The Complete History of the Chrysler Hemi
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- Опубликовано: 25 апр 2023
- The Chrysler Hemi engine is nothing short of legendary. From its aviation roots in WWII to the last Demon 170, the Hemi engine has gone through some major evolutionary changes throughout the years, but overall, has been the dominant force it has always been. This video is a compilation of my three previous Hemi History videos, with an update or two. If you like to binge content, this is your video!
#chryslerhemi #hemienginehistory #hemi
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1 OF THE BEST YOU TUBE VIDEOS FOR A CAR ENTHUSIST! Hemis Have always been an American Icon. Thanks.
Thank you so much!
Absolutely Beautiful!
Just watched all 2 hours worth while in my pinkie and doing the family’s ironing! Ha. Here in the UK, the American muscle cars are only seen on a Sunday and at car shows in the summer - what a shame! Petrol is $2 per litre here and all nearly all cars are the standard inline 4 cylinder 1.6-2 litre engines… We have a 06 Jeep Commander with the 5.7 Hemi - and we Love it! Converted to LPG with a Flowmaster exhaust and a sound to die for… in fact, all the older generation always turn heads and smile when we go past… you can tell they remember that time when owning a muscle engine was just like being on a date with the prom queen! Regular maintenance and with some love and care and these Hemi’s can hit 300k miles… EV cars? Hydrogen Cars? Over my dead body! A Hemi makes me feel alive and always brings a smile to my face! Thank you so much for this… the Best Hemi video I’ve seen!
That is awesome! Enjoy your Jeep! I appreciate you watching and I'm glad you enjoyed it! Cheers!
A cat show is an odd venue for displaying muscle cars , but it would suit me as a muscle car and cat fancier.
what is a pinkie? must be a term us yanks don't have here in the usa
@@csj9619 I'm in New Zealand ,and I dont know what that could be either.
Zero mention of Big Daddy Don Garlits and his contributions to Dodge/Chrysler which he's still involved with to this day..
At 1hr:06, totally mentioned Don Garlits and his Swamp Rat. Also first rear engined dragster. Keep up, brother.
And the legend continues.
I thoroughly enjoyed this history of the HEMI engines , very interesting , and a lot of great photos of the old mopar Nascar and drag cars . As an owner of an Australian in line Hemi 6 cylinder engine, it is interesting to learn of it's relationship with the ball stud Hemi .🙂
Thank you!
"Hey Charger" I'm guessing that your Hemi has a nice slant to it, and it was built in Australia's largest country town… Adelaide. I had many a thrilling ride through the Adelaide Hills when I was a wee lad in a R/T E49, I was always amused by having to climb over the roll cage's door brace and step down into the seat. I think that car is still in the same family, they could probably sell it and buy a few Porsche's for what something like that would be worth these days.
@@TheGearheadLounge did they ever make a 4-cylinder or 6-cylinder Hemi engine ?
@@ScottPhillip-qg7lm They made an Australian six cylinder that a lot of people have dinged me for missing it! lol...but I was only thinking about the V8 cars! I don't believe they ever made a pure Chrysler 4cyl hemi engine.
There is a ball stud Hemi in a Barracuda at the National Auto & Truck Museum in Auburn Indiana
Chrysler striving to be cutting edge and different is why I love Chrysler. Richard Petty and Lee Iacocca wouldn’t steer us wrong.
👏🏾👏🏾👏🏾👏🏾👏🏾👏🏾👏🏾 ...I needed this on the Monday...
Great video at 9:50, it explains how Ford had use of the hemi as well and I love both versions of the hemi, Chrysler's and Ford's.
Harley Davidson made literally millions more hemi's than Chrysler and Ford combined and was making them years before they both were, starting with the 1936 Knucklehead big twin followed by the Panhead and then the Shovelhead that ended in 1984, along with the 1957 to 1985 Sportster, those were all hemi head engines, also included is the mighty XR750, the winningest motorcycle racing engine in history that absolutely dominated Grand National racing from 1972 until just a few years ago, between 1972 to 2008 it won 28 of 37 Grand National titles for the factory Harley racing team, the Wrecking Crew.
No vehicle manufacturer ever knew more about Hemi engine's than Harley Davidson, and just like they beat Chrysler to the hemi in the first place they also beat them to making it far more efficient and powerful by closing the chambers and running a flat top piston which creates squish and quench areas, they did it in 1984 with their Evolution engine almost 2 decades before Chrysler did it with their latest version of the hemi.
