Tag: Hemi

From SRT to Demon, Here’s Everything There Is to Know about the 2003 to 2023 Gen III Hemi V-8 – Daniel Strohl @Hemmings

From SRT to Demon, Here’s Everything There Is to Know about the 2003 to 2023 Gen III Hemi V-8 – Daniel Strohl @Hemmings

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For 20 years, a veritable pandemonium of Hemis powered everything from modern muscle cars to trucks and SUVs

While many cars and trucks of the Eighties and Nineties dispelled the notion that American performance died off with the original muscle cars, it took an entirely new engine—one more powerful and less expensive to produce than its predecessor—to reignite the horsepower wars and usher in a new golden age. The Hemi V-8 has since become a standard-bearer for Chrysler, Dodge, Ram, and Jeep vehicles, and its basic engine architecture has spawned more than a dozen configurations, some of them difficult to discern from others. For that reason, we’ve put together this spotters guide to the third-generation (or gen 3) Hemi family of engines

What Sets the Hemi Apart

Teased in the 2000 Chrysler 300 Hemi C and the 2001 Dodge Super8 Hemi, the new 5.7-liter Hemi (Chrysler stylizes it as HEMI, but for expediency’s sake, we will not) debuted in the 2003 Dodge Ram pickups, featuring a deep-skirt cross-bolted iron block, aluminum heads, overhead valves, 4.46-inch bore spacing, the same bellhousing bolt pattern as the Chrysler LA-series V-8s, coil-on-plug ignition, composite intake manifolds, multipoint fuel injection, and that controversial head design.

Like the second-generation 426 Hemi, the 5.7L Hemi heads featured a camshaft in the block, opposed valves for a true crossflow design, twin spark plugs, and rocker shafts. The third-generation Hemi did not, however, feature a full hemispherical combustion chamber. Instead, Chrysler’s engineers decided to flatten either side of the combustion chamber to improve combustion efficiency and emissions. Some might argue that doesn’t make the engines true Hemis, but then again, the Hemi V-8s of yore were massive, heavy engines that cost a lot to machine and that wouldn’t meet modern-day fuel-efficiency or emissions requirements

Even though prevailing internal combustion engine design called for multiple valves operated by overhead camshafts (indeed, one of the engines the Hemi replaced, the 4.7L PowerTech V-8, used single overhead camshafts), the Hemi stuck with a two-valve, pushrod design. As they did with GM’s LS-series V-8s, critics scorned that layout as antiquated and unable to meet power, mileage, and emissions demands. However, Chrysler’s engineers made the most of it by taking Tom Hoover’s advice to relocate the camshaft upward in the block, thus shortening the pushrod length and improving valve train geometry.

What’s more, as Allpar reported, the Hemi proved less expensive to manufacture than previous hemispherical-head designs, which meant the engines could turn a profit just as easily as they could turn into ad copy gold.

5.7-Liter Hemis

After debuting in the Ram truck line, by 2005 the Hemi migrated to the LX-chassis cars (Dodge Charger R/TDodge Magnum R/TChrysler 300C) with the same 5.7-liter (345-cu.in.) displacement but a few changes. Truck engines—rated at 345 horsepower in the Ram, 335 horsepower in the Grand Cherokee, Durango, and Aspen—continued to use their own intake manifolds that mounted the throttle body atop the manifold. Meanwhile, car engines—rated at 350 hp in the Charger Daytona R/T and 340 hp in the other cars—moved the throttle body to the front of the intake. The 2005 car engine revisions also saw the introduction of the Multi-Displacement System, which deactivates four of the eight cylinders at cruising speed to improve mileage.

The most significant revisions to the entry-level Hemi came in 2009, with the so-called Eagle 5.7L Hemi. The 3.917-inch bore and 3.58-inch stroke remained the same, but Chrysler engineers added new heads, which reduced the combustion chamber volume from 85-cc to 65-cc and which flowed better with square intake ports and D-shape exhaust ports; Variable Camshaft Timing, which advances or retards timing by up to 37 degrees; larger intake valves; beefier connecting rods; a 58-tooth crankshaft sensor wheel; and a 10.5:1 compression ratio. The Eagle Hemi also features an active intake manifold with a flapper door that switches from long intake runners to short runners at higher rpms. The end result: anywhere from 360 to 375 horsepower in cars and SUVs and anywhere from 383 to 395 horsepower in Ram trucks.

