Tomorrow I will be look at some early Hemi parts. I has no plans just now more than its cool to own a 392. There are complete engines and parts both 331, 354, 392 for sale. I did ask if there was a dual carb intake - but no. I did visit a friend in the engine business and he had a Chry 300 in for restore. It’s a 58 but a 354 with a uniq 392 dual carb intake ( not the same as the 392 as the 392 had taller deckheight ) I work on a engine myself now ( thats why I got into this ideas/search ) and its a dragster project that has a filled 392 block I will bore/hone/deck and intall HH steel maincaps and that has the 1955 331 heads ”tripple nickel” 555. In my case I will not go wild here, more the idea of a late 50’s style hot-rod engine that ’might’ iget into my 5W 32 coupe. So idea is get the 392 parts as I think its more of a investment than a 331 or a 354 or 392 with 331 heads, and try to find a std 2 carb intake ( might be hard ) or the Weiand 2 carb intake or the Weiand 4 Stromberg carbs. I don’t know in a 32 5W if firewall need to be modify or if space is there to radiator with the std waterpump. I really don’t like use a Chevy BB waterpump. I do t like get into high lift cam or roller rockers, alu oilpan etc. Maybe modern pistons/rings and a magneto. Ideas of this ideas I goi into :- )) Example get the 331 heads etc or other good thoughts.
Yes, owning a 392 would be cool! I'd just be grabbing the parts now and working out the details later. But a hemi with multiple carbs, either a bunch of 2 barrels or two 4 barrels, and a mag is certainly stuff hot rods are made of.
Grab everything you can I'm sure hemi parts are hard to get in Sweden. Shipping from the US can be costly. I like hemi's. I have one in my Merc and one more under my workbench for a future project.
They have you covered for reading material. I will mention that parts aren't cheap in the US, so you are going to pay even more. The one thing that jumped out at me is the filled block for a dragster. That is ONLY useful for drag racing, because the water jackets are filled so it can't run for more than a couple minutes maximum. No, you can't easily get it out. Even if you run methanol, it will overheat quickly. It seems this is a current project, so I guess it's not part of the stuff you might buy. Also, the BB water pump is to shorten, lighten and simplify the engine and also provide a easy to repair or replace service item. If you really want original, find a place locally that has proven experience rebuilding them.
I have a 331, which can use an SBC water pump with a Hot Heads front cover. I went that way because an aluminum SBC pump can be had pretty cheaply and you lose a lot of weight with the aluminum front cover and and the pump and an aluminum intake (over 50 lbs.). I can't afford aluminum heads.
I haven't researched this fully, but isn't there a fuel pump bulge on the cover that requires either WP spacers/adapters or modifying the cover? I did find this. I would research this in the hemi tech fully before buying more parts. https://www.jalopyjournal.com/forum/threads/early-hemi-water-pump-conversion-questions.198080/
You have to have adaptors to mount any Chevy W/P, available from Hot Heads. Nothing really wrong with the OEM W/P other than some weight. Have run both. The OEM timing cover on 55-58s are sheet metal so no real weight savings there. For good weight savings the intake is a target.
Thank's guys. First, the alko 392 block is a customers, and not my project. I'll just doing the machining and help order the Bryant crank and special pistons. Has been look at the parts today and 51 mercules said ; 'grab all u can' Well....it's tons, and it isn’t cheap I guess ;- )) A question what would a big boy ( decent ) on a pallet ex 1 carb New Yorker 392 be worth in USA now ? On the Hemi Tech, I has start read but allot is not aviable now. George ; You said you run both pumps, is that in hotrods Fords or 50's cars ? I'm little against to use a Chevy BB pump, but the std style cast Chevy SB pump as they was out 55. Then it would feel good has a mechanical fuel pump, but I can use an electrical pump but rather use a fan ( not electric cooling ) But space might be a big factor ( as a 32 Ford 5W ) I has a question that need some inputs... As I has look on parts today and there are 392 complete engines but there are also 354 and 331. Shore I build a hotrod engine ( not racing ) so can do whatever in mix parts. I guess price reduces if I go 354 and 331 heads and get parts by parts ( just a guess instead of a complete engine ) and machining is not my issue. So far I get it ; going for a 392 it's a step up in price. Hard to say but of course from outside, but is it worth it when look from the investment perspectives ( consider it's a hotrod engine ) I'm into use std crank, std rods, std rockers assembly but shore if needed I can go modern valves, modern style pistons/rings as I expect it will be a overbore ( or hone and special order pistons if so ) and I might can go little over 10 in compression as a benefit get new pistons. And I might can go type 'cheater' cam vs sound but max .500" lift. But from what I heard if I get a complete engine it should not need maching but I has hard to think that will be the case after get it apart and up from cleaning. One thing got me ongoing was a bellhousing early Hemi to LaSalle... ;- )
Like you're idea of the Hemi To La Salle. I have a 37 La Salle Trans and a 50 Olds trans I want to use someday. Just haven't found an adapter yet or a Hurst mystery Shifter for the Olds.
Which engine you get is up to you, your funds and how much you think it will help on resale. The 354 is no slouch. The 331 is still a hemi. All of them are big heavy engines. I am pretty sure casting numbers are in the TECH somewhere. Being able to machine will help. If you can confirm no cracks, do the required machining and sell ready-to-go, that should net some profit for parts. Pricing here varies a lot. The US is big, with different economic regions.
