A full decade after Britain's 1904 Rolls-Royce Legalimit, Cadillac produced the first American V8 engine, the 1914 L-Head. It was a complicated hand-built unit with cast iron paired closed-head cylinders bolted to an aluminum crankcase, and it used a flat-plane crankshaft. Peerless followed, introducing a V8 licensed from amusement park manufacturer, Herschell-Spillman, the next year. Chevrolet produced a crude overhead valve V8 in 1917, in which the valve gear was completely exposed. It only lasted through 1918 and Chevrolet would not produce another V8 until the introduction of the small block in 1955.
Cadillac and Peerless were one year apart again (1923 and 1924, respectively) with the introduction of the cross-plane crankshaft. Lincoln also had V8 cars in those years, as did Ferro, Northway (supplier to Cadillac), Cole (Indianapolis, and Jackson, Mississippi), Perkins (Detroit), Murray, Vernon, and Yale.Oakland, a division of GM, introduced an 85 hp (63 kW) 250 cu in (4.1 L) V8 with a 180° crankshaft in 1930–1931. In 1932, the Oakland marque was discontinued and the V8 was used in its companion marque, Pontiac, for one year. Pontiac dropped the V8 engine in 1933 and replaced it with its smoother running Silver-Streak straight eight.
Ford was the first company to use V8s en masse. Instead of going to an inline six like its competitors when something larger than an inline four was needed, Ford designed a modern V8, the Flathead of 1932. This flat head engine powered almost all larger Ford cars through the 1953 production year, and was produced until around 1970 by Ford licensees around the world, with the valve-in-block engine powering mostly commercial vehicles.
After World War II, the strong demand for larger status-symbol cars made the common straight-6 less marketable. Straight-8 engines have problems with crankshaft whip and require a longer engine bay. In the new wider body styles, a V8 would fit in the same space as a straight-6. Manufacturers could simplify production and offer the bigger engines as optional upgrades to base models.
In 1949, General Motors (GM) responded to Ford's V8 success by introducing the Oldsmobile Rocket and Cadillac OHV. Chrysler introduced their FirePower 331 cu in (5.4 L) hemi-head V8 in 1951. That year Studebaker introduced its V8. Buick followed in 1953, while Packard and GM's Chevrolet and Pontiac introduced V8s of their own in 1955. American Motors initially purchased V8 engines from Packard, but developed its own lower-weight, 600 lb (272 kg), design in 1956.
A full history of each manufacturer's engines is outside of the scope in this article, but engine sizes on full-size cars grew throughout the 1950s, 1960s, and into the early-to-mid-1970s. The increasing size of full-size cars meant smaller models of car were introduced and became more popular, with the result, by the 1960s, Chrysler, Buick, Ford, and Chevrolet had two V8 model ranges.
The larger engines, known as big-block V8s, were used in the full-size cars. Big-blocks generally had displacements in excess of 360 cu in (5.9 L), but in stock form are often not all that efficient. Big-block displacement reached its zenith with the 1970 Cadillac Eldorado's 500 cu in (8.2 L) 500. Once the 1970s oil crisis and pollution regulations hit, big-block V8s did not last too much longer in cars; luxury cars lasted the longest, but by 1977 or so they were gone. In trucks and other larger vehicles, big-block V8s continue to be used today, though some manufacturers have replaced them with small-block-based V10s or more efficient Diesels. Big-block V8s are used in racing and such engines are available from independent engine builders. Some applications produce 2,000 hp (1,491 kW) from volumes exceeding 800 cu in (13.1 L).
Smaller engines, known as small-block V8s, were fitted in the mid-size car ranges and generally displaced between 270 cu in (4.4 L) and 360 cu in (5.9 L), though some grew as large as Ford's 408 cu in (6.7 L) 400 Cleveland. There is overlap between big-block and small-block ranges, and a factory engine between 6.0 and 6.6 L (366 and 403 cu in) could belong to either class. Engines like this (much evolved) are still in production.