Had a shovel head. They were hemi but NOT fast. A sluggy heavy pig.
@@buntnik
They weren't assembled with a tune anywhere near the level 426 hemi's were, very mild cams with 7.5 to 1 compression, 8.5:1 was the high compression option and that's still well below a factory 426, if a 426 was built that way you'd get the same thing out of them.
One of the things that people don't get about those motor's is Chrysler already had the rubber band wound up pretty tight from the factory, high compression pistons, solid lifter cam, valve's bigger than what you'd want for a power plant for average use, bigger carb than you'd want for average use, they didn't make them for car's people were buying for average use they were factory built race engine's.
The Shovelhead on the other hand had a factory build for day to day use, but if you do equal work to one you get pretty much equal results from them.
This is the era of great Dodge/Plymouth cars, I love the styling. Great work on the repairs Myles, keep the videos coming.
😂😂😂
Wow, dude! Excellent history! I had never heard of the indy roadster effort. Gonna have to finish the viddy in two viewings, it's very detailed. Excellent work!
Thank you so much!
Awesome documentary. Thank you very much for all this work.
Thank you so much!
i enjoyed every minute...hats off to you.thanks
Thank you so much!
Nicely researched and put together doc. I'm a new sub.
Awesome! Thank you!
Awesome production!!!
Thank you so much!
Thanks this was a great run down
Thank you!
Great video as per normal!
Thank you so much!
If I ever buy a classic Chrysler, you’re darn right I’ll be keeping that authentic Chrysler starter. It sounds much more refined than most other starters, so that would be the last thing I’d ever want to change.
Those starters made Mopars unique!
Refined? If that’s what you call “refined”, I’ve got some waterfront land deals for you in Florida.
Excellent video!
Thank you so much!
Awesome vid, thanks from a fan in Calgary, Canada. Cheeds.
Thank you so much!
Wow ! Though I was never a Chrysler fan BITD . I did have a friend that had a Super Bee before I went into the army in 68 . It ran VERY strong . Had NO idea that the hemi had this lineage ! Great video !! doc BG 68-71 RVN ...
Thank you so much!
Cunningham was putting Hemi's in his cars in 1950,before Chrysler.
Great video! Thank you for taking the time to produce this awesome history lesson! 👍🏼
Thank you for watching!
426 Max-Wedge was very fast and quick at the Drags. So were the 440’s stock. Street Hemi’s so so but the 426 Race Hemi was King !!! I had a 68’s Hemi Dart
Big block + small car = 😊
Thank you for the info.
Thank you for watching!
I have a pair of hemi with consecutive serial numbers. They were pulled out of my 42ft classic yacht when it was converted to diesel. Both are sitting on stands and run great. Eventually i will sell them for the right price.😊
Nice!
nows the time cause the government is bent on killing anything run on petroleum
Great stuff as always!
Thank you so much! It's the '68 Shelby coming up next!
@@TheGearheadLounge Sweet. In high school I had a leader in my youth department in church that had a convertible GT360. So cool.
Great video!!!! 👍👍
Thanks for always being so supportive!
@@TheGearheadLounge 👍👍
Absolutely a brilliant video on HEMI history.. great research and narrator...
Keep up the great work..
Thank you so much!
👍👏😊♥️🇺🇸 Thanks for posting this video
Thank you so much for watching!
Battery Electric cars will never take over, too many downsides to overcome, they can definitely be a transport solution in certain applications. Why is there a not a mindset that both types of vehicles can co exist.
Because idiot liberal crooked politicians are running the show. We need to throw them out.
Because the government doesn’t want that mindset.
Because this whole “Climate Change” fiasco has become a religion! Like paying a “Carbon Credit Tax” is going to help with the climate in anyway.
Well at current history once we imagine it.. So shall it be. Just like Aluminum Glass and video Calling.. a Arc Reactor will solve many problems.. But next level Battery tech is a great start.. Capacitor Battery is the next step. Charge your car in 7 mins with full range
I'm 100% sure they said the same thing about the automobile
Really good video of the goat of all engines
The awesome HEMI
Thank you so much!
What a great video. Hopes for this channel growing stronger. SUBSCRIBED!
Thank you so much!
How come nobody ever explains what makes them better
Or what makes a Hemi a Hemi
The valves are rotated 180° placing them in
perfect alignment with the intake and exhaust ports.
I love this channel
Thank you!
