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426 RACE HEMI

 CARS > MUSCLE CARS > 426 RACE HEMI

Used Car history 
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Muscle Cars

GTO 1964-1967

Shelby Mustang

Hemi

 

 



Reciprocating Parts

As originally designed, the pistons would be impact extruded from an aluminum slug. To achieve the 12.5:1 compression ratio required for the track and drag engine, the top of the piston was contoured to protrude 0.755 in. into the combustion chamber. Valve timing at top dead center—the end of the exhaust stroke and beginning of the intake stroke—resulted in both valves being partially open. This required circular depressions in the top of the piston to permit 0.070 in. clearance between the valve and the pistons.

The connecting rod would go through two redesigns at the crankshaft end, but initially it used two 7/16 in. bolts loaded to 16,300 Ib. each—close to their yield point. The rods were forged. The distance between the piston pin and crankshaft bores was 6.871 in., with a minimum l-section of 0.35 sq-in.

The crankshafts for both the track and drag engine were identical in dimensions but made of different materials. Main journal diameter was 2.75 in. Crankpin journal diameter was 2.375 in., and the stroke was 3.750 in. Undercut journal fillets were incorporated, as in the previous Hemi. Initially, all journals were finished to 0.015 in. but later were reduced to 0.015 in. to prevent oil film breakthrough under high rpm. The circle-track crankshaft was forged from SAE 4340 high-strength alloy steel; the drag-racing crankshaft was forged from SAE 1046 carbon steel. Both cranks then underwent the same finishing procedure. They were first heat treated, then machined, with the exception of the finish grind on the journal surfaces. After being entirely shot-peened, the journals were ground. The entire crankshaft was then surface hardened by a nitride-immersion process call Tufftride. Finally, the journals were lapped.

The mechanical camshafts for circle-track and drag racing differed also. The 1964-1965 track camshaft had an intake and exhaust duration of 312 deg. with 88 deg. of overlap and 0.54 in. of valve lift. The 1964 drag camshaft had 300 deg. of intake and exhaust duration with 76 deg. of overlap and 0.52 in. of lift.

The valvetrain was designed to withstand the punishment of flat-out racing. The valve angle from bore centerline was 35 deg. for the intake valve and 23 deg. for the exhaust valve. Intake valve diameter was 2.25 in., with a hefty 0.309 in. diameter stem. The 1.94 in. diameter exhaust valve had a stem diameter of 0.308 in. Dual valve springs were needed on each valve, requiring 384 Ib. to fully open. A spiral spring damper was placed between the inner and outer spring.

Forged rocker arms featured full-length steel-backed bronze bushings. The rocker-arm valve tip was hardened and ground to 0.030 in. These rocker arms were adjustable, using a y8-24 UNF thread with a locknut.

The rocker-arm shafts had an out-side diameter of 0.872 in. and an inside diameter of 0.60 in. The rocker shaft was hardened at the location of each rocker arm. Light helical springs were necessary on the shaft to keep the rocker arms in place against the adjacent brackets.

Malleable-iron rocker-shaft brackets were attached to the cylinder heads using five of the cylinder head bolts. A solid dowel accurately located each bracket. Holes were drilled in the brackets to permit oil to flow from the bracket mounting surface to each rocker shaft.

Valve tappets were mechanical, made from extruded steel and having a brazed-on iron face. The pushrods were made of steel tubing, 0.375 in. in diameter with a heft 0.083 in. wall thickness. Hardened-steel inserts that contacted the tappet and rocker arm were pressed in and then welded to the ends.

Chrysler also designed new exhaust headers for the 426 Hemi. The headers were made from 2 in. diameter steel tubing, welded to cast-steel flanges which bolted to the cylinder head. Initial dynamometer testing resulted in 45 in. tube length before discharging into a 4 in. collector. Subsequent testing showed an improvement in high-end power when the tubes were shortened to 30 in. and mated to a flange plate, to which undercar header extensions were bolted. The configuration of the four exhaust-header tube centers differed for the left and right. In addition, the tubes on the left exhaust header were grouped to one flange, while the ones on the right of the engine had two separate two-tube flanges.

 


 
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426 RACE HEMI

 CARS > MUSCLE CARS > 426 RACE 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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Cars Topics: car consumer reports on automobile, brake, buying car, car care, car cost, car safety, cooling system, drivetrain, electrical, exhaust, emission, fluid check, fuel system, ignition system, lubrication system, suspension and steering.