62-480: The Chrysler Falcon is a two-seat roadster concept car commissioned by Chrysler and built by Carrozzeria Ghia for the 1955 model year. The car was never put into production, but some of its features reappeared on later Chrysler designs. Automobile designer Virgil Exner left Studebaker to join Chrysler in 1949. Chrysler's previous designers favored conservative, upright bodystyles, but sales were declining. Exner
124-411: A multi-valve engine. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a " cross-flow " head design. As the combustion chamber is a partial hemisphere, a flat-topped piston would yield too low a compression ratio unless a very long stroke is used, so to attain the desired compression ratio the piston crown is domed to protrude into the head at top dead center. The result
186-427: A (now rare) adjustable rocker. An extremely rare option available on the 1958 300D was Bendix "Electrojector" fuel injection , with which the 392 was rated at 390 bhp (291 kW). Due to reliability problems with the primitive onboard computer which controlled the injection system; however, 15 of the 16 300D cars built with the fuel injection option were recalled and retrofitted with carburetors. The 392 engine
248-439: A bore of 3.625 in (92.08 mm) and stroke of 3.344 in (84.94 mm), for a displacement of 276.1 cu in (4.5 L). The bore pitch, shared by all DeSoto FirePower engines, was 4.3125 in (109.54 mm). Power output was 160 bhp (119 kW). It was a hot seller, with 50,000 vehicles using the engine until it was replaced in 1954. An increase in displacement to 290.8 cu in (4.8 L)
310-572: 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. The largest DeSoto engine for 1957 was the DeSoto Adventurer offering 344.6 cu in (5.6 L) with square bore and stroke dimensions of 3.80 inches. The DeSoto Adventurer used dual Carter WCFB four-barrel carburetors for a rating of 345 bhp (257 kW), producing one horsepower per cubic inch (the first American car to do so as standard equipment) using
372-464: A given compression ratio will require a higher octane rating to avoid pre-ignition in a hemi engine than in some conventional engine designs such as the wedge and bathtub. The hemi head always has intake and exhaust valve stems that point in different directions, requiring a large, wide cylinder head and complex rocker arm geometry in both cam-in-block and single overhead cam engines (dual overhead cam engines may not have rocker arms). This adds to
434-492: A hemi head engine over other head designs is power. In return, hemi head engines tend to have complex valve trains, are expensive to build, and both larger and heavier than conventional designs. A hemispherical combustion chamber is an efficient shape, with an excellent surface-to-volume ratio, minimal heat loss to the cylinder head , and room for two large valves . However, it allows no more than two valves per cylinder, and these large valves are necessarily heavier than in
496-468: A higher 7.5:1 compression ratio. This engine is not the same as the Plymouth 241 , which had polyspheric, not hemi heads. The 241 only lasted two years, being replaced by the 270 for 1955. The D553 1955/1956 Dodge Red Ram Hemi 270 displaced 270 cu in (4.4 L) and was used in premium 1955 and 1956 Dodge vehicles. Bore was 3.625 in (92.1 mm) and stroke was 3.25 in (82.6 mm). It
558-507: A possible upgrade, but the war was winding down and it did not go into production. However, the exercise gave Chrysler engineers valuable research and development experience with two-valve hemi combustion chamber dynamics and parameters. In addition to the aircraft engine, Chrysler and Continental worked together to develop the air-cooled AV-1790-5B V12 Hemi engine used in the M47 Patton tank. Chrysler applied their military experience with
620-547: A similar intake manifold to the 1956 341 Adventurer and a similar camshaft. The compression ratio remained at 9.5:1. Dodge's Hemi was introduced in 1953 as the Red Ram. Dodge did not have a V8 engine until one was developed specifically for the line in 1953 based on the 1951 Chrysler hemi design, but downsized for these smaller cars. They have the smallest bore center distance of any hemi engine at 4.1875 in (106.4 mm). They do not share any major dimensions or components with
682-515: A stroke of 3.625(92.1mm) in for a piston displacement of 331 cu in (5.4 L), and a deck height of 10.385"(264mm) ("low deck"). The bore pitch, shared by all Chrysler FirePower engines, was 4.5625"(115.9mm), the largest of any 1st generation Hemi engines. Most used a two-barrel carburetor and produced 180 bhp (134 kW), with the famous exception of the 1955 Chrysler C-300 equipped with dual Carter WCFB four-barrel carburetors and rated at 300 hp (224 kW). The 331 engine
