I’m going to start compiling a list of my engines and how they have evolved over the years. Download links will be available upon request.
Each engine will be given a description followed by a picture, then there will be specs on output and vehicles which used the engine, finally the years that particular engine was active.
The 261:
The 261 inline six was introduce in 1940 for use in the Model B. The engine offered modest power and decent torque.
In 1951 the 261 was updated with a new two barrel carburetor. While power output was only slightly increased, a more major impact was the increase in fuel efficiency. The engine was also a little quieter and smoother.
A special high performance version was built in 1955 for use in the Meteor, the first in a long line of sports cars.
In the mid 1960s, the 261 was again updated providing improvements in power and economy. The third generation was the first to use forged pistons and connecting rods.
The 261 was again redesigned in 1972 this time configured to use unleaded fuel. Limited technology plus the required use of a catalytic converter resulted in losses in both power and economy. However, the CAFE requirements in the 1970s made the 261 available in a wider array of vehicles as it was more economical than the normal V8s used in Petoskey’s larger vehicles.
The fifth generation 261 appeared in 1980 and was again available in a wide multitude of vehicles. However, as the 1980s progressed, Petoskey began producing smaller cars using smaller engines. By 1985 only the Workman and the base model Stag used it still. When the Workman was discontinued in 1988, that left the Stag as the only model to still use the 261. The 1991 Stag Pickup was the last vehicle produced using the 261 inline six. On an interesting side note, the 261 was also the last engine made by Petoskey Motors to use a carburetor.
Few often think about the base line engines when talking about manufacturers. Even if it seldom held the spotlight, there’s no denying that the 261’s 51-year legacy is anything but solid. This understated workhorse saw Petoskey Motors through some of it’s shakiest years. Though it is now gone, one can not help but reflect on the good service it has provided.
Edit: The Gen I 261 has been scaled back to 95.2 horsepower. I decided to retouch the Model B and reduce the drastic wheel spin.
Hmm, hmm, it might be stupid, but I think this might somehow be related to my engine thread…
Anyway, I like it. Especially the idea of staying in production for half a century - I appreciate things that serve their purpose good enough to achieve it 
Although probably only American, former communist company could use pushrods for so long 
But I like inline 6s. And Petoskey. So like for the engine!
The 32 was a small engine developed for the Ace subcompact. As the name suggested the engine was a mere 32 cubic inches or half a liter. The engine was a simple low power design.
Production of the 32 was short lived as was the Ace as the majority of Petoskey Motors’ manufacturing capacity was shifted towards the war effort.
The 571 was a top of the line V12 manufactured for use in the Premium, the first automobile produced by Ventnor, Petoskey’s luxury division.
Sadly the ongoing war effort resulted in production of the Ventnor Premium being cut tragically short. As the situation dramatically improved later in the war Ventnor engineers began working on a new sports car, this would turn out to be the fastest most expensive car in the world. The engine was a modified version of the 571.
When the war effort ramped up, Petoskey Motors began designing and building a series of light duty trucks to send overseas to use as ambulances, cargo trucks, troop transports, and whatever other uses the military may see fit. These trucks used a new 360 cubic inch V8.
The close of WWII brought about the birth of the hot rod craze. Many GIs came home and still sought some kind of excitement. (Most interesting, I’d think a rest would be welcome after facing machine gun fire. But that’s just how complex human nature can be.) One particularly successful hot rodder was hired to produce a mainstream performance design. The result was a high performance version of the 360, the only variant from the original military spec.
In 1954 Ventnor began work on a new luxury sedan. At the time the only two engines in Petoskey’s lineup were the 261 and the 360. The 261 would’ve been too underpowered to move the enormous sedan, and the 360 was about to be discontinued. Work was started on a new engine, one that would become a true legend for the company. The 432.
Power: 260 hp @3800 RPM
Torque: 382 ft-lb @2600 RPM
Redline: 4000 RPM
Vehicles: Ventnor Sovereign
Years active: 1955-1959
In 1960, the 432 was updated with a new four barrel carburetor. the change in output was marginal, but fuel efficiency was improved. The engine also enjoyed the benefit of running smoother, a vital component for a luxury car.
It wasn’t long before Petoskey engineers recognized the output from the 432 would be useful for trucks. A less refined version was produced in 1960 for utility purposes.
