Chevy 402 Engine Specs

Intro

➤ See the Family Page for specs common to all engines in this family.

The Chevy 402 is what happens when the engineers change the engine and the marketing department refuses to change the badge. For 1970 Chevrolet bored the familiar 396 Mark IV big block roughly .030 inch larger, taking the bore from 4.094 to 4.125 inches while retaining the 3.760-inch stroke. The arithmetic came out to 402 cubic inches. Chevrolet then spent the next few years calling the thing a 396 in some applications, a Turbo-Jet 400 in others, and giving generations of owners something useless to argue about at car shows.

Mechanically, there is no great mystery. The 402 is the direct successor to the 396, not a separate engine family and certainly not the 400 small block. Same basic Mark IV architecture, same 3.760-inch stroke, slightly larger bore, six more actual cubic inches. For the Mystery Motor ancestry, canted-valve heads, family architecture, and the rest of the shared big-block story, the Mark IV family has the whole family argument. The important business here is how Chevrolet turned a slightly enlarged 396 into one of the most unnecessarily confusing engines it ever sold.

The 402 arrived at an awkward moment. In 1970 the muscle-car war was still very much alive, and high-performance versions of the enlarged engine could still carry the old SS396 reputation with authority. Chevrolet’s own 1970 Chevelle specifications identify the supposedly 396-powered high-performance engine as 402 cubic inches, including the 375-horsepower version. Camaros and Novas likewise continued wearing 396 identity even though the engine underneath had grown. So yes, a genuine factory 1970 “396” can actually be a 402. No, Chevrolet did not ask future restorers whether this seemed like a good idea.

At the same time, Chevrolet used the enlarged engine in much less theatrical machinery. The LS3 402 became the Turbo-Jet 400 in applications such as the Malibu 400, El Camino, Monte Carlo, full-size cars, and later Chevrolet trucks. That gave the same basic displacement two public identities: the old 396 name where performance recognition mattered and the 400 name where Chevrolet was willing to admit the engine had changed. Then Chevrolet also offered an actual 400-cubic-inch small block during the same period. Apparently one confusing 400 was not enough.

The 402 therefore lived two lives. The hotter 1970 versions were essentially the last chapter of the classic 396 muscle-engine story, with compression, heads, camshaft, induction, and exhaust capable of making real horsepower. The milder LS3-style engines were broad-torque street and work engines, perfectly useful but never intended to impersonate an L78 every time the hood opened. By 1971 compression ratios were dropping, regular unleaded-friendly combinations were taking over, emissions requirements were tightening, and the 402’s personality moved steadily away from the late-1960s horsepower brawl.

That transition is a big part of why the 402 deserves its own identity instead of being dismissed as “basically a 396.” It bridges two Chevrolet eras. In 1970 it could still sit under an SS396 badge and play muscle car. In 1971 and 1972 it increasingly appeared as the Turbo-Jet 400, doing ordinary big-block work while published horsepower numbers headed south. The 1972 change to SAE net ratings made that decline look even more brutal on paper, although the rating system itself accounted for part of the apparent collapse.

Production was brief. By the end of 1972 the 402 had essentially finished its passenger-car and light-truck career while the larger 454 continued carrying Chevrolet’s big-block torch. That short run, combined with the badge games, means plenty of surviving 402s are still casually called 396s and plenty of people hearing “Chevy 400” still picture the wrong block entirely.

The 402 is not a failed 396 and it is not a junior 454. It is the final development of Chevrolet’s original short-stroke 396 combination: slightly more bore, the same basic manners, and enough factory versions to range from genuine muscle to quiet big-block grunt. Call it whatever Chevrolet put on the air cleaner if historical accuracy demands it. When the wrench comes out, it is 402 cubic inches, and the iron gets the last word.

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Overview

The 402 is best understood as the 396 after one useful engineering change and several questionable naming decisions. Chevrolet retained the 396’s 3.760-inch stroke and enlarged the bore to 4.125 inches. That produced 402 cubic inches without changing the basic standard-deck Mark IV package, so the engine retained much of the 396’s character: good big-block torque, a relatively short stroke, and the ability to make useful rpm when the cylinder heads and supporting parts were up to the job.

