The Best MOPAR V8 Engines EVER
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- Опубликовано: 3 ноя 2022
- From the 340 Small Block all the way up to the 6.2L Hellcat, there have been a lot of great V8 engines from Mopar throughout the years, and while they're not as active in the motorsports world as they once were, Mopar is still a big name in the world of drag racing where every bit power and consistency you can get is required.
Some honorable mentions that we can't finish this video without include the 360ci small block, 383ci B engine, the 440ci RB engine, and the 6.4L Hemi. Mopar has put together quite a few very impressive V8 engines dating all the way back to the 50s, but that won't last too much longer as they go towards smaller motors and electrification.
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I realize that the bread and butter 318 wasn't a high performance engine, but they were super reliable and could e made to perform without a whole lot of work or money be thrown at it. The 318 deserves more love and recognition than it gets.
Ab so lutely, 318 was the backbone of the Mopar v eight engines. Super reliable with proper gearing had great power.
Why? 340's are hard to find and expensive but 360's are still available cheap. I wouldn't bother with any these days and go straight to a 09+ Eagle hemi or 392.
Seems like everyone forgets its little brother the 273.
@@horatioyachapovich6919 looking at 1964-74ish charger state redustrashion/sale's most people got the low-deck big block and yes that also includes the slant-6 which even less people ordered/got
mine was and is staying a big block so for now = 440/hemi
missing was mentioning 383 or 440-6 ect and turbine the king of mopar as to my understanding has/does the potential for 1000/2kHP stock and way better MPG than the combo used in the 60'-70's as the transmission nerf it and the other V8's from the 60's
@@richardprice5978 That was true for someone buying a car that was available with a big block, but more people bought cars right off the showroom floor (or from the lot outside of the dealership) and came stock in that era with a 273 or 318 that was an upgrade from the "leaning tower of power" slant six. Many B-bodies and C-bodies had big blocks, but just as many were small block equipped. When I met my wife In 1986 my mother in law had a '71 Plymouth Fury with a 318 in it and she would have given it to me if I had asked, but I didn't want the big ugly C-body that probably weighed over 5,000 pounds with that poor little 318 in it. Now I wish like hell I had got it from her! A-bodies weren't even available with a big block, even a low deck B 383, unless you had Mr. Norms build you one and they came with the 426 hemi. The Charger didn't come out until '66 and I think the word you are trying to spell is Registration.
The 318 is a criminally underrated engine. I get why it's not on this list but when it comes to making power for pennies it's hard to beat.
I really think the 440 is the best performance engine of the old mopars. When you really put some money behind them you can start to make some crazy power
440 six pack? their largest displacement and arguably best muscle car engine. should not have been missed out
Rods/pistons are ridiculously heavy and limited the red line potential quite a bit. It was almost built to strong for the actual power level. They are a cool as fuck engine though don’t get me wrong.
Record holder 440+6 in the 1/4 mile.
Not to mention, a 440 six pack out performed every “street” 426 Hemi there was
Those 6-pack engines had a serious flaw in racing. That's why I would never race one in my car. From the start they were great, But out on the street with a rolling start they were dogs.
Reason? simple, only the center 2 bbl carb had a power valve in it. The 2 outboard carbs would just open on vacuum and spray at WOT. This would give a heavy car,(like a B-body) and good "flat spot" in acceleration.
Damn if they didn't look good when ya popped the hood though!
@@jayl8034 Im not a fan of the six pak either or holley really. The linkage it a lot and holleys have a fuel level in the float bowl thats above the gasket line so they can and will leak eventually. Its a cool idea but overcarbed. 1200 cfm is way more than the 440 can use. (on purpose though so racers can use it in stock car racing but still). I good afb is great and the thermoquad can give you that gas mileage and then give you all the gas you need!
318 was their daily workhorse. Old reliable and its hard to die
I agree that the 318 should get better recognition for what it is and could be. It was, after the daddy of the 340.
Did not mention the 383 and what I had in my 69 roadrunner, the 440. 6pack high rise manifold 4 speed 391 rear end. Never got beat in a quarter mile. 126mph in 10.5.
Missed out on 1st Gen 392 hemi, I think that should definitely have been in this
The 392 ruled the strips in top fuel until Keith Black and others came out with their version of the 426 hemi. The 50s and 60s were dominated by the Donavon 417 clear up until 1973 when the Keith Blacks were introduced. Don Garlets ran a 392 switching to the 417 until 1973 when he made the switch to the Keith Black motor based on the elephant.
I agree. Those engines ruled drag racing for two decades. Also the HiPo 273 in the D-Dart 2 racing program.