In 1962 a new Meteor was being developed. Wanting something more substantial than an inline six, work began on a performance tuned version of the 432. Instantly recognizeable by the dual quad setup, the 432 SHO was born.
The muscle car era was ushered in, thus manufactures scrambled to make their cars faster and better. It would not do well to have one’s car beaten in a race after all. Thus it was no surprise that the 432 SHO got a performance boost in 1965. Not only was the engine used in the new Meteor 432 Stinger, but also in the new Montauk, Rebel, and Romero RTX models. The engine was also used in a special highway pursuit version of the Romero full size sedan.
When the Romero rolled off the assembly line in 1967, with it came a new utility 432. While it didn’t steal the spotlight thanks to the muscle car era. the engine still proved it’s worth in everyday driving.
Many would say 1969 was the peak of Petoskey muscle cars. It certainly showed with the latest version of the 432 SHO. New headers and some additional tuning made the most powerful version of the muscle car era.
The 1969 Meteor IX-4 represented the fastest most powerful Meteor available. However, the newest 432 could not fit in the car’s engine bay. A second design featuring more compact headers was developed.
It is said that the brightest star burns out the quickest, the same could be said for the 432 SHO. While it’s run only lasted a mere nine years, the impact remains that will last for generations.
Growing CAFE and emissions standards of the 1970s effectively killed the 432 SHO, the switch to unleaded fuel and mandated catalytic converters meant that the 432 would from now on be relegated to a utility engine.
In 1972, the next generation 432 was developed. With new emissions regulations strangling performance, this generation was the least powerful variant of the 432.
The 1980 model year proved to be a positive change for the 432 as new three-way catalytic converters allowed for better flow, that coupled with other technological refinements provided a much needed boost in performance.
The 1980s saw fuel injection become more mainstream. Gradually Petoskey Motors worked to update their lineup. In 1987, the 432 received a new throttle body injection system. This provided a major improvement to the Stag HD pickups as the increased fuel economy helped bolster sales.
The final variant of the 432 was built in 1995 for the Stag Big Chief pickup. This engine used multi-point fuel injection. The final generation of the 432 was the most efficient version on the market.
That’s not all, as one last hurrah, another version of the 432 was developed for use in the mainstream half-ton Stag. This one was geared for one goal: Speed. Petoskey engineers wanted to see what the latest technology could do for performance on their big block, so the 432 SHO made one last debut.
The Stag RTX was a limited run high performance truck. While the truck was fast enough to put many of the previous models to hold the RTX trim in their place, the truck was also known for it’s atrocious fuel economy.
The 432 left behind a solid legacy, with a 46-year production run second only to the 261 inline six. The engines use in luxury cars, sports cars, and trucks has cemented the 432 as one of the most versatile engines in Petoskey Motors’ history.
The 301 was introduced in 1962 as a smaller, cheaper V8 option. The only induction option available was a two barrel carburetor.
In 1964 a more powerful four barrel version of the 301 was introduced.
The emissions crunch of 1972 hit the 301 hard just like the other engines. However, the smaller displacement helped the engine survive the growing CAFE standards.
Despite reduced output, the 301 four barrel took the forefront in the performance division at Petoskey Motors. The engine also sported a much higher redline than previous models.
The 301 FI was introduced for the 1972 Phase III Meteor. In an effort to stave off power loss, the engine used a fuel injection system found on the Ventnor 402.
Undoubtedly one of the boldest configurations of the 301 was a twin turbo version built in 1979. It was built as a lower emissions replacement for the 377 used in the Montauk Trance Am. It also became the main engine used in the Phase IV Meteor.
A short lived model to be certain, but highly sought after.
1980 saw a new generation 301 with increased power and efficiency. This two barrel was used in pickup trucks and passenger cars.
A four barrel version was also updated. This engine saw use in sports cars and police interceptors.
In 1985 the 301 was updated to a TBI system. The improved fuel economy helped make the Gran Romero become more popular as a fleet vehicle due to the reduced upkeep.
The 301 High Output made use of a fuel injection system and a higher octane fuel to boost performance.
The 301 Maximus used a multi-port fuel injection system for optimal power to be used in the Phase V Meteor.