The larger bore did not magically transform the engine. Six extra cubic inches are six extra cubic inches, not divine intervention. What mattered more was which version Chevrolet built around them. A high-compression 1970 performance 402 with serious heads, camshaft, carburetion, and exhaust could be a properly nasty muscle-car engine. A lower-compression LS3 or later emissions-era combination was meant to provide broad street torque and move a substantial car without requiring the owner to behave like qualifying started at every stoplight. Same 4.125-inch bore. Very different reason for being.

The 1970 model year is where the naming deserves special attention. Chevrolet continued the established SS396 name even though the engine now displaced 402 cubic inches. Factory Chevrolet specifications themselves identify the Turbo-Jet “396” as 402 cubic inches, so this is not hot-rod folklore invented fifty years later. An original 1970 Chevelle SS396, Camaro SS396, or Nova SS396 can therefore have a factory-installed 402 and still be exactly what Chevrolet said it was. The badge is historically correct. The displacement is mechanically correct. Trying to make one of those facts cancel the other is how a five-minute discussion turns into an afternoon nobody gets back.

Away from the SS396 name, Chevrolet was more willing to call the engine a 400. The LS3 appeared as the Turbo-Jet 400 in cars such as the Malibu 400, El Camino, Monte Carlo, and other passenger-car applications. By 1971 the old Turbo-Jet 396 name was largely giving way to Turbo-Jet 400 terminology even though actual displacement remained 402 cubic inches. Chevrolet pickups also used the 402 under the 400 name in the final years of the 1967–72 truck generation.

Then there is the other Chevrolet 400. During this same period Chevrolet offered a genuine 400-cubic-inch Gen I small block. The two engines share almost nothing useful beyond fuel, spark plugs, and Chevrolet bowties. The small-block 400 has its own architecture, siamesed cylinder bores, different dimensions, different parts, and different identification clues. The 402 is a Mark IV big block. When somebody advertises a “Chevy 400 engine,” asking which one is not nitpicking. It is the difference between buying the engine you wanted and hauling home several hundred pounds of surprise.

The 402 also landed directly in the muscle era’s retreat. For 1971 Chevrolet reduced compression ratios as the industry prepared for lower-octane and unleaded fuel, and factory horsepower ratings dropped with them. In 1972 the industry switch to SAE net horsepower ratings pushed the advertised figures down again because engines were now rated in a more realistic installed configuration rather than under the old gross-rating conditions. A 1972 number therefore should not be compared blindly with a 1970 gross rating and treated as though two years of engineering somehow misplaced half the horses behind the loading dock. Some power really disappeared. Some of the number disappeared because the ruler changed.

Compared with the other Mark IV passenger-car engines, the 402 sits closest to the 396 because it is quite literally its enlarged-bore continuation. The 427 uses the same 3.760-inch stroke but stretches the bore all the way to 4.250 inches, adding substantially more displacement and breathing room. The 454 keeps that 4.250-inch bore and adds a 4.000-inch stroke, producing the family’s familiar big-torque personality. The 402 remains on the short-stroke side of the family tree. It is closer to an improved 396 than a downsized 454, because that is exactly how Chevrolet got there.

On the street, that can be a very good thing. A sensible oval-port 402 with the right compression, camshaft, intake, carburetor, exhaust, converter or clutch, and gearing makes broad power without requiring exotic parts or heroic rpm. Its relatively modest displacement also means absurdly large ports and camshafts can hurt it more readily than they might hurt a larger 454. A 402 built from a catalog rather than a plan can lose the low-speed response that makes an old big block enjoyable and gain very little except a rough idle and an owner who keeps explaining what it is supposed to do.

The engine’s reputation suffers mostly because it stands between more famous relatives. The 396 owns the original SS name and the beginning of the Mark IV story. The 427 owns much of the racing and high-performance mythology. The 454 owns the cubic-inch bragging rights and decades of truck and street-machine fame. The 402 gets remembered as the engine Chevrolet could not decide how to label. That sells it short.

For a correct 1970–72 Chevrolet, the 402 can be exactly the engine that belongs there. For a street build, it remains a useful short-stroke big block with plenty of aftermarket support and enough displacement to make real torque and power. Its biggest weakness today is not mechanical at all. It is that sixty years of 396 badges, 400 labels, engine swaps, rebuilds, and seller imagination have made casual identification nearly worthless.