@@williamrgutrich7694 I built u p a 225 in a 1967 Barracuda. Chrysler was not doing factory sponsored in the early to middle 70s but what they did was channel parts. That 225 came from a 225 Race Boat which had 2 of them. I got the engine because it had a valve malfunction but left the cylinder in good shape. So I got the block. Chrysler also gave me a brand new head. The Head was hogged out and carried the intake valve from the 392. To say the least, it breathed, brother. Chrysler also had an old forged crank laying around and gave me that. It was extremely overbore to the tune of 255 cid. All Chrysler wanted was for me to keep good records. I built the intake runners and it carried 3 Holley 450 2 barrel carbs. Just before we ran out course, the time that it could run was in the high 11s against an index time of 11.75 for the H Modified class. We did some really wild things to get it there. In the end, it was just much easier to build up a Ford 300 or a Chevy 292, a lot more bang for the buck.
The car I was most proud of was my street legal (?) 1966 Barracuda with the 273. I built it for flat out open rallies that used to be run. Completely built 273, 727A tranny, Dana rear, breaks and hubs by Hurst Airhart Lockheed. Roll cage and still had a full stock interior down to the AM radio. The Headers were the fender well by hooker and it had a tiny Carter 500 CFM Racing spread bore carb mounted on a Offy medium riser. I didn't get in this car, I put it on. The Quarter Mile time was 11.75 with street tires, in the back was my slicks and tool box. I had the only G Gasser with a full interior and running normally aspirated (No Blower). It made quite a show in the pits. Now for the truth of the matter, I was more than 2 seconds slower than the next car in the class. But my car was street legal right down to the AC and Power Steering which I didn't run the belts that day. There wasn't room under car for a dual exhaust so I ran side pipes. The Body was redone because at 125 the damn thing tried to lift off the ground. That's what got me into the Gas Class, the body mods. But it was a road racer and raced as a Super Modified under the Sports Cars of America races.
@@williamrgutrich7694 The 392 can still rule the roost. The problem with the Elephant is that it is only good if you put a lot of speed parts in it. The 440 (and in some cases, the RB383) was a better pick. Like the 392, the Elephant was overbuilt in journals, crank, rods and block. Seems like the CEO of Chrysler in 1950 said he wanted a high power engine with a lifetime of over 150,000 miles. Hence the baby hemis like the 243. So they overbuilt the whole engine from day one.
It wasn't strange to see a 2000 hp blown hemi on nitro those days of a 392. They even sometimes took it to 5000hp but lunched a lot of engines. The Elephant really didn't do any better but blew up less. But that wasn't the intent of the Premium Hemi (race) 426. It was geared directly at the Nascar racing which it ended up being outlawed from.
The 354 was tried out for Formula racing. The Indy boys stated that they would take on any production engine so the 354 was dropped into an indy car. It ate Offys lunch. So the said that it could be no larger than 277 so Chrysler destroked it and it kicked butt just as bad. Finally Offy got the powers to be to claim that the Hemi was too exotic and banned the engine. Strange out an Offy can call anything exotic.
What the Gen 3 is, it's got a lot of speed parts from the factory. My little 5.7 can use the parts from the .6.1 and newer parts from the 2009 and up 5.7, 6.2 and 6.4. You don't have to even go outside of the Mopar Cat to hop it up. The Hellcats are running things that only the fuely versions of the 392 and 426 ran in the past. Today, you buy your HP. In the old days, we made our HP.
Me too. I had a Chrysler with the 392 Hemi back in the sixties and it was a real sleeper. Vettes were shocked when i left them in my dust.
Their biggest loss for me was the Ball Stud Hemi which deserves a mention.
Scheduled for production and sale in 1972 in 400ci & 444ci (6.6L & 7.3L) displacements, it was set to replace the 383, 440 & 426 Hemi as their flagship engine. But for several reasons, it was cancelled and only one or two prototypes remain.
It's a crying shame nobody's made reproduction engines. We have reference info and tearing one down, taking measurements and scanning its dimensions shouldn't be impossible.
I'd love to see that happen someday.
It will happen, 3d scanning and metallic 3d printing means it is absolutely doable.
We do 3d scanning at my work to find the exact dimensions of our products for programming our final finishing machining on parts that are over 10 feet wide by 40 feet long. We are able to get to within a few thousandths of an inch over those distances.
@@ShovelMonkey but sofar no one's dared to recreate it or release the cad to do it same for the doomsday mopar id love see running or the turban
for now running the 426 hemi platform
the bolt in turban 2X ( siblings what one as well ) please at a reasonable costs assuming my career ( and there's ) coprate's as im being told that 2020-30 might be economical ruff aka depression like the 1920's again
make's you feel better there was a pilot run ( 50 to 200 ) of car's built with them and a maron-red coronet post car landed in a Georgia around Atlanta don't know what happened to it but it didn't get it in 2010ish
instead i have a 60's charger 2009*-now
The old 277/301/318 poly's were a solid engine, many of them had dual quads on them.