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#1732877280211744-465: A taller raised-deck block and now with a polyspheric heads—no longer a Hemi. But the optional high-performance D-500 version of this engine had a four-barrel carburetor and a larger valved Dodge hemispherical combustion chambered head. Also, a "race only" package called the D-500-1 or DASH 1 was available with a special aluminum dual four-barrel intake that sported a pair of Carter WCFB carburetors similar to
806-422: A working drivetrain and accessories. The state of most concept cars lies somewhere in between and does not represent the final product. A very small proportion of concept cars are functional to any useful extent, and some cannot move safely at speeds above 10 miles per hour (16 km/h). Inoperative " mock-ups " are usually made of wax, clay, metal, fiberglass, plastic, or a combination thereof. If drivable,
868-496: Is a combustion chamber in the shape of the space between where the domed piston stops and the dome shape in the head receiving it. The hemi-head design places the spark plug at or near the center of the chamber to promote a strong flame front. However, if the hemi-head hemisphere is of equal diameter to the piston, there is minimal squish for proper turbulence to mix fuel and air thoroughly. Thus, hemi-heads, because of their lack of squish, are more sensitive to fuel octane rating ;
930-609: Is in fact referred to as "Exner's Viper" by Daimler-Chrysler. Years later Chrysler planned to reuse the Falcon name for their new-for-1960 Plymouth Valiant compact , but it was the Ford Motor Company who released the Ford Falcon production car with the name. There are two explanations for the change. One holds that Henry Ford II asked Chrysler for permission to use the name, which Chrysler gave. The other says that Ford registered
992-633: The Dodge Dart , the Plymouth Fury , and later, in 1965, the Dodge Coronet , were produced with aluminum fenders and bumpers for drag racing and made available to the general public. Chrysler introduced the "Street Hemi" in 1966 for its intermediate range of cars and sold the required number of Hemi engines to the public to homologate its use for stock car racing in NASCAR events in 1966. The "Street Hemi"
1054-572: The Grand National Series championship both years. Collectively, the 1951–1958 Hemi engines are now commonly referred to as first-generation Hemi engines, and the group can be identified by the rear-mounted distributor and the spark plugs in a row down the center of wide valve covers. There were plans in 1951 for a Plymouth Dual Overhead Cam Hemi V6 displacing 235 cubic inches (3.9 L) designed by Chrysler's Powerplant Research and Engine Design division. Known internally as A173 , it
1116-434: The 'Power Giant V-8' from 1957 through 1959; they were the largest of four Hemi truck engines offered by Dodge in the 1950s. The 354 was also offered in certain models with polyspheric heads rather than hemi heads. The combustion chambers on these had similarities to both hemi and wedge heads, but were closer in weight to wedge heads. Thus, both 354 poly and 354 Hemi V8 engines were variously available in 1957. The 354 engine
1178-436: The 1950s–'70s Hemi V8 chamber. The combustion chambers are no longer truly hemispherical. It uses a coil-on-plug (distributor-less) ignition system and two spark plugs per cylinder to shorten flame travel leading to more consistent combustion and reduced emissions. Like most of Chrysler's past-model Hemi-head engines, the 5.7 version is rated at approximately one horsepower per cubic inch (the current engines are SAE net, whereas
1240-787: The 1955 Chrysler Falcon. The Falcon is often described as Chrysler's answer to the Ford Thunderbird and Chevrolet Corvette . Much of the actual design of the Falcon is credited to Maurice Baldwin. The Chrysler Falcon debuted on 17 August 1955 at the Chrysler International Salon, alongside the Flight Sweep I and Flight Sweep II. The Falcon incorporated many parts and assemblies from existing Chrysler products, and could be built with production methods already in place. The cars that were built were considered pre-production examples, with