The Gran Turismo 3 menu music sets the mood perfectly
😁😁😁
@@TheGearheadLounge loving the channel. Keep up the good work bro
@@grapeseed427 I appreciate you!
This is an incredible video.The only HEMI he didn't talk about is the one from the DEMON 170.
Lot of nice Hemi’s but there’s only the 426” Hemi. It’s King. Now these modern Hemi headed engines are incredible but for Classic Hemi it’s 426, period !!! They’re temperamental as heck but I raced a ‘68/426” Hemi Dart 4sp 😎
If you wanted to play in AA/FD quarter mile in the mid '60s you were going to rum a 331, 354 or 392 Hemi sooner or later to be competitive if you started out running anything else. In the smoke run era the 331 and 354 would put it to the ground better sometimes but the 392 was usually preferred.
The mains on the Dodge Red Ram Hemi were too narrow for Nitro and Desoto Hemis didn't last long.on Nitro. Chrysler New Yorkers, 300s and Imperials were the source. The ports on the 331s were biggest in volume but oddly enough the fast 331s seemed to run with 354 heads . . . I dunno, maybe velocity was right with the smaller ports, perhaps, like not getting exhaust valves too big,in diameter. They wouldn't have made them with less volume at Chrysler.for the 354 and 392 if there wasn't a realization to do with HP..
Team Skinner, Jobe and Sorokin aka "Surfers" probably had the best combo for the 1st generation with a low 7.5 to 1 compression 392 and 98 percent Nitro and 2 percent toluene for starting in damp cool coastal drag strips. Stock 34 degrees timing for the first generation. Nitro alone was a slower gradual but stronger detonation past top dead center. That consistently winning eam got nearly 400 runs out of that combo.
The 426 never came alive for top fuel until they advanced the timing .to an insane 50 degrees and then they took top fuel over. The 1st generation wouldn't take that advancement in timing for long.and that would defeat the point of running 98 percent nitro. Don't know what fuel combo the 426 AA/FD guys ran to win as I was busy elsewhere other than drag racing by then. .
.Those 1st gen longer exhaust valve rocker arms, btw, is what the AA/FD owners or teams would need to replace because they would break sooner or later under the stress once you multiplied the HP and used it. The teams with the limited budget like the "Surfers" still used the stock intake rocker assemblies but replaced those exhaust assemblies and their necessarily longer rocker arms that you mentioned with aftermarket rocker assemblies.
.
They also replaced the block's main bearing caps with 4140 billet caps to handle the Nitro Methane. Some guys would use lower end steel girdles but you really didn't need those so long as your fuel mixtures weren't detonating right up at Top Dead Center. You would need to replace those stock main caps though. You could use a stock forged crankshaft with no problems. You could've had the rods boxed with quality billet inserts and arc welded with nickel rod for the low cost top fuel rods. Balancing was a must.
Wow! Thank you for your insight!
What a killer video…!!!!
Thanks!
Wow! Thank YOU so much!
Ive got a 454 that twice oil coolant line popped. first time it took out the cam and some lifters,dents on pistons the mains and everything else where still perfectly fine. Replaced everything and rehoned. years later happened again two lifters their rods and cam. Replaced just those parts. 7yrs its still running. So maybe it takes a little more time to wear the mains?
The most powerful engines in the world are hemi’s in top fuel cars they making 10k hp which is insane! And they all got hemispherical heads on them no matter the brand!
Going to do a video of the Australian Chrysler Hemi inline six engines?
I hadn't thought about it, but I've had a few comments about it, so I may have to!
The duel overhead roller cam hemi with all forged internals would make sense for the next revival. Maybe maybe someday
You never know!
Don't forget about the new Jeep Grand Cherokee L with the 5.7 Hemi. I absolutely luv mine!
Enjoy!
Thanks for making this video I enjoyed it very much. Sad to see the passing away of the HEMI . I have truly enjoy mine I ordered it back in 2019 and took delivery the last Friday in August 2019 , Octane Red, manual transmission Challenger. I hope to keep it a long time .
My dad had a 1957 Chrysler New Yorker when I was young it had a HEMI in it , strong running car . I was disappointed when he replaced it with a 1963 Cadillac , way under powered compared to the Chrysler.
Whats this world coming to? It's getting so hard to find cars with a manual transmission. I drove a couple of hundred miles last week to buy a car they no longer build with a manual transmission . I hope I'm never forced into driving an electric car.