Don't forget the 315 poly like I had in a 57 d100
Good solid engines.
I agree with the comment on the 318. in hot rod magazine or carcraft magazine they did a complete story on how up performance on a 318. my dad had a dodge Coronet 1973, with a 318, two barrel. Never had any problem. My brother in-law had Plymouth fury 1975 318 two barrel, no problems ethier
Under rated motor of all time
Plymouth fury
In the old days we would run the smaller v8s: 273 and 318. There were even some in the crowd who loved the slant six. Different perspectives from different generations.
Don't forget the 440!
I've got a 440 block awaiting a future build.
never understood why so many overlook the 275 hp 273 found in the 1966 darts, aka the 273 hi po ...if you get a chance, check it out, it was quite the beast of it's time, and was the first high performance engine chrysler put out in the LA small block series.
Ever hear of the 273? First LA engine and it came in a high performance version until the 340 came out in 68.
He mentioned it. The video is "The Best Mopar Engines", not "Every Mopar Engine"
@@josefrobbins8781 I'll finish watching the video sometime then. Thanks.
two hypo versions actually. the more common one was a little stonger the the 271 hp Mustange while carrying about 300lb. of added weight. In 1966 the was the "D" option that was really close to 310 hp as shipped. This was a killer in it's class. Why they never did a 318 I'll never understand.
@@garytotty3971 I'm doing that to a 318. Just waiting on machine work, so I can measure things, order more parts, and wait for them to show up. 😂
Yes. I believe it was called the D-Dart 2 or something like that. Wild camshaft with freaky looking headers.
Although not considered high performance, the most reliable bullet proof engine mopar ever built was the slant 6.
225 slant 6 was bullet 😳 proof. Darn I miss my 72 Valiant. Could work on it myself!
Yes it's so bullet proof that they always blow up in 24 Hours of Lemons races.
Great video, thank you. I learned about the 413. Didn't realize it was a max wedge engine.
225 best six cylinder cannot kill it. And the power potential is there
You should have mentioned that the early(before 1970) engines were rated at BHP, an engine without any accessories or air filters and an open exhaust, but later engines are rated as NET hp, an engine including accessories filters and exhaust. Thats the main difference in numbers on the 340.
The difference between grips and net is gross was on an engine stand net is in the car all excessories on ,basically rear tire horse power
That was NOT the main difference for the power drop!
Each engine had lower compression,different heads,weaker cam and different crank thus even if it wasnt changed from net hp from gross there would be a huge power drop! Even the carburetors were changed!! That resulted in a different engine..
You obviously never drove original stock engines a 1971 then a 1972 version in the same car,same weight,same axle ratio the 72-up were slower by a lot!
Example my 1972 Charger 440 4bbl,duel exhaust with 3.23 gearing was slower than my 1968 Charger with a 383 2bbl,single exhaust and 2.94 axle ratio!! These were bone stock cars and less 20 years old!
Another example my 71 Polara 360 2bbl beat my 77 Monaco 440!! Smog engines were actually down more than what you think! Both cars ran perfect and ran same as other cars with the same engine/year...My 66 Monaco with a 383 4bbl easily beat/blew away the 71 Polara 360!
Another good video indeed, the EPA must be abolished!
Nah it doesn’t really need to be “abolished” it just needs to be reorganized with better leadership
@@jadenspires1891 You don't reform parasites, you destroy them.
Indeed
Everone things the 318 is trash. Its not. Its really good and can make goofy power n/a
In 68 you couldn't get a 340 in a Roadrunner. 71 was the first year that you could buy a Roadrunner with the 340. The early street Hemis weren't that street-able they were very hard to keep in tune. A 440 was the engine you wanted for the street. The 273 high-performance and the 340s are both very capable motors.
Modern Mopars are time-bombs. If it ain't the lifters, it's the cams. And if it ain't the cams, it's the valve seats. And if it ain't the valve seats, it's the exhaust manifold gaskets.
Etc., etc., etc.
"Best" should take reliability into account, don't you think?
You know, it is a small percentage (3-4%) of Mopar engines that have these issues but it is so overblown on the internet that it makes it seem like the worst thing ever. The biggest factor of any engine, be it Mopar or otherwise is how an owner maintains it and for the most part, for some reason and I am speaking from years of experience in the automotive industry (17 years), most Mopar owners neglect their simple lube, oil and filter changes at the correct intervals. It is not uncommon for idiotic Mopar owners, to not change the oil and oil filter for more than a year and on average 12 000 miles for oil and filter changes. This is for vehicles that has conventional oil in it, not synthetic. Then they wonder why their engines have problems? Gee, I wonder why?
