Tony and Kiwi. When I was in high school back in 1971, me and my best friend got a 1941 Plymouth with a 392 Hemi. As teenagers, we had a blast in that car and used to raise a lot of hell with it in a field across the street from my friends house along with pissing off the neighbors doing burnouts up and down the street. Great times back then...wish I still had it and wish I was 17 again!
Back in the day dad let us do all we wanted in the driveway Chevys and Mopars. He's 93 still mayor of the his street here in Texas. There was one time uncapped headers. We ran the neighborhood pull back in the driveway. Of course the police showed up. Dad stood in the yard and told them let the boys have fun it's Saturday afternoon. Of course one of the officers gazing at the 70 RT SE Challenger.
This brings back memories. I've been a boat mechanic for a long time, and the most memorable engine I ever worked on was a wooden lobster boat hull with a Chrysler Marine 392 hemi with twin Ball & Ball side draft carbs, mounted facing away from each other, with simple multi-layered screen flame arrestors. The exhaust system was hand-formed copper water jackets, and the brute was so wide that the engine box took up the whole deck except for one foot on each side. The owner belonged to the NY Yacht club, and ran it up to Castine, Maine, every summer. Brings back memories...
Tony: "I like walking with you." Kiwi: "So long as you don't want to hold hands." Digging the friendly repartee. It's so rare to hear spontaneous verbal playfulness in this age of people acting as touchy as shaved monkeys. PS: Also, Uncle Kathy's editorial just made my day! 👍
Almost 7" rods in a 392!! I built a '58 392 out of a New Yorker for a Rat Rod Model A Ford for a friend, with a 200-4R overdrive transmission and a 10-bolt Chevy Nova 8.2" with 4.10 gears and a Posi. I had the original camshaft reground by "Oregon Camshafts" to a Comp Cams "286H" Magnum profile, 236*@.050" duration and .490" lift on a 109*LSA. Found some NOS Johnson lifters and a set of Keith Black .040" over 10:1 street pistons. I had some stout Isky double springs and retainers for a big solid flat-tappet cam that fit perfectly in the pockets in the head, and with the inner springs removed, had perfect pressure. Has been together for almost 10yrs and runs easy high 10s in street trim with a Hot Heads dual quad intake, 2x600 Holleys and headers at the 1/4mi track. Definitely made a believer out of me!!
Finaly, I get a real history and specs story for my 2x 354 hemi's (Truck-Marine-Industrial) that Im planning to restore. Cant wait to see the next chapter on these engines. Specialy on the Transmission bolt on vs Crankshaft. It's gold content for me. Thanks again Prof. UNCLE TONY.
I enjoyed this video and as usual I learned a great deal. I was happy to hear Tony's reference to aircraft origins for the Hemi. I worked in an aircraft engine shop for a couple years working on radials including Wrights. Chrysler had a lot of experience with aircraft engines during the war and was even in the process of developing an inverted V16. The project died because of the emergence of jet engines. Chrysler actually built more Wright radials during the war than Wright did. Chrysler even revised some of the engine's design to make it more durable. Chrysler Corp was a fabulous company in its hay day.
Very familiar with the early Hemi. Spent half my life studying it. I built (still building) one that me and my dad put in an original 1969 FED. 1956 354 out of a New Yorker. The dragster is a 6-71 blown methanol car updated to current NHRA safety specs to 7.50 E.T. (Not been down track yet in that car) Also got a complete 331 with the cast in bell housing intake to oil pan with the trans I would like to build for fun. There is several guys in northern Illinois running front engine dragsters with early iron Hemi’s on injected Nitro. 100% load. Just for fun. Not trying to set records. Just racing fast enough to get a thrill and not blow it up. Still, the group runs from 7:50 to 6:50 e.t.’s and from about 185 to 220 mph or so.
I almost bought a 73 powerwagon once that someone had put a 354 hemi in. Beautiful truck, matte black with some subtle white pin-striping, about a 12 inch 4 link lift with some 37” tires. Sadly someone else beat me to it so I found a 79 powerwagon with a 360 instead.