My 54 New Yorker deluxe has a 331 my favorite 😍 hemi
All these rule changes just to hamstring Chrysler for the sake of the others.... Hearing about it always boils my blood.
People don't know that Pontiac also had a Micky Thompson Hemi a few of their race cars
Wow! Thanks for that!
ITS AMAZING HOW THE NEW DODGE HEMI ISNT EVEN A REAL HEMI..GOOD VIDEO THOUGH😊
19:07 Funny how the "3 musketeers" consulted with Willy's (one of the main innovators of the jeep), then decades later, Chrysler owns Jeep. Some even have Hemis in them.
My folks 55 plaza wagon with a little hemi V8, overdrive and vacuum clutch got 28 miles per gallon at freeway speed
Nice!
Like he said in the last few seconds in the video about the HEMI. G.O.A.T.
Firedome firepower fireflight fire sweep....😮. .. the problem they had is the cars were just too heavy... But they did okay
Whats the name of the TF dragster car at 1:05:18 ? The one blowing up.
I am so sorry…I couldn’t find who that was. I looked through my archives and noted that I named that file “Nitro Explosion”…nothing I can use to trace back to what the original was. I even did a few searches to see if I could pull it up again. My apologies!
@@TheGearheadLounge was just curious but ty
No mention of the fact that the IMPERIAL was SEPARATED from CHRYSLER DIVISION and became
It’s OWN MAKE/BRAND and DIVISION in 1955…meaning that, from THAT YEAR on,
it became “The IMPERIAL”….and was no longer the “Chrysler Imperial.”
426 hemi baby there's nothing can touch it.
⚡️ Electric
Except a slew of GM engines, the ford boss 429, and the mighty 440 wedge from Chrysler.
Oh well,back to my Prius! ;) :D
😂😂
You did a good job of adding more inaccurate information to the internet.
Thanks! I aim to please!
Small modifications, like just swapping to hire compression ratio pistons. if you’re changing something in you rotating assembly it is not a small modification. What are you gonna do swap pistons and not balance it
@17:33 Beefcake!!! BEEFCAKE!!!
-Cartman
😄😄
Can anybody tell, why Chrysler is using that orange paint on there engine ?
I like orange sooo much.
I did learn sooo much about that brand and engine, never thought iI would.
For example, that the the two Spark plugs fireing after each other.
Or the eagle engine....wow
Awesome Video !
Thank you so much!
I wish nascar had not banned those ohc engines. They should have just lowered CID to slow things down. Much R&D/refinement was lost for 30 years. That technology is what made it possible to still make power and still satisfy the EPA and get efficiency. I know it came from the likes of Merlin and the GAA Ford in WWII. But refinement made it really work.
Agreed!
@@TheGearheadLounge I'd love to see you do the 427 Ford and what it all accomplished in the 60s. Really remarkable in all it's forms. Absolutely loved the time you took on this video about the HEMI. Keep up the great work.
@@hotrodfeguy Thank you so much!
HEMI is hard to beat. 'NUFF SAID?
A sign of a good product is how long it is in continuous production, SBC 1955 till now, THE BBC 1965 till now enough said
What car's do they come in?
Enough said.
There's a reason why none of the old engine's come in production vehicles anymore, including the Hemi, it's no more a true Hemi then my ex wife really is a princess, and I'm not saying that because I'm some kind of Chrysler Hemi fanboy that's upset because they don't make the current Hemi in 426, it's not a Hemi because the engine literally does not have a hemispherical combustion chamber, it's got closed chambers and flat top pistons which creates squish and quench areas, that's vastly superior to a great big bowl shaped combustion chamber with a huge domed piston sticking up into it at TDC and is the reason that the new engine's are 1/3rd smaller yet make almost 1½ times the power per ci get almost twice the mileage and will meet modern emissions standards, the biggest reason anyways, Chrysler calls the new engine a Hemi strictly for marketing reasons, since concerning vehicles they have a copyright on the name Hemi they can apply it to any type of combustion chamber engine they want, they could build a flathead and call it a Hemi.
That said the new Hemi's share the same valve and port arrangement as the old Hemi's, that and the large canted valves is really the biggest reason their old engine's made the kind of power they did, the valve and port arrangement is a true cross flow design and when coupled with the new combustion chamber they have makes for the best OHV 2V per cylinder pushrod type engine that can be made, the only way up from there is 4V and is exactly why Harley switched to 4V and no longer offers a 2V engine anymore not even in the Sportster.
