The Dodge Royal is an automobile produced by Dodge in the United States from the 1954 through 1959 model years.
99-452: The Royal was introduced for the 1954 model year as the top trim level of the Dodge line, above the mid level Dodge Coronet and the base level Dodge Meadowbrook . It was offered only with a 241 cubic inch 'Hemi' V8 engine. The 1954 Royal V-8 range comprised 4-Door Sedan, Convertible, Club Coupe and Sport Coupe, the latter being a 2-door hardtop. In 1954, Dodge President William Newberg drove
198-446: A full-size car in 1949, it was the division's highest trim line and moved to the lowest level starting in 1955 through 1959. The name was reintroduced on intermediate-sized models from the 1965 until 1976 model years . Muscle car versions were available starting in 1965 with the 383 and 426 wedge cu in (7.0 L) Chrysler RB engine , followed in 1966 by the powerful 426 cu in (7.0 L) Chrysler Hemi . Other performance models included
297-411: A multi-valve engine. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a " cross-flow " head design. As the combustion chamber is a partial hemisphere, a flat-topped piston would yield too low a compression ratio unless a very long stroke is used, so to attain the desired compression ratio the piston crown is domed to protrude into the head at top dead center. The result
396-487: A $ 908 option. Transmission choices were Mopar's excellent heavy-duty three-speed TorqueFlite automatic or a four-speed manual. When the 426ci Hemi was made available to the general public for the 1966 model year, it could be ordered in any Coronet model or trim level. No Hemi-powered Coronet wagons have been verified, but a few Coronet Deluxe four-door sedans are known to exist. A total of 136 Coronet 500 Street Hemis were built for 1966. Beginning in 1967, Chrysler decided that
495-427: A (now rare) adjustable rocker. An extremely rare option available on the 1958 300D was Bendix "Electrojector" fuel injection , with which the 392 was rated at 390 bhp (291 kW). Due to reliability problems with the primitive onboard computer which controlled the injection system; however, 15 of the 16 300D cars built with the fuel injection option were recalled and retrofitted with carburetors. The 392 engine
594-537: A 315 cu in (5.2 L) (the " Hemi "). Driven almost out of business in 1953 and 1954, the Chrysler Corporation was revived with a $ 250 million loan from Prudential and new models designed by Virgil Exner . The Dodge lineup was positioned as the mainstream line in Chrysler's hierarchy, between DeSoto and Plymouth . The Coronet (and Suburban station wagon ) was the base model. This
693-439: A bore of 3.625 in (92.08 mm) and stroke of 3.344 in (84.94 mm), for a displacement of 276.1 cu in (4.5 L). The bore pitch, shared by all DeSoto FirePower engines, was 4.3125 in (109.54 mm). Power output was 160 bhp (119 kW). It was a hot seller, with 50,000 vehicles using the engine until it was replaced in 1954. An increase in displacement to 290.8 cu in (4.8 L)
792-786: A companion to the Plymouth Road Runner . In keeping with Dodge's position as a step above Plymouth, the Super Bee shared the Charger's Rallye instrument cluster and the Coronet 440's rear finish panel. As in 1967, the 440ci RB V8 was only available in the Coronet R/T in 1968. The 426ci Hemi V8 was supposed to be limited to the R/T and Super Bee, but two 1968 Coronet 440s are known to have been built with this engine. In mid-1969,
891-478: A convertible with Super Bee stripes at car shows in 1968, but never offered it as a production model. The Dodge Super Bee was a limited-production muscle car from 1968 through 1971. The original Super Bee was based on the Dodge Coronet, a 2-door model, and was produced from 1968 until 1970. It was Dodge's low-priced muscle car, the equivalent to Plymouth Road Runner, and was priced at $ 3,027. Available with
990-496: A decal on each side with the words "SIX PACK" in red letters, "Six Pack" being the name used for the 6-bbl induction setup when installed on a Dodge (Plymouth went with "440 6bbl" on the A12 Road Runners). The A12 Super Bee could be had with most Super Bee options, with the exception of air conditioning and tire-wheel packages. The A12 option was a 1969-only package, but the 440 6bbl returned in 1970 as an optional engine on
1089-413: A different front-end look that consisted of a dual oval-shaped grill that was referred to as “bumble bee wings”. Engines, as well as the "ramcharger" hood (that carried over from the 1969 model). Sales fell for the 1970 model. In 1970, four Super Bee convertibles were built. The new Coronet was a twin of the four-door Plymouth Satellite and featured more flowing styling. It was offered as a sedan and wagon,
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#17327938300251188-580: A displacement of 341 CID (3.78" bore by 3.80" stroke) and had a compression ratio of 9.5:1, using a special hydraulic camshaft profile. The largest DeSoto engine for 1957 was the DeSoto Adventurer offering 344.6 cu in (5.6 L) with square bore and stroke dimensions of 3.80 inches. The DeSoto Adventurer used dual Carter WCFB four-barrel carburetors for a rating of 345 bhp (257 kW), producing one horsepower per cubic inch (the first American car to do so as standard equipment) using
1287-401: A facelift for 1950 but like the 1949 models were still divided into Wayfarer, Meadowbrook, and Coronet lines. The 1950 models can be identified easily by the new grille design which featured 3 heavy horizontal bars. The upper and lower bars formed a stylish oblong shape. Within this oblong grille was a thick center bar with parking lights on each end and a large chrome plaque in the center bearing