Note that Chrysler engineers also built a version of the Eagle 5.7L specifically for the 2009 Durango and Aspen hybrids. These used a special camshaft and still used EGR valves after Chrysler had eliminated EGR from all other Hemis. Poorly received when new, the likelihood of coming across one of these in the wild nowadays is slim.

To identify one, look for a “5.7L” cast into the side of the block just above the oil pan mounting surface.

SRT Hemis

Along with the 2005 changes to the 5.7L, DaimlerChrysler also introduced the first SRT-8 engine that year, the 6.1-liter (370-cu.in.) Hemi. More than just a bump in displacement thanks to a larger 4.055-inch bore, the 6.1L featured an aluminum intake manifold (the only third-gen Hemi that didn’t have a composite intake manifold), forged crankshaft, D-port cylinder heads with 74-cc combustion chambers and 2.08-inch intake valves and 1.60-inch sodium-filled exhaust valves, aluminum exhaust manifolds, bigger fuel injectors, oil squirters aimed at the underside of the pistons, and a more aggressive camshaft. Combined, these modifications make for a nice heritage-inspired horsepower figure of 425 (in the SRT-8 versions of the 300C, Magnum, Charger, and Challenger; 420 in the Grand Cherokee SRT-8). Look for a “6.1L” cast into the side of the block just above the oil pan mounting surface.

Rather than upgrade the 6.1L as with the Eagle 5.7L, in 2011 Chrysler engineers replaced the 6.1L altogether with the 6.4-liter Hemi, also sometimes referred to as the 392 or the Apache, an engine that technically debuted in 2010 on the Challenger Drag Pack cars. Along with the displacement increase (the result of a larger 4.090-inch bore and a longer 3.72-inch stroke), the 6.4L benefited from a 10.9:1 compression ratio, 2.14-inch intake and 1.65-inch exhaust valves, the 6.1L’s oil squirters, an even more aggressive camshaft, and an active intake manifold like that found in the Eagle 5.7L. Initially rated at 470 horsepower, the 6.4L bumped to 485 horsepower in 2015 with the introduction of the Scat Pack cars (Grand Cherokee and Durango SRT versions of the 6.4L bumped too, but just to 475 horsepower; the 6.4L in the Wrangler Rubicon 392 produces 470 horsepower). All 6.4L car and SUV engine intake manifolds have a front-mounted throttle body angled toward the driver’s side of the vehicle. Look for a “6.4L” cast in the side of the block.

At roughly the same time that FCA bumped the output of the 6.4L, it also made the larger Hemi available in the Ram 2500 and heavier trucks. Essentially similar to the 6.4L used in the cars and SUVs, the truck version used a BGE (Big Gas Engine) block with improved casting processes, higher nickel content, and a slightly more rigid design. Horsepower figures varied from 366 to 410, depending on the application. Look for a “BGE” cast into the side or back of the block and an intake manifold that angles the throttle body toward the passenger’s side of the vehicle.

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Hemi Powered 1932 Fords!!! – Garage Full Of New York Drag Racing History – @IronTrapGarage

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One of our viewers Ed emailed us many months ago about the 1932 Fords that were owned by his father, both with New York drag racing history. Ray Stillwall purchased the 1932 Ford Roadster in 1948 and built the car in stages over the next 10 years. The roadster was raced at many local tracks, and even at the Allentown Fairgrounds back in 1955! Ed’s father was able to purchase the car back in 1970 and after a few other owners it ended back in the hands of Ed. The blue 1932 Ford Tudor was owned by Ed’s father and was also raced all over. This one stayed in the family and Ed continues to drive and race the car today. We enjoyed spending time with Ed and hearing all of the stories of the two 1932 Ford’s in his shop. Thanks for watching

What is a Hemi? – Dan Carney @DesignNews

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Have you spotted a Mopar hot rod and wondered, “That thang got a Hemi innit?

