Rebuilding an early Hemi engine
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Depending on the size and location of the motor, expect to pay anywhere from $300 to $1500 for an engine to rebuild. | Depending on the size and location of the motor, expect to pay anywhere from $300 to $1500 for an engine to rebuild. | ||
| − | After price, the second item you need to be concerned about when rebuilding a Hemi is parts availability. Stock rebuild parts are widely available. However, performance parts for some of the less popular Hemis can be a real challenge to find. | + | After price, the second item you need to be concerned about when rebuilding a Hemi is parts availability. Stock rebuild parts are widely available. However, performance parts for some of the less popular Hemis can be a real challenge to find. Especially 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, and quite expensive. For example, a DeSoto factory dual quad manifold with carburetors and linkage intact could fetch $2000 or more. 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 are providing parts and services for the early Hemi enthusiast, and more are sure to follow. |
The Chrysler early 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 Chrysler early 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. | ||
==Parts interchangeability== | ==Parts interchangeability== | ||
| − | Each Chrysler division (Chrysler, Dodge, | + | Each Chrysler division (Chrysler, Dodge, DeSoto, and Plymouth) produced their own version of the Hemi. Only a few specific parts will interchange, including the following: |
*All '51-'53 Chrysler front covers will fit all DeSoto engines. | *All '51-'53 Chrysler front covers will fit all DeSoto engines. | ||
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==Transmission choices== | ==Transmission choices== | ||
| − | The '51-'53 Chrysler 331's (and some of the '54s) had an extended | + | The '51-'53 Chrysler 331's (and some of the '54s) had an extended bellhousing cast into the back of the block, which limits 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 shortsighted 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 | + | In '54, Chrysler fell in line with its other divisions and introduced a more conventional bellhousing 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. |
==Cylinder heads== | ==Cylinder heads== | ||
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