1386-464: A given compression ratio will require a higher octane rating to avoid pre-ignition in a hemi engine than in some conventional engine designs such as the wedge and bathtub. The hemi head always has intake and exhaust valve stems that point in different directions, requiring a large, wide cylinder head and complex rocker arm geometry in both cam-in-block and single overhead cam engines (dual overhead cam engines may not have rocker arms). This adds to
1485-492: A hemi head engine over other head designs is power. In return, hemi head engines tend to have complex valve trains, are expensive to build, and both larger and heavier than conventional designs. A hemispherical combustion chamber is an efficient shape, with an excellent surface-to-volume ratio, minimal heat loss to the cylinder head , and room for two large valves . However, it allows no more than two valves per cylinder, and these large valves are necessarily heavier than in
1584-473: A higher 7.5:1 compression ratio. This engine is not the same as the Plymouth 241 , which had polyspheric, not hemi heads. The 241 only lasted two years, being replaced by the 270 for 1955. The D553 1955/1956 Dodge Red Ram Hemi 270 displaced 270 cu in (4.4 L) and was used in premium 1955 and 1956 Dodge vehicles. Bore was 3.625 in (92.1 mm) and stroke was 3.25 in (82.6 mm). It
1683-796: A modified wheelbase version of the base Coronet two-door sedans and 440 hardtops specifically for NHRA drag racing. The model known as A990 came with a racing version of the 426 cu in (7.0 L) Hemi engine. The car A990 was stripped of all features and included lightweight base bucket seats from Dodge's A100 truck/van line of vehicles. Most were built as standard wheelbase, however there were 2 Dodge & Ply 2% AWB 1965 A990 2dr sedans - and 13 Factory 10+% AWB acid dipped bodies and fiberglass noses & doors. These were supplied with 1965 Dodge & Ply H/T A990 drivelines. These altered wheelbase vehicles eventually became popularly known as " funny cars " due to their unique wheel spacing. The front and rear axles were moved forward significantly from
1782-513: A possible upgrade, but the war was winding down and it did not go into production. However, the exercise gave Chrysler engineers valuable research and development experience with two-valve hemi combustion chamber dynamics and parameters. In addition to the aircraft engine, Chrysler and Continental worked together to develop the air-cooled AV-1790-5B V12 Hemi engine used in the M47 Patton tank. Chrysler applied their military experience with
1881-552: A similar intake manifold to the 1956 341 Adventurer and a similar camshaft. The compression ratio remained at 9.5:1. Dodge's Hemi was introduced in 1953 as the Red Ram. Dodge did not have a V8 engine until one was developed specifically for the line in 1953 based on the 1951 Chrysler hemi design, but downsized for these smaller cars. They have the smallest bore center distance of any hemi engine at 4.1875 in (106.4 mm). They do not share any major dimensions or components with
1980-515: A stroke of 3.625(92.1mm) in for a piston displacement of 331 cu in (5.4 L), and a deck height of 10.385"(264mm) ("low deck"). The bore pitch, shared by all Chrysler FirePower engines, was 4.5625"(115.9mm), the largest of any 1st generation Hemi engines. Most used a two-barrel carburetor and produced 180 bhp (134 kW), with the famous exception of the 1955 Chrysler C-300 equipped with dual Carter WCFB four-barrel carburetors and rated at 300 hp (224 kW). The 331 engine
2079-470: A taller raised-deck block and now with a polyspheric heads—no longer a Hemi. But the optional high-performance D-500 version of this engine had a four-barrel carburetor and a larger valved Dodge hemispherical combustion chambered head. Also, a "race only" package called the D-500-1 or DASH 1 was available with a special aluminum dual four-barrel intake that sported a pair of Carter WCFB carburetors similar to
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#17327938300252178-405: A unique camshaft , valve lifters, pushrods, carburetor , ignition, and pistons. With a compression ratio of 9.25:1, four-barrel Carter WCFB carburetor, and dual-point distribution, peak horsepower was 260 bhp (190 kW) while torque was a solid 330 lb⋅ft (450 N⋅m). The D-500 also received an upgraded suspension with stiff front coil springs; heavy-duty Oriflow shock absorbers, with
2277-528: A yellow, Hemi-powered Dodge convertible as the pace car for the Indy 500, the first Dodge to ever do so. To commemorate the event, Dodge offered a mid-year package called the Royal 500, a special trim package to add to the Royal convertible. This package included chrome wire wheels, special badging and a continental spare wheel kit on the rear. Officially, Dodge built 701 of these pace car replicas. The introduction of
2376-496: Is a combustion chamber in the shape of the space between where the domed piston stops and the dome shape in the head receiving it. The hemi-head design places the spark plug at or near the center of the chamber to promote a strong flame front. However, if the hemi-head hemisphere is of equal diameter to the piston, there is minimal squish for proper turbulence to mix fuel and air thoroughly. Thus, hemi-heads, because of their lack of squish, are more sensitive to fuel octane rating ;