1302-450: The 1964 426 . Briggs Cunningham used the Chrysler version in some of his race cars for international motorsports. A Chrysler-powered Cunningham C-5R won its class in 1953. Cunningham switched away from these designs in 1959 when Chrysler temporarily abandoned the hemispherical concept in favor of the wedge-head B engine until 1964. Carl Kiekhaefer also used the Chrysler engines in NASCAR cars owned by him from 1955 and 1956, winning
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#17328772802111364-454: The 2007 Chrysler Aspen , the 2009 Dodge Challenger R/T, and the 2022 Jeep Wagoneer . For manual transmission applications (Challenger and 3/4- and 1-ton Ram pickups), cylinder deactivation is not included. The 5.7 L (345 cu in) Hemi in the Ram delivered 345 hp (257.3 kW) and 375 lb⋅ft (508 N⋅m), but 340 hp (253.5 kW) and 390 lb⋅ft (529 N⋅m) for
1426-489: The 300B, an optional 355 hp (265 kW; 360 PS) version was available, making it the first American V8 to be rated at one horsepower per cubic inch. (Note that before 1972, horsepower was SAE gross; thereafter, horsepower is SAE net.) The 354 was also modified. The Hemi was optimized for heavy-duty truck service. These were available with one or two four-barrel carburetors, and were offered in Dodge's heaviest-duty models as
1488-564: The FirePower and 4.3125 in (109.54 mm) for the FireDome. The Bortz car has its original 331 cubic inch FirePower V8. The transmission is a 2-speed PowerFlite automatic . It is controlled by a floor-mounted lever on the interior. Other interior features include leather upholstery, an adjustable split-bench seat, concave inner door panels, power windows, and a wooden steering wheel by Nardi. The brakes are drums at all wheels. Both
1550-400: The FirePower series (with displacements from 241 cu in (3.9 L) to 392 cu in (6.4 L)) from 1951 to 1958; a famed 426 cu in (7.0 L) race and street engine from 1964-1971; and family of advanced Hemis (displacing between 5.7 L (348 cu in) 6.4 L (391 cu in) from 2003 to the present. Although Chrysler is most identified with
1612-446: The Hemi under the name PowerDome. Dodge introduced the 241.3 cu in (4.0 L) engine in 1953. Bore was 3.4375 in (87.3 mm) and stroke was 3.25 in (82.6 mm). With a low compression ratio of 7.0:1 (in 1953 and for the 1954 Meadowbrook ), the 241 produced 140 bhp (104 kW). For 1954, the more senior Dodges received 150 bhp (112 kW) thanks to
1674-508: The biggest engine in racing at the time. The 426 Hemi of the 1960s was an engine produced for use in NASCAR , as raced in a Plymouth Belvedere in 1964. It was not initially available to the general buying public. The 426 Hemi was not allowed to compete in NASCAR's 1965 season due to its unavailability in production vehicles sold to the general public and because of complaints by Ford regarding its power. However several special production versions of
1736-416: The brakes and the steering are power assisted. Concept car A concept car (also known as a concept vehicle or show vehicle ) is a car made to showcase new styling or new technology. Concept cars are often exhibited at motor shows to gauge customer reaction to new and radical designs which may or may not be produced . General Motors designer Harley Earl is generally credited with inventing
1798-601: The complex valvetrain they require were expensive ways of improving the high– revolutions per minute (rpm) breathing of production vehicles . By canting the angle of the NASCAR-mandated two valves per cylinder, significantly larger valves could be used. The Chrysler 426 Hemi and all Chrysler RBs had oversquare bore and strokes, both the 426 Hemi and 426 Wedge having a bore × stroke of 4 + 1 ⁄ 4 in × 3 + 3 ⁄ 4 in (108.0 mm × 95.3 mm). The 426 Hemi, in "Street Hemi" form,
1860-957: The concept car, and did much to popularize it through its traveling Motorama shows of the 1950s. Concept cars never go into production directly. In modern times, all would have to undergo many changes before the design is finalized for the sake of practicality, safety , regulatory compliance , and cost. A "production-intent" prototype , as opposed to a concept vehicle, serves this purpose. Concept cars are often radical in engine or design . Some use non-traditional, exotic, or expensive materials, ranging from paper to carbon fiber to refined alloys . Others have unique layouts , such as gullwing doors , three or five (or more) wheels , or special abilities not usually found on cars. Because of these often impractical or unprofitable leanings, many concept cars never get past scale models or even drawings in computer design . Other more traditional concepts can be developed into fully drivable (operational) vehicles with