Nobody puts their old engine's in production vehicles anymore because they'd never meet modern emissions and and when it comes to power you'd get laughed right out of the room, none of those old engine's make the kind of power per ci as the new ones do and be able to pass emissions, you seen what happened to the old engine's when they made them meet emissions standards, well us smart engine builders came to understand long ago that the more efficient a combustion chamber is the more power it's making per the amount of fuel you're putting into it, back in the day getting 1 HP per ci was a pretty big deal, nowadays an average run around every day car like my Hyundai Elantra makes 1.1 HP per ci and it's not even a performance car, it's just a car.
I've been working with engine's since 1981 and you'd be hard pressed to find anyone who loves those old late 60's/early 70's cars and their engine's more than I do but it's because I've been so involved with the math and science of engine's all these years that I understand them for what they are, they're really relics from a bygone era and can't hold a candle to these modern engine's that make almost twice the power per ci using ⅓rd less fuel and will meet modern emissions standards, there really is no comparison between them, I have to explain to guy's all the time that have something with an old engine in it that have delusions about thing's that want me to build them an engine to just leave it stock and enjoy it for what it is, otherwise they'll dump all kinds of money into it and they'll still get beat by some kid with a modern performance car like a Demon or something, they'll be stuck with something that drinks gasoline at an alarming rate, can't hold an idle worth a damn and burns their eyes everytime they're at a stop light and a breeze blows their exhaust into the car.
Kinda like a BBC Rat motor , just sayin
Did Christine have the 413..😊
You forgot the 361 and 350B but, otherwise....great video!
Thank you!
Rich GT350R brought me Hair 🥝✔️
Chrysler V16 had Individual cylinder heads? I thought it had individual cylnders (sleeve and barrel), but one-piece head.
I could be wrong, but in my research, I found that each cylinder barrel was topped by its own cylinder head as well.
If they could just build one that doesn't guzzle gas so much it would be perfect. Maybe add a two speed differential like a semi truck. Lol.
Bad ass engine though.
Actually Peugeot and Alfa Romeo use hemispherical combustion chambers before Chrysler did.
Maybe true but I think Chrysler put Hemi on the map.
you missed jeep SRT 6.4l hemi and called it the jeep SRT Trackhawk its just Jeep Trackhawk and Jeep SRT. otherwise 10/10 great doc!
Thank you!
the research for this was in almost all cases restricted to america so when he says 1st or in the world he actually means in the states
This is true!
The new HEMI’s are not hemi’s. It’s just a name only
They absolutely are from the opposing valves right down to the dual spark plugs. U R just repeating what you heard from your drunken "gearhead" Ford friends down at the bar. Sure they don't have domed "hemi" shaped pistons but that's because you can't run 12 to 1 compression these days...DUH
XIV-2220 means eXperimental Inverted Vee, 2220 cubic inches. Not that Roman numeral stuff.
1:05:52 That's real racing there. The guy literally had to pick his crankshaft up off the ground. Classic picture.
Without the Hemi, it's goodbye Chrysler.
Yep he corrected it in the video :)
At 8:00
Oh there's a whole bunch of flaws in this video besides the Roman numeral thing.