2475-533: Is not among the 55 WO23 Super Stock cars produced for Dodge drag racers. The Coronet and similar Plymouth Belvedere received complete redesigns in 1968, as did the Dodge Charger , which shared the B-body platform. There was a mild facelift in 1970. Trim levels initially included the base Coronet, Coronet Deluxe, Coronet 440, Coronet 500, and Coronet R/T . The Coronet Super Bee was introduced in early 1968 as
2574-779: The DeSoto Adventurer and the Chrysler 300C . Other changes included the addition of the Torsion-Aire Ride (torsion bar) front suspension and a heavy-duty suspension with heavy-duty shock absorbers and a heavy-duty leaf-sprung rear. A 3.73:1 rear axle was standard with the three-speed manual transmission and automatic cars included a 3.18:1 rear axle. There were 13 optional rear axles available, ranging from 2.92:1 through 6.17:1. The D-501 received 7.60x15 tires on 15x8-inch wheels. Brakes were 12-inch (300 mm) diameter drums. Only 101 D-501s were produced. A padded dash
2673-603: The Dodge Custom Royal for the 1955 model year saw the Royal moved down to the intermediate trim level, above the now base-model Coronet . The Royal Lancer name was applied to the 2-door hardtop model and Royal Sierra to the new station wagon models. For 1956 the use of the Royal Lancer name was extended to include a new 4-door hardtop model. Station wagons now included 2-door Royal Custom Suburban and 4-door Royal Custom Sierra models. External changes were mainly
2772-657: The Dodge Dart , the Plymouth Fury , and later, in 1965, the Dodge Coronet , were produced with aluminum fenders and bumpers for drag racing and made available to the general public. Chrysler introduced the "Street Hemi" in 1966 for its intermediate range of cars and sold the required number of Hemi engines to the public to homologate its use for stock car racing in NASCAR events in 1966. The "Street Hemi"
2871-581: The Grand National Series championship both years. Collectively, the 1951–1958 Hemi engines are now commonly referred to as first-generation Hemi engines, and the group can be identified by the rear-mounted distributor and the spark plugs in a row down the center of wide valve covers. There were plans in 1951 for a Plymouth Dual Overhead Cam Hemi V6 displacing 235 cubic inches (3.9 L) designed by Chrysler's Powerplant Research and Engine Design division. Known internally as A173 , it
2970-623: The "Superbee", and featured, the 383 cu in (6.3 L) Magnum, among other engine options. The nameplate " coronet " is a type of crown worn by royalty. In the 1980s, the Coronet was used on Dodge models marketed in Colombia . The Dodge Coronet was introduced with the division's first postwar body styles. Lower trim lines were the Wayfarer and Meadowbrook, with the Wayfarer being built on a shorter 115 inch wheelbase. The only engine for Dodge
3069-434: The 'Power Giant V-8' from 1957 through 1959; they were the largest of four Hemi truck engines offered by Dodge in the 1950s. The 354 was also offered in certain models with polyspheric heads rather than hemi heads. The combustion chambers on these had similarities to both hemi and wedge heads, but were closer in weight to wedge heads. Thus, both 354 poly and 354 Hemi V8 engines were variously available in 1957. The 354 engine
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3168-436: The 1950s–'70s Hemi V8 chamber. The combustion chambers are no longer truly hemispherical. It uses a coil-on-plug (distributor-less) ignition system and two spark plugs per cylinder to shorten flame travel leading to more consistent combustion and reduced emissions. Like most of Chrysler's past-model Hemi-head engines, the 5.7 version is rated at approximately one horsepower per cubic inch (the current engines are SAE net, whereas
3267-467: The 1959 full-sized Dodge Coronet model line. and was related to the Dodge Matador . The Silver Challenger came only in silver paint and exclusively on Chrysler's 217.4 in (5,520 mm) long two-door, on a 122 in (3,100 mm) wheelbase. It was available with either the 230 cu in (3.8 L) "Getaway" L-head straight-six engine for $ 2,297 ($ 24,008 in 2023 dollars ), or
3366-450: The 1964 426 . Briggs Cunningham used the Chrysler version in some of his race cars for international motorsports. A Chrysler-powered Cunningham C-5R won its class in 1953. Cunningham switched away from these designs in 1959 when Chrysler temporarily abandoned the hemispherical concept in favor of the wedge-head B engine until 1964. Carl Kiekhaefer also used the Chrysler engines in NASCAR cars owned by him from 1955 and 1956, winning
3465-579: The 1965 model year as the intermediate-sized B-body using a 117-inch wheelbase, continuing what had been the Dodge Polara , which was once again full-size. For 1965, Dodge sold slightly over 209,000 units, making the Coronet the most popular model sold by Dodge that year. Trim levels initially were base Coronet including a Deluxe version, Coronet 440, and Coronet 500. The base Coronet and Deluxe were available as two-door sedans, four-door sedans, and station wagons. For 1965 only, Dodge also sold 101 units of
3564-457: The 2007 Chrysler Aspen , the 2009 Dodge Challenger R/T, and the 2022 Jeep Wagoneer . For manual transmission applications (Challenger and 3/4- and 1-ton Ram pickups), cylinder deactivation is not included. The 5.7 L (345 cu in) Hemi in the Ram delivered 345 hp (257.3 kW) and 375 lb⋅ft (508 N⋅m), but 340 hp (253.5 kW) and 390 lb⋅ft (529 N⋅m) for
3663-441: The 300B, an optional 355 hp (265 kW; 360 PS) version was available, making it the first American V8 to be rated at one horsepower per cubic inch. (Note that before 1972, horsepower was SAE gross; thereafter, horsepower is SAE net.) The 354 was also modified. The Hemi was optimized for heavy-duty truck service. These were available with one or two four-barrel carburetors, and were offered in Dodge's heaviest-duty models as