1922-503: The drivetrain is often borrowed from a production vehicle from the same company or may have defects and imperfections in design. They can also be quite refined, such as General Motors ' Cadillac Sixteen concept. Chrysler Hemi engine The Chrysler Hemi engine , known by the trademark Hemi or HEMI , refers to a series of high-performance American overhead valve V8 engines built by Chrysler with hemispherical combustion chambers . Three generations have been produced:
Chrysler Falcon - Misplaced Pages Continue
1984-537: The expectation that the Falcon would go into full production. Ultimately, Chrysler's Engineering staff scuttled these plans. A Chrysler Falcon is reported to have been shipped back to Ghia in Italy, and from there to South America. A Chrysler Falcon was offered as the prize in a 1955 fundraiser for the Venezuelan Red Cross. The car was made available through the sponsorship of "C.A. El Automóvil Universal de Occidente",
2046-561: The gross 425 hp (317 kW; 431 PS) and net 350 hp (261 kW; 355 PS) ratings for 1971. The street version of the second generation Hemi engine was used (optionally, in all but the last case) in the following vehicles: There were many differences between the racing Hemis and the street version, including but not limited to compression ratio , camshaft, intake manifold , exhaust manifold . Some 1960s NASCAR and NHRA Hemi engines featured magnesium cross-ram intake manifolds and magnesium oil pans in an attempt to reduce
2108-528: The hemispherical combustion chamber to its first automobile engine, an overhead-valve V8 engine released under the name FirePower , not "Hemi," in 1950 for the 1951 model year. The first version of the FirePower engine had a displacement of 331 cu in (5.4 L) and produced 180 bhp (134.2 kW). Eventually, three of the four Chrysler divisions had their own version of the FirePower engine, with different displacements and designations, and having almost no parts in common. This lack of commonality
2170-539: The larger Chrysler and DeSoto hemi engines, or the Plymouth A engines. From 1955 to 1958 (see 1956 D500 Dodge D-500 cars and packages: early performance cars) lower-performance versions of the Dodge hemi were introduced by substituting less complex poly (single rocker shaft) heads and valve train parts, including one variant only built as a poly (259"). These were used in low-line 1955-58 DeSotos and Dodges, and 1955-56 high-line Plymouths. Dodge Trucks marketed their version of
2232-400: The major restyling of the lineup in 1957. Some of the Falcon's styling elements would be used in other Chrysler designs. The Falcon's egg-crate grille later appeared on the 1957–59 Chrysler 300. Its exposed side exhaust pipes appeared on the 1960 Plymouth XNR , but only on the driver's side of this Slant-6 powered concept, and then again many years later on the 1992 Dodge Viper . The Falcon
2294-513: The massive weight of the overall engine, along with chain-driven internal dry sump oil systems . Today, aftermarket blocks, heads, intakes, rods, and pistons are usually made of aluminum. The 426 Hemi also was used in NHRA and AHRA drag racing. Its large casting allowed the engine to be overbored and stroked to displacements unattainable in the other engines of the day. The current-production "HEMI" engine heads are flatter and more complex than
2356-414: The name before Chrysler was able to, forcing Chrysler to scramble for a new name for their own car by sponsoring a contest among their employees. For some time it was believed that only one Chrysler Falcon was built. It is now generally accepted that at least two Falcons were completed. This is in part based on observed differences in the bodies of cars in original photos of the Falcon. The first car built
2418-433: The new heads on the new taller block. For 1958, Chrysler offered the 392 in two configurations: 325 bhp (242 kW) with 9.25:1 compression and 345 bhp (257 kW) with 10:1 compression, both with a single four-barrel carburetor. A dual four-barrel version of the 392 available in the 1957–58 Chrysler 300C and 300D cars was rated at 375 bhp (280 kW); the 300D, and some marine and industrial engines, used
2480-574: The official Chrysler representative in Venezuela at the time. By the middle of the 1970s the car had been returned to North America, and was owned by Paul Stern. After a few more changes of ownership, in the late 1980s it became part of the collection of owner Joe Bortz. Moving on from the Idea Cars, Exner's influence reached Chrysler's production lineup with the debut of the Forward Look models in 1955 and