Chrysler vehicles have long been renowned for their Hemi V8 engines, which are legendary for their power and performance. Remember the silly “That thang got a Hemi innit?” commercials from the aughts, with the two goofball fanboys interrogating owners of new Dodge vehicles about their engine status?

Most people know that a Hemi means performance, but how many people actually know what “hemi” means? That’s why we’re here. “Hemi” is a reference to the engine’s combustion chamber shape. It is short for “semi-hemispherical,” which means that the combustion chamber space cast into the engine’s heads looks like it was carved out with an ice cream scoop.

Chrysler vehicles have long been renowned for their Hemi V8 engines, which are legendary for their power and performance. Remember the silly “That thang got a Hemi innit?” commercials from the aughts, with the two goofball fanboys interrogating owners of new Dodge vehicles about their engine status?

Most people know that a Hemi means performance, but how many people actually know what “hemi” means? That’s why we’re here. “Hemi” is a reference to the engine’s combustion chamber shape. It is short for “semi-hemispherical,” which means that the combustion chamber space cast into the engine’s heads looks like it was carved out with an ice cream scoop.

“If you cut a ball in half, the rounded top is the combustion chamber shape,” explained Brandt Rosenbush, company historian for Chrysler, which is now part of a company called “Stellantis” following the merger of Fiat Chrysler Automobiles with Peugeot.

A semi-hemispherical combustion chamber has the minimal possible surface-area-to-volume ratio, so less energy is lost as heat through the combustion chamber’s surface, said Rosenbush. It also enjoys good volumetric efficiency because the dome combustion chamber shape provides ample room for large intake and exhaust valves.

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Twenty years ago, Chrysler unleashed a pandemonium of third-gen Hemi V-8s. Here’s how to tell them apart – Daniel Strohl @Hemmings

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While many cars and trucks of the Eighties and Nineties dispelled the notion that American performance died off with the original muscle cars, it took an entirely new engine—one more powerful and less expensive to produce than its predecessor—to reignite the horsepower wars and usher in a new golden age. The Hemi V-8 has since become a standard-bearer for Chrysler, Dodge, Ram, and Jeep vehicles, and its basic engine architecture has spawned more than a dozen configurations, some of them difficult to discern from others. For that reason, we’ve put together this spotters guide to the third-gen Hemi family of engines.

What sets the Hemi apart

Teased in the 2000 Chrysler 300 Hemi C and the 2001 Dodge Super8 Hemi, the new 5.7-liter Hemi (Chrysler stylizes it as HEMI, but for expediency’s sake, we will not) debuted in the 2003 Dodge Ram pickups, featuring a deep-skirt cross-bolted iron block, aluminum heads, overhead valves, 4.46-inch bore spacing, the same bellhousing bolt pattern as the Chrysler LA-series V-8s, coil-on-plug ignition, composite intake manifolds, multipoint fuel injection, and that controversial head design.

Early (2003-2008) 5.7L Hemi heads, top; Eagle heads, bottom

Like the second-generation 426 Hemi, the 5.7L Hemi heads featured opposed valves for a true crossflow design, twin spark plugs, and rocker shafts. The third-generation Hemi did not, however, feature a full hemispherical combustion chamber. Instead, Chrysler’s engineers decided to flatten either side of the combustion chamber to improve combustion efficiency and emissions.

Some might argue that doesn’t make the engines true Hemis, but then again, the Hemi V-8s of yore were massive, heavy engines that cost a lot to machine and that wouldn’t meet modern-day fuel-efficiency or emissions requirements.

David Kimble cutaway illustration of the 5.7L truck engine.

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Black Ghost, a street racing cop’s Hemi Challenger R/T, added to National Register of Historic Vehicles – Daniel Strohl @Hemmings

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Winter’s last grip on Detroit had started to loosen. Little by little, the slush piles at the edges of parking lots and the last few pockets of white in the corners of flowerbeds had receded, replaced by shoots of life anew – buds on the trees, green on the grass, a few more minutes of sun every day.