3762-693: The 326 cu in (5.3 L) "Red Ram" V8 for $ 2,408 ($ 25,169 in 2023 dollars ). This car was marketed for the spring selling season to "new-car buyers who've been waiting to get the most for the least." A column-shifted three-speed manual transmission was standard and an automatic was optional. The 1959 Silver Challenger was marketed with extra features at no extra cost. These included premium white wall tires , full wheel covers , electric windshield wipers, as well as an upgraded interior with silver metallic vinyl and black "Manchu" fabric upholstery, dual arm rests and sun visors , as well as deep pile wall-to-wall carpeting. The Coronet reappeared for
3861-460: The A12 package was introduced on the Super Bee. It included a 390 hp (291 kW) version of the 440 with three 2bbl Holley carburetors on an aluminum intake manifold, a black fiberglass lift-off hood secured with metal pins, heavy-duty suspension, and 15-inch steel wheels with no hubcaps or wheel covers. The hood had an integrated forward-facing scoop which sealed to the air cleaner assembly and bore
3960-452: The Coronet. A “six-pack” (three two-barrel carburetors) version of the 440 engine was added to the list mid-year. This engine was between the standard engine and the Hemi as a $ 463 option. The 1969 model year included the base 383 hp (high performance) with the 440 six-pack and 426 Hemi optional. The 440 Magnum (4-bbl) was not available in the Coronet R/T. In 1970, the Super Bee was given
4059-461: The D-500. Under the hood, the engine received larger valves (about 18% larger), a full-race camshaft, and a double log intake manifold that used two four-barrel Carter WCFB carburetors and a shaved deck for 8.25:1 compression. The 285 bhp (213 kW) meant it was the fastest car that year from the factory. The 1957 model year debuted a new D-501, which replaced the D-500 from the year before as
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4158-479: The Dodge crest. The 8-passenger sedan's length was 216.8 in (5,507 mm). Dodge received yet another facelift in 1951 but this time the cars remained virtually unchanged for two model years. Busy manufacturing military vehicles for use in Korea, they chose not to dedicate valuable resources to completely redesign civilian vehicles. Still divided into Wayfarer, Meadowbrook, and Coronet lines through 1952, by 1953
4257-403: The Hemi engine, this option increased the price by 33% thus 125 models were sold with this engine option. The Super Bee included a heavy-duty suspension, an optional Mopar A-833 four-speed manual transmission , high-performance tires, and a stripe (with the bee logo) wrapped around the tail. The name "Super Bee" was derived from the "B" Body designation given Chrysler's mid-size cars which included
4356-587: The Hemi should be available only in their badged muscle cars: the Dodge Charger, Coronet R/T, and the Plymouth Belvedere GTX. The top engine option for the rest of the Coronet line was supposed to be the 383-ci, 4-barrel V8. Despite this, some Hemi-powered 1967 Coronet Deluxe two-door sedans were produced. There is also one Hemi-powered 1967 Coronet 440 two-door hardtop known , and One Hemi-powered 1967 Coronet 500 two-door hardtop known, which
4455-399: The Hemi under the name PowerDome. Dodge introduced the 241.3 cu in (4.0 L) engine in 1953. Bore was 3.4375 in (87.3 mm) and stroke was 3.25 in (82.6 mm). With a low compression ratio of 7.0:1 (in 1953 and for the 1954 Meadowbrook ), the 241 produced 140 bhp (104 kW). For 1954, the more senior Dodges received 150 bhp (112 kW) thanks to
4554-766: The Lynch Road assembly plant in Detroit and ST. Louis plant in Missouri. Engines offered for 1965 included the base 225 Slant-Six, 273, 318 (Polyhead), 361 (the last year for this big block engine was 1966), 383, and 426 in multiple HP choices ( the 383 came in a special version rated at 330 HP). Sales brochures list the 413 (its last year offered) as available, but no records exist of this engine, commonly used in Imperials , being installed in Coronets for 1965. A tachometer
4653-420: The Royal and Custom Royal models but optional on the base Coronet. Power windows were added to the available options. Wheelbase was 120 inches. They were 212.1 inches long. The trim lines available: 1956 ( See also: Plymouth Fury ) was the last year of this body style before the change in 1957, the only differences offered in 1956 from the previous year were trim packages and the new Dodge D-500 . The D-500
4752-511: The Super Bee. This engine option was exclusive to the Super Bee and not available on any other Coronet. The base Coronet and Deluxe were available as 2-door coupes, 4-door sedans, or station wagons. The base Coronet was dropped in 1969, leaving the Deluxe as the lowest trim level through 1970. The Coronet 440 convertible was dropped for 1968, but a 2-door coupe was added along with the 2-door hardtop, 4-door sedan, and station wagon. This would remain
4851-435: The Wayfarer line had been discontinued. The grille of the 1951 model was similar in shape to the 1950 grille, but with the elimination of the thick vertical center bar and the addition of six vents running horizontally between the top and center bars, a whole new look was achieved. The Coronet Diplomat was Dodge's first hardtop coupe, featuring a pillarless steel roof styled after the contemporary Chrysler Newport. The speedometer