The 402’s place in Chevrolet history is simple once the names are thrown in the trash: it was the final form of the original 396-sized Mark IV, enlarged just enough to become a new displacement and sold during the three years when Chevrolet performance was crossing from muscle-era excess into emissions-era reality. The 396 gets the famous badge. The 402 is what Chevrolet was actually building.

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General Specs

Displacement	402 cu in / 6.6L	Bore / Stroke	4.125 in × 3.760 in
Production / Use Era	1970–1972 transitional Mark IV big-block era	Bore Spacing	4.840 in
Engine Family	Chevrolet Mark IV Big Block	Deck Height	9.800 in standard-deck
Block Material	Cast iron	Rod Length	6.135 in
Cylinder Head Material	Cast iron	Main Journal	2.7488–2.7495 in
Fuel / Induction	Carbureted; mostly 4-barrel by version	Rod Journal	2.200 in
Cam Location	In-block camshaft	Main Bearings	5
Valve Layout	OHV / pushrod, 2 valves per cylinder	Firing Order	1-8-4-3-6-5-7-2
Common Main Caps	2-bolt or 4-bolt by block/application	Distributor Rotation	Clockwise
Rear Main Seal	2-piece	Weight	~630–650 lbs
Balance	Internal	Dimensions	~30H / ~28W / ~32L

Exact parts and specs can vary by year, vehicle, badging, emissions package, service history, and whether somebody already swapped big-block parts around like every Mark IV engine was the same animal. Use these numbers as the family baseline, then verify the actual block, crank, heads, induction, main-cap configuration, and application before ordering parts or machining anything expensive.

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Variants

The 402 had a short production life, but Chevrolet managed to build several genuinely different versions of it. The important divisions are not the 396, 400, and 402 names Chevrolet scattered around the same displacement. They are the hardware underneath: the mild 1970 LS3, the hotter hydraulic-cam L34, the solid-lifter L78, the aluminum-head L89, and the lower-compression LS3 combination used for 1971–72.

1970 LS3 — 330-hp Street 402

What it was: The 1970 LS3 was the ordinary street version of the new 402. Chevrolet usually advertised it as the Turbo-Jet 400 rather than tying it to the SS396 name. It sat below the L34 and was aimed at buyers who wanted big-block torque without buying the SS performance combination.

What changed: The LS3 used 10.25:1 compression, oval-port cast-iron heads, hydraulic lifters, a cast-iron intake, and a Rochester Quadrajet four-barrel. Its hydraulic cam measured about .398-inch lift on both intake and exhaust. That was considerably milder than the L34’s .461/.480-inch cam. The LS3 also used the ordinary two-bolt-main, nodular-iron-crank type of bottom end rather than the stronger performance hardware Chevrolet reserved for the hotter combinations.

What that did: Chevrolet rated it at 330 gross horsepower at 4,800 rpm and 410 lb-ft at 3,200. The small cam and oval ports kept air velocity and low-speed response strong, so the engine made its point with torque instead of rpm. It gave away only 20 advertised horsepower to the L34, but the difference became more obvious as the tach climbed.

Where used: The 1970 LS3 appeared in non-SS Chevelle and Malibu applications, El Caminos, Monte Carlos, and other Chevrolet passenger cars. Chevrolet commonly called it a 400 Turbo-Jet even though actual displacement was 402 cubic inches.

1970 L34 — 350-hp Performance 402

What it was: The L34 was the regular 1970 SS396 performance engine. It kept the street-friendly hydraulic valvetrain and oval-port heads but added enough camshaft and bottom-end hardware to make it a noticeably stronger high-rpm engine than the LS3.

What changed: Compression remained 10.25:1, but the L34 used a forged-steel crankshaft, forged connecting rods, cast-aluminum pistons, oval-port cast-iron heads with 2.06-inch intake and 1.72-inch exhaust valves, and a substantially larger hydraulic cam with approximately .461-inch intake and .480-inch exhaust lift. Induction was a Rochester Quadrajet four-barrel on a cast-iron intake. The block was normally a two-bolt-main piece.