Gregory Qualls stood in front of the garage door at his father’s house once again, this time with only the memories of his father on the other side of the door, memories wrapped up in a black unrestored Hemi-powered 1970 Dodge Challenger R/T SE that had sat for nearly 40 years.”I did get a chance to ride in it,” Gregory said. “I remember it was so loud, it’d shake the whole entire house, even inside. I asked my mom what that noise was, and she said, ‘Oh, it’s just your dad starting the car.’ He then said, ‘C’mon, let’s take a ride.’ He took off and the car pulled me back into my seat. I was so scared, but it was something I’ll never forget.”

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VIDEO: Build a hemi in less than 10 minutes! – Dan Stoner @Hemmings

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WATCH THIS: Hemify your life

There are few things as satisfying as watching an old motor undergoing a fresh rebuild, amiright? There’s just something about a vintage cast-iron block and all those imperfections being perfected that warms an otherwise blackened gearhead heart. The aroma of assembly lube and fresh hi-temp paint, gasket sealer and metal polish…those are pleasures that mere mortals will die before ever experiencing.

And especially with an old mill like a ’51 – ’53 Chrysler 331-cu.in. V8: these early Hemi blocks were cast with their bellhousings, which makes them just a skosh more readily available, these days, than their later, bigger 392 cousins. Which also means there’s a better chance of you finding one and experiencing the sheer joy of owning, rebuilding and running your very own early Hemi. That’s just bucket-list stuff, right there.

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Trio of Mopar display engines from the Steven Juliano Collection head to auction in Indy – Kurt Ernst @Hemmings

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This trio of Mopar display engines, owned by Steven Juliano, head to auction next month in Indianapolis. Photos courtesy Mecum Auctions.

Once upon a time, auto shows were important events for manufacturers, giving them a venue to reveal their latest models — and latest technology — to an eager buying public. Display engines were a part of this, giving the average person a passing understanding of the internal combustion dark arts, while teasing enthusiasts with the latest high-output options. On Friday, May 17, a trio of Mopar display engines from the Steven Juliano Collection will head to auction in Indianapolis, giving buyers an opportunity to own a unique piece of Chrysler high-performance history.

Read the article here

“Most documented” Hemi Charger heads to auction | Hemmings Blog: Classic and collectible cars and parts

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Five years ago, we asked on the cover of Hemmings Muscle Machines whether this 1970 Dodge Charger was the world’s most documented Hemi car. It’s no idle question, either: Documentation can make or break a car on the marketplace, and the value of this particular Charger’s documentation will soon be revealed when the car goes up for auction at Mecum’s Indy event.

To begin with, Dodge didn’t build all that many Hemi-powered four-speed Chargers in 1970: 56 total, and only 10 in R/T trim with the SE package. After decoding its broadcast sheet and fender tag, owner Steven Segal figured he knew as much as there was to know about the Charger when he bought it from ibaey role in discovering the rest of its backstory. Segal restored the Charger with a non-numbers-matching but era-correct Hemi to replace the original engine, long since scattered in a street race by the original owner. By coincidence, a subsequent magazine feature on the Charger landed in the lap of the man cleaning out old sales files at Suburban Dodge in Metuchen, New Jersey, where its original owner bought the Charger. A muscle car enthusiast, he found the car’s file, saved it from disposal, and sent it on to Segal, who found within it the car’s original dealer order form, Chrysler invoice, notes from the negotiating process, delivery paperwork, and dealer prep work order.

 

Segal didn’t keep the car babied, either. At the time we photographed it, we took it out for a spin and got to hear the Hemi clear its throat through those over-the-counter headers, still with the car. Sometime later, Segal has located and installed the Cragar mags and Parnelli Jones tires that the original owner put on the car, giving it an authentic Day Two vibe.

 

Since our article appeared, we’ve yet to hear of any Hemi car with more documentation than Segal’s Charger.

 

Mecum’s Original Spring Classic Auction in Indianapolis will take place May 14-19 at the Indiana State Fairgrounds. For more information, visit Mecum.com.

 

 

“Most documented” Hemi Charger heads to auction | Hemmings Blog: Classic and collectible cars and parts.