4950-455: The base Coronet and the Coronet 440. The Coronet R/T was introduced in 1967. The Coronet R/T was available as a two-door hardtop or convertible. The standard engine was Chrysler's largest, the 440 cu in (7.2 L) V8 producing 375 bhp and dubbed the Magnum. The only engine option was the 426-cid Hemi, now in its second year in "Street" trim and again rated at 425 bhp. It was
5049-518: The basis of the later Coronets (and its twin, the Plymouth Fury ) until the 1978 model year. For 1975 the Coronet received a refreshed squarer-appearing body as well as a new front fascia with two round dual-beam headlights shared with its Plymouth Fury stablemate. After a four model year absence, a Dodge Coronet 2-door returned for 1975. 1976 was the final model year for the Dodge Coronet and its body style choices were reduced to four-door wagon and four-door sedan. The former Dodge Coronet 2-door model
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#17327938300255148-512: The biggest engine in racing at the time. The 426 Hemi of the 1960s was an engine produced for use in NASCAR , as raced in a Plymouth Belvedere in 1964. It was not initially available to the general buying public. The 426 Hemi was not allowed to compete in NASCAR's 1965 season due to its unavailability in production vehicles sold to the general public and because of complaints by Ford regarding its power. However several special production versions of
5247-608: The complex valvetrain they require were expensive ways of improving the high– revolutions per minute (rpm) breathing of production vehicles . By canting the angle of the NASCAR-mandated two valves per cylinder, significantly larger valves could be used. The Chrysler 426 Hemi and all Chrysler RBs had oversquare bore and strokes, both the 426 Hemi and 426 Wedge having a bore × stroke of 4 + 1 ⁄ 4 in × 3 + 3 ⁄ 4 in (108.0 mm × 95.3 mm). The 426 Hemi, in "Street Hemi" form,
5346-402: The exterior styling and the ride comfort. Acceleration from 0-60 mph on 90 octane gasoline was 12.3 seconds. The 1958 and 1959 Coronet, Royal, and Custom Royal used a DeSoto Fireflite chassis but had less ornate trim. Power came from the 230 cu in (3.8 L) "Getaway" L-head straight-6 or the 325 cu in (5.3 L) "Red Ram" V8. In 1959 a Silver Challenger model
5445-561: The gross 425 hp (317 kW; 431 PS) and net 350 hp (261 kW; 355 PS) ratings for 1971. The street version of the second generation Hemi engine was used (optionally, in all but the last case) in the following vehicles: There were many differences between the racing Hemis and the street version, including but not limited to compression ratio , camshaft, intake manifold , exhaust manifold . Some 1960s NASCAR and NHRA Hemi engines featured magnesium cross-ram intake manifolds and magnesium oil pans in an attempt to reduce
5544-449: The growth of tailfins, redesigned taillight housings and side trim treatments. Changes at the front were limited to the addition of six "fins" in the grille (not to be found on the lower-grade Coronet ) and an altered hood ornament. The Royal continued as the intermediate trim level in the Dodge line for models years 1957 through 1959. A Royal Lancer Convertible was added for 1957 only and the station wagons were moved to their own series in
5643-585: The hemispherical combustion chamber to its first automobile engine, an overhead-valve V8 engine released under the name FirePower , not "Hemi," in 1950 for the 1951 model year. The first version of the FirePower engine had a displacement of 331 cu in (5.4 L) and produced 180 bhp (134.2 kW). Eventually, three of the four Chrysler divisions had their own version of the FirePower engine, with different displacements and designations, and having almost no parts in common. This lack of commonality
5742-544: The larger Chrysler and DeSoto hemi engines, or the Plymouth A engines. From 1955 to 1958 (see 1956 D500 Dodge D-500 cars and packages: early performance cars) lower-performance versions of the Dodge hemi were introduced by substituting less complex poly (single rocker shaft) heads and valve train parts, including one variant only built as a poly (259"). These were used in low-line 1955-58 DeSotos and Dodges, and 1955-56 high-line Plymouths. Dodge Trucks marketed their version of
5841-411: The lineup through 1970. Coronet 500 retained its 2-door hardtop, convertible, and 4-door sedan through 1970. A Coronet 500 station wagon made its debut in 1968, continuing through 1970. Simulated woodgrain trim was standard on the Coronet 500 wagon. The Coronet R/T 2-door hardtop and convertible continued through 1970. The Super Bee was available as a 2-door coupe or 2-door hardtop. Chrysler displayed
5940-748: The lower end of the Dodge vehicle lineup, with the Wayfarer and Meadowbrook names no longer used and the Custom Royal added above the Royal , Lancer , and La Femme . Bodies were restyled with help from newly hired Virgil Exner to be lower, wider, and longer than the lumpy prewar style, which in turn generated a healthy boost in sales over 1954. Power came from either a 230 cu in (3.8 L) Chrysler Flathead engine straight-6 , now producing 123 hp (92 kW) Two V8 engines were offered: 270 cu in (4.4 L) Polyspheric (poly or semi-hemi) heads producing 175 hp (130 kW) and
6039-517: The massive weight of the overall engine, along with chain-driven internal dry sump oil systems . Today, aftermarket blocks, heads, intakes, rods, and pistons are usually made of aluminum. The 426 Hemi also was used in NHRA and AHRA drag racing. Its large casting allowed the engine to be overbored and stroked to displacements unattainable in the other engines of the day. The current-production "HEMI" engine heads are flatter and more complex than
