I am an engineering Major at Clemson University, and I am doing a presentation on the Engineering of the Hemi. I figured asking the people who know them best would be the best approach. So any information, such as the inventor, pros-cons, would be great. I already found the history page and the cutaway of the engine, and will definatly be using those. Thanks again for any help.
Oh, and I drive a Jeep...so I am kinda in the family.
Help with what the hemi is...
Moderator: scottm
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dodgedifferent2
- Posts: 172
- Joined: Wed Jan 15, 2003 8:07 pm
- Location: Windsor, Ontario, Canada
- Contact:
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dodgedifferent2
- Posts: 172
- Joined: Wed Jan 15, 2003 8:07 pm
- Location: Windsor, Ontario, Canada
- Contact:
ok i found it already....i am sure there is more to go with it....if someone else knows something i have missed feel free to email it to me at cherbert2@cogeco.ca and i will update what i have..
its not too well organized because it was thrown together awhile ago..but its all there
www.geocities.com/dodgedifferent2/hemihistory.html
its not too well organized because it was thrown together awhile ago..but its all there
www.geocities.com/dodgedifferent2/hemihistory.html
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KiLL3rKudaz
- Posts: 1
- Joined: Wed Jun 23, 2004 11:58 pm
- Location: Colorado Springs, CO
Yes! First post for me ever! But anyways back in 1971, my father (I am only 16) had a Hemi Challenger, he told me it put out unmatchable horsepower, but it had many oil leaks, not sure if it was just his driving. He also said that it got bad MPG but back then it didn't matter. He also said he had to go to a service center many times, once again it was probably just his driving. Sorry I dont know much else 
I'm new at this so hope it help in any way/shape/form
P.S. It might also be interesting to include infomation on Ford's so called "Hemi Clone", and I also have a '96 Jeep Cherokee
I'm new at this so hope it help in any way/shape/formP.S. It might also be interesting to include infomation on Ford's so called "Hemi Clone", and I also have a '96 Jeep Cherokee
Some memories
I bought a 66 in Dec of 65. Barely knew which lid on a car
to lift to find the engine back then. Learned fast, kept learning.
Besides the many pure specs listed elsewhere in this excellent
website, here are some other items that may be of interest.
The stock TRW pistons were VERY heavy compared to aftermarket
brands, I'm sure it hampered the rate of rev increase from what
it could have been. Especially with the heavy valve train (very
long rocker arms and large heavy valves) and heavy rods and
crank.
The stock pans were only 5 quarts. Some hemi's were known
to suck the pan dry during sustained high rpm, although it
never happened to me.
The piston design in the ring and skirt areas made them
throw lots of oil by the rings during hi rpm. Dick Landy later
figured out to use a piston with a skirt that was not as fully
connected to the dome or maybe the dome and ring pack,
something about different rates of expansion or something.
Supposedly cured the oil use problem.
The stock cam in at least the early solid lifter motors had flat
lobes instead of slightly tapered. I guess that's why I had to
set the valves so often, the cam was wearing down because
the lifters weren't rotating. Had to run them every 5,000
miles. Also found that using a special tool with a dial indicator
to get the settings very close to even made a definite seat
of the pants noticeable improvement. With that, I could set
them to within .0005" of each other versus the .002 to .003
tolerance using standard feeler gauges, even very carefully.
If you compare the solid lifter cam specs to, for instance, the
425hp 427 Chevy, they're significantly smaller - less duration
and less lift - yet the motor had a tremendous top end charge.
I ran a few of the early 425 hp Vette's and, even with their
normally deeper gears and lighter weight, my hi speed
acceleration was superior. The only car that ever really
hung with me (like well over 150) was a 67 GTO with Pontiac's
dual quad NASCAR type super duty 421.
My nearly 4,000 lb car, shaped like a brick, with 3:54 gears,
and 29.5" diameter tires would still pull 7200 in 4th gear -
WAY above the 4200 rpm torque peak. My 70 440 6 pack
wouldn't pull anywhere close to that with 4:10's - it pretty
much ran out of breath a little under 6000 even before
4th gear. And my warmed up 67 Camaro SS 375hp 396
with 3:73's wouldn't pull full rpm in 4th either.
