Hemi Engines
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Hemi Engines - Assistance, Repair, Rebuild, Dyno Tune and more!
The HEMI engine is a classic muscle car engine. We here at Big 3 Performance are the best, the experts in Green Bay, the fox valley and all of northeast Wisconsin for the repair, rebuilding and any other assistance you may need for your Mopar HEMI engine. Our mechanic's have personal experience and expertise in the rebuilding and maintenance of these engines for our own vehicles, which are winning racing Mopars and street legal ones, too, is our assurance that we have the knowledge to offer you and give you the best service around. Big 3 Performance for your Mopar HEMI, and HEMI 'Cuda', the best service for the best engine!
Another of our excellent mechanical resources here at Big 3 Performance is that we are professionals at installing performance parts on Hemi engines. We are experts at installing performance intakes, performance headers, performance springs, performance superchargers and more! We are excited to offer these services to you in Green Bay, Appleton, the Fox Valley and all of Wisconsin!
Hemi - Made for Mopar (Chrysler, Dodge, Plymouth) 1964, 1965, 1966, 1967, 1969, 1969, 1970, 1971, 1972, 1972, 1973, 1974
Another of our excellent mechanical resources here at Big 3 Performance is that we are professionals at installing performance parts on Hemi engines. We are experts at installing performance intakes, performance headers, performance springs, performance superchargers and more! We are excited to offer these services to you in Green Bay, Appleton, the Fox Valley and all of Wisconsin!
Hemi - Made for Mopar (Chrysler, Dodge, Plymouth) 1964, 1965, 1966, 1967, 1969, 1969, 1970, 1971, 1972, 1972, 1973, 1974
Dyno Tune Your HEMI Muscle Cars at Big 3 Performance
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Birth of the HEMI
The HEMI engine for automobiles was born in 1948 -- Harry Westlake and several others developed a Hemi 6-cylinder engine for Jaguar. A few years later, in 1951, Chrysler introduced a 180-horsepower HEMI V-8 engine on several models. The Chrysler HEMI engine had a displacement of 331 cubic inches (5.4 liters), so it is known as the "331 HEMI." These days, 180 horsepower sounds like nothing. But in 1951, 180 horsepower was unheard of. It was an amazing amount of power for the day, and it fueled the "HEMI legend." Chrysler continued improving the HEMI design, releasing a 354-cubic-inch design in 1956, a 392 cubic-inch design in 1957, and ultimately a 426-cubic-inch (7-liter) version in 1964. The 426 engine set the HEMI legend in stone when it won first, second and third place in the 1964 Daytona 500 NASCAR race. The 426 street HEMI came out in 1965, producing 425 horsepower. The 426 block and heads are still available today from Dodge. The 426 HEMI is a popular power plant for drag racing, funny cars and muscle cars. |
Comparing HEMI to Flathead Engine DesignThe thing that allowed the 1951 Chrysler HEMI to produce so much more power than other engines of the day was the efficiency of the combustion chamber.
In a HEMI engine, the top of the combustion chamber is hemispherical, as seen in the image above. The combustion area in the head is shaped like half of a sphere. An engine like this is said to have "hemispherical heads." In a HEMI head, the spark plug is normally located at the top of the combustion chamber, and the valves open on opposite sides of the combustion chamber.
Most cars prior to the 1950s used what was known as a flat head, and many lawn mower engines still use the flathead design today because it is less expensive to manufacture. In a flathead engine, the valves are in the block, rather than in the head, and they open in a chamber beside the piston.
The head in a flathead engine is extremely simple -- it is a solid metal casting with a hole drilled in it to accept the spark plug. The camshaft in the block pushes directly on the valve stems to open the valves, eliminating the need for pushrods and rocker arms. Everything is simpler in the flathead design. The problem with a flathead engine is its thermal efficiency.
HEMI Pros and ConsThere are many different parts of an engine's design that control the amount of power you can extract from each combustion stroke. For example:
Another factor with a HEMI head is the size of the valves. Since the valves are on opposite sides of the head, there is more room for valves. The engine design that preceded the HEMI was a wedge-shaped combustion chamber with the valves in line with each other. The inline arrangement limited valve size. In a HEMI engine, valves can be large so the airflow through the engine is improved.
HEMI DisadvantagesIf HEMI engines have all these advantages, why aren't all engines using hemispherical heads? It's because there are even better configurations available today.
One thing that a hemispherical head will never have is four valves per cylinder. The valve angles would be so crazy that the head would be nearly impossible to design. Having only two valves per cylinder is not an issue in drag racing or NASCAR because racing engines are limited to two valves per cylinder in these categories. But on the street, four slightly smaller valves let an engine breathe easier than two large valves. Modern engines use a pentroof design to accommodate four valves.
Another reason most high-performance engines no longer use a HEMI design is the desire to create a smaller combustion chamber. Small chambers further reduce the heat lost during combustion, and also shorten the distance the flame front must travel during combustion. The compact pentroof design is helpful here, as well.
This information is from Howstuffworks, an internet site @ http://auto.howstuffworks.com/hemi4.htm
In a HEMI engine, the top of the combustion chamber is hemispherical, as seen in the image above. The combustion area in the head is shaped like half of a sphere. An engine like this is said to have "hemispherical heads." In a HEMI head, the spark plug is normally located at the top of the combustion chamber, and the valves open on opposite sides of the combustion chamber.
Most cars prior to the 1950s used what was known as a flat head, and many lawn mower engines still use the flathead design today because it is less expensive to manufacture. In a flathead engine, the valves are in the block, rather than in the head, and they open in a chamber beside the piston.
The head in a flathead engine is extremely simple -- it is a solid metal casting with a hole drilled in it to accept the spark plug. The camshaft in the block pushes directly on the valve stems to open the valves, eliminating the need for pushrods and rocker arms. Everything is simpler in the flathead design. The problem with a flathead engine is its thermal efficiency.