Guys, I recommend a set of modern forged pistons. I have a set of factory style cast from Egge (I think) that came out of one of my 354's. They are significantly heavier than the factory pistons. Forged pistons for these things are not outrageous. I reduced reciprocating mass by over 1lb. per cylinder (with new rods as well). 10 : 1 compression street engine, nothing crazy.
@@fastinradfordable I'm probably inflating the numbers in my memory, but those new cast pistons are heavy. Probably more accurate to say the new piston/rod assembly weighs half as much or less. It was a big difference.
Toni and Kiwi , I do recall reading in a magazine years ago stating in the marine engine line up , had a dual 2bbl intake manifold option ,,, most likely the earlier engines ,,, . All us followers like your channel ,, more gen 1 hemi ,,, the better ! Cheers !
When I was kindergarten age, my grandmother bought a 65 Fury four door with a 318 poly, and gave us her 58 bronze colored 2 door New Yorker. I remember it having a nice rumble at idle and making a nice sound on the highway when kicking down into second gear to pass other cars. Ultimately in 1968 we sold the car to some friends, and then they sold it to someone who put the engine in a boat. I get sad sometimes thinking about our old cars.
Gotta love UTG, a man who loves big blocks as well as 4cylinder Ford flat heads. And who set some of the first times in my favorites the 5.0 mustang and the turbo Buick
Great video Uncle Tony, thanks for schooling us on just what Hemi that Kiwi has there. Can't wait to see you build this thing for him. I will have to check out Kiwi's channel when he starts building this Suburban.. Nice to see you guys in the New Year..
Growing up in the 1950's and 1960's I remember our 1953 Chrysler Saratoga. It had a 331 Hemi and what I believe was fluid drive. It had a clutch but was automatic and I remember you would let up just slightly on the gas and you would hear this click click sound when it shifted. It blew a head gasket, and my dad and uncle changed it in our barn. The thing I remember most was watching my dad and uncle struggling to get that head out of the engine compartment.
Seeing a FirePower warms my heart. Few engines offer better visuals and instant recognition, everyone knows FirePower. Somebody’s put some effort into getting that engine to where it is now, block and heads all cleaned and new valves. I’d want some decent pistons and get the compression up.
Back in the 1960’s an older man I knew took a surplus sale 1959 ex Commonwealth Edison two door six cylinder Plymouth sedan and replaced the six with what I remember a 276 DeSoto(?) two barrel hemi. He used the original six cylinder rear axel and a three speed manual transmission. Might have been the one the car came with. Made his own motor mounts and made his own exhaust manifolds. Car would only do about 80 mph flat out but got there really fast. He eventually sold it to a friend of mine in the late 60’s. Sadly my friend beat it to death by mistreating it. Looking forward to the wagon build.
Those 8 hole cranks were used until 62 when they went from the old 2 piece cast iron torqueflite to the aluminum 727. I had to reuse an 8 hole crank in a 440 to be able to keep the older transmission in a 300 I had decades ago,
Those Plymouth Suburban's are HUGE!!! My parents had one in 1960 new. We rigged up the radio with 2 sets of headphones so my brother and I could lay in the back and they wouldn't have to listen to our music.Thanks for those memories!!!
My late father rebuilt his dads Desoto 354. Its still on the run stand in immaculate condition. A beautiful piece of history for my family. Thank you for showing this cool piece of history
I have my dads 392 Hemi in my shop on an engine stand, it used to be in his 1977 Dodge service truck, he put it in there when the original 318 died, at least I think it was a 318.
Had a friend years ago with a resto shop, and lots of old cars...and money! (LOL)who became enchanted with 56 De Sotos. I always thought it was a little weird, because he was generally a 30s-post-war, and 40s fan, and was a little disdainful of 50s era iron. He had a 4 door sedan as an original, unrestored daily driver, a wagon, and an Adventurer. They all had Hemis, but the only runner was the sedan. But, what a runner! We exited the interstate one day, onto a 2 lane, and exiting from the other direction was a VERY nice Mopar of a few years later vintage, with the fins. The other guy got onto the 2 lane ahead of us, and, of course, he also spotted us, and it was ON! We took off after him, but no matter how close we came, we couldn't catch him. We got that old De Soto up to about 105 MPH before common sense took over, and my buddy gave it up. He was obviously toying with us. A few miles down the road, there he was, parked in a picnic area, I assume waiting to have a little powwow, but my buddy went on by, honking and waving at each other. I began to understand his infatuation with those Hemis!