What that did: The additional camshaft let the same basic oval-port combination breathe farther upstairs. Chevrolet rated it at 350 gross horsepower at 5,200 rpm and 415 lb-ft at 3,400. Compared with the LS3, peak torque moved slightly higher and the engine kept pulling longer without giving up the hydraulic lifters and ordinary street manners that made it easy to live with.

Where used: The L34 was offered during 1970 in SS396 Chevelles, Camaros, and Novas. Those cars were still marketed as 396s even though the engine’s 4.125-inch bore made them genuine 402s.

1970 L78 — 375-hp Solid-Lifter 402

What it was: The L78 was the serious production 402. This was not an L34 with a bigger carburetor and an optimistic decal. Chevrolet changed the top end, valvetrain, pistons, intake, and bottom end to build an engine intended to make power at substantially higher rpm.

What changed: Compression rose to 11.0:1 with forged domed pistons. The L78 used rectangular-port cast-iron heads with 2.19-inch intake valves, a mechanical-lifter cam with approximately .520-inch lift on both intake and exhaust, a high-rise aluminum intake, and a Holley 4150-series four-barrel. Underneath were a forged-steel crankshaft, forged rods, and four-bolt main caps.

What that did: The rectangular ports, solid cam, additional compression, and high-rise induction moved the engine’s useful range well above the LS3 and L34 combinations. Chevrolet rated it at 375 gross horsepower at 5,600 rpm and 415 lb-ft at 3,600. Low-speed manners were less important; airflow, rpm capability, and sustained high-output use were the reason the hardware was there.

Where used: The 402-cubic-inch L78 appeared in 1970 Chevelle SS396, Camaro SS396, and Nova SS396 applications. Chevelle availability ended early in the model year, while Camaro and Nova production continued.

1970 L89 — Aluminum-Head L78

What it was: The L89 was the aluminum-head version of the L78. Most of the engine remained L78 hardware, but replacing the iron rectangular-port heads with Chevrolet’s aluminum high-performance heads was a meaningful factory change, not merely another option code.

What changed: The L89 retained the L78’s 11.0:1 forged pistons, solid-lifter .520-inch cam, forged crank and rods, four-bolt mains, aluminum high-rise intake, and Holley four-barrel. The major difference was a pair of closed-chamber aluminum rectangular-port heads, commonly associated with casting 3919842, using 2.19-inch intake and 1.84-inch exhaust valves. The aluminum heads removed roughly 70 pounds from the front of the car compared with the iron-head L78 combination.

What that did: Chevrolet left the advertised rating at 375 horsepower, because the L89 was not sold as another step on the horsepower chart. The useful gains were lower front-end weight and the thermal characteristics of aluminum while retaining the L78’s serious airflow and rpm capability.

Where used: Factory 1970 L89 402 production was extremely limited. Chevrolet production records show only 18 L89-equipped A-body vehicles, plus a small number of service engines.

Identification caution: This one earns the warning. Correct aluminum heads have spent decades moving from engine to engine, and the rarity of an original L89 gives people considerable financial incentive to improve history. Correct heads on an L78-style 402 do not by themselves establish a factory L89 installation.

1971–1972 LS3 — Low-Compression 402

What it was: For 1971 the L34 and L78 performance branches disappeared and the LS3 became the mainstream passenger-car 402. This was more than a new horsepower rating. Chevrolet materially changed the engine for lower-octane fuel, emissions requirements, and the rapidly changing performance market.

What changed: Compression dropped from 10.25:1 to 8.5:1, and the cylinder-head combination moved from the earlier closed-chamber arrangement to lower-compression open-chamber oval-port heads. Hydraulic lifters, a two-bolt-main block, nodular-iron crankshaft, cast-iron intake, and Rochester Quadrajet remained appropriate to the engine’s street-duty mission. Factory 1971–72 passenger-car specifications show a hydraulic cam around .398-inch intake and .430-inch exhaust lift.

What that did: The compression loss softened the engine considerably, especially higher in the rpm range, while making it far happier on the lower-octane fuel Chevrolet knew was coming. The 1971 version was rated at 300 gross horsepower and 400 lb-ft. For 1972 Chevrolet quoted 240 SAE net horsepower with the freer exhaust arrangement, with lower figures in more restrictive installations. The 1972 numbers do not create another engine variant by themselves; much of the apparent cliff came from the switch from gross to SAE net ratings and differences in the exhaust system.