If you neglect lof's on Hondas or Toyotas for a long time, you are looking at buying a short block because they have a tendency to burn oil and eventually burn a hole through the cylinder walls, if they are not immediately taken care of! I have seen so many Toyotas and Hondas doing this when they are poorly maintained! Compared that with a Chrysler engine that has been poorly maintained, it only has valvetrain issues thus all you need to do is replace the top end of the engine, not an entire engine block, which is much more expensive.
The key to having Mopar engines to last a long time and again this is from experience, is to change the engine oil and the engine oil filter every 3 000 to 5 000 miles.
As a person who has owned many Mopars during his driving life ( 34 years ), maintaining them well is the key. Because i follow this principle, I have put incredible amounts of mileage on my Mopars in a short period of time, without any major issue! As a matter of fact I had a Dodge Grand Caravan (2012) and i got rid of it in 2020, not because it was junk but because it had an accident that it was write off and I drove over 140 000 miles mostly using the vehicle for Uber and I only had one major issue with it and that was the starter went at a little over 125000 miles and that was it! The rest of the stuff I replaced were just normal wear and tear stuff such as the brakes, wipers and tires. Believe it or not, I never had to replace a single bulb in that vehicle in the 8 years I owned it. What a wonderful driving van it was. Like this van, I or my family have owned 9 other Mopars and none of them gave us any headaches because we maintained them well!
My next door neighbor has a 6.4, and he runs like a bat outta hell. Eats Turds alive. He asked me one day what I thought, and I told him it was similar to a 1965 hemi car till the fourth gear shift. The 65 car was faster in fourth gear. His has a problem with the rear suspension (like the Ford). He fixed it, and is much better (launches in a strait line). I then broke his heart and told him it was still slower than a super stock AMX thru three gears. I've been thru them all at one time or another in life. There have been three eight second super stock cars built. Two were Mopars and one was the AMX (all motor and nothing else)
Great informative video as always. Keep them coming. 🤟
I bought a 69 Dodge Coronet R/T back in late sixty nine, and although you didn't give it too much attention or credit here, back in the day most Drag racers would tell you they would rather have the 440 instead of the famous 426 Hemi. I only drag raced two GTX 426 Hemi's and won both in the quarter. I really dusted one and the other was a little closer, but although the 426 hemi was a monster, it rarely won over the 440 six pack engines. Dragsters didn't like them because they were so temperamental. One time it would run great and the next not so good. If you went back in time and asked the real racers, most would take the 440 6 barrel over the beast 426.
The best, from my real world experience, were the 318 and the 383. I found the 426 Hemi was unreliable. The worst thing about Chrysler was their use of front sump oil pans resulting in oil starved bearings at the drag strip.
Learned a lot, my 1970 Cuda 340
I ran Mopars from the mid-70's until the late 2000's...and the first mistake you made, was leaving out a very important engine that, in reality, caused Pontiac to not be able to run in SCCA racing...in fact, the 'Trans Am' car, named after the Trans-American Racing circuit had a 305-cu.in. max limit, and Pontiac had NOTHING at the time, to put in the Firebird-Trans Ams to allow them to compete against the other manufacturers! (that's right...Trans Ams couldn't even race in their own namesake race!). Likewise, Mopar had the stellar '273'...aka '273 Commando', often found in the Barracudas and other A-Bodies...but few gave them credit for how they performed...and the 273 'ressurection' in the 2000's as the '4.7-liter Magnum' failed to explain to users...'hey, remember me?' The 1969 273-cu.in. 4-bbl was ALSO RATED at 275-hp, albeit a little more accurate than the 340's 'guesstimation rating', was quite the engine in sub-3,000-lb A-bodies! With W2 heads and some work on the compression, there was no reason you couldn't get 335-345 horsepower from this 'little baby mouse motor'.
Pontiac starting in 1970 had engines that could CV compete in the Trans Am. That was the year that the SCCA allowed engines to be destroked.
Should have included the 318 CI V8. That engine powered a BUNCH of their cars and trucks with a good decent power for surprisingly good gas mileage.
I always wondered why these were almost never found in dirt track racing, because they made very good power. The answer seems to be that it was hard to get the crank seats to hold up for an entire season, while guys were running & rebuilding Chevy blocks 4-5 years on a single block.
The B- RB engines ( 350 - 426 ) replaced the hemi engine series for the 1959 model year. These engines were an improvement in that they were stronger with wider bore spacing , but the heads really held these engines back in competition. Meanwhile the discontinued 354 and 392 engines were setting and breaking records.
