426 Hemi Engine Build -- Part 2
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- Опубліковано 4 жов 2024
- From www.horsepowerm... .
The Horsepower Monster follows the build of one of the very few Chrysler 426 Hemi's in existence. This is part two in a three-part series. You can see the other videos in this buildup along with the dyno sheet here:
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Working hard on it. Thanks for watching!
I love watching builds, getting enough knowledge so I can do my own.
A haiku for Chevrolet. Cracked Head, Every Valve Rattles, Oil Leaks Every Time. Aren't words fun😁
Yup the vega was a hemi too
EVERYTHING in a Hemi is heavy. Ridiculously heavy. Especially the rotating and reciprocating parts. There's a shitload of weight in the valvetrain too. The Hemi design was originally used for industrial and truck engines. I've seen the old ones set up to run irrigation wells. The primary advantage of the design, if you can call it that, was the ability to easily alter compression ratios with different piston dome volumes instead of having to change the combustion chamber volume and the pistons both. I say "if you can call it that" because they put more into making the engine "adaptable" in that way than it would have taken to go with a wedge head design with different heads for different compression ratios.
There's an excellent reason the scrap yards were full of old Hemis back in the day for drag racers to gobble up. They were crazy expensive to overhaul and it was a huge PITA to find oversize pistons with the right dome height for stock compression for a given application, and if the engine had been overheated, which was pretty common, you'd end up taking a ton of material off the deck and head and even a "stock" piston dome volume jacked the compression up way too much for the fuels and applications they were commonly used in. By the time you were done overhauling one you could have more lost time, parts and labor in the engine than it could be replaced with a new one for and were well on the way to just buying a new car or truck.
HEMI wasnt a TRUCK ENGINE !!
Who ever told you that was an idiot !!
So, a 1951 Chrysler New Yorker and Imperial were trucks !!! Thats the 1st Hemi vehicle by Chrysler..not a truck !!
426 Hemi was never in a truck !!!!
392 Hemi was never in a truck !!
Many sizes they had 241-354 none bigger than detuned 354 for trucks.. Truck Hemi wasnt used for drag racing thats what trucks had !!!
354 was the only truck Hemi engine but a detuned version not the 340 - 360 hp Chrysler 300 engine...After rejetting of carbs,custom exhaust I got a dyno'd 396 hp from a stock 56 354 Hemi in my 300 that wanst rebuilt ! 440 ft lbs torque !
Again Chrysler Hemi wasnt originally a truck engine...
They were heavy but every engine of that era was with less than half of the h.p and torque of the Hemi !!
Back in the 1950's early 60's Drag Racers bought pristine running perfect condition cars and pulled the engines for drag Racing,as like today you won lots of money !! So the investment of buying a 5 year old perfect running car to rip the engine out was worth it to them.. Sure some of them bought them in wrecking yards from crashed cars/trucks..
I never had a Hemi over heat,my 56 300B has 221,000 miles and never over heated ! My 426 Hemi's never over heated ! my high 10 second daily driver 426 Hemi (ran 11.72 @128 in 1975 when better tires came out by the original owner 68 Super Bee stock 426/727/3.54 bone stock but added headers,wider tires that still spun drag tires pre 75 couldnt hook) I rarely drag race at the track but I did get a 11.89 @129 in 1982 when I bought the car from the original owner..I had 235 70 15's radials on it not the stock bias ply 195 /75 /15's it came with so thats why old muscle car on paper dont move they spun down the track ..Road tests were done by starting in 2nd gear and not flooring it until 35 mph..
Over heat any engine you may fry it,a chevy 350 were blown by over heating them,modern Toyota,Honda etc engines fry right away when over heated...Whats next are you going to say,a Hemi needs a rebuild after running it with no oil at high rpms for 100 miles !!
Hemi was a car engine !! Detuned Hemi's of smaller cubic inches were used for trucks starting in the mid 50's...
Drag Racers used the 392 that won races,then the 426 Hemi that GM,Ford,Toyota use today in Top Fuel/Alcohol Drag Racing !
@@01trsmar .....You are so right!!! Chad Meyer is a fraud. Old hemi engines from the 50's did not have these problems. The main advantage of the hemi is top end power, they could move volumes of air and fuel in and exhaust out.
What a stupid ignorant post.
No they didn't have O ringed heads on Street Hemis.
