate main bearing caps. These heavy-duty caps have angled outer bolts that add to the
block’s bottom end strength. Technical Notes: Aluminum blocks are designed for crankshafts with 2.45” diameter main bearing journals. All production V6/90° engine components can be installed in aluminum Bow Tie blocks. Block weight is 70 lbs. |
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GM V6/90° CAST IRON BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10185051 | This cast iron bare block has been revised for year 2000. It is fully CNC machined from the 10134388 casting. It features siamesed cylinder bores, priority main oiling, cast nodular main caps, the three center mains are splayed 20 degrees on the outer bolts. It features 2” OD cam bearing at all four locations. Deck height is 9.025” and comes finished bored at 3.980”. Maximum recommended bore is 4.150”. The block now features wet sump oiling. | (Pic) |
| 10205294 |
This cast iron bare block is used in production 4.3-liter V6/90° engines. It has 4.00” cylinder bores
and two-bolt main bearing caps. The lifter valley is machined for roller or flat tappets, and the rear
main bearing uses a one-piece seal. This block has fuel pump boss. Technical Notes: This block has the same cylinder wall thickness as current production engines. It has two oil galleries and an open lifter valley; it cannot be converted to V8-style lubrication. Heavy-duty and pre-1986 production crankshafts designed for two-piece rear seals can be installed in this block with crankshaft seal adapter P/N 10051118. |
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| 25534333 | Cylinder Case (V6/90° CNC Machined). This “CNC Machined” V6/90° cast iron block was designed for sportsman racing. Same as block 1018551 except it has nodular iron main bearing caps with grade eight bolts. | (Pic) |
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SMALL-BLOCK V8 | |
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GM ALUMIMUN SMALL-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10185075 | V8 Wet Sump 350 Mains. Easily converted to dry sump. | (Page) |
| 24502495 | V8 Tall Deck (9.525”)(Bore to 4.160”). | (Page) |
| 10134400 | V8 Dry Sump 400 Mains. | (Page) |
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GM CAST IRON SMALL-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 10105123 | 350 86-89 4 Bolt Production. | (Page) |
| 10066034 | GM Goodwrench 350. | (Page) |
| 10185047 | 4 Bolt, Bow Tie. | (Page) |
| 10051181 | Small Bore, Bow Tie, 2 Bolt. | (Page) |
| 10051183 | Large Bore, Bow Tie, 2 Bolt. | (Page) |
| 10105123 | 10105123 350ci Bare Block This engine block is used in 1986-99 Gen I heavy-duty applications. It has 4.00" diameter cylinder bores and four-bolt main bearing caps. This block is machined for a one-piece rear crankshaft seal. (Does not include rear seal or adaptor.) These blocks weigh 181lbs. Technical Notes: Cylinder wall thickness is the same as current production engines. The lifter valley is machined for hydraulic roller and flat tappets. Crankshafts with two-piece seals can be installed with adapter P/N 10051118. (Block casting P/N 10243880 or 14093638.) |
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| 24502501 | Small Bore, Bow Tie, CNC, Splayed Cap. | (Page) |
| 24502503 | Large Bore, Bow Tie, CNC, Splayed Cap. | (Page) |
| 24502525 | Large Bore, Bow Tie, CNC, Splayed Cap, 9.150” Deck. | (Page) |
| 24502650 | Large Bore, Bow Tie, CNC, Splayed Cap, 8.200” Deck. | (Page) |
| 24502600 | Large Bore, Bow Tie, CNC, Splayed Cap, (SB2/SB2.2). | (Page) |
| 12480045 | “CNC” Block, 350 NASCAR Bush Series “327” Crank. | (Page) |
| 12480046 | “CNC” Block, 350 NASCAR Bush Series “2.64” Crank. | (Page) |
| 12480047 | CNC Block, Bow Tie, Sportsman “350 Main Size”. Finished bored at 3.980”, 2-piece rear main seal. | (Page) |
| 12480049 | CNC Block, Bow Tie, Sportsman “400 Main Size”. Finished bored at 3.980”, 2-piece rear main seal. | (Page) |
| 22551657 | Rocket Block, Tall Deck, Dry Sump. (Discontinued) | (Page) |
| 22551659 | Rocket Block, Tall Deck, Dry Sump. (Discontinued) | (Page) |
| 22551788 | Rocket Block, STD Deck, Wet Sump. | (Page) |
| 22551790 | Rocket Block, Tall Deck, Wet Sump. (Discontinued) | (Page) |
| 10066098 |
