On early Hemi intake in hotrods. Whats is the idea this engines had for intake/carbs in the late 50’s era. Not race, more hotrods. I seen the inline Hourne/Cragars x4 Strombergs or the separste head banks intake for X4 or X6 Strombergs ( me I dont like them ) I do like the look on inline x4 carbs ) But just 600 cfm if go 97’s. I know the Strombers was popular long after the flathead era but in late 50’s there was dual Carters ( but small ones ) Did the Stromberg out performance them really ? Why did the Stromberg hold on up in the 60’s ? My idea is the idea ; some swapped in a 392, but maybe hard find a Chrysler 300 engine in 1959, if so a new Weiand dual carb intake. But sold new from Weiand ( 2025 ) is out of order and I rather like find a old Weiand ( so far no luck ) and I has not found a std cast dual carb either. My engine will be std but 10.25 in compression, maybe a std cam or a hydralic roller. Will be all Ok as std 32 rearaxle and a Lasalle transmission. Again, no race so more style and this engines had x2 HP from a wild flathead. I guess with good comp, modern rings, headers, good timing and 1.000 cfm + 400 is easy no matter of cam. On weight, read a std cast is 38 LB and alu is at 18 LB, shore save 20 LB. Pics of a inline x4 Stromberg in a 3W coupe and a car builded in Sweden 1963 ( Weiand ) Ideas.
A single 4 is most efficient. Prior to the 4 bl being introduced you had to go multiple 2 bl. So normal cars had 1 carb & hot rods had more, only way to really get them to go. The 3 duece set up lasted into early 70s, but you'd do better with proper size 4 bl. A thousand CFM is a bit much. Hemis could break a Lasalle ****** when the ****** was 50 years younger.
Yes a good single intake and a decent Holley 4 barrel is problably the best way to 400 cu in both HP and less fuzz. But its not hotrod ( to me in a 32 5W coupe) -Or do you mean the std 4 barrel intakes ? The 426 Hemis had dual 625 cfm std so little more cubics but 1250 cfm. I try to avoid the Strombergs even if they is cool on the early Hemi/hotrod. If anyone has a Weind to go, let me know.
Yes both a Lasalle trans and the std 32 rearaxle is asking for troubble :- ) But my foot is loose from floor, its sbout the ride, no race, looks and vintage ideas.
All I can add is that a Weiand 4X2 will not accept 94's unless you do some serious t******* on the carbs. 97's will fit.
I like the dual 1bbl intake, dunno if this is correct or not, but the Dodge hemi wasn't enough for the highway tractortrailer truck, Chrysler used the Chrysler Hemi and a special dual 1bbl intake with large bore Carters, they are very clean looking and when you get the adapter for the 2bbl '94 or '97 the add'l height makes them quite 'proud'. They are hard to find but not impossible. Heres the intake, I have it on a 354, might need a spacer for the 392 Hmm, dunno how I managed that, but, there it is.
Yes all is possible but 2 of the 97’s is only 300 cfm. On a 400 cu in Hemi with some more cam/comp that sounds tight. But a odd intake, never seen one !
I had one of those 2X1 truck intakes, there's also a 2X1 marine intake. A guy on Thehemi.com was doing a project where he was going to use the 2 bl to 1 bl adaptor and use two 2GC carbs on it, but his Wife got sick, don't know if he ever finished it or had to sell.
I don't believe that is true . . . didn't the early Hemis have water cross-overs in the intake manifold flanges?
They all interchange 331/354/392. Yes, car hemis were wet through '54, truck & industrial were all wet, not as sure about marine. One opening or the other could be blocked off if you put a wet intake on an open front head.
I bought that vintage Weiand dual carb intake. Not cheap ( but no freights or get me over to USA ) and they seems to be hard to find 2026 and even if I bought a Hilborn aswell now I don't think its going in the coupe.
Truck heads and manifolds are a bit strange. Whereas p***enger manifolds all feature exhaust crossover manifold heat, truck heads use hot water in the manifold crossover heating p***age. The port to this p***age is half-again taller so the to of the hole must be welded shut to use a p***enger manifold. I think the truck heads are the best kept secret in the hemi world, especially for drag racers. They hate the big valves and ports of a 392, not water crossover ports to block off and since they don't use exhaust heat for the manifold, the two inner exhaust ports aren't siamezed so don't need to be welded shut to make headers work. I adapted truck heads to my '52 331 which is bored 1/8" over and now I have a Hi-Po 354!!
Intresting, I had a set of the '555' heads, as I heard the 1954 331 - '555' heads was the best, but they has the open inner exhaust as the ex 392 heads. From what I read the '555' heads do like a 392 intake valve size or a 2.2" and keep the exhaust std ( to me that make sense ) -The truck heads from what engine/year came them ? Number ? My ide is to has a rather std 392 with some more comp/cam in, therfore the more 'hotrod' intake ( Weiand ) But I might has a idea to use a 392 block and use my Hilborn on a engine ( not my 5W coupe ) maybe a FMD... As I sold the '555' heads, the truck heads sounds intresting ! Keep on the info.
I have a set of truck heads, same square crossover port, It's the Ind heads that have the tall/narrow ones.
Didn't know about the truck/industrial difference. I bought two sets off ebaY auctions and they both listed them as 354 truck heads. Mine are #1730438- 1. They come with hardened seats and large stem sodium filled exhaust valve stems. It's a good idea to dress all old heads with new valve guides anyway. New guides & Hot Heads valves, weld up the tall port, drill out the locator pin holes slightly, cut off the ugly bosses on the corners of the heads and you end up with a great set of heads. View attachment 6615276
Just a question, this 354 truck heads #1730438- 1 is they has individual exhaust ports all of them, or ? Is that the benefits over the 555 heads ? Do they need a 2.2” intake valve to ’flow up’ ? I’m not after some records here just qurious ( as I sold my 555 but now got me a Hilborn )
Truck heads have the biggest intake and exhaust ports Chrysler made, advantage of no crossover in center exhaust ports. Other advantage is price; as far as I know, they have never been discovered by racers so are still dirt cheap. I got my set for $50 bid price, shipping cost more than the heads. Biggest feature for 331 hemis that don't use the thermostat crossover and drag racing engines that don't need cooling is they don't have the water outlets on the head corners that need to be capped off. I just used stock Hot Heads 354 valves and valve guides. My car is a Sonic Drive-In cruiser so big heads are just for vanity. They should take any valve upgrade a 392 head would take.
Here are some 'ports to ponder' . . . on my Donovan 417 heads No worries about a water cross-over or welding up the exhausts! LOL B&S
I had one of those truck or indstrial heads ( NOS ) and I sold it last summer. It had no water inlet. So this truckheads, how to get water into them ? ( streets ) B&S, don't tease me... ge into meth dragsters ! ;- )) I know a guy here in Sweden played that game ( brutal dragster on meth ) but after some years and x3 blow ups, he kind of give it up. But what a ride.
331s and trucks had 'wet' manifolds - thermostat was in the manifold instead of in a crossover pipe. Here is a RARE 4bbl 331 manifold.
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