HEMI Pros and ConsThere are many different parts of an engine's design that control the amount of power you can extract from each combustion stroke. For example:
- You want to burn all of the gas in the cylinder. If the design leaves any of the gas unburned, that is untapped energy.
- You want the maximum cylinder pressure to occur when the crankshaft is at the right angle, so that you extract all of the energy from the pressure.
- You want to waste as little of the engine's energy as possible sucking air and fuel into the combustion chamber and pushing exhaust out.
- You want to lose as little heat as possible to the heads and the cylinder walls. Heat is one of the things creating pressure in the cylinder, so lost heat means lower peak pressures.
Another factor with a HEMI head is the size of the valves. Since the valves are on opposite sides of the head, there is more room for valves. The engine design that preceded the HEMI was a wedge-shaped combustion chamber with the valves in line with each other. The inline arrangement limited valve size. In a HEMI engine, valves can be large so the airflow through the engine is improved.
HEMI DisadvantagesIf HEMI engines have all these advantages, why aren't all engines using hemispherical heads? It's because there are even better configurations available today.
One thing that a hemispherical head will never have is four valves per cylinder. The valve angles would be so crazy that the head would be nearly impossible to design. Having only two valves per cylinder is not an issue in drag racing or NASCAR because racing engines are limited to two valves per cylinder in these categories. But on the street, four slightly smaller valves let an engine breathe easier than two large valves. Modern engines use a pentroof design to accommodate four valves.
Another reason most high-performance engines no longer use a HEMI design is the desire to create a smaller combustion chamber. Small chambers further reduce the heat lost during combustion, and also shorten the distance the flame front must travel during combustion. The compact pentroof design is helpful here, as well.
This information is from Howstuffworks, an internet site @ http://auto.howstuffworks.com/hemi4.htm
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Wikipedia Chrysler Hemi Info
Chrysler Hemi engineFrom Wikipedia, the free encyclopedia
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For an overview of Hemi engines in general, see Hemi engine.
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Early Hemi in a 1957 Chrysler 300C
The Chrysler Marine Hemis were popular with wooden boats during the 1950s and 60sThe Chrysler Hemi engine, known by the trademark Hemi, is a series of V6 and V8 engines built by Chrysler with a hemispherical combustion chamber. Three different types of Hemi engines have been built by Chrysler for automobiles: the first (known as the Chrysler FirePower engine) from 1951 to 1958,[1] the second from 1964 to 1971, and the third beginning in 2003. Although Chrysler is most identified with the use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar designs.
During the 1970s and 1980s, Chrysler also used the Hemi name for their Australian-made Hemi-6 Engine and applied it to the 4-cylinder Mitsubishi 2.6L engine installed in various North American market vehicles.
Contents [hide]
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; a given compression ratio will require a higher octane rating to avoid detonation 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 overhead cam engines. This adds to the overall width of the engine, limiting the vehicles in which it can be installed.
Significant challenges in the commercialization of engines utilizing hemispherical chambers revolved around the design of the valve actuation, and how to make it effective, efficient, and reliable at an acceptable cost.[citation needed] This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head was referred to in company advertising as the Double Rocker head.[2]
WWII[edit]Chrysler developed their first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 engine 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 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.
First Generation Chrysler Hemi: FirePower[edit]This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2011) (Learn how and when to remove this template message)Chrysler applied their military experience with the hemispherical combustion chamber to their first 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, each Chrysler division had its own versions of the FirePower engine, with different displacements and designations, and having almost no parts in common. 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 didn't have a version, instead retaining the Dodge poly-head engines: there was no Plymouth hemi engine until the 1964 426.
Collectively, the 1951-'58 Hemi engines are now commonly referred to as first-generation Hemi engines,[citation needed] 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.
Briggs Cunningham used the Chrysler version in some of his race cars for international motor sports. A Chrysler-powered Cunningham C5-R 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.
Chrysler and Imperial[edit]All Chrysler FirePower engines are oversquare; the bore is larger than the stroke.[3]
331[edit]This first FirePower engine, used from 1951 to 1955, has a bore of 3.8125 in and a stroke of 3.625 in for a piston displacement of 331 cu in (5.4 L), and a deck height of 10.32" ("low deck"). 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.
The 331 engine was used in the following applications:
The 354 engine was used in the following applications:
The 392 engine was used in the following applications:
DeSoto[edit]
New DeSoto Fire Dome engine at 1952 Los Angeles International Automobile Show.DeSoto's Hemi engines were called Fire Dome.
276[edit]In 1952, DeSoto introduced its version of the FirePower with a bore of 3.625 in (92.1 mm) and stroke of 3.344 in (84.9 mm), for a displacement of 276.1 cu in (4.5 L).[5] 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.
291[edit]An increase in displacement to 290.8 cu in (4.8 L) was made for 1955 by increasing the bore to 3.72 in (94.5 mm).[5]
330[edit]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.[5]
341[edit]Displacement was increased again for 1956 (DeSoto Adventurer only) and 1957 (Firedome and Fireflite models) to 341.1 cu in (5.6 L). Bore was now 3.78 in (96.0 mm) with stroke remaining at 3.80 in (96.5 mm).[5] The DeSoto Adventurer produced 343 bhp (256 kW) using dual Carter WCFB four-barrel carburetors—more than one horsepower per cubic inch. 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 a compression ratio of 9.5:1, using a special hydraulic camshaft profile.
345[edit]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), again producing one horsepower per cubic inch utilizing a similar intake manifold to the 1956 341 Adventurer and a similar camshaft. Compression ratio remained at 9.5:1.
Dodge[edit]Dodge's Hemi was introduced in 1953 as the Red Ram.[3] 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 down-sized 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 the larger Chrysler and DeSoto hemi engines, or the Plymouth A engines. From 1955 to 1958 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.