The small block 318, 340, 360 were identical castings other than bore size. The 318 has the thickest cylinder walls and is therefore the strongest one.
A vintage 318 bored 0.040 over with an Eagle stroker kit, becomes a high compression 392. Upgrade to aluminum heads and you have a real monster!
The 360 had larger journals so it wasn't quite the same casting.
I Loved and Always wanted a 426 Max Wedge Engine!! ❤️❤️❤️👍💯🇺🇸 But sadly never got one! 😢
To really compare Chrysler, Ford, GM (Chevy vs Pontiac)and AMC. It's always helpful to compare the 5 liter race engines. 302, 303, 304 and 305... The Boss, the Punch 302 and all those specialty motors that were so rare. Chrysler did turn a 340 into a 5 Liter for this competitive class. One day it would be cool to do a complete comparison with all of them. The Pontiac Ram IV included, maybe even the new Ford small block Hemi. Great video. One small detail, the 426 had superior crank bearings that were adapted to the 427 SOHC. The 427 really was tops at the time. Stock rated at 616 hp but touching close to 680 in full trim. No factory support though. Now with aftermarket suppliers It's another story.
Cheers 🍻
problem with the Ford SHOC engine was the head design. The ports (like most Fords) was done all wrong. Horse power peaks were very narrow while the hemi was flat. The tunnel port Ford was a better design. The ball stud hemi had almost a hundred horse power on the SHOC Ford. Problem with the Chrysler group was weight, just like the others as well. A 68 hemi will hit in the eights and so will the 65 hemi cars (on occasion). The only other is a 69 AMX super stock that had much less power, but everything else done right. The AMX was the car that ruined the Ford Thunderbolt
Prior to 1970 the rules in TransAm allowed overbearing engines but not destroking. In 1970 the rules were changed to allow destroking. Hence the 340 in the Mopar entries were destroked 340s. I supposed that Plymouth could have sold a reduced bore 318. AMC bored the 290 .094 oversize to get up to the limit. The 273 simply started too small with a 3.625 bore. The Pontiacs that ran could have used 326s sleeved down. Better to start with a 326 block unbored from the factory. But even then you would stuck with small valves. The Firebirds that ran with DZ-302s got away with it on pure bullshit by claiming the engine could be ordered in Canada. In 70 Pontiac ran a 303. If this was the short deck 303 I'm not sure. AMC ran a destroked 360 based on the Special Service Block. Cast with rough 360 cylinder bores and 390/401 water jackets. Plus the 390/401 crank webbing for 4 bolt mains on 2, 3 and 4. All dealer parts counter available. Plus from 70 on they were running the dogleg heads from the 390.
One thing I think the SCCA missed out on is a lot of the earlier pony cars were equipped with inline sixes. If they had established an inline 6 class limited to say 3.75 liters with more open engine rules that could have been interesting. It also could have lead to better performing 6s prior to the emissions & insurance crunch.
The 426 Hemi was pulling between 480 and 500 HP on the Dyno here at the Chelsea Proving Grounds in Michigan. I knew several people who worked on testing these engines. My neighbor in fact was on the floor when the EPA failed the 340 six pack for emissions. Which brings me to the comparison of the combustion chamber of the old Hemi vs the new. Had Chrysler shaped the piston and combustion chamber the same as the old Hemi it would have never passed emissions. To spite the power, the old Hemi had to much cool area in the combustion chamber resulting in unburned fuel and higher emissions. Development of the newer Hemi resulted in less drastic hemisphere shape. The hellcat engine is the last engine developed by Chrysler engineering because there is no more Chrysler engineering. Chrysler has been reduced to a sticker on a fender. At some point it will disappear forever.
The 440 has been the best engine I've owned 6:71 supercharger in my boat with 7,000 hours on and still going
The 1971 400B big block Road Runner was quite a powerhouse in its own right.
My grandpa had A 413 wedge and his Chrysler Imperial, And it's original literature said it was only 345 horsepower. It was single 4 barrel. All I'm trying to say is that the lowest figure was lower than 390 hp in the 413 wedge.
Some history, Mopar did the hemi thing during WWII. They used to build aircraft engines that were hemi's. They took that tech to build their cars in the 50's (the gen I hemi) of which the 392 Hemi was the gem.
Back in the 1980's I answered a newspaper add placed by an old woman selling he dead husband's 1964 Chrysler for $400. I called and asked her why she was selling. She said. "It uses too much premium gas 'cuz it's got two carburetors." I bought the car, and sold the 426 Max Wedge engine for $1,200. I should have kept them both, but I needed the cash.
