Lucky us! We happened to get our paws on a crate Hemi--and the green light to run it to within an inch of its life on the dyno. Even better, we had a chance to bolt on a selection of go-fast goodies to see how much easy power could be netted from the same basic package. Actually, our Hemi is a 426-cube crate engine from Mopar Performance, the smallest in their stable of Hemi crates.
The 426 Hemi crate is basically a turnkey engine, requiring little more than a carb and headers to run. The engines are fairly mild in specs but are rated at 465 hp--a fistful more than the original 426's 425hp rating. Like the original engines, the crate carries cross-bolted main caps and iron Hemi heads, and features a 4.25-inch bore combined with a 3.75-inch stroke. The camshaft is a hydraulic lifter profile with .278 degrees of duration and .495/.480-inch lift, while the valves are the traditional 2.25/1.94 package. Compression ratio is a pump-gas-friendly 9:1.
Bridging the gap between those mighty valve covers is a dual-plane, single four-barrel intake manifold, a departure from the original dual fours of legend. Mopar Performance also offers a longer stroke version of the crate Hemi, at 472 cubes with 525 hp, as well as an aluminum-headed 528ci version rated at a whopping 610 hp.
Hemis are known for one thing above all else, and that is making power. The free-flowing Hemi heads encourage airflow and allow for prestigious power production, even in stock form. While other engine designs need major cylinder-head upgrades to support high horsepower levels, the Hemi responds to high-performance mods with significant output gains while maintaining the basic engine package. Well, that's the theory we wanted to put to the test.
Our plan was simple: Open the box on the stock crate Hemi, add a carb and headers, and spend a day tuning on the dyno to see what kind of power we could extract. From there, we'd make a couple of specification changes via a hot-cam combination, as well as an upgrade in the induction and exhaust systems to see what could be accomplished.
Once the lid was cracked on the Hemi's shipping box, we added a complete Milodon dual external-pickup oil-pump package and full-length oil pan, since that configuration will be used when the engine is installed in a car. Next, the factory dual-plane intake manifold was topped with a vacuum-secondary 950-cfm Holley carb, and the Hemi was ceremoniously loaded onto the Westech Dyno.
 There's something nice about...  There's something nice about being able to purchase a brand-new 426 Hemiin 2003, some 32 years after they originally went out of production.Credit Mopar Performance for keeping the Hemi alive and well. Add a carband headers, and she's ready to run. |
 We added a complete Milodon...  We added a complete Milodon dual external-feed, swinging oil-pickupsystem and race pan, since this is the configuration it will run wheninstalled in the car. Got oil? |
 The oiling system ensures...  The oiling system ensures an adequate oil supply under extreme dragstripforces. It bolted on without a hitch. |
 We used a Holley 950hp vacuum...  We used a Holley 950hp vacuum secondary carb mounted on the stock MPdual-plane intake for our baseline testing. |
 An ATI Super Damper was bolted...  An ATI Super Damper was bolted to the front of the crank in place of theOE piece to meet SFI safety specs when this baby hits the track. |
 We cheated a little with a...  We cheated a little with a Meziere electric water pump--a move that addedto our power numbers by eliminating the parasitic drag of the stockbelt-driven pump assembly. It saved considerable time, as it eliminatedthe need to set up a pulley system. |