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#17327938300256138-433: The new heads on the new taller block. For 1958, Chrysler offered the 392 in two configurations: 325 bhp (242 kW) with 9.25:1 compression and 345 bhp (257 kW) with 10:1 compression, both with a single four-barrel carburetor. A dual four-barrel version of the 392 available in the 1957–58 Chrysler 300C and 300D cars was rated at 375 bhp (280 kW); the 300D, and some marine and industrial engines, used
6237-495: The old Hemi engines were rated SAE gross). For the 2009 model year power was increased to 357-395 horsepower (266-291 kW) and 389-410 lb·ft (527-556 N·m) depending on application. It also achieved 4% better fuel economy. Variable valve timing (VVT) was also introduced. A new variable displacement technology called Multi-Displacement System (MDS) is used in some versions which can shut off two cylinders on each bank under light load to improve fuel economy. The 5.7 L HEMI
6336-425: The ones on the Chrysler 300B and DeSoto Adventurer. This engine used the same cylinder heads as the base D-500 model. The D-501 in 57 was the Chrysler 354 engine, not a Dodge-based engine. Dodge released a 325 cu in (5.3 L) engine for 1957. The "Super Red Ram" engine used a 3 + 11 ⁄ 16 in (93.7 mm; 3.69 in) bore and 3.80 in (96.5 mm) stroke. The base engine offering
6435-434: The other Chrysler Corporation brands. In addition to the usual changes to the grille, lights, and interior, Dodge introduced in 1973 to mid-size models its "TorsionQuiet" system of additional silencers and rubber vibration insulators, providing a much smoother ride and a quieter interior. The front and rear fascias were redesigned, most notably the rear bumper, which met the 1974 DOT requirements. The sedan body style would be
6534-405: The overall width of the engine, limiting the vehicles in which it can be installed. Significant challenges in the commercialization of engine designs using hemispherical chambers revolved around the valve actuation, specifically how to make it effective, efficient, and reliable at an acceptable cost. This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head
6633-496: The present. Although Chrysler is most identified with the use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar cylinder head designs. The engine block and cylinder heads were cast and manufactured at Indianapolis Foundry . During the 1970s and 1980s, Chrysler also applied the term Hemi to their Australian-made Hemi-6 Engine , and a 4-cylinder Mitsubishi 2.6L engine installed in various North American market vehicles. The main advantage of
6732-678: The radio cost $ 83. The Dodge Royal line was added above the Coronet in 1954. Dodge was putting more luxury into all of its models which included the Meadowbrook , Coronet and new Royal lines. Still, styling changes for 1954 were modest. The chrome molding on the hood lip was wider than on the 1953 models and a large chrome upright in the center of the grille replaced the five vertical dividers used previously. It still came with full instrumentation. 1954 saw Chrysler's first fully automatic transmission, two-speed PowerFlite , offered as an extra-cost option on all Dodges. The 1955 Coronet dropped to
6831-431: The related and also restyled Dodge Charger covering the coupe market. Slight alterations of the front grille, headlights, and taillights followed in 1972. Sales of the Coronet were low from this point onwards, with around 80–90,000 produced each year through 1973 (compared with 196,242 as recently as 1968), due both to the fuel crisis and to a proliferation of Dodge and Plymouth models, and the growing effect of overlap with
6930-481: The same valving specified for Dodge police cars, were mounted in the springs. Similar units were used in the rear. The overall height of the D-500 was 1.5 inches (38 mm) lower than its standard Dodge counterpart. The D-500 came standard with 15x5.5 inch wheels with 7.60x15 inch tubeless tires. New for safety were safety door locks. The D-500-1 the first 500 made required by NASCAR, was intended for NASCAR competition. The D-500-1 had an even stiffer suspension than
7029-475: The same year. The Royal was discontinued for the 1960 model year, when the full-size Dodge line was reduced to two trim levels. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Dodge Coronet The Dodge Coronet is an automobile that was marketed by Dodge in seven generations, and shared nameplates with the same bodyshell with varying levels of equipment installed. Introduced as
7128-554: The stock location, putting the front wheels directly behind the front fender, and the rear wheels almost under where the rear seat would normally go; this alteration transferred weight to the rear tires, increasing traction on launch. Front seat belts and padded dash were standard. The middle of the Coronet line-up was the 440 which was available as a two-door hardtop, convertible, or station wagon. The 440 designation did not indicate engine displacement as commonly assumed (both then and now, which helped sales to an extent). The nomenclature
7227-433: The top Coronet. The D-501 received Chrysler's proven 354 cu in (5.8 L) Hemi V8, which were actually leftover engines from the 1956 Chrysler 300B production. Camshafts from the 1957 Chrysler 392 cu in (6.4 L) engines were installed in the 354 cu in (5.8 L) V8s. A pair of Carter four-barrel carburetors fed the 10.0:1 compression ratio to produce 340 bhp (250 kW), shared with