241[edit]Dodge introduced the 241.3 cu in (4.0 L) engine in 1953.[3] 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).[6] For 1954, the more senior Dodges received 150 bhp (112 kW) thanks to a higher 7.5:1 compression ratio.[7] This engine is not the same as the Plymouth 241, which had polyspherical, not hemi heads. The 241 only lasted two years, being replaced by the 270 for 1955.[7]
270[edit]The D553 1955/1956 Dodge Red Ram Hemi 270 displaced 270 cu in (4.4 L) and was used in the 1955 and 1956 Dodge high-line (premium) 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 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-barrrel Carburetor produced 193 bhp (144 kW).[8]
315[edit]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 a polyspherical 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 hemisherical 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 caburetors similar to the ones on the Chrysler 300B and DeSoto Adventurer. This engine utilized the same cylinders heads as the base D-500 model.
325[edit]Dodge released a 325 cu in (5.3 L) engine for 1957. The engine used a 3.6875 in (93.7 mm) bore and 3.80 in (96.5 mm) stroke. The base engine offering 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.
Second Generation Chrysler Hemi: 426[edit]This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2011) (Learn how and when to remove this template message)
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426
Polished and chromed 426 Hemi engine in a 1971 Hemi 'Cuda
Overview
ManufacturerChrysler
Also calledElephant engine
Production1964–1971
Combustion chamber
ConfigurationV8
Displacement426 cu in (7.0 l)
Cylinder bore4.25 in (107.95 mm)
Piston stroke3.75 in (95.25 mm)
Cylinder block alloyCast iron
Cylinder head alloy
ValvetrainOHV
Compression ratio10.25:1
Combustion
Fuel systemCarburetor
Fuel typeGasoline
Oil system
Cooling systemWater-cooled
Output
Power output
Torque output490 lb·ft (664 N·m)
Chronology
Predecessor426 WedgeThe hemispherical head design was revived in 1964. These were the first engines officially designated Hemi, a name Chrysler trademarked. Chrysler Hemi engines of this generation displaced 426 cu in (7.0 L). Just 11,000 Hemi engines were ultimately produced for consumer sale due to their relatively high cost and the sheer size of the engine bay required to fit it in. The 426 Hemi was nicknamed the "elephant engine"[9] 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 the biggest engine in racing at the time.
The 426 Hemi of the 1960s was an engine produced for use in NASCAR, used in a racing version of 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 cars were produced and sold with the 426 Hemi. These were the Dodge Dart and Plymouth Fury later in 1965 included the Dodge Coronet and included aluminum fenders and bumpers and for drag racing. However they were sold 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 legitimize its use for NASCAR in 1966. The "Street Hemi" was the same as the racing Hemi but with lower compression (10.25:1 from 12.5:1) a smaller cam shaft, with iron headers instead of lighter steel long tube headers.
Although all manufacturers were familiar with multi-valve engines and hemispherical combustion chambers, adding more valves per cylinder, or designing the complex valve train needed for a hemispherical chamber, were expensive ways of improving the high-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 hemi had an oversquare 4.25 in (108.0 mm) bore and 3.75 in (95.3 mm) stroke as did the wedge-chambered big-block Chrysler RB.
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. Top-fuel racing organizers limited the bore spacing of engines until very recently, when under pressure from Ford and other manufacturers, the bore spacing allowed was increased to 4.900 in (124.5 mm)—this allows other engines such as the Ford 385 series to begin to compete. The engines based on the old Chrysler design predominate Top Fuel and Funny Car classes due to plentiful parts, large amount of research and development, as well as decades of experience with the problems of the engine's design. In drag racing today, the engine bears little resemblance to any engine produced by Chrysler; it is usually equipped with a large Roots type supercharger and short individual exhaust pipes, and fueled with nitromethane. Yet, this variant is used in Top Fuel, Funny Car, and Pro Modified classes.
The 426 Hemi, in "street Hemi" form, was produced for consumer automobiles from 1965 through 1971. There were many differences between the Hemi and the Wedge-head big-block, including cross-bolted main bearing caps and a different head bolt pattern. There were also many differences between the racing Hemi's and the street Hemi, 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 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 street Hemi version was rated at 425 bhp (316.9 kW)(Gross) with two Carter AFB carburetors. In actual dynamometer testing, it produced 433.5 horsepower and 472 lb·ft (640 N·m) torque in purely stock form.[10] Interestingly, Chrysler's sales literature[11] published both the gross 425 hp (317 kW; 431 PS) and net 350 hp (261 kW; 355 PS) ratings for 1971.
To avoid confusion with earlier (1951–'58) and current Hemi engines, the 426-based Hemi is sometimes called the "2G" or "Gen 2" Hemi.[12]
The street version of the 2G Hemi engine was used (optionally, in all but the last case) in the following vehicles:
This section possibly contains original research. Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. (August 2008) (Learn how and when to remove this template message)
Third Generation Chrysler Hemi
Overview
ManufacturerChrysler
Production2003-present
Combustion chamber
ConfigurationV8
Displacement
Cylinder bore
Piston stroke
Cylinder block alloyCast iron
Cylinder head alloyAluminum
ValvetrainOHV
Compression ratio
Combustion
Fuel systemSequential multiport fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Chronology
PredecessorThe current-production "HEMI" engine heads are flatter and more complex than the 1950s–'70s Hemi V8 chamber. The chambers are no longer truly hemispherical. It uses a coil-on-plug distributorless 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 the old Hemi engines were rated SAE gross). For the 2009 model year power has been increased to 357-395 horsepower (266-291 kW) and 389-410 lb·ft (527-556 N·m) depending on application. It also achieves 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.
5.7 [edit]
5.7 Hemi engineThe 5.7 L Hemi was released for model year 2003 on the Dodge Ram 1500, 2500, and 3500 pickup trucks to complement the Magnum 5.9 engine. As of 2004[update] 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, and the 2009 Dodge Challenger R/T. For the Challenger, the 6-speed version does not feature MDS. The 2014 5.7 Liter Hemi does have the MDS with 395HP.
