Chevy’s original V8 story begins in 1917, not the 1950s

When enthusiasts talk about Chevrolet V8 history, the conversation almost always starts in 1955 with the small block, which has had a number of high-performance iterations over the years. That’s understandable. The 265 cubic inch V8 reshaped Chevrolet’s image and became one of the most influential engines ever built. But it wasn’t Chevrolet’s first attempt at eight-cylinder power.

That story actually begins almost four decades earlier, in 1917. Chevrolet’s first V8 powered the long-wheelbase Model D. At the time, the company’s bread-and-butter car was the four-cylinder Chevrolet 490, a lightweight, affordable machine aimed squarely at the mass market. The Model D was something completely different. It rode on a 120-inch wheelbase and weighed approximately 3,200 pounds, unlike the 490, which had a 102-inch wheelbase and weighed 1,820 pounds. The Model D also had a price tag more than twice that of the 490, at $1,500 – almost $38,000 today – instead of $660.

Under the hood was a 288 cubic inch V8 with a standard liquid cooling system, with a bore and stroke of 3.375 and 4 inches respectively. It used a 180-degree single-plane crankshaft, which was standard in V8 engines of the time, and also gave them a rather distinctive sound. However, in a departure from other early V8 engines, the fork-and-blade connecting rod arrangement was replaced with paired ones. This layout was possible because the two-cylinder banks were slightly spaced apart.

The valve train, however, was what really set the engine apart. While most contemporary V8 engines relied on side valves, Chevrolet’s engine used overhead valves operated by a center camshaft and pushrods. Even the block construction was unusual, using a two-piece iron casting split vertically along the centerline of the crankshaft, as opposed to a cast aluminum crankcase with separate cast iron blocks for each cylinder bank.

The valve covers were not oil tight like those on other engines, and the pushrods were not completely covered. Owners were expected to manually lubricate the system, aided by an oil can mounted on the firewall. Instead of a conventional bellhousing, the three-speed transmission was bolted to a bracket at the rear, leaving much of the clutch exposed for cooling.

Power figures have been quoted ranging from the mid 30s to around 55 hp at around 2,700 rpm. Compression hovered around 4.75:1, appropriate for the low-octane fuel of the time. Performance was smooth and competitive, but the complexity and cost of the design worked against this.

Production totals tell the story. Chevrolet only built about 3,500 Model D cars between 1917 and 1919. By mid-1918, Chevrolet was no longer an independent automaker. It had joined the General Motors family, with brands already occupying the premium segment of the market.

Within that structure, there was no longer a clear role for an expensive Chevrolet V8. As a result, the Model D V8 was quietly phased out and Chevrolet returned its focus to four-cylinder engines, later followed by the well-known sixes with the advertising slogan “Valve in Head”. The change in direction was a good thing at the time, because if the company hadn’t proven itself valuable, it likely would have joined the long list of brands killed by GM over the years.

Chevrolet wouldn’t offer another V8 for 36 years. When the small block finally arrived in 1955, it continued the same basic overhead-valve architecture first seen in the Model D, but implemented thin-wall casting techniques, lower costs, and a clear eye for mass production. In retrospect, the 1917 V8 seems less like a footnote and more like a preview.