During the 1950s, 1960s and, 1970s, every GM division had their own engines, whose merits varied. This enabled each division to have its own unique engine character, but made for much duplication of effort. Most, like the comparatively tiny Buick 215 and familiar Chevrolet 350, were confusingly shared across many divisions. Ford and Chrysler had fewer divisions, and quickly abandoned these division-specific engines in favor of a few shared designs. Realizing that shared designs were more cost efficient, GM also began to eliminate division-specific engines in the late 1970s, but still has never gone to a single V8 design. Today, there are fewer than a dozen different American V8 engines in production.
Lately, Chrysler and GM have designed larger displacement V8s out of existing modern small-block V8s for use in performance vehicles, such as Chrysler's 6.1 L (372.2 cu in) and 6.4 L (390.6 cu in) Hemis, and the LS7 7.0 L (427.2 cu in) version of GM's LS engines.
Today Professional Racing V8s are still very common with American cars. Track cars commonly use naturally aspirated, turbocharged or supercharged engines around 4–7 L (240–430 cu in) in size. Pro-stock and Superstock drag racing engines usually use big-block (400–600 cu in (6.6–9.8 L)) Chevrolet or Ford Boss engines, some upwards of 800 cu in (13.1 L), and one 1,005 cu in (16.5 L) General Motors engine engineered by Sonny Racing which can rev to 8,000 RPM. Top Fuel/Funny cars generally uses aluminum-coversion Chrysler Hemi engines, which production stopped in December 2010. Superchargers for the engines are based on old GM 2-stroke superchargers. There is also a Ford 500 cu in (8.2 L) Boss Top Fuel/Funny car engine.
A Supercharged custom V8 engine
Note: these dates are for calendar years, not U.S. style model years.
Cadillac and Peerless were one year apart again (1923 and 1924, respectively) with the introduction of the cross-plane crankshaft. Lincoln also had V8 cars in those years, as did Ferro, Northway (supplier to Cadillac), Cole (Indianapolis, and Jackson, Mississippi), Perkins (Detroit), Murray, Vernon, and Yale.Oakland, a division of GM, introduced an 85 hp (63 kW) 250 cu in (4.1 L) V8 with a 180° crankshaft in 1930–1931. In 1932, the Oakland marque was discontinued and the V8 was used in its companion marque, Pontiac, for one year. Pontiac dropped the V8 engine in 1933 and replaced it with its smoother running Silver-Streak straight eight.
Ford was the first company to use V8s en masse. Instead of going to an inline six like its competitors when something larger than an inline four was needed, Ford designed a modern V8, the Flathead of 1932. This flat head engine powered almost all larger Ford cars through the 1953 production year, and was produced until around 1970 by Ford licensees around the world, with the valve-in-block engine powering mostly commercial vehicles.
After World War II, the strong demand for larger status-symbol cars made the common straight-6 less marketable. Straight-8 engines have problems with crankshaft whip and require a longer engine bay. In the new wider body styles, a V8 would fit in the same space as a straight-6. Manufacturers could simplify production and offer the bigger engines as optional upgrades to base models.
In 1949, General Motors (GM) responded to Ford's V8 success by introducing the Oldsmobile Rocket and Cadillac OHV. Chrysler introduced their FirePower 331 cu in (5.4 L) hemi-head V8 in 1951. That year Studebaker introduced its V8. Buick followed in 1953, while Packard and GM's Chevrolet and Pontiac introduced V8s of their own in 1955. American Motors initially purchased V8 engines from Packard, but developed its own lower-weight, 600 lb (272 kg), design in 1956.
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The larger engines, known as big-block V8s, were used in the full-size cars. Big-blocks generally had displacements in excess of 360 cu in (5.9 L), but in stock form are often not all that efficient. Big-block displacement reached its zenith with the 1970 Cadillac Eldorado's 500 cu in (8.2 L) 500. Once the 1970s oil crisis and pollution regulations hit, big-block V8s did not last too much longer in cars; luxury cars lasted the longest, but by 1977 or so they were gone. In trucks and other larger vehicles, big-block V8s continue to be used today, though some manufacturers have replaced them with small-block-based V10s or more efficient Diesels. Big-block V8s are used in racing and such engines are available from independent engine builders. Some applications produce 2,000 hp (1,491 kW) from volumes exceeding 800 cu in (13.1 L).