Just saw the "ball stud Hemi"! Was there something better there? Or not? He said it was never produced. YOU DIDN'T build one, do, I guess it failed!! Great motors though!!:-)
Ball Stud Hemi:
en.wikipedia.org/wiki/Chrysler_ball-stud_hemi
mopar's rocker system is good for 15000 rpm for 1/4 mile bursts,read that somewhere in the 90's,this elephant engine must be more than 100% volumetric efficent otherwise how did it conquer the world of racing,enuff said LARRY SHEPPARD WAS A GENIUS
Where in the fuck do you get that bullshit? Top Fuel engines don't exceed 8000 rpm and they only make about 750 revolutions under full throttle in a quarter mile pass. The more weight you put in a valvetrain the LESS RPM it can handle. All that weight and load has to be controlled by the valve springs. What do you think causes valve float in a solid-lifter engine? The springs aren't able to control valve motion and they start bouncing off their seats.
And it "didn't conquer the world of racing". The design is used in Top Fuel and that's it, and its mainly because Top Fuel engines actually DIESEL most of the way down the track and the central spark plug location is ideal for getting nitromethane, which is EXTREMELY hard to ignite, burning and keeping it burning.
The Hemi design goes all the way back to about 1951 and Chrysler used it in TRUCKS long before "muscle cars". It was designed to a be a one-size-fits-all engine that could be easily adapted for different applications by using different piston dome heights and volumes to change compression ratios instead of different cylinder heads.
Basically Chrysler was trying to build a "modern" Ford flathead V-8 clone and it was just about as successful - they sold a lot of them and a lot of them ended up in the scrap pile because they were so ridiculously expensive to overhaul because there were so many variations and different parts available. Just like there were Ford, Lincoln and Mercury flat-head V-8s, Chrysler, Dodge, Plymouth and DeSoto all had their own versions of the Hemi. It ended up being a nightmare from a logistics standpoint.
Even the "426 Hemi" was kind of a joke given the fact that it replaced the 426 Max Wedge and despite shitload of extra weight and complexity, barely produced more power. Chrysler was building "factory race cars" equipped with a super high-compression "Race Hemi" that was about 13.5:1 and was racing the cars in Super Stock competition. They were "dominant" for about 2 seasons because the other manufacturers were concentrating on NASCAR due to the larger crowds and popularity AND because people could relate to cars going around and around for hundreds of miles than they could to drag racing.
99% of the Hemi hype is just that - hype.
The Chrysler Hemi design was actually used in war planes first before they were used in cars or trucks...kinda surprised nobody even mentioned that, so if you really want to go back to it very early beginning it would be there with the aircraft engines...
Chad Meyer ...it's also used in the NHRA Funny Car class too, not just Top Fuel...
eternal allah -The engine you speak of was the XIV-2220.experimental V 16,Hemi engine made for the Thunderbolt Fighter plane,in 1944....It never got passed the protoype phase because of the birth of jet engines.
chad meyer-Chrysler were trying to build a "modern" flat head clone"???...HAHAHAHAHAHAHAA
Two words,chad...Ford Folkore.
Chrysler got the idea of building a Hemi V8 after seeing the Hemi engine the Riley car company had come out with just before the WW2...Not anything Ford did.
"The 426 Hemi was a kind of a joke"...That "Joke" kicked Ford's ass Bigtime,at the 64 Daytona 500,..and (between 1964 & 1971)won more Nascar races than Ford did.
The 426 Max Wedge HP rating was 425,@ 4400 rpm,with a 13;1 compression ratio.
The 426 Street Hemi HP rating was also 425 @ 5,000 rpm,with a 10.25;1 compression ratio...Yet the Street Hemi could rev to over 6,000 rpm giving it 470-480 ACTUAL HP.
So the Max Wedge made Less HP
The Race Hemi had 12.5;1 compression,hotter cam,Holley carbs on a cross ram manifold...yet Chrysler STILL rated it at 425 HP,..but the actual HP was 600-650.
The Drag specials built for S/S racing(A-990's in 65,the WO23/RO23's in 67,and the Hurst Hemi Darts/Cudas in 68),were dominant for a lot longer than 2 years.
Son,99% of your comment is just plain wrong
Aircraft engines are generally designed for low rpm with a huge displacement. The prop can't spin faster than 3000 rpm, so it's either a big slow turning engine or put a gear reduction on the prop drive.
trying to find out what size of thickness head gaskets you used.
pretty sure it was 0.040 compressed thickness
Cam Install ?
looks good when are you goin to finsh that 427 sbc
where can I get the 4 1/2" inner head bolts?? thanks for help..