Designed to be a smoother, quieter variant, the 301 Luxor was designed for use in Ventnors. In practice it only saw use in the final years of the Regent.
The 301 remains one of the more intriguing stories in Petoskey Motors’ history. What started out as a cheap option V8 later found itself pushed to the forefront of the performance division due to circumstances few could have predicted. To close this chapter on the 301 would be an injustice as it’s end is only a half truth. The final 301 rolled off the assembly line in 1993 as an OHV engine. But the 301 shall live on in a new 3 valve SOHC configuration known as the TriForce. But that’s another chapter for another time.
The 151 was built in 1960 for use in the Petoskey Cortino. The intent was to develop a budget economy model. While the intention was good, there wasn’t much in the way of market demand for a small economy car in the early '60s so sales suffered as a result.
After the Cortino was discontinued in 1968, no 151s were built until 1972. The second generation was designed to incorporate the use of unleaded fuel. Sales were slow initially, but the fuel crisis of the 1970s helped to improve sales later on.
The third generation 151 was nothing more than a prototype built in 1984 as a possible engine for the upcoming Stasera minivan. The engine was rejected in favor of the SOHC 134 instead owing to better output and economy.
The 151 would see a final use in 1994 when the Lakota pickup truck was in development. This time the engine was fitted out with sequential fuel injection and electronic ignition.
An interesting note is that the 301 V8 was inspired by essentially merging two 151s together. Both engines were designed to use the same bore and stroke. One could argue that the 151 was largely an exercise in poor judgement and market research. When the engine was introduced, it was in an era where people wanted big V8s, not four cylinders. While perhaps not the brightest chapter in Petoskey Motors’ history, the 151 served it’s purpose.
It is a common practice for Petoskey Motors to use the Ventnor division as a testbed for new technological developments. The first automatic transmission Petoskey built was used in the 1955 Ventnor Sovereign. As a result, higher-income buyers with money to spare were willing to take their chances on this new development. The Sovereign was immensely successful and that enthusiasm spearheaded development for more applications for the automatic transmission. In five short years automatics started appearing in normal Petoskey vehicles as development proceeded. Not only does this policy give Petoskey Motors a reasonably safe means of testing new developments, but also brands Ventnor as a state of the art luxury brand further bolstering sales.
In 1965 Ventnor released multiple models. The 1965 Priam was a successor to the Sovereign which was retired a year earlier. The second model developed used a revolutionary front-wheel-drive configuration. The plan was to use a 432 like in the Priam, however the large engine could not fit with the transverse configuration. Not willing to change their two-door coupe, the Ventnor team got to work on a new engine. The 402:
The smaller dimensions of the new 402 proved ideal for a mid-engined sports car project the Ventnor team was developing. A number of 402s were designed to use a triple carb setup, thus dubbed the 402 Six Pack.
In 1969, Ventnor developed a new mechanical fuel injection system. The 402 proved an ideal testbed for the latest in fuel delivery technology.
The results of the new system was astounding, it was no surprise that Ventnor engineers took advantage of the new developments when updating the Bambino in 1970.
The switch to unleaded fuel and the implementation of catalytic converters effectively killed the performance division of Petoskey Motors. The Ventnor division remained fairly unharmed since high performance wasn’t the top priority of their customer base. Regardless, in an effort to stave off power losses, the 402 retained the mechanical fuel injection system.
When the Ventnor Monarch was discontinued in 1975, the 402 went with it. The next Ventnor would use the standard 301 V8, a rather controversial decision at the time. Petoskey Motors was suffering from some severe financial hardships throughout the '70s as their smaller cars while gaining in demand were too small in volume compared to the rest of the lineup. By the end of the 1970s Petoskey Motors found themselves turning decent profits again, but could not justify bringing the 402 back into production.
The 1970 Workman utility van had a front end that proved too compact for the 261 inline six to fit. As a result the base model Workman got a new 226 cubic inch V6. This engine made use of the same 4 inch bore by 3 inch stroke used by the 301 and 151.
The 226 was only operational for a short period when the emissions crunch came in. A new variant was made to use unleaded fuel.
After the Workman was redesigned in 1980 to a configuration that could use the 261 again, the 226 was discarded. It wasn’t until 1985 that the engine saw new life in the base model Montauk. The engine was revised and now featured a Throttle Body Injection system.
