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Race Hemi in Street Clothing

The only changes to the cylinder block anticipated were mounting lugs on the side of the block for engine mounts in C-bodies, and some machining of the mounting areas.

The crankshaft was identical to the drag-race Hemi, made of SAE 1046 carbon steel and Tufftrided. It would be fitted with a heavy inertial vibration damper.

While the connecting rods were the same as those in the A990 Hemi, the pistons were new forgings designed to produce 10.25:1 compression ratio, so that the engine could run on extra-premium fuel available at many service stations. This piston was a floating-pin design that incorporated a bushing in the small end of the connecting rod.

The camshaft, of necessity, had to be designed to develop the power ex-pected, yet make the car drivable for street use. Intake and exhaust valve duration was 276 deg. with 52 deg. of overlap. Lift for both valves, according to the SAE paper published by Weert-man and Lechner in April 1966, was 0.46 in. The camshaft drive used the same double-roller timing chain as the race Hemi. The 1964-1965 racing engines originally used a single 7/16-14 screw to bolt the camshaft sprocket to the camshaft, but this was changed to three 3/8-16 screws for both racing Hemis and the new street Hemi.

The valves, rocker arms, mechanical lifters and pushrods were from the A864 race Hemi, but the valve spring rates were lowered to avoid premature wear and limit engine rpm to keep rated out-put to the desired 425 hp.

The cast-aluminum intake manifold was a dual-plane design to use two Carter AFB four-barrel carburetors mounted inline. The front carburetor was model number 4139S. The rear carburetor was model number 4140S and, unlike the front carb, was provided with exhaust manifold heat to facilitate engine warm-up. The right-hand exhaust manifold was fitted with two aluminized steel tubes to divert hot exhaust gases to a chamber in thefloor of the intake manifold at the base of the rear carburetor to achieve quicker and smoother engine warm-up. A heat control valve on the exhaust manifold would shut off the exhaust gases to the intake manifold when the engine was sufficiently warm. A special heat shield was bolted to the underside of the intake manifold to keep engine oil from contacting the heated chamber.

The only changes to the cylinder heads were those necessary to accept the new, streamlined cast-iron exhaust manifolds; these manifolds were designed to have a long service life, as the racing exhaust manifolds, made of steel tubes and cast-iron flanges, were noisier and not as durable.

To keep the 426 street Hemi properly lubricated under all street conditions, there was a new, deep oil pan with baffles. An 8 in. wide hat-section me-ber was welded onto the chassis cross-member; this acted as a skid to protect the oil pan from damage by road obstructions. The oil pump had a larger, Vs in. diameter suction hole and tube.

Unlike the chrome valve covers on the racing Hemis, the street Hemi would get valve covers finished in black crackle paint. The covers had to be modified with new depressions for body drop and running clearance.

The street Hemi would have a new air cleaner and cover. It used a huge 18 in. diameter, 2 in. high paper element. As originally specified in the W. J. Bradley letter, the air cleaner was to have a black crackle-paint finish to match the valve covers, but by the time the 1966 street Hemi made its appearance, the air cleaner cover was chrome plated.

To ensure the Hemi remained cool-running, it was fitted with a high-speed water pump having a small impeller, and used a special drive belt having greater stretch resistance at high engine speeds.

It was fully anticipated that street Hemis would see a lot of competition at the drag strip, so special front and rear engine mounts having higher rates would be fitted in Hemi-equipped cars.

The street Hemi was to be offered with either four-speed manual or three-speed automatic transmission. The competition four-speed manual transmission was modified in a number of ways for street/strip use. A new cast-iron clutch housing was made for use with new 11 in. discs. The pressure plate was made from pearlitic malleable iron. The clutch cover and release lever were made from thicker, 0.14 in. stock steel, and wear strips were placed behind the centrifugal rollers. A new flywheel-and-ring-gear assembly was bolted to the crankshaft using eight bolts. This four-speed manual transmission designation was A833.

The automatic transmission was a heavy-duty A727 version TorqueFlight. It would use a 10 3/4in. high-stall-speed converter, with a governor moving the shift points up to 5500 rpm under maximum acceleration. This transmission used five discs, instead of the four used in the standard TorqueFlight. The second gear band was increased from 2.00 to 2.50 in.

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426 STREET HEMI

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426 STREET HEMI

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TITLE: Muscle Car Used Car History Vehicle History Report at Auto Lemon - Used Car History Check

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