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Hot Rod
CHRYSLER’S SECOND-GEN HEMI ENGINE HAD A SEISMIC IMPACT ON HOT RODDING
Based on the bones of Chrysler’s first-generation Hemi engine from 1951 to 1958,
HOT ROD had a pretty good sense that the new version from 1964 was going to kick
ass.
Ray BrockWriterJohnny HunkinsWriterHot Rod ArchivePhotographerJul 17, 2024
See All 13 Photos
Today’s muscle car aficionado is well-versed on the second-generation Chrysler
Hemi, which initially appeared in race form for the 1964 race season and in
Street Hemi form from 1966 to 1971 in Dodge and Plymouth production cars.
Because the Hemi had been in Chrysler cars from 1951 to 1958 in its original
incarnation, the idea of a V-8 with hemispherical combustion chambers was not
new, but as you can tell from author and publisher Ray Brock’s enthusiasm in the
following cover feature from April 1964, it was nothing short of
earth-shattering. —Johnny Hunkins
See All 13 Photos
Don’t get too excited, fellows, but the day you’ve been waiting for has finally
arrived! Chrysler has revived the “hemi” engine! That’s right, the all-time
champion on the drag strips—the engine that holds countless records at
Bonneville—the must powerplant for hot boats—it’s been brought back to life in a
modern version. The first public appearance was at Daytona’s Speedweeks.
Rumors we’ve had on dynamometer performance makes it evident that the new
hemispherical-chambered V8 will certainly take up where the old one left off in
1958, and then some. The new “hemi” Chrysler will be made in three versions: one
for oval track racing and two for the drag strips.
See All 13 Photos
Paul C. Ackerman, Chrysler VP in charge of Engineering, displays new 426 hemi
and cars it will power.
As we go to press, Plymouths and Dodges are smashing lap records at Daytona’s
2½-mile Speedway with fantastic speeds. In an unofficial practice lap, Dick
Petty registered 176-plus in a Plymouth. Last year, the 427 Chevrolets shook up
everybody with speeds up to 166 mph and now this mark has been shattered. In a
pair of 50-mile qualifying races at Daytona, Paul Goldsmith won the pole
position with an average of 170.940 mph in a Plymouth and Petty won the second
race and outside position on the front row with an average of 171.919 mph. Both
were clocked in excess of 174 mph at various times during the races.
In keeping with a ridiculous practice currently followed by Detroit companies
producing high-performance stock car engines, horsepower ratings merely serve to
identify one engine from the other and don’t have the faintest similarity to
actual output. Chrysler places a tongue-in-cheek rating of 400 hp on the
NASCAR-USAC version with single four-barrel carburetion. Rumors circulating
Detroit indicate that it should be closer to 550 horses. As for the dual
four-barrel, short-ram drag strip models, the model with 11:1 compression is
rated 415 hp and the 12.5:1 version is rated 425 hp.
Probably their actual output, corrected to SAE standards, would be about 560 and
570 respectively. Now, let’s get on to the new engines and see what they look
like.
See All 13 Photos
Dual four-barrel, short-ram Hemi nestles in Dodge chassis with plenty of room
between engine, steering. Big Carter carburetors use special ducts to match
hoodscoops.
First of all, for those of you who might have a car powered by 413- or 426-inch
Chrysler, Dodge, or Plymouth engines, you are out of luck if you’ve jumped to
the conclusion that you can buy a pair of heads, some pistons, and a few other
parts to convert your engine into a hemi. The blocks differ in the areas of oil
drain-back holes from the rocker chamber and an extension of the inner edge of
the deck provides support for four hold-down studs on the top edge of each
cylinder head. These four studs are secured with nuts tightened from inside the
tappet chamber, similar to the method used on Ford’s ’63 pushrod Indy Fairlane
V8.
An additional difference between current 426 blocks and those for the new hemi
is the use of cross-bolted main bearing caps for numbers 2, 3, and 4, like those
used in 427 Fords and Mercs. Hemi blocks will also feature beefed sections in
the main bearing webs.
See All 13 Photos
Dual rocker shafts are supported by cast stands which use a single row of head
cap screws to hold them in place. Both intake and exhaust rockers are forged
steel for maximum strength at minimum weight. Adjusting screws use jam nuts.
Crankshafts for the hemi 426’s will be similar to those used in current engines,
but they will feature an 8-bolt pattern on the flywheel flange instead of six.
Fillets on journals are shot-peened to reduce fatigue and bearing surfaces are
hardened with a chemical-dip process. Drag engines will use SAE 1046 carbon
steel forged cranks and the circuit-racing engines will have a stronger, 4340
chrome-moly crank. Journal sizes and the stroke (3.75 inches) are the same as
earlier 426’s.