2542-495: The old Hemi engines were rated SAE gross). For the 2009 model year power was increased to 357-395 horsepower (266-291 kW) and 389-410 lb·ft (527-556 N·m) depending on application. It also achieved 4% better fuel economy. Variable valve timing (VVT) was also introduced. A new variable displacement technology called Multi-Displacement System (MDS) is used in some versions which can shut off two cylinders on each bank under light load to improve fuel economy. The 5.7 L HEMI
Chrysler Falcon - Misplaced Pages Continue
2604-425: The ones on the Chrysler 300B and DeSoto Adventurer. This engine used the same cylinder heads as the base D-500 model. The D-501 in 57 was the Chrysler 354 engine, not a Dodge-based engine. Dodge released a 325 cu in (5.3 L) engine for 1957. The "Super Red Ram" engine used a 3 + 11 ⁄ 16 in (93.7 mm; 3.69 in) bore and 3.80 in (96.5 mm) stroke. The base engine offering
2666-588: The other was the DeSoto FireDome V8 that displaced 276 cu in (4.5 L). The 331 and 276 differ not only in their bore and stroke, which are 3.8125 in × 3.625 in (96.84 mm × 92.08 mm) for the Chrysler V8, and 3.625 in × 3.344 in (92.08 mm × 84.94 mm) for the DeSoto engine, but also in their bore pitch , which are 4.5625 in (115.89 mm) for
2728-529: The others as Chrysler Sports Roadsters (Model A-488). The Chrysler Falcon is built on a unitary chassis . It is a modified version of the Chrysler C-300 platform. Overall weight is 3,300 lb (1,497 kg). Two different models of Chrysler's first generation "Double rocker" Hemi V8 were used in the cars. One was the Chrysler FirePower V8 that displaced 331 cu in (5.4 L), while
2790-405: The overall width of the engine, limiting the vehicles in which it can be installed. Significant challenges in the commercialization of engine designs using hemispherical chambers revolved around the valve actuation, specifically how to make it effective, efficient, and reliable at an acceptable cost. This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head
2852-439: The use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar cylinder head designs. The engine block and cylinder heads were cast and manufactured at Indianapolis Foundry . During the 1970s and 1980s, Chrysler also applied the term Hemi to their Australian-made Hemi-6 Engine , and a 4-cylinder Mitsubishi 2.6L engine installed in various North American market vehicles. The main advantage of
2914-562: Was due in part to the three engine versions using different bore pitches (the center-to-center distance between adjacent cylinders). Chrysler and Imperial called their versions the FirePower . DeSoto called theirs the FireDome . Dodge had a smaller version, known as the Red Ram . Only Plymouth did not have a version, but retained the Dodge poly-head engines . There was no Plymouth Hemi engine until
2976-469: Was made for 1955 by increasing the bore to 3.72 in (94.5 mm). The DeSoto engine was enlarged for 1956 to 329.9 cu in (5.4 L). Bore was the same as the 291 at 3.72 in (94.5 mm), but stroke was increased to 3.80 in (96.5 mm) and a taller (raised-deck) block was used. Displacement was increased again for 1956 (DeSoto Adventurer only) and 1957 (Firedome and Fireflite models) to 341.1 cu in (5.6 L). Bore
3038-404: Was meant to be a powerful, fuel-efficient alternative to Ford's V8 and to replace Plymouth's venerable flathead six . However, the plans were scrapped because of high build costs and the then-unusual design. All Chrysler FirePower engines are oversquare ; i.e. their bore is larger than their stroke . This first FirePower engine, used from 1951 to 1955, has a bore of 3.8125(96.8mm) in and
3100-494: 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-barrel carburetor produced 193 bhp (144 kW). For 1956, Dodge increased the displacement to 315 cu in (5.2 L) with a longer 3.80 in (96.5 mm) stroke and
3162-399: Was now 3.78 in (96.0 mm) with stroke remaining at 3.80 in (96.5 mm). The DeSoto Adventurer produced 320 bhp (239 kW) using dual Carter WCFB four-barrel carburetors. The 1956 DeSoto Adventurer was the premiere named high-performance version—the DeSoto equivalent of the Chrysler 300—using dual Carter WCFB four-barrel carburetors. The Adventurer engine for 1956 used
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#17328772802113224-415: 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. The hemispherical head design