There is absolutely no debate about which P47 was faster, it wasn't the Chrysler V16 engine and it wasn't a regular P47 either although the fastest one did have the Pratt&Whitney R2800 engine like the regular production P47's did, it was the XP-47K and not only was it the fastest P47 but it was the fastest single engine propeller driven aircraft in the world at 504 MPH until years later in 1989 when a specially modified Racing F6F Bearcat with a Wright R3350 engine called Rare Bear finally took the record and went 528 MPH, that's tremendously respectable when you consider that the R2800 engine in the XP-47K was a production engine and not a specially built racing engine like Rare Bear has in it, like the XP-47J the XP-47K was an experimental aircraft (hence the X prefix) that was being developed by Republic Aviation during the war at the behest of the military, one thing he's mistaken about concerning the XP-47J is that it was not abandoned because of the war ending, it was abandoned because of continuing issues with the inverted Chrysler V16 engine and the fact that the already faster XP-47K used the production R2800 engine which was in use and didn't didn't need developing, it was literally plug and play, what made the XP-47K so fast was that even the regular P47 variant's on production were already faster than aircraft like the P51, ME109 and Spitfire with their narrow fully enclosed liquid cooled engine's in the first place, he's wrong thinking that the large diameter radial engine airplanes with their exposed cylinders sticking into the air were inherently slower than the liquid cooled V engine planes, because he makes the same mistake everyone does when accessing them, they only look at the nose's of the two basic designs, with the P51 look at the bottom edge and follow it back and just below the pilot you'll see something that the P47 doesn't have that creates a lot of drag, a great big radiator scoop, physics 101, there's no free lunch, yea those long thin V type liquid cooled aircraft engine's make for a very sleek and aerodynamic nose but you've still got to get rid of the heat and that's where you pay the same basic price you do with a radial that has all those cylinders causing drag, make no mistake a radiator big enough to cool a 1,650 cubic inch engine needs a lot of air passing through it so there goes all the sleekness you've gained at the nose, even worse on the Spitfire and ME109 is that the radiators and their scoops are on the wing, so the bottom area of the wings that the scoops stick out of also lose that much lift, that's where the P51 has an advantage over them, by putting the radiator and it's scoop under the fuselage that barely creates any lift in the first place you're creating drag but your not also robbing lift like the wing radiator scoops do on other liquid cooled aircraft, the XP-47K was the fastest single engine propeller driven aircraft in the world for so long because the P47 was already faster than those V engine planes anyways but what they did was lighten it up and also wrapping the sheet metal around the front of the cylinders and putting a sheet metal spinner on the prop, after doing it there was only a round slot between the edge of the sheet metal spinner and the sheet metal that wrapped around the cylinders, that round slot was lined up so the air coming in was hitting the cylinders plus they put a cooling fan inside driven by the prop shaft that blasted the cylinders and heads with air, go to Wikipedia's page on the P47, click on variant's and then click on "Razorback" variant's, scroll down almost to the bottom and you can see the XP-47K and the XP-47J both and read about them.
He's also kinda wrong about the inverted Chrysler engine getting it's boost from a turbo, the engine, just like the regular P47's R2800 engine and most other US Army aircraft of WW2 including the B17, B24, B29 and the P38 along with others actually had a mechanically driven centrifugal supercharger on the engine, but unlike other aircraft engine's that had multiple stage and multiple speed centrifugal superchargers they had single stage single speed superchargers with a turbo to feed it starting at medium altitude, in all actuality it was a system that was a supercharger that was compounded with a turbo, but at low altitude the turbo didn't do anything because the exhaust was dumped out of waste gate valve's, starting at medium altitude those waste gate valve's would start to close diverting exhaust to the turbo driving it faster the higher you went to keep the inlet pressure at the supercharger the same as at low altitude, the higher you went the more the waste gate valve's closed driving the turbo as fast as needed to keep the inlet pressure at the supercharger the same as low altitude, that's why the US Army aircraft in WW2 had higher service ceilings and higher performance at high altitude than other aircraft did, with their multiple stage superchargers when they got to medium altitude and engaged the 2nd stage of the supercharger it could create max boost at the higher altitudes but the 2nd stage also drug another 250 HP off the engine driving it, but with the supercharger/turbo configuration of the Army's planes the turbo is a waste energy recovery system it doesn't drag down the engine losing 250 HP like a 2 stage supercharger does when it's 2nd stage is engaged, he spoke of the system having an inner cooler and an after cooler, the inner cooler is between the turbo and the supercharger, the after cooler is between the supercharger and the engine, car people actually use the term inner cooler incorrectly, in all actuality what their systems really have is an after cooler because it's after the supercharging system (yes a turbo is actually a supercharger, it's just a type of supercharger), wherein a true inner cooler is between two supercharger devices, hence "inner" cooler, it's "in-between" the two.
UT did you see the story about the EV doing 1 million in fire damage to a house?
Nope! I'll have to check it out! Thanks!
This is a more detailed account of the fourth kingdom prophecy of 2 Baruch Ch 39.
😄😄
Hear me bullshit they pulled the 427 SOhc off the trailer and it went 10 miles faster than a Hemi. Made load it up and take it home that’s what’s sad they didn’t want on track They want them have comphave any competition but when the 429 came along single overhead cam stomped that hemi ass
Yeppp,it's a MOPAR WORLD,... schweeeett
love the JEEP section GM made all the engines for the original Jeep then mopar got rights to the body still a gm 4 or 6 in any jeep
No wonder everyone is crazy. What is the sense.
You mention other hemi head engines, but don’t mention the other Chrysler Hemi motor. But disappointed. You mention the Ford and Porsche ones….
