Editing Rebuilding an early Hemi engine

This article doesn't cover the specifics of rebuilding a Hemi engine. For more details, see this article's [[#Related_resources|Related resources]].

First, there are a few things one needs to understand before tackling a Hemi engine rebuild. First, early Hemis are expensive to rebuild. It will cost 2 to 4 times as much to rebuild one of these motors than it will your everyday small block Chevy. For example, Kanter Auto Parts 1999 catalog lists the cost of main bearings for Chrysler's 331 hemi at $175 a set. The DeSoto and Dodge Hemi mains go for $125. The 331 rod bearings sell for $12 each. DeSoto for $15 each and Dodge rod bearings go for $10 each. Compare these prices to the small block Chevy whose main bearings go for $35 and rod bearings for $4 each. The same difference holds true for other parts as well. Chrysler, DeSoto and Dodge Hemi gasket sets go from between $100 - $145, and complete rebuild kits sell for over $950. The Chevy on the other hand has gasket sets available for $50 and complete rebuild kits go for about $375.

This difference in price is very often a big surprise to the young guy that wants to stick a Hemi under his hood. It has been the cause of many a hemi just sitting in the corner of a garage somewhere instead of rumbling down the street in all it's glory. On the other hand, it is very rare to find an early Hemi in a wrecking yard that can't be rebuilt. Chevy and Ford fans aren't so lucky.

After price, the second item you need to be concerned about when rebuilding a Hemi is parts availability. Kanter Auto Parts and others can supply just about anything you need for a stock rebuild. However, performance parts for some of the less popular Hemis can be a real challenge to find. Epecially the DeSotos -- performance parts for these motors are virtually non-existent. Some factory equipment was supplied way back when, but it's very difficult to come by. Limited performance equipment is available for the Dodge Hemi, but far more parts are available for the Chrysler 331-392 series than any other. The good news is that as these engines are being rediscovered and as they become more popular, manufacturers are beginning to re-introduce performance parts they stopped making 20 or 30 years ago. Newer companies like PowerPlay and Hot Hemi Heads are providing parts and services for the early Hemi enthusiast, and more are sure to follow.

The Chrysler Hemi had a cast iron block. Thin wall casting techniques had not come into practice in the early 50's, so these motors were quite heavy for their size. All were produced with 2 bolt main caps, and forged crankshaft and connecting rods. Most engines came with cast aluminum pistons and hydraulic valve lifters with the exception of some of the high-performance versions, which left the factory with forged pistons and solid lifters. These motors can be identified by four bumps in the valve covers between the spark plugs.

The 51-53 Chrysler 331's had an extended belhousing cast into the back of the block, which limits your transmission choices. Some outfits have reintroduced adapter kits which allow the GM 4-speed to be bolted to these blocks. These adapters are a welcome addition to the parts bin for many enthusiasts. For years, these extended blocks were considered useless (except for spare internal parts) and many of the blocks were trashed by short -sighted hot rodders. DeSoto, Dodge and Plymouth never produced Hemis or polys with the extended bellhousing.

In '54, Chrysler fell in line with its other divisions and introduced a more conventional belhousing design, making the installation of modern GM and Chrysler automatic transmissions much easier. However, adapters are still required; they're available from several sources, but be prepared to pay between $300-$400 for a good one.

Hemi cylinder heads were cast iron, as were the intake and exhaust manifolds. 2 bbl. and 4 bbl. versions were available while the high performance line usually had a dual 4 bbl. low rise manifold equipped with early Carter WCFB carbs. To illustrate how scarce DeSoto performance parts are, if you could find a factory dual quad manifold with carburetors and linkage intact, you could easily sell it for $2000 possibly more. Not bad for a days scavenging in the local wrecking yard.

For more details on rebuilding an early Hemi, see [http://www.hotrodsandhemis.com/Rebuild/HemiRebuild.html Hemi Rebuild].

==The bottom line==
The early Hemi is being rediscovered by enthusiasts all over the country. This means that more parts will become available, and that some of the out of production parts will probably be reintroduced. On the down side, the increased demand for early Hemis will make the price go up. Gone are the days when people would practically give these things away. Current prices for complete motors vary from $300 to $1500, depending on size and what part of the country you're in.

When thinking of investing in a Hemi, do yourself and every other Hemi enthusiast a favor. Take into consideration your budget and how bad you really want that Hemi. If you think it's going to be too expensive, then don't do it. The world already has enough Hemis sitting in the corner of garages collecting dust. These engines are not cheap to rebuild and require lots of part hunting, but once completed nothing, absolutely nothing can match the class of a Hemi under your hood. (Chevy and Ford fans objections duly noted.)

1954 331 hemis also used the extended bellhousings at times.