7326-553: The trademark Hemi or HEMI , refers to a series of high-performance American overhead valve V8 engines built by Chrysler with hemispherical combustion chambers . Three generations have been produced: the FirePower series (with displacements from 241 cu in (3.9 L) to 392 cu in (6.4 L)) from 1951 to 1958; a famed 426 cu in (7.0 L) race and street engine from 1964-1971; and family of advanced Hemis (displacing between 5.7 L (348 cu in) 6.4 L (391 cu in) from 2003 to
7425-420: Was a 230-cubic-inch (3,800 cc) flat-head straight six cylinder engine with a single barrel Stromberg carburetor , producing 103 hp (77 kW) (gross). The stock Dodge Coronet was a smooth-running car, and the six-cylinder engine could power the car to 90 mph (145 km/h). A limited production model was a four-door, eight-passenger limousine, an extended version of the stock Dodge Coronet which
7524-432: Was a carryover theme from the 1963–64 Polara series. The top of the Coronet line-up was the Coronet 500 which was available as a two-door hardtop or convertible in 1965. Slightly over 33,300 units were sold in 1965 and included as standard, a V8 engine (273 cubic inches), exterior trim and badging, bucket seats, padded dash, and chrome floor console. Coronets were manufactured at Chrysler's Los Angeles assembly plant and at
7623-403: Was also offered on the Coronet line. This was a six-cylinder or V-8 model available only in silver paint and only on a two-door body. It came with many extra features at no cost, such as wall-to-wall deep pile carpeting, premium white wall tires and wheel covers, luxury fabrics and upgraded interior and electric windshield wipers. The overall length was increased to 217.4 inches. A Dodge Coronet
7722-577: Was due in part to the three engine versions using different bore pitches (the center-to-center distance between adjacent cylinders). Chrysler and Imperial called their versions the FirePower . DeSoto called theirs the FireDome . Dodge had a smaller version, known as the Red Ram . Only Plymouth did not have a version, but retained the Dodge poly-head engines . There was no Plymouth Hemi engine until
7821-469: Was made for 1955 by increasing the bore to 3.72 in (94.5 mm). The DeSoto engine was enlarged for 1956 to 329.9 cu in (5.4 L). Bore was the same as the 291 at 3.72 in (94.5 mm), but stroke was increased to 3.80 in (96.5 mm) and a taller (raised-deck) block was used. Displacement was increased again for 1956 (DeSoto Adventurer only) and 1957 (Firedome and Fireflite models) to 341.1 cu in (5.6 L). Bore
7920-404: Was meant to be a powerful, fuel-efficient alternative to Ford's V8 and to replace Plymouth's venerable flathead six . However, the plans were scrapped because of high build costs and the then-unusual design. All Chrysler FirePower engines are oversquare ; i.e. their bore is larger than their stroke . This first FirePower engine, used from 1951 to 1955, has a bore of 3.8125(96.8mm) in and
8019-500: Was not the same as the 270 poly-head . In the Dodge Coronet , running 7.6:1 compression ratio , the 270 produced 183 bhp (136 kW). In higher trims like the Dodge Royal , the "Super Red Ram" ran the same compression ratio but with a four-barrel carburetor produced 193 bhp (144 kW). For 1956, Dodge increased the displacement to 315 cu in (5.2 L) with a longer 3.80 in (96.5 mm) stroke and
8118-452: Was now 3.78 in (96.0 mm) with stroke remaining at 3.80 in (96.5 mm). The DeSoto Adventurer produced 320 bhp (239 kW) using dual Carter WCFB four-barrel carburetors. The 1956 DeSoto Adventurer was the premiere named high-performance version—the DeSoto equivalent of the Chrysler 300—using dual Carter WCFB four-barrel carburetors. The Adventurer engine for 1956 used
8217-415: Was now a polyspheric chambered head referenced as 'KDS', and a higher performance 325 was offered with hemi heads as the 'KD-500'. Again there was a low volume offering of a 'KD-500-1' with dual four-barrel carburetors. All engines now, however, had hydraulic camshafts even though the hemi headed offerings sported "dimples" in the valve covers for mechanical adjuster clearance. The hemispherical head design
8316-477: Was now circular, and the other four gauges were rectangles. For 1952 the Coronet had a painted lower grille louver. For 1953, the Coronet was totally redesigned. It gained an optional 241 cu in (3.9 L) "Red Ram" Hemi Engine and set over 100 land speed records at the Bonneville Salt Flats . The windshield finally became one-piece. Electric windshield wipers were standard, while
8415-530: Was optional. In 1966 a four-door Coronet 500 was added, called the Coronet 500 SE (Special Edition). It had special "SE" logos on the C-pillars and on the seatback. There would be no Coronet 500 wagon until 1968. Coronet received a redesign in 1966, and a facelift in 1967. Trim levels initially were base Coronet, Coronet 440, and Coronet 500. In 1966, the Coronet Deluxe was introduced, fitting between
8514-520: Was optional. In the September 1957 issue of Popular Mechanics , owners of both the Coronet six-cylinder and eight-cylinder were surveyed. Many (37.6% of I6 owners and 34.8% of V8 owners) complained that there were too many water leaks. When PM tested a V8 Coronet for water resistance, water got into the engine and pooled in "two spark plug wells" which had to be siphoned out before the engine could run with all cylinders again. However, many did like
8613-678: Was produced for consumer automobiles from 1966 through 1971. Hemi-powered Dodge and Plymouth cars produced in the model years of 1966 through 1971 have become collector's items. For example, a 1971 Plymouth Barracuda Convertible equipped with the 426 Hemi engine sold at auction for US$ 3.5 million in 2014. The "Street Hemi" version was rated at 425 bhp (431 PS; 317 kW) at 5000 rpm SAE gross and 490 lb⋅ft (664 N⋅m) at 4000 rpm of torque. In actual dynamometer testing, it produced 433.5 hp (323 kW; 440 PS) and 472 lb⋅ft (640 N⋅m) of torque in purely stock form. Chrysler's sales literature published both