Where used: The low-compression LS3 was used through 1971 and 1972 in Chevelles and Malibus, Camaros, Monte Carlos, full-size Chevrolets, and related applications. Depending on the car and year, Chevrolet could still call it a 396 or 400 even though the block continued to displace 402 cubic inches.

The naming mess deserves one final sentence because it is separate from the variants themselves. A 1970 L34 or L78 sold as a 396, an LS3 advertised as a 400 Turbo-Jet, and an engine correctly called a 402 can all have the same 4.125-inch bore and 3.760-inch stroke. Those names tell you how Chevrolet sold it. The hardware tells you which 402 it actually is.

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Key Notes

The first thing to remember about the 402 is that Chevrolet’s naming problem is historical context, not the engine’s most important mechanical feature. Yes, a factory 1970 SS396 can contain 402 cubic inches. Yes, Chevrolet also called versions of the same displacement a Turbo-Jet 400. And yes, Chevrolet sold an unrelated 400 small block at the same time because apparently one identification problem per model year was considered insufficient. Once the engine is on the stand, quit arguing with the badge and work on the hardware.

A true 402 uses a 4.125-inch bore and 3.760-inch stroke. That makes it the direct enlarged-bore continuation of the 396 rather than a smaller version of the 454. The short stroke is part of the engine’s character. A good 402 can make broad big-block torque while remaining willing to breathe upstairs when the heads, compression, camshaft, induction, and exhaust are chosen to let it.

That also means the 402 does not automatically want the biggest Mark IV parts somebody can carry to the counter. Its displacement is modest by big-block standards, and enormous rectangular ports, too much carburetor, and an aggressive cam can move the useful power band higher than a normal street car wants to visit. Chevrolet’s high-performance L78 combination made rectangular ports work because compression, solid lifters, induction, bottom-end hardware, gearing, and intended rpm all came along for the ride. Installing one piece of that recipe does not magically summon the rest.

For most street 402s, good oval-port heads remain difficult to argue with. They preserve port velocity, make useful low- and midrange torque, and suit the rpm range where a street-driven Chevelle, Monte Carlo, Camaro, Nova, full-size Chevrolet, or pickup spends most of its life. Big ports are not bad. They simply refuse to manufacture air demand the engine does not have.

Cylinder-head chamber and piston choice deserve even more attention because the 402 lived directly through Chevrolet’s compression-ratio retreat. A 1970 performance combination may have closed-chamber heads and substantial compression. A 1971–72 LS3 moved toward lower-compression open-chamber hardware for changing fuel and emissions requirements. Mix heads, pistons, deck height, and gaskets without calculating what happened and the result can be too much compression, not enough compression, poor quench, piston-clearance trouble, or an engine that manages to be lazy and detonation-prone at the same time.

Do not assume the original compression ratio survived fifty years of rebuilding. Replacement pistons, milled heads, deck work, later open-chamber castings, earlier closed-chamber heads, thicker gaskets, and whatever was affordable during the last rebuild can move the real number a long way from the brochure. Measure chamber volume, identify the piston, determine deck position, and calculate what is actually there. Chevrolet stopped being responsible for the combination about three owners ago.

Fuel expectations have to follow that real compression ratio rather than the number somebody remembers from 1970. The hotter original engines were designed when high-octane leaded premium was ordinary service-station inventory. Reproducing high factory compression for a car expected to live on modern pump fuel can require careful quench, camshaft selection, ignition timing, cooling, and fuel choice. Building a historically impressive compression ratio and then retarding the timing until the engine feels sick is a complicated way to avoid planning.

The 1970 L78 and rare L89 add another ownership detail that gets lost once the hood closes: mechanical lifters require valve-lash maintenance. That was part of the price for the rpm capability Chevrolet wanted. A genuine restoration should preserve what makes the engine genuine. A street build can choose a different valvetrain if authenticity is not the assignment. What makes little sense is buying an expensive solid-lifter identity and then being surprised that it behaves like a solid-lifter engine.

Balance is simpler than on the 454 but still worth getting right. The traditional 402 is internally balanced, like the 396 and 427, rather than externally balanced like the production 454. Harmonic damper, flywheel or flexplate, crankshaft, and any replacement rotating assembly still need to agree. Big-block Chevrolet parts are impressively willing to bolt to engines they have no business balancing.