The 5.7 L (345 cu in) Hemi in the Ram delivered 345 hp (257.3 kW) and 398 lb·ft (540 N·m), but 340 hp (253.5 kW) and 390 lb·ft (529 N·m) for 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 MB engines, displacing 5,654 cc (345 cu in), with a bore of 3.917 in and a stroke of 3.578 in.[13]
The 5.7 L Hemi is made at Chrysler's Saltillo Engine plant in Ramos Arizpe, Mexico.
The Hemi was on the Ward's 10 Best Engines list for 2003 through 2007, and again in 2009.
This engine is used in the following vehicles:
Cylinder heads have been revised to increase flow. Though the intake manifold has also been changed on all applications, it is however model specific. Dodge Ram, non-Hybrid Electric Vehicle (HEV) Chrysler Aspens, and non-HEV Dodge Durango utilize an active intake manifold with a short runner valve to optimize torque and horsepower. At lower engine rpm the valve is closed, resulting in improved low-end torque from the longer runners. At higher engine rpm the valve is opened, diverting the incoming air into the center of the manifold. The shorter runners results in improved horsepower. Passenger cars, Jeep vehicles, as well as HEV Chrysler Aspen and HEV Dodge Durango do not use this manifold; instead, these vehicles utilize a passive intake manifold, which does not have a short runner valve.
Six-speed manual transmission and all Heavy Duty truck applications will differ by not having the Multi-Displacement System (MDS). The new version of the 5.7L has five different camshaft profiles. All will have VCT.
6.1 Hemi engineThe Hemi is also available in a 6,059 cc (6.059 L; 369.7 cu in) version.[17] The engine's bore is 4.06inches, and many other changes were made to allow it to produce 425 hp (317 kW; 431 PS) at 6200 rpm and 420 pound force-feet (569 N·m) of torque at 4800 rpm. The engine block is different from the 5.7, with revised coolant channels and oil jets to cool the pistons. A forged crankshaft, lighter pistons, and strengthened connecting rods add durability. A cast aluminum intake manifold is tuned for high-RPM power and does not include variable-length technology. Chrysler's Multi-Displacement System is not used on the 6.1.
Applications:
Applications:
392 CID V8 Hemi Engine
Chrysler displayed a larger and more powerful 392-cubic-inch (6.4 L) Hemi in 2005 with a conservative factory-rated output of 525 hp (391 kW; 532 PS) and 510 lb·ft (691 N·m) torque. It is equipped with high-strength forged aluminium alloy pistons. This engine has been available since 2007, as a crate under the name 392 Hemi.[20]
The production version of the 392 Hemi was launched in the 2011 Dodge Challenger SRT8 with variable camshaft timing as well as MDS in cars with automatic transmissions.[21] The new 392 Hemi, codenamed "Apache," is based on the third-generation 5.7L Hemi, codenamed "Eagle," and shares few parts with the 392 crate engine. In late 2009 Chrysler has said the new engine will be available in the next generation SRT8 Dodge Charger, Chrysler 300C, and Jeep Grand Cherokee. Special-edition Challengers equipped with this engine, and the engines themselves, will bear "392 HEMI" badging in commemorative reference to the first-generation Hemi engine of the same piston displacement.[22][23][24] In other applications, the engine is badged as "6.4L HEMI".[25] It is much more similar to the revised 5.7L V8 Hemi that was released in 2009 and is a completely different block and build than the 392 crate engine. Output is 470 hp (350 kW) and 470 lb·ft (637 N·m);[20][26] for the 2015 model year, horsepower was increased by 15, to 485 hp (362 kW) and 475 lb·ft (644 N·m), in the Charger and Challenger; the Grand Cherokee SRT only saw a 5 bhp increase. The engine is available in the Chrysler 300 SRT8, Dodge Charger SRT8 [27] (and Charger R/T Scat Pack for 2015), the Ram 2500 and 3500 trucks, the Challenger R/T Scat Pack (2015-up) and SRT, and the Jeep Grand Cherokee SRT8.
In 2014, Chrysler chose to change the SRT8 moniker to SRT, removing the 8 which was a cylinder quantity nomenclature. From thereon, this was put into effect for all SRT models from all of Chrysler's divisions.
Mopar 426 HEMI (2012-)[edit]
The 426 HEMI in a Dodge Charger RedlineAt the 2012 North American International Auto Show in Detroit, Dodge debuted a Mopar Customized Dodge Charger "Redline" that featured a modern 426-cubic-inch (7.0 L) HEMI V8 engine rated at 590 hp (440 kW; 598 PS).[28][29][30]
Marketing[edit]During February to April 2005, DaimlerChrysler hosted a "What Can You HEMI?" contest promoting alternative uses of the HEMI engines. The top five finalists include HEMI Snowblower, HEMI-Go-Round carousel, HEMI on Ice ice resurfacer, HEMI-Shredder, HEMI Big Wheel, i.e. the child's tricycle of the 1970s.[31][32][33] The winner was the HEMI Big Wheel, which had a 5.7 L HEMI in the back that was installed backwards, thus reverse became the only forward gear. Plate steel was the predominant material, while a rolled tube of steel had to be utilized for the front tire as there were no such tires 4-foot (122 cm) in diameter that were as narrow as needed for this project.[34]
As collector items[edit]Dodge and Plymouth Hemi-powered cars produced between the model years of 1965 and 1971 have become collector's items (as have other muscle cars manufactured during this era).
References[edit]
External links[edit]Wikimedia Commons has media related to Chrysler Hemi engines.
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Early Hemi in a 1957 Chrysler 300C
The Chrysler Marine Hemis were popular with wooden boats during the 1950s and 60sThe Chrysler Hemi engine, known by the trademark Hemi, is a series of V6 and V8 engines built by Chrysler with a hemispherical combustion chamber. Three different types of Hemi engines have been built by Chrysler for automobiles: the first (known as the Chrysler FirePower engine) from 1951 to 1958,[1] the second from 1964 to 1971, and the third beginning in 2003. Although Chrysler is most identified with the use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar designs.
During the 1970s and 1980s, Chrysler also used the Hemi name for their Australian-made Hemi-6 Engine and applied it to the 4-cylinder Mitsubishi 2.6L engine installed in various North American market vehicles.