3286-437: Was painted black, and was used by Exner as his personal vehicle. Exner also drove the car in some SCCA events. The fate of this car is currently unknown, but there is no record of it having been destroyed. Some references suggest that as many as three cars were built. This is based on the existence of a letter from Ghia designer Luigi Segre that refers to three cars: one described as a “DeSoto Sports Roadster” (Model A-489), and
3348-508: Was personally recruited to become head of Chrysler's Advanced Styling Studio by Kauffman Thuma (K.T.) Keller , who was first President, then Chairman of the Board of Chrysler, to overcome Chrysler's reputation for uninspiring design, and to spur sales. Exner commissioned a range of what he called "Idea cars" to explore new design concepts. Most of these cars were built in Italy by Ghia. Among them were several sporty, open-top, two-seat cars, including
3410-678: Was produced for consumer automobiles from 1966 through 1971. Hemi-powered Dodge and Plymouth cars produced in the model years of 1966 through 1971 have become collector's items. For example, a 1971 Plymouth Barracuda Convertible equipped with the 426 Hemi engine sold at auction for US$ 3.5 million in 2014. The "Street Hemi" version was rated at 425 bhp (431 PS; 317 kW) at 5000 rpm SAE gross and 490 lb⋅ft (664 N⋅m) at 4000 rpm of torque. In actual dynamometer testing, it produced 433.5 hp (323 kW; 440 PS) and 472 lb⋅ft (640 N⋅m) of torque in purely stock form. Chrysler's sales literature published both
3472-582: Was referred to in company advertising as the Double Rocker Shaft head. Chrysler developed its first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 was an inverted V16 rated at 2,500 hp (1,860 kW). The P-47 was already in production with a Pratt & Whitney radial engine when the XIV-2220 flew successfully in trials in 1945 as
3534-567: Was released for model year 2003 on the Dodge Ram pickup trucks to supplant the Magnum 5.9 engine . From 2004 to 2013, it was the only available gasoline engine in the Ram Heavy Duty. Chrysler later made the 5.7 L Hemi available in all models of the 2004 Dodge Ram , Dodge Durango , the 2005 Chrysler 300C , Dodge Magnum R/T , Jeep Grand Cherokee , the 2006 Dodge Charger R/T , Jeep Commander ,
3596-511: Was revived in 1964 for a big-block 426 cu in (7.0 L) overhead valve V8, the first engine "Hemi" by Chrysler, a name it had trademarked (and not to be confused with the Chrysler 426 Wedge . Sometimes retroactively referred to as the "Gen 2" or "2G" Hemi, the 426 Hemi was nicknamed the "elephant engine" at the time, a reference to its high power, heavy weight, and large physical dimensions. Its 10.72 in (272.3 mm) deck height and 4.80 in (121.9 mm) bore spacing made it
3658-559: Was similar to the race Hemi but with dual inline four-barrel Carter AFB carburetors (with automatic choke), lower compression (10.25:1 from 12.5:1) and lower-lift camshaft , with iron exhaust manifolds instead of lighter steel long tube headers. There were many differences between the Hemi and the 426 Wedge-head, including cross-bolted main bearing caps and a different head bolt pattern. Although all manufacturers were familiar with multi-valve engines and hemispherical combustion chambers , adding more valves per cylinder and designing
3720-471: Was used in the following applications: In the late 1950s and early 1960s, drag racers found the 392 to be a formidable engine and continued to run them competitively into the 1970s. Usual color of the block was silver. DeSoto's Hemi engines were called FireDome and served as the naming convention for the DeSoto Firedome sedan. In 1952, DeSoto introduced its version of the FirePower (FireDome),with
3782-455: Was used in the following applications: The 354, released in 1956, had a bore of 3.9375(100mm) in and stroke of 3.625(92.1mm) in, and the same 10.385"(264mm) low deck height, for an actual displacement of 5,787 cc (353.1 cu in). The 300B engine was rated at 340 bhp (254 kW), while the New Yorker and Imperial 354 engine configuration produced 280 bhp (209 kW). For
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#17328772802113844-485: Was used in the following applications: The 392 raised-deck engine released in 1957 had a 4.00 in (101.6 mm) bore and 3.906 in (99.21 mm) stroke. The actual displacement is 392.67 cu in (6,435 cc). The deck height, at 10.87 in (276.1 mm), was 1 ⁄ 2 in (13 mm) taller than that of the previous blocks. Because its deck was taller, the heads were cast with wider intake ports so that earlier manifolds could be used with
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