Smaller engines, known as small-block V8s, were fitted in the mid-size car ranges and generally displaced between 270 cu in (4.4 L) and 360 cu in (5.9 L), though some grew as large as Ford's 408 cu in (6.7 L) 400 Cleveland. There is overlap between big-block and small-block ranges, and a factory engine between 6.0 and 6.6 L (366 and 403 cu in) could belong to either class. Engines like this (much evolved) are still in production.
During the 1950s, 1960s and, 1970s, every GM division had their own engines, whose merits varied. This enabled each division to have its own unique engine character, but made for much duplication of effort. Most, like the comparatively tiny Buick 215 and familiar Chevrolet 350, were confusingly shared across many divisions. Ford and Chrysler had fewer divisions, and quickly abandoned these division-specific engines in favor of a few shared designs. Realizing that shared designs were more cost efficient, GM also began to eliminate division-specific engines in the late 1970s, but still has never gone to a single V8 design. Today, there are fewer than a dozen different American V8 engines in production.
Lately, Chrysler and GM have designed larger displacement V8s out of existing modern small-block V8s for use in performance vehicles, such as Chrysler's 6.1 L (372.2 cu in) and 6.4 L (390.6 cu in) Hemis, and the LS7 7.0 L (427.2 cu in) version of GM's LS engines.
Today Professional Racing V8s are still very common with American cars. Track cars commonly use naturally aspirated, turbocharged or supercharged engines around 4–7 L (240–430 cu in) in size. Pro-stock and Superstock drag racing engines usually use big-block (400–600 cu in (6.6–9.8 L)) Chevrolet or Ford Boss engines, some upwards of 800 cu in (13.1 L), and one 1,005 cu in (16.5 L) General Motors engine engineered by Sonny Racing which can rev to 8,000 RPM. Top Fuel/Funny cars generally uses aluminum-coversion Chrysler Hemi engines, which production stopped in December 2010. Superchargers for the engines are based on old GM 2-stroke superchargers. There is also a Ford 500 cu in (8.2 L) Boss Top Fuel/Funny car engine.
American V8s (by manufacturer and year)
- American Motors (AMC)
- 1956–1966 GEN-1 Nash/Hudson/Rambler V8
- 1966–1991 GEN-2 AMC and Jeep V8
- Ford
- 1920–1932 Lincoln Liberty
- 1932–1953 Flathead V8
- 1954–1962 Y-block V8
- 1958–1967 MEL V8
- 1958–1976 FE V8
- 1958–1982 Super Duty engine
- 1962–2001 Windsor V8
- 1966–present Cosworth DFV
- 1968–1997 385 V8
- 1970–1982 335/Cleveland V8
- 1991–present Modular V8/Triton V8
- 1996–present Jaguar AJ-V8
- 1996–1999 Yamaha V8
- 2004–present AJD-V8
- 2009–present Lion V8
- 2009–present Boss/Hurricane
- 2011-present Ford Coyote
- General Motors
- 1914–1992 Cadillac V8
- 1930–1931 Oakland V8
- 1932 Pontiac V8
- 1949–1990 Oldsmobile Rocket V8
- 1953-1980 Buick V8
- 1954-1981 Pontiac V8
- 1954–2002 Chevrolet small-block V8
- 1958–2009 Chevrolet Big-Block engine
- 1992–2010 Northstar/Premium
- 1992–1997 Generation 2 small-block
- 1997–present Generation 3 small-block
- 2005–present Generation 4 small-block
- 2001–present Duramax Diesel
- Packard
- 1955–1956
- Studebaker
- 1951–1964
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