In it’s ultimate form, the Hemi 265 is a legendary motor in its own right. The best in class until the release of the Barra.
The world would appreciate it if Americans would refrain from refering to their backwater as the entire world. We're way beyond obsolete technology like hemispherical combustion chambers and live axles. Have been for decades.
Harley Davidson not only beat Chrysler to the hemi head by about 20 years when they released their 1936 Knucklehead engine that was a true hemispherical head combustion chamber, which was followed by the Panhead and eventually the Shovelhead that lasted until 1984 with all 3 having virtually the same combustion chamber, but they also had the 1957 to 1985 Sportster which was also a true hemi, but their crowning achievement for the hemi was the mighty XR750 engine, the winningest motorcycle racing engine in history, from 1972 to 2008 it won 29 of 37 Grand National championships for the factory Harley Davidson racing team, the Wrecking Crew.
Not only did Harley beat Chrysler to the hemi by almost 20 years but they beat them at improving it by almost 30 years when they released the 1984 Evolution engine with it's closed chamber and flat top piston making a squish and quench area, after that in 1999 they went to the Twin Cam engine that incorporated a bathtub combustion chamber before Chrysler released their latest generation hemi that also has a bathtub style chamber.
Also there is no debate as to the fastest P47 and it wasn't the Chrysler V16 engine XP-47J or a regular P47 variant, instead it was another experimental P47 called the XP-47K and it's the reason the Army had Republic Aviation drop the XP-47J, the inverted Chrysler V16 engine was having development issues and since the XP-47K was already faster than the XP-47K and it used the already proven production Pratt&Whitney R2800 engine they canceled the XP-47J program, not only was the XP-47K faster but it was also the fastest single piston engine propeller driven aircraft in the world all the way up to 1989 when a specially modified racing F6F Bearcat with a Wright R3350 engine called Rare Bear broke it's record by going 528 MPH, but what's so incredible about the XP-47K is not only that it set the record in the 1940's and held it for so long but also it used a stock production R2800 engine and not a racing built engine like the Wright R3350, it was a production engine but the one in Rare Bear was modified and built for racing.
You're wrong about the sleek nose liquid cooled V engine planes being faster than the radial engine planes, the P47 Thunderbolt was faster than the P51, you make the same mistake everyone else does when visually accessing the aerodynamics of the two basic designs, you only look at the nose, on the P51 follow the bottom edge back and sticking down right underneath the pilot you'll see something that the P47 doesn't have, a great big radiator scoop sticking down, physics 101, there's mo free lunch, a radial engine may have all those cylinders sticking into the air but even with a liquid cooled V engine you still have to get rid of the heat, and a 1,760 cubic inch engine takes a considerable amount of air flowing through a radiator to get rid of that heat, that's where it's price is paid getting rid of it, on planes like the ME109 and the Spitfire they create an even bigger problem doing it, thry have their radiators in the wings with the scoops sticking out of the bottom not only creating drag but also canceling the lift that would normally be generated by that section of each wing, the designer of the P51 put it at the bottom of the fuselage which generates minimal lift anyway, but it's still a big scoop creating a lot of drag that a radial engine doesn't need, a few years back i saw the drag numbers of the P51 and the P47 from a NACA study done on them and i wss shocked at how close they were, after thinking about it i realized that the P51 has that big scoop sticking out of the bottom and that it was penalizing it to the point where it's drag coefficient was close to the P47's, the XP-47K being a form of P47 which was already faster than the P51 had a sheet metal spinner on it's prop and the sheet metal on the front of the engine cowling curled around the fronts of the cylinders to where it almost met up with the back edge of the prop spinner leaving a round slot air went in to hit the cylinders along with a fan mounted to the prop shaft that sucked air in through the slot blowing it on the engine, a lot like the FW190, between improving the aerodynamics of the front and lightening up the XP-47K is what took a plane that was already faster than the P51 to the fastest plane in the world for over 60 years, go to Wikipedia's page on the P47 and click on variant's, then click on "Razorbacks", scroll almost all the way to the bottom and you can see both the XP-47J and the XP-47K and read a little about them.