Contents [hide]
- 1 Hemispherical engines
- 2 WWII
- 3 First Generation Chrysler Hemi: FirePower
- 4 Chrysler and Imperial
- 5 DeSoto
- 6 Dodge
- 7 Second Generation Chrysler Hemi: 426
- 8 Third Generation Chrysler Hemi: Trademarked
- 9 As collector items
- 10 References
- 11 Notes
- 12 External links
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; a given compression ratio will require a higher octane rating to avoid detonation 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 overhead cam engines. This adds to the overall width of the engine, limiting the vehicles in which it can be installed.
Significant challenges in the commercialization of engines utilizing hemispherical chambers revolved around the design of the valve actuation, and how to make it effective, efficient, and reliable at an acceptable cost.[citation needed] This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head was referred to in company advertising as the Double Rocker head.[2]
WWII[edit]Chrysler developed their first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 engine 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 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.
First Generation Chrysler Hemi: FirePower[edit]This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2011) (Learn how and when to remove this template message)Chrysler applied their military experience with the hemispherical combustion chamber to their first 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, each Chrysler division had its own versions of the FirePower engine, with different displacements and designations, and having almost no parts in common. 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 didn't have a version, instead retaining the Dodge poly-head engines: there was no Plymouth hemi engine until the 1964 426.
Collectively, the 1951-'58 Hemi engines are now commonly referred to as first-generation Hemi engines,[citation needed] 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.
Briggs Cunningham used the Chrysler version in some of his race cars for international motor sports. A Chrysler-powered Cunningham C5-R 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.
Chrysler and Imperial[edit]All Chrysler FirePower engines are oversquare; the bore is larger than the stroke.[3]
331[edit]This first FirePower engine, used from 1951 to 1955, has a bore of 3.8125 in and a stroke of 3.625 in for a piston displacement of 331 cu in (5.4 L), and a deck height of 10.32" ("low deck"). 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.
The 331 engine was used in the following applications:
- 1951–1955 Chrysler New Yorker
- 1951–1954 Chrysler Imperial and 1955 ImperialA
- 1951 Chrysler Saratoga (optional)
- 1952 Chrysler Saratoga Club Coupe (optional)
- 1952 Chrysler Imperial Parade Phaeton
- 1955 Chrysler C-300
- The Chrysler air raid siren. At 138 decibels, it is the loudest siren ever made.[citation needed]
The 354 engine was used in the following applications:
- 1956 Chrysler New Yorker
- 1956 Chrysler 300B
- 1956 Imperial Custom & Crown
- 1957 Dodge D-501
- 1957–1959 Dodge C Series Pickup
The 392 engine was used in the following applications:
- 1957–1958 Chrysler New Yorker
- 1957–1958 Imperial
- 1957 Chrysler 300C
- 1958 Chrysler 300D
DeSoto[edit]
New DeSoto Fire Dome engine at 1952 Los Angeles International Automobile Show.DeSoto's Hemi engines were called Fire Dome.
276[edit]In 1952, DeSoto introduced its version of the FirePower with a bore of 3.625 in (92.1 mm) and stroke of 3.344 in (84.9 mm), for a displacement of 276.1 cu in (4.5 L).[5] 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.
291[edit]An increase in displacement to 290.8 cu in (4.8 L) was made for 1955 by increasing the bore to 3.72 in (94.5 mm).[5]
330[edit]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.[5]
341[edit]Displacement was increased again for 1956 (DeSoto Adventurer only) and 1957 (Firedome and Fireflite models) to 341.1 cu in (5.6 L). Bore was now 3.78 in (96.0 mm) with stroke remaining at 3.80 in (96.5 mm).[5] The DeSoto Adventurer produced 343 bhp (256 kW) using dual Carter WCFB four-barrel carburetors—more than one horsepower per cubic inch. 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 a compression ratio of 9.5:1, using a special hydraulic camshaft profile.
345[edit]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), again producing one horsepower per cubic inch utilizing a similar intake manifold to the 1956 341 Adventurer and a similar camshaft. Compression ratio remained at 9.5:1.
Dodge[edit]Dodge's Hemi was introduced in 1953 as the Red Ram.[3] 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 down-sized 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 the larger Chrysler and DeSoto hemi engines, or the Plymouth A engines. From 1955 to 1958 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.
241[edit]Dodge introduced the 241.3 cu in (4.0 L) engine in 1953.[3] 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).[6] For 1954, the more senior Dodges received 150 bhp (112 kW) thanks to a higher 7.5:1 compression ratio.[7] This engine is not the same as the Plymouth 241, which had polyspherical, not hemi heads. The 241 only lasted two years, being replaced by the 270 for 1955.[7]
270[edit]The D553 1955/1956 Dodge Red Ram Hemi 270 displaced 270 cu in (4.4 L) and was used in the 1955 and 1956 Dodge high-line (premium) 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 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-barrrel Carburetor produced 193 bhp (144 kW).[8]
315[edit]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 a polyspherical 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 hemisherical 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 caburetors similar to the ones on the Chrysler 300B and DeSoto Adventurer. This engine utilized the same cylinders heads as the base D-500 model.
325[edit]Dodge released a 325 cu in (5.3 L) engine for 1957. The engine used a 3.6875 in (93.7 mm) bore and 3.80 in (96.5 mm) stroke. The base engine offering 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.