Bearing inserts are also similar to earlier models with tri-metal heavy-duty
material. Main inserts are grooved top and bottom to improve oil flow to rods at
high rpms.
See All 13 Photos
The two cap screw heads along bottom edge of block, plus another hidden behind
engine mount, are cross-bolts for the main bearing caps. Exhaust ports are
extremely large with short passage to valve. Note cored sections between ports
to save weight. Hemi weighs 67 pounds more than present 426.
The rods are longer, stronger and have bushed small ends for pins.
Center-to-center distance was not disclosed in the first specifications but it
is longer than that between present 426 rod centers. These impressive looking
rods are forged and are obviously much stronger than earlier rods. They use
⅞-inch rod bolts with washer-faced nuts.
Pistons for the 4.25-inch bore are impact extrusions with a domed shape to
occupy the hemispherical chamber. Milled reliefs on either side of the domed top
provide valve head clearance and a flat across the top gives desired compression
ratio plus a pocket between piston and head for combustion flame. Piston rings
and grooves are of conventional design. The full-floating pin is retained by
lock-rings with grooves in each end of the pin bore. Compression ratio will be
either 11:1 to 12.5:1 for drag engines, 12.5:1 for circuit tracks.
See All 13 Photos
Worm’s eye view of Ramchargers’ A/FX Dodge shows prototype exhaust system for
drag cars. This will be redesigned for production cars but individual pipes of
approximately 44-inch length will be retained. Drag cars will use single tail
pipe, muffler. Torqueflight for Hemi will be beefed slightly.
Getting on to the juiciest part of the story, the biggest change is in the
cylinder head design and that’s where the name hemi comes in. From 1951 through
1958, Chrysler produced hemispherical-chambered engines in a variety of
displacements for their lineup of cars. The biggest and best of the lot was the
392-inch version produced in 1957-58. At this displacement, the hemi was
actually stressed to the limit in bore, stroke and internal components so when
the demand for more inches came along, it was both cheaper and more practical
for Chrysler to produce the wedge-chambered "B" series V8. The hot-rodder,
though, refused to give up the hemispherical engine with big, unobstructed
valves that gulped air by the bucketfuls at high rpm. It was a natural winner.
See All 13 Photos
One of many block changes is widened deck with bosses for four extra head studs.
Nuts are tightened from lifter chamber. Lifters are conventional mechanical type
formerly used in “B” 426. Tube pushrods splay wide at top, give huge ports which
have short, direct flow to 2¼-inch intake valves.
So, since 1958, the hotter cars have been powered by beefed-up, stroked, bored,
blown, and frequently scattered hemis. The 392 versions became rarer than gold
nuggets and when located, cost almost as much. When a 1957-58 Chrysler was
wrecked, somebody had a deposit on the engine before the wrecker had a chain on
the car.
See All 13 Photos
Chamber is not perfect hemisphere but is machined circular with shallower dome.
Ever since Chrysler Corporation became openly active in the racing game in 1952,
rumors have been circulating that the hemi was about to return. It was both
heavy and expensive to manufacture in its original form but rumors persisted.
Well, it’s finally here and although some weight has been trimmed, cost is
obviously still high so it will probably be a limited-production model with
deliveries not reaching a large volume until late in the model year. Chances of
buying an engine without a car wrapped around it will probably be small for some
time.
See All 13 Photos
Piston has clearance for valves.
The heads are cast iron, not aluminum, and chambers are machined. The exterior
shape is more compact than the early versions and as much weight as possible has
been eliminated from around intake ports and other areas of the head.
Valves are quite large, 2.25 inches for intakes and 1.94 inches for exhausts.
Present 426’s have 2.08- and 1.88-inch valves. The hemi valves also have
.060-inch smaller diameter stems to reduce valve train weight and improve engine
rpm limit before valve toss. Valves for circuit-racing engines are made from
more expensive materials for improved durability.
Dual rocker shafts are used but they’re positioned closer together than on
earlier model hemis and are held in place by the five cap screws in a line down
the center of the heads rather than by two rows of cap screws. Malleable iron
V-shaped rocker shaft supports carry the shafts. Rocker arms are forged steel
and have adjusting screws with jam nuts contacting pushrod sockets.
See All 13 Photos
Hemi rods are longer than "B" rods, have a very husky beam section. Small ends
are bushed; rod bolts, 7/16.
Specifications have not been released on the camshaft timing but it will
probably be close to the current 426's duration for hemi drag engines, probably
slightly milder for track engines. A double-row roller chain and sprockets are
used rather than the silent chain currently in production.