One other thing you're wrong about is the turbo on the XP-47J, well kinda wrong, the engine's of all P47's along with every other aircraft engine ub WW2 all had mechanically driven centrifugal superchargers on them, that's what the engine actually throttles off of, but most US Army aircraft in WW2 including the P38, P47, B17, B24, B29 and a few others had a turbo to compound the engine's supercharger for higher altitudes, starting at medium altitude when the engine's supercharger could no longer make max boost waste gate valve's that normally dumped the exhaust right out of them when open started to close diverting exhaust to the turbo to drive it to keep the inlet pressure at the supercharger the same as at low altitude, the higher you went the more the valve's closed driving the turbo faster, that was a superior system to others that typically had 2 stage superchargers, at medium altitude they would engage the 2nd blower stage but since it's mechanically driven it drug about 250 additional HP off the motor driving it, but the supercharger/turbo configuration that the Army preferred using a turbo as it's 2nd stage that's a waste energy recovery system didn't cause a 250 HP loss at higher altitudes, that's why they typically had higher service ceilings and higher speed at high altitude than the comparable aircraft from other countries and even the US Navy that for their own reasons didn't want the turbo compounded system but instead wanted the 2 stage superchargers on their aircraft.
One other thing, Chrysler along with every other car manufacturer in the world knew about hemi engine's long before WW2, a company called Hall--Scott Rail Car Engine Manufacturers built very powerful and successful hemi's as early as 1909, these were true hemi engine's and not something that kinda sorta resembled them and were very powerful at the time, and several years later the main engineer there was ask to work with the Army developing the Liberty aircraft engine, that was the birth of hemi head aircraft engine's in America, what really kept vehicle manufacturers from making not only hemi's but really any kind of OHV engine and had them concentrating on flathead engine's was the crappy low octane fuel that was the only thing available to motorists before WW2, since you couldn't tune a hemi to ryn to it's potential with low octane fuel you might as well make cheaper flatheads and put them in cars, American car manufacturers wanted to sell a car to everyone in America unlike in Europe where those manufacturers concentrated on making cars for only the wealthiest of people, so why drive up the price of a car with an expensive to manufacture hemi engine when at the end of the day it won't make much more power than the less expensive and more reliable flathead engine, but after WW2 when high octane gas started being sold to the public at all the service stations is when the vehicle manufacturers started pushing the development of OHV engine's that could be tuned to to make their potential power on the higher octane fuels.
Wow. guess you told him
That means is a Chevy 350.
Hope they don't bring back the 2.2 K cars.
Why have you neglected to mention the 4 cylinder Hemis of the 1980s
Sorry, I was concentrating just on the V8 engines!
@TheGearheadLounge like it or not they ARE CHRYSLER HEMI
Dodge brothers designed the hemi ,
Laz bem..
Yes, the Hemi has history. However from day1 all the way to the current HellCat there is zero canyon carving with these car. A 150hp Honda civic will completely destroy a Redeye or hellcat on just about any road course. At 2.5 tons you cant wish for much trail breaking or late breaking into an apex and expect to get it. We have all seen sub 1900 pound civics with 700hp. The weight deficit of 2.5 tons just can't be over come unless your willing to cut your car in half.
in short the best engin cant be produced or it would cost you a 4 bed family home
What up with the cartoon.
gen 3 is hemi in name only.... that chamber so flat....
They absolutely are from the opposing valves right down to the dual spark plugs. U R just repeating what you heard from your drunken "gearhead" Ford friends down at the bar. Sure they don't have domed "hemi" shaped pistons but that's because you can't run 12 to 1 compression these days...DUH
What’s the big deal about the “Hemi” “Jaguar” has been using this configuration way before “Chrysler” and yet you guys keep pushing it as though it’s some new found technology, which it’s not.
It’s NOT POUND FEET ITS FOOT POUND.
Actually, when measuring engine torque, it's pound-feet; but when applying it, like with a torque wrench, it's foot-pounds.
NO, it depends on what you are describing.
Lol, and you even use caps to drive home your WRONG point.
Toe may toe...to ma toe blah blah blah
Tell them don't go there with that super b shi*
Pontiac experimented with the domed piston head yes, but to call that 4 banger HEMIs history? You must be a generic motor company lover.
🤣😂🤣😂🤣😂🤣😂
Cammer the elephant killer. (Hemi)
If you own one, I guarantee there are two things you WILL fix at some point: broken exhaust manifold studs and lifter ticking noise and eventually failure if not addressed.
*I'm not picking on anyone, every engine has it's problem set
Too bad Chrysler (Nascar) deleted the competition by totally destroying the SOHC ..scaredy cats..power and control...i say this and i am NOT a ford guy
Agreed!