I have a 66 polara 2 door hard top with a poley engine in it I love all this old hemi info. seen A poley video you did awhile back that was great as well
Youre videos are never to long. I'm a mechanic and work on cars all day. I might be completely sick of cars and dealing with something stressful. But the first thing I do when I get home is crack a beer grab some food and watch your upload. Best channel on RU-vid
I have my dads 55 dodge. This last year I decided to just do some detail work, you know, pull the engine and clean things up, then I thought since I have it out, I’ll just change out gaskets and the rear main seal; then that went to just hone, re-ring and slip in some new bearings, to well it’s all apart so may as well go all the way. Bored, pistons, re ground cam, new valves, guides, etc..and $$$$. Dad would not be happy, it hardly left the garage.
Thanks guys for the history/engineering lesson. Good luck Kiwi, on your trip from California. I'm told that it's basically downhill from the continental divide to Memphis. Maybe Uncle Tony will help you from there.
These old 331 and 392 Baby Elephant engines are what I learned on when I was just a kid in junior high and high school. I would hang out at the speed shop where the old timers built race car engines. Nothing too outrageous just a local drag strip and of course the dirt track .good times.. I learned how to do all the machining. Boring ,decking, cylinder heads. I remember the 4 bolt angled main caps that had to be drilled and taped. I thought that was like rocket science back then just being a kid. We went to every salvage yard within 100 miles getting parts and engines . Back then it was no big deal. Those days are long past. It's been many years since I've seen anyone messing with these. I geuss they do still use them with new aluminum heads and such.
Here in Australia the most popular Hemi was the 265, I used to own a 77 Charger, Valiant Chrysler, cop's hated it 😂😅 my mum used to enjoy smoking it up around the corners, when I asked her, 😮 she said the carby was flooding 😂😅 I'd repaired it before she got it, 😂😅 didn't mind I was driving her 351,LTD 77 Canadian import, thanks for sharing, all the best to yous and your loved ones
Don Garletts has a good story about when Chrysler made him change over from the 392 block to the 426 block to race with, I guess he had that 392 dialed in such that he could get whatever he wanted out of it. When he changed to the 426 he wasn't even competitive, he was consistently losing. What changed was when he set up his ignition timing he was using the timing parameters that he used on the 392, (and here I forget the exact numbers he used) but he decided that he was fed up with the 426, and was intent on blowing it up, so he cranked the distributor over as far as it would go, and proceeded to go win his race. and stayed with the 426 from then on.
What a cool engine to own ,I suppose they are rare and expensive now ? I look forward to seeing it brought back to life and put into the Plymouth wagon. BTW ,I'm sorry that the temperature is a bit nippy there at the moment, I'm not one to gloat, but where I am , it's all blue sky's ,barbecues, hot, all the windows open , the dogs tongue is twice it's normal length, beautiful. 🙂
I bought my 1957 392H hemi engine/pushbutton Transmission still attached from factory (still runs )about 20yrs ago for $500.00 from a coworker.I have been saving it ever since . Then 3yrs ago got my 1937 Dodge Brothers truck . Wish I knew how to upload the pictures to show.
Tony, as usual you have a wealth of knowledge but you did misspeak on a couple things. First, the bellhousing pattern is NOT the same as an LA engine, close but not quite. Second, some, not all of the marine & industrial engines were solid lifter with adjustable rockers. All of the marine & industrial engines I’ve seen did have the dimpled valve covers but a lot were indeed hyd lifters. Also all the Firepower dual 4 barrel engines were solid lifter & adjustable rocker arms. You may have said that in the video, sometimes you talk so fast I miss part of what you say. Finally as far as the “geometrically correct” hemi, Richard Ehrenberg used that statement in a magazine article in the late 80’s discussing bore/stroke ratios, rod ratios, rod angle, & how rod length affected the dwell at both TDC & BDC. BUT his statement was regarding the Desoto 345 & not the Chrysler 354. All in all good video, the early hemi doesn’t get the love it deserves. I built my first one in 1986 when I was 14 (still have it).