Currently running a 5.9 Magnum in my 02 Ram. The very last year to recieve the Magnum series engines as they switched to the Hemis
You should be a newscaster. Your delivery of information is effortless and error- free. Also the subject matter is really interesting.
Dude the 340 was a monster. But the 318 is where it's at. Long live the 318 340s. 3.91 bore vs 4.04 bore. Damn strong engines. Chrysler built some of the toughest smallblocks ever. I've seen the 360s which I'm not a fan of come undone on the bottom end and run for years.
While not a true Hemi as defined, the Gen 3 retains the traditional valve arrangement with additional quench build it allowing for lighter flat top Pistons. When said piston is at TDC, the squish is basically the same, so it's a good refinement of the original design while retaining the best element for flow.
the Gen 3 engine takes what Ford failed at (429 shotgun) and made it right. It is not a hemi!!!! But a twisted chamber engine. Thank the computer for that
@@garytotty3971 The twisted cylinder head moniker is more aptly applied to the Polyspherical cylinder head used 60 years ago and more recently on the 4.7. Not designed on a computer, it used the cross flow aspects of the HEMI design, but utilized a simpler valvetrain to reduce costs.
And as stated, the Gen 3 isn't a true, as defined Hemi, due to the central quench area, but it is perhaps even better because the prior Hemi's required heavy pistons to fill the vast open area between the valves when at TDC. By going to flat top Pistons, and placing all that mass into the head, and off the piston, the same config is present at TDC, but the reciprocating assembly is much lighter. I'm pretty sure Mopar didn't roll in a frigging failure Ford 429 when they started designing the Gen 3. Essentially, they took the Gen 2, and addressed all the points needed to clean up emissions.
Tim, well said. I wish more people would understand the genius in the head design of the Gen 3 hemi.
The quench was recommended by the original 426 hemi crew from Chryco. That and raising the cam in the block for shorter pushrods and better geometry.
How about a show on the 340c.i. engine in the 68 to 70 A-bodies. Mopar had an ad that said"6,000 RPM for $3,000!". I had a 1970 Dodge Dart in 1976 that only had 42,000 miles on it. Great first car. Surprised a lot of small block Mustangs and Camaros.
The success is iconic ✨️
What happened to the 6.1 and 6.4. I was really waiting for those
Nick's Garadge stock 426 hemi 1970 dyno 490hp495tq stock street hemi.528 stroker 1000hp no problem nicks Garadge is awesome guys must watch
You said best engine, not best performance so I would add the lowly 318 because I know plenty of 318's that were beat hard and lasted 200k-400k miles with little maintenance! I know they were never performance but they lasted forever, that's pretty darn good in my book. Now best performance, I would've started with the 1950's 392. It's the reason for the 6.4 getting the 392 moniker and it ruled drag racing before the 426 Hemi came along. Also you named all of the hemi's except 2, the 6.1 which was a slightly better engine than the 5.7 and the forgotten 80's Hemi...the crappy Mitsubishi 2.6 4. Technically had hemispherical heads but was pathetic!!!
While very reliable, the 318 was basically a boat anchor.
@@williamrgutrich7694 more like a tank engine. Won’t break, won’t give you a headache, will take you everywhere but won’t make it quick. Even tho it will handle performance upgrades like a champ.
98 Dakota 318, drive it daily, 256,000 miles and counting. Purrs with little maintenance, oil changes every 4 months. Will be the last vehicle I own.
I give credit to the "Viper V10" , and the V8 6.2 Liter "Dodge Challenger Demon Engine".
Which as for the Demon, when I first heard of the Demon being released, I did lots of research and saw videos on that vehicle and became hyped on the Challenger Demon ever since.
the reason these engines run so good is the computer. Had the older hemis run with fuel injection and a computer there wouldn't be even the slightest chance. You'd be looking at 1100 HP hemis!!
@@garytotty3971 Yes!
I believe the 318 and 360 Magnums are woth noting as they were excellent, hard to kill engines. The aftermarket really didn't serve them well and that's a shame as they had the potential to be absolute beasts. What no doubt hurt them were the crappy automatic transmissions Chrysler decided to put behind them. While the engines themselves were nearly indestructible, the trannies left a lot to be desired.
They're not that bad once you know where the failure points are and how to reinforce those weak areas.
The aftermarket is finally embracing the magnum even with the hemi being out there people are building them and yeah there Power potential is in LS territory so they can rip
With the exception of the Torque Flite 3 speed automatic transmission, which was bulletproof as well, be it on their front wheel, rear wheel or 4 wheel drive vehicles. Also the 8HP ZF transmission used on many mOpars these days are indestructible as well. that is their 8 and 9 speed trannies as well. Mind you, it is licensed from an Austrian transmission company.
