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68-646: The Chrysler Hemi engine , known by 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

136-411: 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

204-425: 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

272-438: 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)

340-465: A camshaft, but were located in the engine block as with side-valve engines. The 1894 prototype Diesel engine used overhead poppet valves actuated by a camshaft , pushrods and rocker arms , therefore becoming the first OHV engines. In 1896, U.S. patent 563,140 was taken out by William F. Davis for an OHV engine with liquid coolant used to cool the cylinder head, but no working model was built. In 1898, bicycle manufacturer Walter Lorenzo Marr in

408-517: 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

476-464: 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

544-490: 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

612-441: 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 was revived in 1964 for a big-block 426 cu in (7.0 L) overhead valve V8,

680-503: A loophole in the rules, the pushrod engine was allowed to use a larger displacement and higher boost pressure, significantly increasing its power output compared to the OHC engines used by other teams. Team Penske qualified in pole position and won the race by a large margin. In the early 21st century, several pushrod V8 engines from General Motors and Chrysler used cylinder deactivation to reduce fuel consumption and exhaust emissions. In 2008,

748-556: 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 the ones on the Chrysler 300B and DeSoto Adventurer. This engine used

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816-513: 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

884-551: 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

952-513: 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

1020-430: A supplier to many independent manufacturers of automobiles, tractors, trucks, and stationary equipment (such as pumps, generators , and industrial machinery drives) from the 1900s through the 1960s. Continental Motors also produced automobiles in 1932–1933 under the name Continental Automobile Company. The Continental Aircraft Engine Company was formed in 1929 to develop and produce its aircraft engines , and would become

1088-496: 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 ;

1156-469: 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 was not the same as the 270 poly-head . In

1224-528: The De Vaux brand name. When De Vaux-Hall collapsed in 1932, unable to pay creditors, Continental Motors assumed automobile assembly and marketed the vehicles under the Continental-De Vaux brand name for the balance of the 1932 model year. Continental Motors introduced a completely new line of Continental-branded automobiles for 1933. These cars were not based upon the 1931 De Vaux, a product of

1292-557: 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 a taller raised-deck block and now with

1360-595: 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"

1428-580: 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

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1496-500: The Marr ; however, use of this design was mostly limited to high-performance cars for many decades. OHC engines slowly became more common from the 1950s to the 1990s, and by the start of the 21st century, the majority of automotive engines (except for some North American V8 engines) used an OHC design. At the 1994 Indianapolis 500 motor race, Team Penske entered a car powered by the custom-built Mercedes-Benz 500I pushrod engine. Due to

1564-540: The Marr Auto-Car , with one of the first known engines to use an overhead camshaft design), the same year that Buick received a patent for an overhead valve engine design. In 1904, the world's first production OHV engine was released in the Buick Model B . The engine was a flat-twin design with two valves per cylinder. The engine was very successful for Buick, with the company selling 750 such cars in 1905, and

1632-434: 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

1700-436: 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

1768-450: 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

1836-457: 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

1904-493: 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

1972-422: The 300C and Magnum R/T, which is exactly 100 hp (74.6 kW) more than the old 5.9 engine. It is a 90-degree V8 , 2-valve pushrod design like the past Magnum series engines, displacing 5,654 cc (345 cu in), with a bore of 3.917 in (99.49 mm) and a stroke of 3.578 in (90.88 mm). Overhead valve Although an overhead camshaft (OHC) engine also has overhead valves,

2040-523: The De Vaux-Hall, which had been using body dies left over from the former Durant produced by Durant Motors until 1930. The 1933 Continentals were marketed in three model ranges: the largest and most expensive was the six-cylinder Ace , next was a smaller six called the Flyer and also the low-priced four-cylinder Beacon . The 1933 Beacon roadster was the lowest price full-size car offered for sale in

2108-492: 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 a higher 7.5:1 compression ratio. This engine

Chrysler Hemi engine - Misplaced Pages Continue

2176-543: The OHV engine has powered almost all Buick automobiles since then. Several other manufacturers began to produce OHV engines, such as the 1906–1912 Wright Brothers Vertical 4-Cylinder Engine . In 1911, Chevrolet joined Buick in almost exclusive use of OHV engines. However, flathead "side-valve" engines remained commonplace in the U.S. until the mid-to-late 1950s, when they began to be phased out for OHV engines. The first overhead camshaft (OHC) engine dates back to 1902, in

2244-476: The United States built a motorised tricycle powered by a single-cylinder OHV engine. Marr was hired by Buick (then named Buick Auto-Vim and Power Company ) from 1899–1902, where the overhead valve engine design was further refined. This engine employed pushrod-actuated rocker arms, which in turn opened poppet valves parallel to the pistons. Marr returned to Buick in 1904 (having built a small quantity of

2312-474: The United States in the 1930s, costing only $ US335. None of these met with success in the depression era economy. At this same time, Dominion Motors Ltd. of Canada was building the same Flyer and Beacon cars under arrangement with Continental for sale in the Canadian market, and importing the larger Ace models. Dominion then converted to building Reo brand trucks. The Ace and Flyer models were discontinued at