Try NAPA
1964 hemi for sale, .020 , 7.100 , rods,13.5 to 1 comp, Kellogg crank.1970 heads
How much
did I miss something here, no Permatex or anything on Metal gaskets? or are they composite ?
smilsmff they’re steel gaskets.
Which manufacture called for Permatex on head gaskets.
02:41 😝
Hemi's rock. Leaving a 100, yep a hundred horsepower on the table with single plug heads.
I doubt it. 99.9% of gen 2 hemi builds run a single spark plug.
@@juliennacer8871 I'll leave the make and design out of it. Timing advance tells the story by itself. Gen2 hemi is a 1960s design.
I hate to credit the EPA with furthering HP capabilities but the striving for efficiency is what allowed the path to stratospheric HP levels. Compression over 11:1 on pump gas isn't feasible in a large or inefficient combustion chambers. Large is possible with greater spark.
Think about locked timing at 36 degrees on a standard wedge head design. Turning the engine over is very difficult. At slow speed the combustion is firing too early trying to stop the piston from reaching TDC. Another way to see it is wasted energy burning to achieve peak pressure at the optimal time. That's why advancing timing makes more power until it doesn't. It is beginning to apply too much force against the rising piston compared to what is forcing it down in the power stroke.
Now almost all the manufacturers use a bore in the low 80mm range. That's all bmw uses, they vary power by adding cylinders or forced induction. Generally every new engine is between 80 and 90mm bore. There are exceptions for higher power levels and older architecture. Gen 3 hemis have dual plugs because they couldn't meet efficiency/emissions targets with a 4+ inch bore and big ohv open chamber. Heart shaped chambers are ideal for squish, combustion, and swirl in a 2 valve head with a side mount spark plug. That's probably enough info to get the idea.
@@curvs4me Thanks for the response. the gen 2 hemi chamber always struck me as very archaic with its lack of squish and quench and yet you hear people say the old school hemi chamber is better at tolerating high compression on pump gas ( ie its more efficient) but somehow I doubt that. I suppose the reason most OEM cylinder volumes( 4 valve) are around ~500cc nowadays is due to wanting to stick to a 80-90mm bore and running a stroke thats seems to be +10mm more to keep piston speed at a reasonable level.
chad the rocker system on all of the CHRYSLER engines built prior to 1975 ,the design if ,IF the engine didn't see false motion,the rocker train is good for up to 15000 rpm--SLANT 6 TO 440 WEDGE HEADS,doesn't matter what you think,and put a civil tongue to these forums,i'm factory trained,and nothing you're certified in matches my training,you sound like a GM guy
You may be factory trained but you failed basic English Einstein.
I had a 67 426 hemi and had the heads off once, the mechanic at the dealership gave me a photocopy of the procedure to install the heads and it listed the correct lube for the threads and it wasn't oil and your damn sure didn't get any between the head and the head of the bolt and the harden head bolt washer, same with nuts on the studs in the lifter gally. I recently bought the customers version of the factory service manual, and it never mentioned it, do you known what it is, and I have never seen anyone use it when installing hemi heads. There is also a formula to calculate the correct torque when using an extension on a torque wrench and this guy never mentioned it, strange. Also, many dealers in my area set the valve lash at zero because Hemi's clattered so bad no one would buy them because they would not accept that they should sound that loud. I loved my street hemi, what a beast!
@@stephenwest798 THE DAMN HEMI,which i never wanted or never wanted to work on,was a bag of snakes,the special oil you are talking about was a special compound made out of whale sperm oil,no bull,and you are damn right about getting too much on the threads and nuts,less is BETTER,NOW for the lifter clatter noise,these engines were detuned for the street people,they came with crazy valve springs,just to get it out of warranty,the 5 year 50k DIDNT' APPEAR on the window sheet but we still covered explosions of the engine where the customer wasn't at fault,swapped out many of them,they came with over 300 lbs of spring pressure on the lifters,that's why the clattered and flattened lobes,i ran PENNZOIL WITH Z7 EXCLUSIVELY in my race engines,it helped having a AA FUEL driver and builder working with us,training me and a few other kids,damn few apprrentices back then