Is that 1486833? If so it's a solid front head for the '54 331, should have oval ex ports. Would need a wet intake. I ran the BBC pump on a '55 331 in a '48 Plymouth. I currently run an OEM 4 leg W/P on the '55 331 in my '60 Plymouth (see avatar). 392 rebuildable core used to be 2,500, may be higher now. 354 probably in the 1,500+ range and '55 331 and '54 4 bl short tail 331 around 1,200+ probably higher these days. 392 has higher initial price but lower parts prices & better availability vs the others. The 51-3 long tails are the least desirable. Probably will need overbore. cast pistons are in decent C/R range for 392/354, 8.5 for 331. Forged in higher are available for usually about twice as much. figure on turning the crank with new rod & main bearings. New Melling 392 oil pumps available.
George, well I also heard about ’2.5K’ for a 392 and it was a 354 close to me last year at 2.5, but I has no details. One buddy asked me what is the price and don’t tell me it’s 5K… if so its ridicules ( he has 3 early Hemis 331 bought in the 90’s for peanuts ) I hardly think now at 2025 someone will sell a complete 392 good core for that kind of money and one can check and the customers right ( not a pig in a bag ) as this sold as no machining is needed as a good runner. There are several 392 and other and parts to be bought but I know from engine experiance that after all is the on floor cleaned/inspected it will be macining and parts needed, but it dont need to be - but a big chance. From what I heard price can be over 8K. Thats was the idea on a 354 as seller said the 392 are really expensive and 331/354 are way less in price and I notice parts can be found/bought separatly. -But I truly respect a collector as bought this stuff and brought them over sea and save them ( storage ) for decades is like to get pay, as today what do one really get for 2.5K. Do remember I talk converted price here as parts is not ’sold’ in USD.
51 mercules, The hemi you has in the Mercury I do not see the water pump going from head-to-head, so what model is it, I guess a 331, and did they always had a cast-in bell ? I was just look at a complete Ca used 354 ( storage here for 25 years ) and did notice the waterpump is at a one piece, as the 392 has a 2 piece waterpump. The distance from front block to end of the std pump did 'feel' shorter than on the 392. Question ; To change the waterpump to Chevy, is that based on the Chevy SB or BB pumps ? I also heard the LaSalle transmission is strong for a FH but weak for early Hemi ( is that correct ? ) Is the bellhousing hard to find today ? -What transmission is to look for in a 32 frame to the early hemi. I do not like a 727 or TH automatic or a Tremec 5-speed.
There are 4 different early hemi's. 1. Long bell 331 ('51-early '54). 2. Short bell 331 ('54-'55) 3. Short bell 354 ('56-'58) 4. Short bell 392 ('57-'58) There are some variations from this in truck, industrial, and marine versions (e.g. I have a 331 short bell out of a '56 Dodge truck). '54 and earlier engines had a "wet" intake manifold and no water ports in the heads. In 1955, Chrysler went to a "dry" manifold and water ports in the heads. You need a special timing cover made by Hot Heeds to use a Chevrolet water pump. I have a '54 New Yorker engine in my dirt modified with the "wet" adapter which uses a SBC pump. I believe the later ("dry") adapters use a BBC water pump. I plan on using the '56 engine in my "Tub", and have a B/W T89 3 speed with overdrive out of a '60's Ford pickup to go behind it. The T89 is a variant of the T85 and is quite strong as is the R11 OD unit. I have a regular early hemi to '49-'64 Ford transmission adapter and an aluminum flywheel to go with it. When I put the '54 engine into my dirt modified, I used the clutch out of a mid '50's Dodge V8 truck. I imagine this one will be the same.
So is it possible get a CSB pump as that better fit the era. On the LaSalle trans how strong is they and convertion to open driveshaft. Hear of lengts is many and early and later.
Stock pump. Note this is only the pump, not the complete housing, which is considered a non wear item. https://www.kanter.com/products/engine-water-pump-wp519 various BB pumps. Lots to choose from, more easily found on the road here. https://www.summitracing.com/search...-6l-402/engine-family/chevy-big-block-mark-iv
On the pump vs ’space’ in s 32 frame, I could use a CSB pump but not the CBB pump. If I go LaSalle it feel odd has parts from mid 60’s ( but that’s just me ) I read on convesion both on CSB and CBB (?) HH sell CBB bit I also read on CSB.
As I understand it, only the earlier ('54 and earlier) timing cover/adapter uses the SBC pump. If you want a 354 or 392, you have to use the BBC pump
Ok, thanks. I might can find another pump in cast iron in mid 50's style ( ideas of model ? ) Adapters can be made.
These days, with a hemi, it's all about the look. Which is why I have to wonder about the draw of the 392's. The only ones I would consider turning down are the early long bell's. The transmission adapter situation is quite limited and the heads have smaller round ports. They all can be made to make plenty of power, and lets face it, the "LS boys" will blow your doors off unless you go full out with blowers, etc. You're better off cruisin' and lookin' good.
Yes the look but the numbers 392 is classic in the engine world. In the HP game today its another story.
51-54 has a W/P that bolts into the timing cover, as do truck & Industrial hemis. The '55 331 & '56 354 use the 4 leg W/P. The 392 uses a 2 leg W/P & a separate water crossover/thermostat housing. If you use the Chevy W/P on the '55-58s you use the 392 crossover. Only the 51-4 2 bl 331s had the long tail, and '54 2 bls seem scarce.
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