305ci Bare Block. Production cast iron. This production cast iron cylinder case has 3.74” diameter cylinder bores and two-bolt main bearing caps. It uses a one-piece rear crankshaft seal. 1986 and newer. Technical Notes: This block’s cylinder walls are the same thickness as current production engines. It’s lifter valley is machined for hydraulic roller and flat tappets. Crankshafts with two-piece seals can be installed with adapter P/N 10051118. |
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| 12480157 |
Bow Tie, Sportsman “350 Main Size”. This iron block is fully CNC machined from the H-D 10051184 casting. It has siamesed cylinder walls, cast nodular caps, four bolts on all five main caps; the outer bolts on the three center main caps are splayed 20 degrees. Grade 8 bolts secure the caps. It features priority main oiling and 9.025” deck height. The blocks come finished bored at 4.117” and the maximum recommended bore is 4.150”. This block features a two-piece rear main seal; “350” main size (2.45”). It features lifter bore heights (.842”), same as P/N 24502503. Technical Notes: It may be necessary to clearance top of lifter bores with some roller lifters. The block requires 2” O.D. cam bearings at all five locations (P/N 12370843 set). |
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| 12480174 |
Bow Tie Sportsman “350 Main Size” This iron block is fully CNC machined from the H-D 10051184 casting. It has siamesed cylinder walls, cast nodular caps, four bolts on all five main caps; the outer bolts on the three center main caps are splayed 20 degrees. Grade 8 bolts secure the caps. It features priority main oiling and 9.025” deck height. The blocks come finished bored at 3.980” and the maximum recommended bore is 4.150”. This block features a one-piece rear main seal; “350” main size (2.45”). It features lifter bore heights (.842”), same as P/N 24502503. Technical Notes: It may be necessary to clearance top of lifter bores with some roller lifters. The block requires 2” O.D. cam bearings at all five locations (P/N 12370843 set). Same as P/N 12480047 except it is a one-piece rear seal design. This block includes rear seal adapter and components. Main bearing torque specifications for all Bow-Tie blocks are 65 lbs. inner bolts, 60 lbs. outer bolts and 40 lbs. on 3/8” front bolts with light oil. |
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| 12480175 |
Bow-Tie Sportsman “350 Main Size” This iron block is fully CNC machined from the H-D 10051184 casting. It has siamesed cylinder walls, cast nodular caps, four bolts on all five main caps; the outer bolts on the three center main caps are splayed 20 degrees. Grade 8 bolts secure the caps. It features priority main oiling and 9.025” deck height. The blocks come finished bored at 4.117” and the maximum recommended bore is 4.150”. This block features a one-piece rear main seal; “350” main size (2.45”). It features lifter bore heights (.842”), same as P/N 24502503. Technical Notes: It may be necessary to clearance top of lifter bores with some roller lifters. The block requires 2” O.D. cam bearings at all five locations (P/N 12370843 set). Same as P/N 12480157 except it is a one-piece rear seal design. This block includes rear seal adapter and components. Main bearing torque specifications for all Bow-Tie blocks are 65 lbs. inner bolts, 60 lbs. outer bolts and 40 lbs. on 3/8” front bolts with light oil. |
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| 12480159 |
Bow Tie, Sportsman “400 Main Size”. This iron block is fully CNC machined from the H-D 10051184 casting. It has siamesed cylinder walls, cast nodular caps, four bolts on all five main caps; the outer bolts on the three center main caps are splayed 20 degrees. Grade 8 bolts secure the caps. It features priority main oiling and 9.025” deck height. The blocks come finished bored at 4.117” and the maximum recommended bore is 4.155”. This block features a two-piece rear main seal; “400” main size (2.65”). It features lifter bore heights (.842”), same as P/N 24502503. Technical Notes: It may be necessary to clearance top of lifter bores with some roller lifters. The block requires 2” O.D. cam bearings at all five locations (P/N 12370843 set). |
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| 12480050 |