Great vid. I love those early Hemis, I've bought and sold a few but never kept or ran one. I know where there are a few and a bunch of parts that are still reasonably priced. A warmed-up 354 in a 53 Studebaker Lowey coupe has been on my list for a looong time
Thanks Uncle Tony for the information. I have a 392 with steel adjustable rockers. The heads I have are the same casting number as those. Now I guess my heads are from ‘58 and the rockers from an industrial. My block is stamped “3NE57”. It’s waiting for me to have it built.
Tony that was great. Ive been wondering for the longest when you might get into some of the old red ram and firedome/Desoto era stuff😅 as a matter of fact I feel like you've been holding out on us
That 392 should be in a '60s AA/FD restoration or recreation where they dominated along with 354s. Surfers team (Skinner, Jobe and Sorokin) didn't use a bottom end girdle on their 392s after their first motor. 4140 main caps were a must. That was running 98 percent Nitro and 2 percent toluene, 7.5 to 1 compression and 34 degrees on the magneto. They got almost 400 runs out of their first motor. What they used that was stock was off their 392s including heads but with some port polishing without removing material past the smoothing. . (Keith Black didn't even polish the ports on heads, at least not his customer's heads). They used aftermarket rocker assemblies on the exhaust side and stock ones on the intake. Exhaust side tended to break the stock rockers.. They used MT rods and pistons and stock crankshaft. Some guys used boxed stock rods. You don't want to max out the diameter of exhaust valves. Keep about an eighth of an inch down from that. There are velocity factors at work there as well as in the ports..
Got my first and only 392 as a sophomore in high school circa 1976. It was gifted to me on “INDY 500 DAY” by my girl friends father Herbert Tornow may he Rest In Peace. Herbs race team Speed Specialists is rumored to be the first to campaign twin engine dragsters. My 392 had a fist size hole in cylinder #7 was little more than a conversation piece. Herb promised me a good 392 if I married his daughter, sadly neither panned out.
When I heard the word Suburban my ears almost melted. I had to go back and listen more carefully. Oh… that Suburban. Still… I knew Kiwis were crazy ( Burt Munro) but demented?? Classic Hemis were made to be seen.i.e. Valve covers hanging over B frame rails. Anyway… The four barrel used on the early motor was a WCFB, small base the same as earlier Rochester. They work well in 3/4 setups. The extended crank was a mechanic’s blessing especially on large trucks. You could pull the engine and leave trans, bell housing, flywheel, clutch and starter alone. Along with the early 60s inner fender wells/work benches they shone.
This guy had a 57 T Bird with a 392 and he wanted a 429 Ford . No problem . Was that 392 worth keeping ? Mistake ? You could find all kinds of 429's and 460's all over the place in the 70's and the early ones had 11&1/2 to one compression . Had a 331 and 354 we found somewhere and had to take them apart to see how they were made .
Just built one of these. Had to modify the oil pump setup to use a modern pump. The old pumps are not available. There is a check ball setup in the old block. Had to bypass that oiling system.
You may mention this as the video progresses. But it is my understanding that the modern 392 was purposely engineered to make sure the displacement was 392, for the nostalgia of the number.
I am curious as to how the other Hemis mix in with this stuff. The Dodge and Plymouth? I know they are different in many ways but really don't know. In the early 1980s, a friend of the family had a friend that had a big car collection and we got invited to take a look. He had 30-plus cars that I can't remember but I do recall a row of Hemi engines lined up on the ground. I asked about them and they said, they aren't 426s, just old ones... What ever became of them, who knows..
The cylinder heads for these will also mess you up at every corner . The truck heads ( and 1954 passenger car ) are actually the best because they don't have the exhaust heat riser . The downside is the lack of water outlets in the corners that the later passenger car heads have. The heat riser passage effectively joins the center 2 exhaust runners .