Nothing like that top end hemi charge!
And yet it was so "tractable" that I could floor the pedal
at 1100 rpm in 4th and it would climb right up the tach
without a hint of stumble with a very smooth, linear
feeling increase in power and torque.
It even started good in very cold weather! The first
night I brought it home, it was parked in an open
sided garage and it got down to near 30 below zero.
Central Minnesota. The next morning, I just HAD to
see if it would even turn over. Popped right off.
NEVER once failed to start because of temperature.
Probly something to do with flame propogation in
the hemi chamber and the centrally located spark plug.
to lift to find the engine back then. Learned fast, kept learning.
Besides the many pure specs listed elsewhere in this excellent
website, here are some other items that may be of interest.
The stock TRW pistons were VERY heavy compared to aftermarket
brands, I'm sure it hampered the rate of rev increase from what
it could have been. Especially with the heavy valve train (very
long rocker arms and large heavy valves) and heavy rods and
crank.
The stock pans were only 5 quarts. Some hemi's were known
to suck the pan dry during sustained high rpm, although it
never happened to me.
The piston design in the ring and skirt areas made them
throw lots of oil by the rings during hi rpm. Dick Landy later
figured out to use a piston with a skirt that was not as fully
connected to the dome or maybe the dome and ring pack,
something about different rates of expansion or something.
Supposedly cured the oil use problem.
The stock cam in at least the early solid lifter motors had flat
lobes instead of slightly tapered. I guess that's why I had to
set the valves so often, the cam was wearing down because
the lifters weren't rotating. Had to run them every 5,000
miles. Also found that using a special tool with a dial indicator
to get the settings very close to even made a definite seat
of the pants noticeable improvement. With that, I could set
them to within .0005" of each other versus the .002 to .003
tolerance using standard feeler gauges, even very carefully.
If you compare the solid lifter cam specs to, for instance, the
425hp 427 Chevy, they're significantly smaller - less duration
and less lift - yet the motor had a tremendous top end charge.
I ran a few of the early 425 hp Vette's and, even with their
normally deeper gears and lighter weight, my hi speed
acceleration was superior. The only car that ever really
hung with me (like well over 150) was a 67 GTO with Pontiac's
dual quad NASCAR type super duty 421.
My nearly 4,000 lb car, shaped like a brick, with 3:54 gears,
and 29.5" diameter tires would still pull 7200 in 4th gear -
WAY above the 4200 rpm torque peak. My 70 440 6 pack
wouldn't pull anywhere close to that with 4:10's - it pretty
much ran out of breath a little under 6000 even before
4th gear. And my warmed up 67 Camaro SS 375hp 396
with 3:73's wouldn't pull full rpm in 4th either.
Nothing like that top end hemi charge!
And yet it was so "tractable" that I could floor the pedal
at 1100 rpm in 4th and it would climb right up the tach
without a hint of stumble with a very smooth, linear
feeling increase in power and torque.
It even started good in very cold weather! The first
night I brought it home, it was parked in an open
sided garage and it got down to near 30 below zero.
Central Minnesota. The next morning, I just HAD to
see if it would even turn over. Popped right off.
NEVER once failed to start because of temperature.
Probly something to do with flame propogation in
the hemi chamber and the centrally located spark plug.
Past owner of 66 426 hemi 4 speed, 70 Challenger RT/SE 440 6 pack 4 speed, 70 3/4 ton 4x4 w/425hp 440 (warmed up 6 pack), 75 440 Ramcharger, & 36 Chev coupe with 341 295hp DeSoto.
Help with what the hemi is...
nice info love them hemi's you can still find the red ram hemi's on ebaydodgedifferent2 wrote:ok i found it already....i am sure there is more to go with it....if someone else knows something i have missed feel free to email it to me at cherbert2@cogeco.ca and i will update what i have..
its not too well organized because it was thrown together awhile ago..but its all there
www.geocities.com/dodgedifferent2/hemihistory.html