Second Generation Chrysler Hemi: 426[edit]This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2011) (Learn how and when to remove this template message)
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426
Polished and chromed 426 Hemi engine in a 1971 Hemi 'Cuda
Overview
ManufacturerChrysler
Also calledElephant engine
Production1964–1971
Combustion chamber
ConfigurationV8
Displacement426 cu in (7.0 l)
Cylinder bore4.25 in (107.95 mm)
Piston stroke3.75 in (95.25 mm)
Cylinder block alloyCast iron
Cylinder head alloy
- Aluminum
- Cast iron
ValvetrainOHV
Compression ratio10.25:1
Combustion
Fuel systemCarburetor
Fuel typeGasoline
Oil system
Cooling systemWater-cooled
Output
Power output
Torque output490 lb·ft (664 N·m)
Chronology
Predecessor426 WedgeThe hemispherical head design was revived in 1964. These were the first engines officially designated Hemi, a name Chrysler trademarked. Chrysler Hemi engines of this generation displaced 426 cu in (7.0 L). Just 11,000 Hemi engines were ultimately produced for consumer sale due to their relatively high cost and the sheer size of the engine bay required to fit it in. The 426 Hemi was nicknamed the "elephant engine"[9] 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 the biggest engine in racing at the time.
The 426 Hemi of the 1960s was an engine produced for use in NASCAR, used in a racing version of 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 cars were produced and sold with the 426 Hemi. These were the Dodge Dart and Plymouth Fury later in 1965 included the Dodge Coronet and included aluminum fenders and bumpers and for drag racing. However they were sold 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 legitimize its use for NASCAR in 1966. The "Street Hemi" was the same as the racing Hemi but with lower compression (10.25:1 from 12.5:1) a smaller cam shaft, with iron headers instead of lighter steel long tube headers.
Although all manufacturers were familiar with multi-valve engines and hemispherical combustion chambers, adding more valves per cylinder, or designing the complex valve train needed for a hemispherical chamber, were expensive ways of improving the high-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 hemi had an oversquare 4.25 in (108.0 mm) bore and 3.75 in (95.3 mm) stroke as did the wedge-chambered big-block Chrysler RB.
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. Top-fuel racing organizers limited the bore spacing of engines until very recently, when under pressure from Ford and other manufacturers, the bore spacing allowed was increased to 4.900 in (124.5 mm)—this allows other engines such as the Ford 385 series to begin to compete. The engines based on the old Chrysler design predominate Top Fuel and Funny Car classes due to plentiful parts, large amount of research and development, as well as decades of experience with the problems of the engine's design. In drag racing today, the engine bears little resemblance to any engine produced by Chrysler; it is usually equipped with a large Roots type supercharger and short individual exhaust pipes, and fueled with nitromethane. Yet, this variant is used in Top Fuel, Funny Car, and Pro Modified classes.
The 426 Hemi, in "street Hemi" form, was produced for consumer automobiles from 1965 through 1971. There were many differences between the Hemi and the Wedge-head big-block, including cross-bolted main bearing caps and a different head bolt pattern. There were also many differences between the racing Hemi's and the street Hemi, 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 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 street Hemi version was rated at 425 bhp (316.9 kW)(Gross) with two Carter AFB carburetors. In actual dynamometer testing, it produced 433.5 horsepower and 472 lb·ft (640 N·m) torque in purely stock form.[10] Interestingly, Chrysler's sales literature[11] published both the gross 425 hp (317 kW; 431 PS) and net 350 hp (261 kW; 355 PS) ratings for 1971.
To avoid confusion with earlier (1951–'58) and current Hemi engines, the 426-based Hemi is sometimes called the "2G" or "Gen 2" Hemi.[12]
The street version of the 2G Hemi engine was used (optionally, in all but the last case) in the following vehicles:
- 1966–1970 Dodge Coronet/Plymouth Belvedere
- 1966–1971 Plymouth Satellite
- 1966–1971 Dodge Charger
- 1967–1971 Plymouth GTX
- 1968 Dodge Dart SS (SuperStock)
- 1968 Plymouth Barracuda SS
- 1968–1971 Dodge Super Bee
- 1968–1971 Plymouth Road Runner
- 1969 Dodge Charger Daytona
- 1970 Plymouth Superbird
- 1970–1971 Plymouth Barracuda
- 1970–1971 Dodge Challenger
- 1970 Monteverdi Hai 450
- 1970 Plymouth Fury GT
This section possibly contains original research. Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. (August 2008) (Learn how and when to remove this template message)
Third Generation Chrysler Hemi
Overview
ManufacturerChrysler
Production2003-present
Combustion chamber
ConfigurationV8
Displacement
- 5,654 cc (345 cu in)
- 6,058 cc (369.7 cu in)
- 6,166 cc (376.3 cu in)
- 6,407 cc (391 cu in)
Cylinder bore
- 99.49 mm (3.917 in)
- 103.00 mm (4.055 in)
- 103.89 mm (4.090 in)
Piston stroke
- 90.88 mm (3.578 in)
- 94.59 mm (3.724 in)
Cylinder block alloyCast iron
Cylinder head alloyAluminum
ValvetrainOHV
Compression ratio
- 9.5:1
- 9.6:1
- 10.3:1
- 10.9:1
Combustion
Fuel systemSequential multiport fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Chronology
PredecessorThe current-production "HEMI" engine heads are flatter and more complex than the 1950s–'70s Hemi V8 chamber. The chambers are no longer truly hemispherical. It uses a coil-on-plug distributorless 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 the old Hemi engines were rated SAE gross). For the 2009 model year power has been increased to 357-395 horsepower (266-291 kW) and 389-410 lb·ft (527-556 N·m) depending on application. It also achieves 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.
5.7 [edit]
5.7 Hemi engineThe 5.7 L Hemi was released for model year 2003 on the Dodge Ram 1500, 2500, and 3500 pickup trucks to complement the Magnum 5.9 engine. As of 2004[update] 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, and the 2009 Dodge Challenger R/T. For the Challenger, the 6-speed version does not feature MDS. The 2014 5.7 Liter Hemi does have the MDS with 395HP.
The 5.7 L (345 cu in) Hemi in the Ram delivered 345 hp (257.3 kW) and 398 lb·ft (540 N·m), but 340 hp (253.5 kW) and 390 lb·ft (529 N·m) for 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 MB engines, displacing 5,654 cc (345 cu in), with a bore of 3.917 in and a stroke of 3.578 in.[13]
The 5.7 L Hemi is made at Chrysler's Saltillo Engine plant in Ramos Arizpe, Mexico.