1985 was a special year for the Montauk as the car was celebrating its 20th anniversary. A special edition was released equipped with a special twin turbo 226.
The 20th anniversary Montauk proved so popular that the model was continued for a couple years, however this time an intercooler was added. Initially the car was going to go with the Trance Am title, however the recent legal fallout with the Japanese government over the Hokkaido Scandal resulted in the name being changed to Slayer instead. As in this car will slay all the imports out there. The 226 Intercooled Turbo was the most powerful engine built by Petoskey Motors in the 1980s.
In 1994 the standard 226 was upgraded to utilize multiport fuel injection. This would be the final configuration for this engine.
The 226 may not have as long a legacy as other engines in the Petoskey lineup, but it does have the reputation of being the first V6 manufactured by the company. While the 226 could have conceivably been retained for several years further, the increased use of aluminum alloys and overhead cams meant that the cast OHV V6 was starting to fall behind technologically.
With sales of the Petoskey Vulcan being tepid at best, a new vehicle was built for the 1975 model year. This would be Petoskey Motors’ first mainstream FWD car. A new 79 cubic inch four cylinder was built for use in this new car.
The 1970s proved to be a nightmare for the performance division at Petoskey Motors. It wasn’t until the latter half of the decade that the company began to regain the performance pedigree that it lost. The 377 is a shining example of this effort, built in 1976 the 377 is the first flatplane V8 built by the company.
The 377 was the engine used in the Montauk Trance Am. The increased performance and different sound form conventional crossplane V8s proved popular among consumers. Growing emissions regulations called for the 377 to be axed. As a result, Montauk Trance Ams built in 1979 used the more powerful 301 Turbo. However, the legacy of the 377 proved not to be as short as originally thought. When the Petoskey Meteor faced redesign in 1991, a new engine was needed. Petoskey Engineers felt they got everything they could out of the 301, and the new TriForce engine was at least two years away. It just happened that someone came across blueprints for the old 377. Some redesign and tuning later and the new Meteor had its engine.
In 1997, the Meteor was improved featuring a new transmission as well as a power increase from the 377.
That’s an impressive list of engines for a whole spectrum of applications. If you ever decide to replace the 377, how would you go about it?
My latest thought is simply another 377 using lighter alloys and a MOHV configuration.
In 1979 Petoskey Motors developed a small 85 cubic inch four cylinder. While it lacked the overhead cam of the previous 79 cubic inch engine, it did feature aluminum construction for reduced weight.
The 85 was upgraded in 1983 with Petoskey’s first Multi-port fuel injection system. In an unusual departure from standard procedure, it was a Petoskey model and not a Ventnor that was used for something experimental. The end result was higher output and more importantly better fuel efficiency.
The 85 was a remarkable, yet checkered chapter in Petoskey Motors’ history. While the Ace and identical Tanto were among the most fuel efficient cars in the world, the discovery of Sosumi Corporation as a front for an illegal car import operation placed a heavy stigma on the Ace subcompact. Enough so that the car was discontinued in 1987.
The 134 was a four cylinder Petoskey Motors introduced in 1982. The initial engine used a two barrel carburetor. The 134 was intended to serve as a general workhorse among Petoskey’s lineup.
The early 1980s were a rather sour time for Ventnor, their only model was the Regent which was getting on in years. Their next model wasn’t projected to be ready for at least another four years, what they needed was an interim. Their answer came in the form of the Ventnor Fortescue. This Rebel-based sedan had the customary refinements known to Ventnor, but made use of the FWD platform. Plans to use a V6 engine were scrapped in favor of a turbocharged version of the 134.
Since Ventnor owners have generally been accustomed to the power of a V8, a four cylinder model took some getting used to. The turbocharged engine helped immensely, though reactions were mixed over the car. On one hand it was a small Ventnor where you’re getting less. On the other hand it was a gussied up Rebel for which you’re paying a lot more than the standard model. In the end the Fortescue served well as an interim model while Ventnor worked on getting their next car into production.
1985 was a significant year for Petoskey Motors as the majority of their lineup was converted to use electronic fuel injection. The 134 was significantly improved in power and economy.
The standard 134 wasn’t the most powerful engines made by Petoskey, but it was a good solid engine that got the job done.
