As Chevrolet fans, we are fortunate to enjoy the folklore and mechanical prowess of a literal roster of legendary powerplants. From Power Pack 283s to Deluxe 502s, the bowtie brand has, in many ways, become the standard for big displacement, naturally aspirated muscle. But, as in many dynasties, some members of the family are simply overshadowed despite their excellent virtues. That might be a great way to describe the Chevrolet small-block 400.
Built To Work
To us, Chevrolet is the ultimate performance haven for the everyday car enthusiast. But the brand’s business model has always been much less grandiose – sell a large quantity of extremely competent vehicles to as much of the buying public as possible. Back in the late 1960s, the increasing size and purpose of trucks and vans created a need for a powerplant that was less about performance and more about capability. Simply bolting in a big-block wouldn’t work to meet cost and engineering parameters, and besides, we all know the fate that was about to befall most factory big-blocks. So in 1970, Chevy introduced the small-block 400, a workhorse mill, engineered primarily for torque, that would ultimately be offered in the brand’s large cars, mid-size cars, heavy duty trucks and SUVs.
The small-block 400 was never intended for performance applications and, during its 10 years on the market, never officially found its way under the hood of what we might consider Chevrolet performance cars. But of course, with hot rodders being hot rodders and Chevrolet components being plentiful and affordable, enthusiasts automatically started adapting the engines to various projects. Today, many hot rodders still prize the powerplant for its impressive low-end torque.
But wait, what about the 400’s infamous cooling issues? Well, the issue really isn’t an issue as long as the engines are built correctly. Since the engine features siamesed cylinders, factory small-block 400 heads come with steam holes that are essential for cooling. Often, when enthusiasts replaced the factory heads, they failed to drill steam holes into the new heads. This mostly unintentional modification created cooling issues, especially when combined with the engine’s added performance. That said, as with any performance build, it is always a good idea to upgrade your project’s cooling system.
Cost Effective Performance
There are many advantages to fitting a Chevy 400 in your next street project. For starters, you’re automatically getting more displacement than guys building 350s and 383s, and you can even bore and stroke these mills further out. Since it was engineered for work applications, the 400 is a tough block with a tough bottom end straight from the factory. Even with cast internals, the simple addition of any hot Chevrolet head will likely create enough power for a well-rounded street machine. Buying a 400 and a set of Vortec heads is much more cost effective than building something like a 383 stroker from the ground up. On top of it all, you get the bragging rights of having something that’s a bit more exclusive than most of Chevy’s awesome yet prolific small-blocks.
We’ve all heard the phrase ‘There’s no replacement for displacement’. That’s certainly true when it comes to Chevrolet’s unassuming 400. When produced, it was the biggest and toughest small-block the brand offered. Today, especially if you’re building a traditional-style classic, it remains one of the best methods of getting a lot of power, torque and displacement for not a lot of money or effort. It seems that’s the sort of appeal Chevrolet has always strived for: the best option with the most value for the most enthusiasts.