The Hemi was on the Ward's 10 Best Engines list for 2003 through 2007, and again in 2009.
This engine is used in the following vehicles:
- 2003–present Ram Pickup
- 2004–2009, 2011–present Dodge Durango
- 2005–present Chrysler 300 300C
- 2005–2008 Dodge Magnum R/T
- 2005–present Dodge Charger R/T
- 2005–present Jeep Grand Cherokee
- 2006–2010 Jeep Commander
- 2007–2009 Chrysler Aspen
- 2009–present Dodge Challenger
- 2009-present Dodge Durango R/T
Cylinder heads have been revised to increase flow. Though the intake manifold has also been changed on all applications, it is however model specific. Dodge Ram, non-Hybrid Electric Vehicle (HEV) Chrysler Aspens, and non-HEV Dodge Durango utilize an active intake manifold with a short runner valve to optimize torque and horsepower. At lower engine rpm the valve is closed, resulting in improved low-end torque from the longer runners. At higher engine rpm the valve is opened, diverting the incoming air into the center of the manifold. The shorter runners results in improved horsepower. Passenger cars, Jeep vehicles, as well as HEV Chrysler Aspen and HEV Dodge Durango do not use this manifold; instead, these vehicles utilize a passive intake manifold, which does not have a short runner valve.
Six-speed manual transmission and all Heavy Duty truck applications will differ by not having the Multi-Displacement System (MDS). The new version of the 5.7L has five different camshaft profiles. All will have VCT.
- Active intake with MDS
- Active intake without MDS
- Passive intake with MDS
- Passive intake without MDS
- HEV Application (modified version of passive intake with MDS)
- 300C: 363 hp (271 kW), 394 lb·ft (534 N·m)
- Charger R/T: 370 hp (276 kW), 395 lb·ft (536 N·m)
- Challenger R/T 5 Speed Automatic: 372 hp (277 kW), 400 lb·ft (542 N·m)
- Challenger R/T 6 Speed Manual: 375 hp (280 kW), 410 lb·ft (556 N·m)
- Ram 1500 Truck: 390 hp (291 kW), 407 lb·ft (552 N·m)
- 2013+ Ram 1500 Truck: 395 hp (295 kW), 407 lb·ft (552 N·m)
- Jeep Grand Cherokee and Jeep Commander: 360 hp (268 kW), 390 lb·ft (529 N·m)
- Dodge Durango: 360 hp (268 kW), 390 lb·ft (529 N·m)
6.1 Hemi engineThe Hemi is also available in a 6,059 cc (6.059 L; 369.7 cu in) version.[17] The engine's bore is 4.06inches, and many other changes were made to allow it to produce 425 hp (317 kW; 431 PS) at 6200 rpm and 420 pound force-feet (569 N·m) of torque at 4800 rpm. The engine block is different from the 5.7, with revised coolant channels and oil jets to cool the pistons. A forged crankshaft, lighter pistons, and strengthened connecting rods add durability. A cast aluminum intake manifold is tuned for high-RPM power and does not include variable-length technology. Chrysler's Multi-Displacement System is not used on the 6.1.
Applications:
- 2005–2010 Chrysler 300C SRT–8
- 2005–2008 Dodge Magnum SRT-8
- 2006–2010 Dodge Charger SRT-8
- 2006–2010 Jeep Grand Cherokee SRT-8
- 2008–2010 Dodge Challenger SRT-8
Applications:
- 2015–present Dodge Challenger
- 2015–present Dodge Charger
392 CID V8 Hemi Engine
Chrysler displayed a larger and more powerful 392-cubic-inch (6.4 L) Hemi in 2005 with a conservative factory-rated output of 525 hp (391 kW; 532 PS) and 510 lb·ft (691 N·m) torque. It is equipped with high-strength forged aluminium alloy pistons. This engine has been available since 2007, as a crate under the name 392 Hemi.[20]
The production version of the 392 Hemi was launched in the 2011 Dodge Challenger SRT8 with variable camshaft timing as well as MDS in cars with automatic transmissions.[21] The new 392 Hemi, codenamed "Apache," is based on the third-generation 5.7L Hemi, codenamed "Eagle," and shares few parts with the 392 crate engine. In late 2009 Chrysler has said the new engine will be available in the next generation SRT8 Dodge Charger, Chrysler 300C, and Jeep Grand Cherokee. Special-edition Challengers equipped with this engine, and the engines themselves, will bear "392 HEMI" badging in commemorative reference to the first-generation Hemi engine of the same piston displacement.[22][23][24] In other applications, the engine is badged as "6.4L HEMI".[25] It is much more similar to the revised 5.7L V8 Hemi that was released in 2009 and is a completely different block and build than the 392 crate engine. Output is 470 hp (350 kW) and 470 lb·ft (637 N·m);[20][26] for the 2015 model year, horsepower was increased by 15, to 485 hp (362 kW) and 475 lb·ft (644 N·m), in the Charger and Challenger; the Grand Cherokee SRT only saw a 5 bhp increase. The engine is available in the Chrysler 300 SRT8, Dodge Charger SRT8 [27] (and Charger R/T Scat Pack for 2015), the Ram 2500 and 3500 trucks, the Challenger R/T Scat Pack (2015-up) and SRT, and the Jeep Grand Cherokee SRT8.
In 2014, Chrysler chose to change the SRT8 moniker to SRT, removing the 8 which was a cylinder quantity nomenclature. From thereon, this was put into effect for all SRT models from all of Chrysler's divisions.