2380-512: 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

2448-793: The close of the 1933 model year. Finding that its cars were unprofitable, Continental stopped assembling even Beacon automobiles in 1934. Continental was a major manufacturer of horizontally opposed 'flat four' airplane engines and supplied a similar engine for Sherman tanks during World War II. Apparently the US government contracts continued during the Korean War. As the jet engine began to replace piston engine powered airplanes, Continental began losing their military contracts. The jet engine technology thus creating an understandable end to Continental's military prosperity. When Korean War ended, Kaiser Corporation, who used Continental engines in all their vehicles,

2516-412: The common usage of the term "overhead valve engine" is limited to engines where the camshaft is located in the engine block. In these traditional OHV engines, the motion of the camshaft is transferred using pushrods (hence the term "pushrod engine") and rocker arms to operate the valves at the top of the engine. However, some designs have the camshaft in the cylinder head but still sit below or alongside

2584-608: 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,

2652-627: The core business of Continental Motors, Inc. In 1905 , Continental Motors was born with the introduction of a four-cylinder, four stroke cycle L-head engine operated by a single camshaft . In August 1929, the Continental Motors Company formed the Continental Aircraft Engine Company as a subsidiary to develop and produce its aircraft engines. Continental Motors entered into the production of automobiles rather indirectly. Continental

2720-421: 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

2788-488: The first production pushrod engine to use variable valve timing was introduced in the Dodge Viper (fourth generation) . OHV engines have several advantages compared with OHC engines: Compared with OHC engines, OHV engines have the following disadvantages: Continental Motors Company Continental Motors Company was an American manufacturer of internal combustion engines . The company produced engines as

Chrysler Hemi engine - Misplaced Pages Continue

2856-561: 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

2924-528: 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

2992-544: 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

3060-567: The late 1930s 7 and 9 cylinder air cooled radial aircraft engines were adapted for use in armored vehicles. The W670 and R975 were considered very reliable by the British in North Africa, but were not developed further. Opposed: just after WWII an air cooled O6 was developed for armored vehicles. All were supercharged, AOS895-3 models had carburetors, -5 models had fuel injection with no increase in power, but greater fuel mileage. V type: in

3128-515: 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

3196-475: The mid-1960s. However, Stutz built both single and dual overhead cam inline six-cylinder engines in, respectively, the late 1920s and early 1930s (sohc) and the early 1930s (dohc). Moreover, these were fitted in Stutz production cars (though their numbers were comparatively small). Particular models of John Deere tractors are currently being supplied by Continental since the ownership transfer to Korea, as stated on

3264-433: 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

3332-495: 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

3400-404: 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

3468-493: 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

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3536-417: 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 was now a polyspheric chambered head referenced as 'KDS', and

3604-528: The tractor's engine identification plate. Continental built many engines for the US military, some by license, and many of unusual type. Inline: several conventional gasoline I6s were built for trucks, the COA331 (licensed from REO), 6602, 22R, and AO895 (also used in some armored vehicles). Later the M-A-N licensed multifuel LDS427, LD465 and turbocharged LDT465 were developed, also for use in trucks. Radial: in

3672-460: The valves (the Ford CVH and Opel CIH are good examples), so they can essentially be considered overhead valve designs. Some early intake-over-exhaust engines used a hybrid design combining elements of both side-valves and overhead valves. The first internal combustion engines were based on steam engines and therefore used slide valves . This was the case for the first Otto engine , which

3740-635: Was able to gain ownership of a Continental engine making factory.* It was during that time of downsizing Continental's operations that many Continental employees dispersed to find jobs elsewhere in the industry -those engineers finding new jobs at other companies like the newly formed American Motors, even Chevrolet. Kaiser, working with a Continental-designed engine, introduced the USA's first mass-produced OHC inline six-cylinder engine. It debuted in Kaiser-owned Jeep Corporation vehicles in

3808-577: 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

3876-438: Was first successfully run in 1876. As internal combustion engines began to develop separately to steam engines, poppet valves became increasingly common. Beginning with the 1885 Daimler Reitwagen , several cars and motorcycles used inlet valve(s) located in the cylinder head, however these valves were vacuum-actuated ("atmospheric") rather than driven by a camshaft as with typical OHV engines. The exhaust valve(s) were driven by

3944-467: 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

4012-402: 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

4080-514: 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 a displacement of 341 CID (3.78" bore by 3.80" stroke) and had

4148-674: 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

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4216-606: 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

4284-583: 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 ,

4352-556: 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

4420-721: Was the producer of automobile engines for numerous independent automobile companies in the 1910s, 1920s, and 1930s, including Durant Motors Corporation which used the engines in its Star, Durant, Flint and Rugby model lines. Following the 1931 collapse of Durant, a group having interest in Durant Motors began assembling their own cars, the De Vaux-Hall Motors Company, using the Durant body dies, in Grand Rapids, Michigan, and Oakland, California, and under

4488-477: 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

4556-461: 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

4624-485: 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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