Medium Deck Height Truck Racing Block. This medium deck height iron block was designed for “Truck Pro Stock Racing” with the following features: Technical Notes: 8.700” deck height that can be machined to 8.500”. Has standard Chevrolet bell housing bolt pattern. Delivered with 3.900” cylinder bore and can be bored to 4.190”. Uses jesel style timing belt system (4.953 cam to crank). Has no lifter holes or cylinder head bolt 2.300 main bearing diameter and 2.250” cam bearing. All other diameters are same as block P/N 24502650. |
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| 88962516 |
383ci Stroker, after machining. Used for the 383ci partial engine block. [Old P/N 88959106] This bare block is the same as the 350ci Bare Block P/N 10105023 except the pan rails have been machined so the 3.80" crankshaft clears the block. It has 4.00" diameter cylinder bores and four-bolt main bearing caps. This block is machined for a 1-piece rear crankshaft seal. (Does not include rear seal or adapter.) These blocks weight 181 lbs. Technical Notes: Cylinder wall thickness is the same as current production engines. The lifter valley is machined for hydraulic roller and flat tappets. Crankshafts with 2-piece seals can be installed with adapter P/N 10051118. Main bearing torque specifications for all Bow Tie blocks are 65 lbs. inner bolts, 60 lbs. outer bolts, and 40 lbs. on 3/8” front bolts with light oil. Block castings are P/N 10243880 and 14093638. |
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GM ALUMINUM “GEN 3” LS1-LS6-LQ4 SMALL-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 12480030 | “Gen 3” V8 (LS1) for all 1997 and later Corvettes, and 1998 and later Camaros. | (Page) |
| 12561166 |
Aluminum LS1 or LS6 Corvette Bare Block. This aluminum block is used on the 2001 LS6 Corvette. Technical Notes: Use with casting P/N 12561168. |
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GM SMALL-BLOCK PARTIAL ENGINE BLOCKS | |
| Part# | Description | Link |
| 12561723 | ZZ4 350 Partial Engine Block. This is the replacement partial engine for all ZZZ through ZZ4 series crate engines. This partial has the LT1 design pistons and connecting rods. It also includes crankshaft and bearings, Does not include camshaft, timing chain, sprockets, front cover, oil pump, oil pan, balancer, or flex plate. | (Page) |
| 12498332 | HT383 383ci Partial Engine Block. New Goodwrench 383 Partial engine. Includes flywheel, damper, oil dipstick, oil pan, oil filter, oil pump, and information sheet. This partial engine block is used by GM as the foundation of their HT 383 and Chevrolet uses it as the foundation for our ZZ450. The partial engine does not include camshaft, lifters, timing chain or cam sprocket. The oil pan is loosely assembled on the block. So it can be disassembled without destroying the pan gasket. | (Page) |
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BIG-BLOCK V8 | |
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GM ALUMINUM BIG-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 12370850 | ZL1, Yes it's back! | (Page) |
| 22536161 |
OLDSMOBILE ALUMINUM DRCE ENGINE BLOCK This lightweight version of the Oldsmobile DRCE block incorporates many of the features of its cast iron counterpart. It is manufactured from 356-T6 aluminum by Keith Black Racing Engines. The aluminum DRCE block accepts all big-block Chevrolet V8 internal components (crankshaft, rods, camshaft, etc.). The head bolt pattern is designed specifically for Oldsmobile DRCE cylinder heads. The aluminum block’s crankcase extends below the crankshaft centerline. This “Y-block” design accommodates cross-bolted ductile steel main bearing caps on the three intermediate main bearings. The ductile iron cylinder barrels are relieved and the camshaft bore repositioned .250” upward to provide clearance for a long-stroke crankshaft. The block’s 1/2” diameter cylinder head studs extend to the bottom of the cylinder bores. The aluminum DRCE block has provisions for an internal oil pump. A short-deck aluminum block weighs 157 pounds. Technical Notes: Aluminum DRCE blocks are available with 9.925”, 10.50”, and 10.70” deck heights. Two cylinder bore sizes are offered; 4.250” and 4.50”. Cylinder walls are finished with either 280 grit or 400 grit honing stones. All orders for aluminum DRCE engine blocks must be specify the desired block height, cylinder bore, and cylinder wall finish. This block is to be ordered direct from the manufacturer at (562) 869-1518 or FAX (562) 869-2544. |