8712-607: Was referred to in company advertising as the Double Rocker Shaft head. Chrysler developed its first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 was an inverted V16 rated at 2,500 hp (1,860 kW). The P-47 was already in production with a Pratt & Whitney radial engine when the XIV-2220 flew successfully in trials in 1945 as
8811-610: Was related to the DeSoto Suburban . One of the most notable features of the first-generation Coronet was Chrysler's four forward-speed, a fluid-driven semi-automatic transmission that Dodge Division called Gyromatic. After using the clutch and gear shift to select the high range, upshifts and downshifts were operated by the accelerator pedal on the floor. The clutch did not need to be depressed in stop-and-go driving once underway. It had full instrumentation and 37 inches of head room both front and rear. All Dodge vehicles received
8910-583: Was released for model year 2003 on the Dodge Ram pickup trucks to supplant the Magnum 5.9 engine . From 2004 to 2013, it was the only available gasoline engine in the Ram Heavy Duty. Chrysler later made the 5.7 L Hemi available in all models of the 2004 Dodge Ram , Dodge Durango , the 2005 Chrysler 300C , Dodge Magnum R/T , Jeep Grand Cherokee , the 2006 Dodge Charger R/T , Jeep Commander ,
9009-621: Was replaced by the Dodge Charger Sport for the 1976 model year. For the 1977 model year, the mid-size Dodge Coronet was renamed Monaco , and the full-size Dodge Monaco was renamed Royal Monaco. Coronet was used as the model name for the Colombian market Dodge Diplomat during the 1980s. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Chrysler Hemi engine The Chrysler Hemi engine , known by
9108-511: Was revived in 1964 for a big-block 426 cu in (7.0 L) overhead valve V8, the first engine "Hemi" by Chrysler, a name it had trademarked (and not to be confused with the Chrysler 426 Wedge . Sometimes retroactively referred to as the "Gen 2" or "2G" Hemi, the 426 Hemi was nicknamed the "elephant engine" at the time, a reference to its high power, heavy weight, and large physical dimensions. Its 10.72 in (272.3 mm) deck height and 4.80 in (121.9 mm) bore spacing made it
9207-559: Was similar to the race Hemi but with dual inline four-barrel Carter AFB carburetors (with automatic choke), lower compression (10.25:1 from 12.5:1) and lower-lift camshaft , with iron exhaust manifolds instead of lighter steel long tube headers. There were many differences between the Hemi and the 426 Wedge-head, including cross-bolted main bearing caps and a different head bolt pattern. Although all manufacturers were familiar with multi-valve engines and hemispherical combustion chambers , adding more valves per cylinder and designing
9306-521: Was the first Dodge factory high-performance production version as a tribute to the (D-500-1) "Super Stock" model. The only external clues were small crossed checkered flags and "500" lettering on its hood and lower rear deck. It was also available for order from the dealer on Coronet models, including station wagons and two-door sedans. The standard D-500 trim included a 315 cu in (5.2 L) V8 with hemispherical heads (unlike other Dodge V8s ( List of Chrysler engines ) which used Polyspheric heads),
9405-627: Was the only known example of the JATO Rocket Car legend. To publicize Dodge's 'total contact' front dual-leading shoe drum brakes a JATO unit was fitted to a 1958 Coronet and driven at speed across the El Mirage dry lake . A TV advertisement was broadcast during Dodge-sponsored Lawrence Welk Show . The first car that carried the Challenger name was introduced as the limited edition Dodge Silver Challenger Club Sedan, an addition to
9504-418: Was the only line to feature the 230 in (3.8 L) Getaway I6 as well as the 270 in (4.4 L) Red Ram V8 . Coronets were available in all body styles except the convertible. Sedans feature "Coronet" badges on the fenders, while the station wagons are called "Suburban". Although the hardtop coupe was officially named "Lancer", it wore only "Coronet" badges. Turn signals were standard on
9603-478: Was used in the following applications: In the late 1950s and early 1960s, drag racers found the 392 to be a formidable engine and continued to run them competitively into the 1970s. Usual color of the block was silver. DeSoto's Hemi engines were called FireDome and served as the naming convention for the DeSoto Firedome sedan. In 1952, DeSoto introduced its version of the FirePower (FireDome),with
9702-461: Was used in the following applications: The 354, released in 1956, had a bore of 3.9375(100mm) in and stroke of 3.625(92.1mm) in, and the same 10.385"(264mm) low deck height, for an actual displacement of 5,787 cc (353.1 cu in). The 300B engine was rated at 340 bhp (254 kW), while the New Yorker and Imperial 354 engine configuration produced 280 bhp (209 kW). For
9801-485: Was used in the following applications: The 392 raised-deck engine released in 1957 had a 4.00 in (101.6 mm) bore and 3.906 in (99.21 mm) stroke. The actual displacement is 392.67 cu in (6,435 cc). The deck height, at 10.87 in (276.1 mm), was 1 ⁄ 2 in (13 mm) taller than that of the previous blocks. Because its deck was taller, the heads were cast with wider intake ports so that earlier manifolds could be used with
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