A 402 also deserves the same restraint around overboring as any old performance block. Plenty have already been bored during previous rebuilds, and the original 4.125-inch bore may no longer be original size. Before removing more iron simply because another piston diameter appears in the catalog, inspect the cylinders and sonic-check a questionable block. A sixty-year-old casting does not owe anybody another .060 inch because cubic inches are fashionable.

Identification matters most when money starts attaching itself to letters such as L34, L78, or L89. A 1970 engine carrying SS396 history may legitimately be a 402. That does not make every 402 an SS engine, every rectangular-port engine an L78, or every pair of aluminum heads proof of an L89. Casting numbers, dates, suffix codes, partial VIN where applicable, heads, induction, original vehicle, and documentation all need to agree before the asking price begins adding rare-option zeros.

Current hardware and original identity should also be kept separate. An ordinary LS3 can be rebuilt into a stronger engine. A genuine L78 can lose its original heads and camshaft. A service block can carry an excellent performance combination without ever having belonged to a factory SS car. One question asks what Chevrolet built. The other asks what is sitting there now. Trying to answer both with the same air-cleaner decal is how the 402 got half its reputation for confusion.

The gross-versus-net horsepower change needs similar discipline. The 402 lived through declining compression, emissions changes, different exhaust systems, and the industry’s move from SAE gross to SAE net ratings. A 1970 gross number and a 1972 net number are not measurements taken under the same conditions. Some actual output disappeared as the combinations softened. Some of the apparent cliff came from changing the ruler. Comparing the two without context is arithmetic with a limp.

For an ordinary street build, the 402 rewards the same thing most good engines reward: a combination instead of a shopping spree. Realistic compression, sensible oval-port heads, a camshaft matched to vehicle weight and gearing, enough carburetor without drowning it, a compatible intake, good exhaust, proper ignition timing, adequate cooling, and a converter or clutch suited to the power band will make a strong, responsive big block.

Try to make a mild 402 impersonate an L78 with oversized heads, too much camshaft, too much carburetor, lazy gearing, and insufficient compression, and the engine can end up rougher, thirstier, more expensive, and slower everywhere the car normally gets driven. The 454 can sometimes cover a poor decision with another fifty-two cubic inches. The 402 expects the builder to do some of the work.

That is the useful way to think about this engine. The badge confusion matters when identifying history. The 4.125-inch bore, 3.760-inch stroke, actual heads, actual compression, actual camshaft, and actual application matter when building it.

Chevrolet already spent three years making the name harder than necessary. There is no reason to let the parts list do the same thing.

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Bottom Line

The Chevy 402 is what happens when the engineers make a 396 bigger and the marketing department refuses to admit anything changed. Chevrolet opened the bore to 4.125 inches, came up with 402 cubic inches, then kept hanging 396 and 400 names on the thing often enough to guarantee fifty years of arguments beside open hoods. The engine knows exactly what it is. The badges are the ones with the identity problem.

And there is nothing second-rate about the 402 just because Chevrolet gave it lousy name recognition. It is still a Mark IV big block with real torque, real street manners, and enough muscle to make a Chevelle, full-size Chevrolet, or period build plenty entertaining. The 396 got the famous badge, the 427 got the racing stories, and the 454 got the big-cube bragging rights. The 402 got stuck explaining itself at swap meets.

Just do not throw every 402 into the same bucket. An LS3 402 sold as a Turbo-Jet 400 is not the same animal as an L34 still carrying 396 identity, and neither one gets to borrow L78 or L89 credentials because somebody found the right air-cleaner decal. Heads, compression, camshaft, induction, suffix codes, dates, and application decide what is sitting on the engine stand. The decal can sit quietly while the iron answers the question.

A mild 402 can make a fine street big block. A stronger factory version can have real bite. A genuine high-performance combination deserves attention when the hardware and paperwork show up together. What the 402 does not need is somebody apologizing for it because the displacement number never became famous enough for a T-shirt.

So measure the bore, prove the version, and buy the engine instead of Chevrolet’s naming fog. If it measures 402 cubic inches, call it a 402 and move on with the day. The badge department has had more than half a century to straighten this out. There is no reason for the garage to keep helping them make the mess.

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