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GM CAST IRON BIG-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 12550307 | Gen 6, 427/454 Bare Block [New P/N 12561353] | -- |
| 12561353 | Gen 6, 427/454 Bare Block [Old P/N 12550307] | (Page) |
| 10237292 | Gen 6, 502 | (Page) |
| 12370834 | Mark IV, Tall Deck Bow Tie, with 4.495” Bore (Discontinued and no longer available.) | -- |
| 10185049 | Gen V, Short Deck Bow Tie (Discontinued and no longer available.) | (Page) |
| 10134367 | Gen V, Tall Deck Bow Tie (Discontinued and no longer available.) | (Page) |
| 24502500 | CNC, Short Deck Bow Tie, Splayed Caps | (Page) |
| 24502502 | CNC, Tall Deck Bow Tie, Splayed Caps | (Page) |
| 24502572 |
DRCE“2”, Pro Stock Block This GM performance parts/DRCE 2 Bare Block is a redesigned Old’s DRCE. This block was designed for competition in 500ci Pro Stock Drag Racing or similar type usage. Use with cylinder heads P/N 24502585 or P/N 12480010 only. The main differences between the Old’s DRCE and these semi-finished GMPP “2” blocks are the camshaft has raised to 5.750”, the deck height is a 9.300” and can be reduced to approximately 9.000”, the distributor hole is moved rearward on the block, and the overall weight has been reduced approximately 11 pounds. The cylinder bore centerline spacing has been increased from 4.840” to 4.900”, the maximum legal bore spacing for NHRA Pro Stock competition. With the new bore spacing of 4.900” it will allow the use of big bore with short stroke piston and crank shaft combinations to enhance performance. The increase in cylinder bore spacing reduces valve shrouding and permits the use of larger valves to improve air flow. The semi finished cylinder is bored to 4.500” dia. maximum recommended bore dia is 4.700”. New elliptical siamese cylinder barrels maximize wall thickness on the major and minor thrust axes. This allows lighter weight piston and rod combinations and improve carburetor, manifold port alignment with pro stock type induction systems. This block’s cam tunnel will accommodate a 2.166” cam bearing. Other improvements are No. 2 and No. 4 main bearing bulkheads are relocated .060” to distribute crankshaft loads easily. The lifter bosses has been replaced with solid bar, and the lifter holes are not drilled to allow engine builders to position them for there own valve train geometry. The head bolt holes are not drilled, so the engine builder can accommodate Pontiac S/D, Oldsmobile DRCE, or Chevrolet bolt patterns. The rear flange has a hybrid patter that accommodates Oldsmobile, Pontiac, or Chevrolet bellhousing. They use new four-bolt 8620 steel main bearing caps with splayed outer bolts to improve main bearing bulkhead durability and resist bearing bore distortion under high load. The oil pan rails have been spread .400 per side to provide room for longer stroke crankshafts. The starter motor can be mounted on either side of the GMPP/DRCE Block. Technical Notes: This high-strength iron block has brinell hardness of 210 to 230 and requires a camshaft with distributor gear behind the rear bearing. The balance of parts to complete this engine are Chevrolet Big Block (water pumps, crank, cam, balancers, flywheel, and manifolds). This block is cast with the GM Performance Parts logo on it. |
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GM CAST IRON “GEN 3” TRUCK BIG-BLOCK BARE ENGINE BLOCKS | |
| Part# | Description | Link |
| 12551366 |
“Gen 3” 6.0L Bare Production Block. For 1998-2001 pickup trucks. Technical Notes: Use with casting P/N 12561168. |
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GM BIG-BLOCK PARTIAL ENGINE BLOCKS | |
| Part# | Description | Link |
| 12498778 | Gen 6, 454 Partial Engine Block | (Page) |
| 12568782 | Gen 6, 502 Partial Engine Block, with 502/502 Roller Cam [Old P/N 24502619] | (Page) |
| 12499190 | Gen 6, 572/620 Short-Block, Tall Deck Bow Tie | (Page) |
| 12568782 | Gen 6, 572/720R Short-Block, Tall Deck Bow Tie | (Page) |
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