When the lineup was revamped in 1985, a special turbo version was built for the Rebel as a sport model. This engine was coupled with a five speed to offer a performance model that would be cheaper than the Montauk.
The 134 was another unsung hero of Petoskey Motors. It’s not as prominent as the 432 or 301, but it served a vital purpose all the same.
When Ventnor worked on designing the Chieftain, they needed a new engine for the job. They decided to look to the past for inspiration. Their final goal was a no-compromise top end luxury sedan. A throwback to the Ventnor Premium in the 1940s. As a subtle tip of the hat, they built an all new 452 cubic inch V12 for the car.
The 452 was not only a smooth running V12 for a luxury car, it was also a demonstration of what the latest state-of-the-art technology had to offer. The engine used MPFI, all aluminum construction, and a DOHC valvetrain. Unfortunately, while the Ventnor Chieftain was a remarkable car, it was all hand made which meant production was never able to keep up with demand.
The Petoskey Stasera minivan got a revamp in 1991. The new design featured a more compact front end, as a result a smaller 202 cubic inch V6 was built for it.
The 202 was redesigned in 1998 for use in the next generation Stasera.
The second generation 202 actually produced less power than the first generation, but enjoyed better fuel economy as a result. It was used in the base model Stasera while the Prime model used a bigger engine. When the Stasera got a facelift in 2003, the 202 was discarded. Advances in technology meant that the cast iron OHV engine was on it’s way out as the disadvantages to aluminum alloys and overhead com configurations was diminishing as the years went on.
Plans for the Petoskey Enforcer date back to the late 1980s. The vision was a modern all purpose full size sedan with a versatility second to none. The challenge lied in a need for performance as the Enforcer was intended for use as a police car, but also a need for fuel efficiency as keeping running costs down make the car appealing for fleet use. To meet this demand, a new engine needed to be built. Something that could offer power combined with fuel economy. To do this would require a then revolutionary VVL layout. With this innovation came a legend from Petoskey Motors: The 301 TriForce.
Development problems delayed the release of the engine so when the Enforcer was built in 1992, it was outfitted with a conventional 301 V8. For the 1994 model year, the 301 TriForce was ready. The most obvious feature was the namesake three valves per cylinder SOHC configuration. The 301 TriForce was the first Petoskey engine to use VVL. This allowed for significant output without sacrificing fuel economy.
The 301 TriForce Luxor featured additional mufflers and some finer tuning for smoother operation. These were used in Ventnors.
In 1997 the Enforcer was due for it’s five-year model overhaul. Updates to the 301 TriForce were designed to coincide.
For the 1997 model year, a High Output version of the 301 TriForce was built for use in the Montauk. This one was configured to run higher octane fuel.
2002 was the next overhaul for the Enforcer and the 301 TriForce.
The Luxor variant also received an update for the 2002 model year.
In 2003 the Montauk received an all new retro design. The 301 TriForce High Output was a brutish logical choice for the resurrected RTX model.
Power: 364 hp @6500 RPM
Torque: 311 ft-lb @5800 RPM
Redline: 6800 RPM
Vehicles: Montauk
Years active: 2003-2006
The 2006 Ventnor Royale was the testbed for a new Direct Injection system, the third generation 301 TriForce Luxor engine was the first engine by Petoskey Motors to use direct injection. This would pave the way for future engines.
2007 was the final year for design changes for the Enforcer. The 301 TriForce was once again updated to meet the latest standards.
Power: 343 hp @6800 RPM
Torque: 279 ft-lb @5700 RPM
Redline: 7200 RPM
Vehicles: Enforcer, Montauk, Seneca
Years active: 2007-2012
The High Output variant also received an update for the 2007 model year.
The 301 TriForce has left behind an incredible legacy. It was the engine that showed the country that you didn’t have to sacrifice fuel economy for performance and vice versa. It was the 301 TriForce that made the versatile Enforcer one of the top fleet vehicles for it’s incredible 20 year production run. While the Ventnor variant will go on for a few years, for the most part, the story of the 301 TriForce ended when the last Enforcer rolled off the assembly line in 2012. It was a remarkable chapter in the history of Petoskey Motors. As modern materials and technology come into the fold, a replacement is just around the corner… but that’s for another time.
