1982 305 K10 pickups had an EST small emblem on the tailgate. i can verify.. because ours was.
before we disassembled it and totally rebuilt/restored it a few years ago,, from a couple other 81-up parts trucks as donors for sheetmetal parts etc. it was a 305 700r4 factory now it is 350 and TH350. with original 208 case and original 12 and 10 bolt 2.73 ratio axles('82 was the final year for the rear 12 bolts an first year for the 700r4 trans)
in 1982 model year GM called this electronic spark timing. and our spark control module box was in the dash center area. with 5 pin ICM with vacuum advance distrib(federal non-cali) and no smog
the motor in the above pics has '87-up style heads and 1980-up exh manifolds, and FYI the car ones(above-spark plugs style)had two stud outlets,, and the truck ones had three-stud outlets..
and the cars including the F and B-body the LG4 and L69 305 motors were still factory 4 bbl Q-jet, with ESC/EST system with E4ME Q jet carbs and no vacuum advance in the HEI distribs, almost always. unlike alot of the truck 305 motors that did have still vac advance, wth the EST/ESC, at least the federal basic/least amount of emissions equipment installed ones anyways. no smog/A.I.R. pump and injection tubes.
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heres some quoted info on 305 1980-1986 motors, and i am actually right now looking for a complete pair of 4416 or 22601 heads and a stock 1980s aluminum intake here in central IL if anyone has oir knows where any are here?):
The
LG4 produced 150–170 hp (112–127 kW) and 240–250 lb⋅ft (325–339 N⋅m). Introduced in 1978, the LG4 was essentially an LG3 with the addition of a 4-bbl carburetor and larger valves. The engine saw a series of gradual improvements, increasing reliability, mpg, and power output through its production run. In 1981 (1980 for California models) Chevrolet added GM's new "Computer Command Control" (CCC) engine management system to the LG4 engines (except Canadian models). The CCC system included the electronic Rochester 4-bbl E4ME Quadra-Jet, with computer-adjusted fuel metering on the primary venturis and a throttle position sensor allowing the CCC to calculate engine load. In the ignition system, CCC was fully responsible for the timing curve; mechanical and vacuum advances were eliminated from the distributor. The more precise spark timing provided by the CCC made possible a series of increases in compression ratio from a pre-CCC 8.4:1, to 8.6:1, to a knock-sensor-assisted 9.5:1, all while still only requiring 87
AKI regular unleaded fuel.
In 1983, Chevrolet replaced the cast-iron intake with an aluminum version and used either 14014416 ("416") or 14022601 ("601") heads with 1.84 inch intake valves, 1.50 inch exhaust valves, 58 cc chambers, and 178 cc runners. For 1985, the 4-valve-relief, flat top pistons from the L69 were added to the LG4, which resulted in another increase in compression. Also added was a knock sensor to allow the "CCC" engine management system to compensate for the increase in compression and a more aggressive spark-timing map in the ECM. As a result, power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984. For 1986, Chevrolet changed over to a one-piece rear main seal engine block design to minimize leaks and warranty claims; however, some early 1986 blocks retained a two-piece rear main seal.
Years: 1981–1986
The
LE9 5.0 L (305 cu in) was a truck/van/car version 4BBL 650 cu ft/min (18 m3/min) that also had a 9.5:1 compression ratio, the
LM1 cam and 14010201 casting heads featuring 1.84/1.50" valves and 53 cc (3.2 cu in) chambers. The engine produced 165 hp (123 kW) at 4,400 and 240 lb⋅ft (325 N⋅m) at 2,000 rpm.
