In 1965, the “A-990” Race Hemi was introduced with aluminum heads and magnesium intake manifolds. In 1966, the “Street Hemi” became available. This is the one us Muscle Car freaks wanted. The “Street Hemi” differed from the “Race Hemi” by a lower compression ratio (10.25:1), a milder cam, and different intake and exhaust manifolds. Cast iron heads were used instead of aluminum. The Street Hemi came with dual Carter 4-barrel carbs mounted on an aluminum dual-plane intake manifold. The engine’s advertised horsepower and torque ratings were 425 hp at 5,000 rpm and 490 foot-pounds of torque at 4,000 rpm. Most people claim the output was closer to 500 hp, but Chrysler hedged the ratings just like everyone else. The 426 Hemi was a $1,100 option on many models and came with either a 4-speed manual or a Torque-Flite automatic transmission. 1971 was the last year for the 426 Hemi option. Between the years 1966-1971 the 426 Hemi option was ordered in approximately 10,000 cars. Very few changes were made to the Hemi motor though its seven year run. In 1970, it received a hydraulic cam instead of the solid lifter variety, but the engine ratings remained the same. Concerns about emissions led to major detuning of all high performance engines, so Chrysler, rather than suffering through detuning a legend (like 1970 LS6 Chevrolet 454 that cranked out 450 hp, then choked down to 240 hp in the smog years), simply stopped manufacture of the Hemi engines once again. The Elephant Cars. That’s what they referred to the Hemi cars as, Elephant Cars. A pretty descriptive term for the engine that made more power than anything else on the street (or the strip). The B-Body and E-Body cars were the most popular and musclely of these street beasts with the new generation of Hemi power under the hood. The B-Body cars from ‘66 to ‘71 featured the Dodge Coronet, Charger, Super Bee and Daytona cars. In the Plymouth line, the B-Bodys were the Satellite, GTX, Road Runner and the Superbird. The E-Body cars were the ‘70 and ‘71 Dodge Challenger and Plymouth Barracuda and ‘Cuda. These all had trim up or trim down versions, with designations like SE or R/T, but no matter what - they all had that monster Hemi option under the hood. The MoPar engineering department knew what they had in that engine, and why people wanted to buy it -- to mash the pedal to floor and smoke the hell out of some unsuspecting rayon tires of the late 60s and early 70s. Even the new Firestone Wide-Oval tires were no match for 490 foot pounds of torque. You could haze those ‘Stones till hell froze over. So to combat some of that torque wrap up and awesome power, all of the Hemi cars were really convertibles in disguise! Rather than strengthening the existing chassis, all Hemi cars used a convertible body with an attached roof! Due to design differences, the convertible style is stronger than a hardtop.

All MoPar convertibles also had torque boxes attached that connected the rear bulkhead into the side rails in front of each rear leaf spring, this not only made the frame stronger, but serves as an identifying purpose on real Hemi cars as you can see these boxes if you look for them underneath. All the 4-speed cars came with a Dana 60 rear-end instead of the Chrysler 8 3/4”, and A/C was not an option (so if someone is trying to sell you a Hemi car and it’s got A/C or a patched up firewall where all that plumbing came through, then it ain’t no Hemi car). Additionally, all the Hemi cars came with a thick steel plate attached to the floor of the car above the rear pinion snubber, and they all came with 3/8” I.D. fuel line (careful, the 440 cars also had 3/8” fuel lines). Chrysler used a different K-member used to mount the Hemi in the car, and without extensive cutting and welding, you just don’t change that mount. They all came with the large radiator and support, just like the A/C cars that their tamer cousins got. All automatic equipped Hemis (Chrysler 727 Torque-Flite) got an auxiliary

Trans cooler as standard. The Hemi’s also (except the ‘71 B-bodys) had a side mounted windshield wiper motor to provide clearance

for the air cleaner or fresh air scoop. The all ‘69 cars except the Charger Daytona, Superbird and ‘70 Charger,

came with outside induction as standard equipment. All ‘68 and earlier cars did not have factory outside induction standard, though some kind of hood scoops were available. The Hemi cars also had a slightly different wiring harness on the left side inner fender and a remote mounted starter solenoid there as well. You’ve had a tour around the outside, underside and under the hood of a Hemi car. Now slide behind the wheel, gently pump the gas once or twice, turn the key and hear that monster roar to life. 425 horsepower, 490 foot pounds of torque. A deep, throaty resonance echoes. Rev it little, that vibration you feel in your chest - it’s your heart beating faster. Ready for a spin? Put it in gear and drop the hammer. Wham! Grab second - Wham! (remember to breath), third, fourth. . . All of the Hemi cars were purpose built for one purpose and one purpose only -- going fast. The biggest and heaviest (Coronets and Super Bees) ran the quarter mile in the low 14’s with street tires and through the mufflers, while the lighter Road Runners and such were a true mid-12’s car in street trim. All that and it only cost you about $ 1,100.00 (average) when you ordered it new. Even then, with that low of a price for all of that performanac, only about 10,000 Street Hemi cars were built between 1966 and 1971 when they stopped producing

them. And you probably rejoiced if you drove a street Chevy or Ford at the time, ‘cause aside from him sitting next to you at a signal, when the light turned green, about the only view you got when the smoke cleared was the back end of that MoPar Elephant car. Horsepower is King -- long live the King