Mopar 426 HEMI (2012-)[edit]
The 426 HEMI in a Dodge Charger RedlineAt the 2012 North American International Auto Show in Detroit, Dodge debuted a Mopar Customized Dodge Charger "Redline" that featured a modern 426-cubic-inch (7.0 L) HEMI V8 engine rated at 590 hp (440 kW; 598 PS).[28][29][30]
Marketing[edit]During February to April 2005, DaimlerChrysler hosted a "What Can You HEMI?" contest promoting alternative uses of the HEMI engines. The top five finalists include HEMI Snowblower, HEMI-Go-Round carousel, HEMI on Ice ice resurfacer, HEMI-Shredder, HEMI Big Wheel, i.e. the child's tricycle of the 1970s.[31][32][33] The winner was the HEMI Big Wheel, which had a 5.7 L HEMI in the back that was installed backwards, thus reverse became the only forward gear. Plate steel was the predominant material, while a rolled tube of steel had to be utilized for the front tire as there were no such tires 4-foot (122 cm) in diameter that were as narrow as needed for this project.[34]
As collector items[edit]Dodge and Plymouth Hemi-powered cars produced between the model years of 1965 and 1971 have become collector's items (as have other muscle cars manufactured during this era).
References[edit]
- Jump up ^ "1951 Chrysler FirePower Advantages". oldcarbrochures.com. Retrieved 16 January 2014.
- Jump up ^ "A history of the origins of the American Hemi". Webcitation.org. Retrieved 30 June 2010.
- ^ Jump up to: a b c "Hemi Engine Database". Thehemi.com. Retrieved 16 January 2014.
- Jump up ^ Flory, Jr., J. "Kelly" (2008). American Cars, 1946-1959: Every Model, Year by Year. McFarland. p. 899. ISBN 978-0-7864-3229-5.
- ^ Jump up to: a b c d Parker, Lloyd. "All Engines used in Chrysler, Plymouth, and Dodge vehicles". Allpar.com. Retrieved 16 January 2014.
- Jump up ^ Lee, John (1990). Standard Catalog of Chrysler, 1924-1990. Iola, WI: Krause Publications, Inc. p. 269. ISBN 0-87341-142-0.
- ^ Jump up to: a b Lee, p. 270
- Jump up ^ Lee, p. 271
- Jump up ^ Zatz, David; Boelhouwer, Steve. "Dodge - Plymouth - Chrysler 426 Hemi: the Elephant Engine". AllPar.com. Allpar LLC. Retrieved 16 September 2015.
- Jump up ^ "Hemi Dyno Test". allpar.com. Retrieved 16 January 2014.
- Jump up ^ "1971 plymouth rapid transit system brochure". stockmopar.com. [dead link]
- Jump up ^ 2009 Mopar Performance catalog[dead link]
- Jump up ^ "Chrysler Hemi 5.7 Liter 345ci - Hello Hemi". January 30, 2004. Retrieved 4 April 2014.
- Jump up ^ "Dodge official homepage".
- Jump up ^ "Chrysler official homepage".
- Jump up ^ "Jeep official homepage".
- Jump up ^ "2007 Chrysler 300C SRT8 - Feature Availability" (PDF). media.chrysler.com. Retrieved 16 January 2014.
- ^ Jump up to: a b c d Magda, Mike. "SRT Engineer Explains How Hellcat Hemi Pulls 707 Horsepower". enginelabs.com. Retrieved 4 November 2014.
- ^ Jump up to: a b c "Chrysler's new Hellcat V8 gets 707-hp SAE rating". SAE International. SAE. Retrieved 4 November 2014.
- ^ Jump up to: a b "2011 Dodge Challenger SRT8 392 Debuts with Newest HEMI® V-8". Chrysler LLC. 2010-11-15. Retrieved 24 April 2011.
- Jump up ^ "Mopar Performance Parts 6.4L 392ci HEMI Crate Engine". Thehemi.com. 28 February 2006. Retrieved 16 January 2014.
- Jump up ^ Woodyard, Chris (27 October 2010). "Dodge dumps silly metric system on Challenger '392'". USA Today. Retrieved 16 January 2014.
- Jump up ^ "2011 Dodge Challenger SRT8® 392 - Specifications" (PDF). media.chrysler.com. Retrieved 16 January 2014.
- Jump up ^ "2011-2013 Dodge Challenger SRT8: 392 Hemi, Core and Inaugural Edition". Allpar.com. 19 November 2010. Retrieved 16 January 2014.
- Jump up ^ "Revealed - 2012 Chrysler 300 SRT8 392 HEMI". Webcitation.org. 20 April 2011. Retrieved 16 January 2014.
- Jump up ^ "2011-2013 Dodge Challenger SRT8: 392 Hemi, Core and Inaugural Edition". allpar.com. 19 September 2010. Retrieved 16 January 2014.
- Jump up ^ "2012-14 Dodge Charger SRT8: the hot sedan in its second generation". Allpar.com. Retrieved 16 January 2014.
- Jump up ^ "2011-14 Dodge Charger: Car Information and Future Rumors". allpar.com. Retrieved 16 January 2014.
- Jump up ^ media.chrysler.com
- Jump up ^ Hardigree, Matt (8 February 2012). "Dodge Charger Redline 426: Live Photos". Jalopnik. Retrieved 16 January 2014.
- Jump up ^ Tremblay, Alannah. "New & Used Cars Auto Parts Auto Insurance Auto Loans DaimlerChrysler Announces Winner of Zany "What Can You HEMI?" Contest!". Automobile.com. Archived from the original on July 7, 2011. Retrieved 7 November 2010.
- Jump up ^ Kaehler, Justin (22 June 2005). "That thing got a HEMI?". Cars.ign.com. Retrieved 16 January 2014.
- Jump up ^ "Five Finalists Named in 'What Can You HEMI(R)?' Contest". Prnewswire.com. 16 May 2005. Retrieved 16 January 2014.
- Jump up ^ Keegan, Jr., Walter J. (18 December 2005). ""What can you Hemi?" contest winner". Autoblog.com. Retrieved 16 January 2014.
External links[edit]Wikimedia Commons has media related to Chrysler Hemi engines.
- How a hemi engine works
- New Hemi technical article at AutoSpeed
- The Original HEMI
- Mopar HEMI Gen II page
- Mopar HEMI Gen III page
- "Home". chryslersmightiestv8.com. Retrieved 3 September 2014.
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