It is their 4 speed A604, 41TE and 6 speed 62TE automatics that had issues. The 4 speeds had issues because Chrysler did not test well enough and Chrysler recommended Dexron 3 to be used from 1989 to 1999 and then in late 1999, they replaced the Dexron 3 with ATF + 3 or 4 and since late 1999, their transmission's reliability went from a 20% failure rate down to a less than 5% failure rate! The 62TE transmission, mostly had issues with solenoid clutch pack and the clutch pack also leaking, as well as the transmission oil cooler lines leaking slightly as they aged and this if not taken care of right away, would lead to catastrophic transmission failure!
I got me one of the last of the 413 6.8L in a 1965 imperial crown & it still wants to overheat after rebuild, I don't know why I've even put new radiator & electric fan & oil cooler. but still does great pulls...
Mate a late 60s 318 with headers, glass packs and a stock carter 2 bbl, a feller could get over 20 mpg, with decent power.
Chrysler ran Hemi engines in the early 1950's. The Hemi v-8 engine family came in 4 sizes, The 331, the 354, the 392, and the 426 hemi. The first 2are all but extinct, but you can still run across a 392 hemi.
how can you leave out the 318?... it wasn't the "performance" small block, but it was definitely one of the best... the 273 was a hot rod motor, too.
The 318 is underrated as tonys garage showed as tbere barely is a CI difference and you can bore it up to a 390 like a 340
A buddy of mine drove a Sprint truck with the 383 it blew up took it out put a 318 in didn't wine no races but never blew up
The hemi head goes back to early 1900's. I lived in the 60's and you hardly ever heard of a hemi. Most were 440, 383, and 340. The new hemi isn't even close to a hemi, all the 4 valve heads are closer to a hemi head. Toyota supras were making 1,000 hp from 3 liters years ago. Hemi is just a name that they use to sell more cars.
340 small block 68-71 with X heads were nasty. Rev 8k rpm’s stock.
Interesting side note: Ever wonder why so many performance big blocks are clustered around 426 to 429 CI? Because of the maximum 7.0 Liter rule of European road racing.
1:55 - 22CCs? 22 CI.
Have you done gm v8’s?
Id like a video on the strange 8 cylinder engine configurations like inline 8 w8 h8 etc
What about the bolt pattern for the transmissions?
HP figures more importantly are understated because of insurance premiums.
Mopar engines from the early 50s include several different version of hemis.
You have forgotten the 392 Hemi. Dragster engine from a luxury car
You missed the Demon 170 HEMI. 1025HP and advertised to run an 8.99 second quarter mile. Owners of these cars are running in the low 9's in the 140MPH range.
The 440 6bbl is another great engine
a 318 La engine can be built to 700+H.P.
You forgot the short deck 400 block. Piston speed on this block allows 9000 rpm. its the big brother to the 340. Its severely over square with the biggest bore of all mopar engines. BIG miss man!
What year did the 400 come in?
@@milliondollar2981 it replaced the 383. 1972 year model.
@@ShovelMonkey thanks,,,I want one,,what car model they came in?
He forgot the best one
400’s were always low compression mush motors. 9/10 guys would take a 383 over a cast crank 400 any day. Yes the 4 spd cars had a forged crank but they are very rare. Skip this one unless you plan on a stroker or blower with better crank.
The 4:40 was the best street motor V8 ever
It wasn't all detuning that changed the HP.
After 1971 they went from gross HP, to SAE net.
For example a 1971 318 was rated at 235 gross HP. In 1972 they went to 150 net HP.
True. Even though the 1972 engines often had lower power output because of lowered compression ratios, it’s difficult to tell the actual difference between them and the 1971 because of the difference in measurement. There’s really no apples to apples comparison because as you mentioned, a lot of the “loss” was because of net vs gross measurement.
I feel a little bad that you didn't put the magnum engines on here but then again, they where truck/van only. I bet if they where put into cars and used, they would have been monsters.
318 LA Engine, 383 2bbl Workhorses👍
No 318?! How dare you?!Somebody sick Tony on this clown!
Big fan of the 383 , 426 , 318 and 225 Slant 6.
As far as I'm concerned , the 440 was often overrated and not as solid as the 383.
The hard to find 413 was a powerhouse in it's own right too.
These modern engines to me aren't as well built and require technical background in order to modify them.
You can definitely tell this person isnt a mopar person at all given how they chose to skip some of the more important engines and making the video short unlike when he did any of the other brands where he listed off so many more engines and things about them
Max wedge is a bad ass name
Best mopar engine ever ball stud hemi ,and only 1 left
Roadrunner didn’t have a 340 option when they originally came out
The current 426 hellephant crate motors are actually based off the hellcats and technically, the most powerful "factory" hellcat engines make now 1500 horsepower.
