Different 426 Hemis?

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NickysLuckies

NickysLuckies

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In 1970, Chrysler produced two versions of the famous Hemi engine: a road version and a Nascar version. Although, it seems that both engines have the same amount of horsepower (425 @ 5,000) and torque(490 @ 4,000), but are defined as OHV for the Dodge Charger and SOHC for the Plymouth Superbird.

I know the main differences between OHV and SOHC engines... but, despite being more complex than the OHV, does the SOHC have any advantages?

-Nick
 
More Complex?
Do you mean SOHC in general or OHV?
SOHC is far better concept.
 
a112
SOHC is far better concept.
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This.

SOHC has less reciprocating masses causing vibrations, can rev higher, and no need to be afraid for bent pushrods. while OHV is smaller in physical dimensions, that is only advantage it has. the difference in CoG is insignificant.
 
I guess the limits of the UAW slave workers prevent them from accomplishing such feat.
 
Leonidae
I guess the limits of the UAW slave workers prevent them from accomplishing such feat.
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GM Performance engines are built by highly trained workers that build them all by hand. Yet they are still UAW. Although you may still have to worry about parts not being within the tolerances.
 
I'm not aware of any SOHC eight-cylinder engine produced at the time by Chrysler, in any of their vehicles, regardless of race configuration or not. Could you provide some kind of citation as to where you found this information? Both the Plymouth Superbird and Dodge Daytona, as I recall, were using the same Chrysler designed 426ci HEMI V8 during the 1970 racing season, as well as in a select few of their street cars. Even then, the Superbird was more likely to come equipped with the 440ci "Magnum" than a HEMI out on the street.

a112
SOHC is far better concept.
Click to expand...

That depends on your own preferences, opinions, and who you're talking to. All of which we've discussed, at length, in various threads at different times. In terms of cost effectiveness and typical long-term reliability, OHV engines are normally very difficult to top. Especially in reference to GM's small-block designs, which have been around forever, and won't likely be going away any time in the near future.

Leonidae
I guess the limits of the UAW slave workers prevent them from accomplishing such feat.
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picard.img
/facepalm
 
Toronado
Ford had the Cammer, which was a NASCAR FE 427 race block with SOHC hemi heads on it. Maybe he is confusing the two?
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I guess that I had, in fact, been confused.

I was playing GT4 when I noticed that the Superbird had a 426... but then, strange thing, it showed the engine was a SOHC configuration. Maybe the game is wrong, I don't know. Left with a doubt, I searched through internet for the "SOHC Hemi" and ended up with no answers. This is why I came to ask you guys what you thought about it.

-Nick
 
Both the street and race Chysler Hemis are identical and OHV. The NASCAR version's are allowed only a single 4-Barrel Carburetor while the street and drag version uses a 3x2-Barrel Carburetor (a set of three 2-barrel carburetors).
 
red70mach1
Both the street and race Chysler Hemis are identical and OHV. The NASCAR version's are allowed only a single 4-Barrel Carburetor while the street and drag version uses a 3x2-Barrel Carburetor (a set of three 2-barrel carburetors).
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The 426 "street' Hemi and the 426 "race" hemi (factory race only vehicles,not sold to general public for use on the street) were both OHV engines and came equipped from the factory with 2 4bbl carbs.The 3 duece setup-up.tri-power,or six pack as Mopar called it, your refering to were used on 440's and the 1970 340 smallblock ponycar ( T/A Challenger and AAR Cuda only ).The Nascar version was reworked to conform to their rules,thus only a single 4bbl. carb. was used in Cup Racing.
 
Nicksfix
The 426 "street' Hemi and the 426 "race" hemi (factory race only vehicles,not sold to general public for use on the street) were both OHV engines and came equipped from the factory with 2 4bbl carbs.The 3 duece setup-up.tri-power,or six pack as Mopar called it, your refering to were used on 440's and the 1970 340 smallblock ponycar ( T/A Challenger and AAR Cuda only ).The Nascar version was reworked to conform to their rules,thus only a single 4bbl. carb. was used in Cup Racing.
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what Nicks said, he's the mopar man here, and he's absolutely absolutely correct.
 
Thanks Cano 👍

I am going to do some digging in some of my old Mopar literature to find something.

At one point in time (mid 60's) Mopar was experimenting with an OHC version of a 426 Hemi.It turned out to be a a dis-appointing trial for Mopar and the idea of building a 426 Hemi OHC engine was scrapped.The article did show some pictures of this version,it was pretty wild.When I find it,I'll take some pictures and try to post them in here.The experimental engine still does exist somewhere though,thinking,one of the design engineers ended up with it.

What a piece of history to have huh ?........ a one off experimental engine.
 
Oldsmobile was also building one, twin cams, hemi heads, it was LONG, sadly the thing got cancelled in 1971 and it never was; there was also an experimental Pontiac big-block with HEMI heads that I think was actually tested in one of the Brutus drag GTOs.

A 1970 442, or a 1970 GTO with one of those... o0h brother...
 
NickysLuckies
I guess that I had, in fact, been confused.

I was playing GT4 when I noticed that the Superbird had a 426... but then, strange thing, it showed the engine was a SOHC configuration. Maybe the game is wrong, I don't know. Left with a doubt, I searched through internet for the "SOHC Hemi" and ended up with no answers. This is why I came to ask you guys what you thought about it.

-Nick
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Don't worry about it. GT4 also gave us the Volvo 240 GLT that looks, handles and weighs nothing like a real Volvo 240 GLT.
 
Nicksfix
What a piece of history to have huh ?........ a one off experimental engine.
Click to expand...

Back in the early 1970s, Pontiac was experimenting with aluminum block engines, and stuffed a few high-power ones in the Trans-Am. As I recall, several hundred were produced, but fewer than 50 made it out of the dyno room, and even fewer survive today on the road. Of course, that's night and day compared to now, where most performance engines are made using aluminum in the first place. GM had a knack for making race-bred technology applicable for the road, but more often than not, it never works out all that well when it first gets there.

Its always weird to learn strange things about the engines in our cars and trucks.
 
YSSMAN
That depends on your own preferences, opinions, and who you're talking to. All of which we've discussed, at length, in various threads at different times. In terms of cost effectiveness and typical long-term reliability, OHV engines are normally very difficult to top. Especially in reference to GM's small-block designs, which have been around forever, and won't likely be going away any time in the near future.
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I was referring to the concept itself,not a particular engine.
The long-term durability of the OHV engine is not questionable,but performance wise they have problem with high revs and durability if they are constantly pushed in 9000+ RPM. (not referring to your V8's since i can count them on fingers in Croatia) but to engines available here in that concept.

I should take example that some of you may know,Abarth 1000TCR that is OHV.
In Croatia they run replicas of that cars with 1050cc Abarth OHV engines from A112 Abarth(produces 70hp in stock form).
All of them had eventual problems with revving (broken lifters,valves etc.),and transfered to the new modern SOHC FIRE engine concept with mechanical valve lifters.

Also Lampredi design Fiat SOHC is available since 60's and very reliable in racing applications here (numerous amounts of race parts for small amount of money).
 
For reference, I don't think anyone wants to go back to OHV versions of four cylinder engines. In fact, I'm willing to give up my beloved Buick OHV V6 as well. But, for the love of God, don't ever get rid of the OHV V8.
 
I'm thinking that pretty soon we'll have camless engines, anyway, completely run with solenoids. The Multiair and Valvetronic mills already have adjustable cam lift...I can't help but think the camshaft could go the way of the carburetor...

That would be awesome for Internal Combustion...that camshaft thing was always a limiting factor...
 

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