There are two intake manifolds: the single four-barrel model for tracks and a
dual four-barrel for drag strips. Both are aluminum and act as the tappet
chamber cover and both have large square-shaped runners to match the intake
ports in the heads. The single manifold is a 180° two-level variety with huge
risers extending from the carburetor flange to each level. A single,
large-capacity Holley carburetor supplies the air-fuel mixture. Topping this
Holley is a large air cleaner with a flange which faces rearward in the car and
picks up cool air through a flexible boot that attaches to the cowl plenum.
Chrysler’s short-ram intake manifold is carried over for drag strip engines but
with many modifications to fit the new hemi heads. Port placement and size are
different but plenum shape beneath each of the two Carter four-barrels appears
to be nearly the same dimensionally as before. Runners, from plenum to valve,
are also quite close to the 15-inch length used on earlier 426’s. A balance
passage is used between plenums as before. Again, we lack specifications of the
carburetors, but they are probably quite close in capacity to the Stage Three
Carters introduced last summer. For drag strip cars with aluminum front sheet
metal, air scoops will be fitted to the hoods with ducts to each carburetor. For
the 11:1 engines with steel front sheet metal, a large single air cleaner will
cover both carburetors.
Exhaust manifolds are a combination of cast steel and steel tubing with
individual tuned-length pipes from each port. A cast section bolts to the head
exhaust port face and makes the initial tight bend to get away from tight spots
in the chassis. Steel tubes press into these cast flanges and are welded. The
tubes then pass down to the lower rear of the engine where they terminate in a
single flange on the left side, two flanges on the right side. Head pipes, also
with individual pipes, attach at this point and carry the gases on to collector
pipes and the rest of the exhaust system.
See All 13 Photos
Two-level intake manifold for NASCAR and USAC cars uses a single large-capacity
Holley four-barrel. Runners are very large and have unrestricted flow into head
ports.
You have to know by this stage of the game that cars equipped with these new
Chrysler hemi engines are going to be terrors on the drag strips, the short
tracks, road-race courses and, as already proven, on the high-banked long
tracks. An unknown is durability. Chevrolet’s Mystery 427 ran away from all
competition in NASCAR races last year but except on few occasions, didn’t stay
together long enough to win. It might take some time before all the bugs are
eliminated and the hemi 426 proves durable enough to stay together for races 500
miles and more in length. If there are problems though, you can be assured
they’ll be corrected quickly.
This new engine deserves and will get plenty of publicity in coming months and
both Dodge and Plymouth have come up with new names for the high-performance
machines which will carry these engines. If you're a Dodge fan, keep your eyes
on the Hemi-Charger. If it’s Plymouth you favor, Super-Commando is the name to
watch.
See All 13 Photos
Hemi block features beefed main webs plus main bearing caps that have extra
support from sides of deep-skirt block. Main caps fit block closely, don't use
side shims.
Even if you aren’t a fan of either brand, we guarantee you are going to be
hearing about Hemi-Chargers and Super-Commandos often the next few months. You
would have seen them at the Winternationals had time not ran out; the dual
four-barrel drag version hemis arrived on the West Coast about a week before the
event but even private strip tests under such hasty circumstances showed that it
would be wise to hold off until final induction tuning was perfected with the
dual fours before heading for the Big Go. Meanwhile we’re going to keep a close
eye on drag race results across the nation for any strange fluctuation in the FX
class; it might mean that the hemis have struck!
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or which content you are (or have been) interacting with (for example, to limit
the number of times an ad is presented to you).
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ENSURE SECURITY, PREVENT AND DETECT FRAUD, AND FIX ERRORS 54 PARTNERS CAN USE
THIS PURPOSE
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Your data can be used to monitor for and prevent unusual and possibly fraudulent
activity (for example, regarding advertising, ad clicks by bots), and ensure
systems and processes work properly and securely. It can also be used to correct
any problems you, the publisher or the advertiser may encounter in the delivery
of content and ads and in your interaction with them.
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DELIVER AND PRESENT ADVERTISING AND CONTENT 52 PARTNERS CAN USE THIS PURPOSE
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Certain information (like an IP address or device capabilities) is used to
ensure the technical compatibility of the content or advertising, and to
facilitate the transmission of the content or ad to your device.
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ESSENTIAL COOKIES AND TRACKERS:
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Essential cookies (and similar technologies) are necessary for our digital
services to function properly and to remain secure. For example, we may use
Essential cookies for logging in, filling in forms or to enable other features
and functions of our services. Essential cookies are also used to monitor
service technical performance to ensure our services are functioning properly.
We also use Essential cookies to maintain the security and stability of our
services. Because these cookies are necessary to the security and functionality
of our services, they cannot be switched off.
IAB TCF Purposes:
Below you can read how IAB Framework Participants may use your personal data in
ways that are necessary for their services. Please note that cookies and similar
technologies are only used for these purposes if you have consented to the
storage and/or access to information on your device.
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COOKIE LIST
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