What about the 1989 360 that came in the Dodge B-350 van? With 50,000 miles the question is what doesn't it leak? oil, transmission fluid, antifreeze, park this van and come out the next day to see puddles under and running down the low side of a parking lot or driveway . It claims to take 225/70/16 or 245/70/16 tires but new 245s rub when making turns so there's 500$s down the tubes. This van leaks rain water right on top of the battery under the hood, and the wipers don't work. Good luck driving in the rain.
Chrysler engineers were the brilliant.
Hemis were hands down , a de-tuned race engine.
Similar tech was born and proved thru other models of the line, and lumped together in the 426.
What about the 1950’s firepower engine, it was a Hemi long before the 426.
Exelect choises, MOPAR FOREVER
But😅 no 440 V8 when a Stock 440 sixpack out performed the 426 hemi on the 69 Charger and 70 Challenger😅.
And also the scat pack, that N/A 6.4 beast of an engine
360 magnum any good ?? great video :-)
Yes actually they were great engines unfortunately they ere usually paird with a weak transmission
360 and 318 magnums are fantastic engines. Really reliable, IMO The most reliable V8 engines in that era from the 90s to the earlier 2000s when you factor in the engines fuel ejection components and sensor. And also the easiest to wrench on when compared to the Chevy 350 or ford 302 351.
With some well chosen mods you can wake up their power potential.
The 59 Chrysler Golden Lion 383 was actually a RB engine.
Few details; The old engines are rated in Gross ratings and the new ones are rated in SAE. The old Engines rated SAE would be alot lower than; same if you rated the new engines Gross; would be alot higher. Also the New Gen3 hemis DO have Hemi style heads; just with slight "scutes" for more compression
It's called a Polysherical chamber first produced in the 50s because the head cost less to produce than the true hemi. The Dodge 325 came in both flavors and there was only a 20 hp difference. The Chevy Rat used a version of the Poly and called it the Semi Hemi.
the 413 was not the first version of the RB block the 383 RB came first but good video
273 v8 = young one !
The truck version of the 392 is way under appreciated. Same ci, not the same motor. Longer stroke but smaller bore= more tq down low. The entire motor is forged amd shares things with the demon. Ram isn’t telling the buyers but mopar has a break in schedule you need to follow. Like, under 3k rpms for about 300 miles. No flooring the vehicle until 500 miles and then, don't do it in the first 3 gears. Use regular non synthetic oil until the motor is broken in.
Probably should have mentioned the 6.1 as that seems to be the best gen 3 of them all. And FCA is not moving toward ev like you stated, they’re starting to ramp up production of smaller turbo motors in much more more quantities than ev.
Yes they're! Chrysler is going all electric by 2025 and the Dodge muscle cars will be going electric also and soon Jeep and Ram !
now everything form a 340 fits and they make aftermarket stroker 318 kits
The 273, 318 and the 340 all used the same steel crank. They did cross drill it for the 340 but found out that it was a bad idea
Wrong, The 340 had a Forged Crank
The Helcat Block wasn't taken from a converted 6.4. It has the same internal dimensions as the 6.1 offered in 2006 as the SRT. It has the same stroke and bore as the 6.1. The reason they used the 6.1 to make the 6.2 helcat engine was the fact that the 6.1 was kind of overbuilt or it's 425hp. Because of the rings, the 6.1l and the 6.2 could use the blowers while the 6.4 is not really suggested to add a blower to with more than 12lb boost. The Helcat can be as high as 20psi which would blow the pistons out the side of a 6.4.
What about the invincible slant six?
The Australian 265 cube inline six...
How are you going to make a video on “BEST MOPAR V8 engines”, and not talk about the 318. Chryslers Small block platform is so tough. Like 90’s Toyota tough. Like sand in valve covers, still runs tough. The 318 is KNOWN for its reliability. I have one and I’ve put it through the ringer, I’m suprised it hasn’t blown up yet. Along with the 273 Commando. Or the 400? And I know you said you wished you could have made time for the 440, 360, and 383, but they are all special in their own way. You have to at least talk about the 318 “bread and butter motor”
Please make a revised list on Mopar engines, maybe you could do classic Mopar motors, and talk about all the other motors like the slant 6 225/170, and really dive into there history.
Im a Gm fan but that 340 is a royal pain up the uranus
You forgot DeSoto. DeSoto also falls under the Mopar umbrella.
Look on the parts, glass and keys of old Mopars, it says DPCD. Dodge, Plymouth, Chrysler, DeSoto.