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[[File:Marine Hemi.JPG|thumb|The Chrysler Marine Hemis were popular in wooden boats such as the [[Chris-Craft Boats|Chris-Craft]] during the 1950s and 1960s]]
 
The '''Chrysler Hemi engine''', known by the trademark '''Hemi''' or '''HEMI''', refers to a series of high-performance American [[overhead valve]] [[V8 engine]]s built by [[Chrysler]] with [[hemispherical combustion chamber]]s. Three generations have been produced: the FirePower series (with displacements from {{convert|241|cuin|L|1|abbr=on}} to {{convert|392|cuin|L|1|abbr=on}}) from 1951 to 1958;<ref>{{cite web |url= http://www.oldcarbrochures.com/static/NA/Chrysler_and_Imperial/1951_Chrysler/1951_Chrysler_FirePower_Advantages/1951%20Chrysler%20FirePower%20Advantages-01.html |title=1951 Chrysler FirePower Advantages |publisher=oldcarbrochures.com |access-date=January 16, 2014}}</ref> a famed {{convert|426|cuin|L|1|abbr=on}} race and street engine from 1964-1971; and family of advanced Hemis (displacing between {{convert|345|cuin5.7|L|cuin|0|abbr=on}} {{convert|391|cuin6.4|L|cuin|0|abbr=on}} from 2003 to 2024.
 
Although Chrysler is most identified with the use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar cylinder head designs. The engine block and cylinder heads were cast and manufactured at [[Indianapolis Foundry]].{{which|date=May 2024}}{{when|date=May 2024}}{{cn|date=May 2024}}
 
During the 1970s and 1980s, Chrysler also applied the term ''Hemi'' to their Australian-made [[Chrysler Hemi-6 Engine|Hemi-6 Engine]], and a 4-cylinder [[Astron 2.6|Mitsubishi 2.6L engine]] installed in various North American market vehicles.
 
== Concept Design==
{{main|Hemispherical combustion chamber}}
A [[hemispherical combustion chamber]] is an efficient shape, with an excellent surface-to-volume ratio, minimal heat loss to the [[cylinder head]], and room for two large [[poppet valve|valves]]. However, it allows no more than two valves per cylinder, and these large valves are necessarily heavier than in a [[multi-valve]] engine. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a "[[Crossflow cylinder head|cross-flow]]" head design. As the combustion chamber is a partial hemisphere, a flat-topped piston would yield too low a [[compression ratio]] unless a very long stroke is used, so to attain the desired compression ratio the piston crown is domed to protrude into the head at top dead center. The result is a combustion chamber in the shape of the space between where the domed piston stops and the dome shape in the head receiving it.▼
 
The main advantage of a hemi head engine over other head designs is power. In return, hemi head engines tend to have complex valve trains, are expensive to build, and both larger and heavier than conventional designs.
The hemi-head design places the [[spark plug]] at or near the center of the chamber to promote a strong flame front. However, if the hemi-head hemisphere is of equal diameter to the piston, there is minimal [[Squish (piston engine)|squish]] for proper turbulence to mix fuel and air thoroughly. Thus, hemi-heads, because of their lack of squish, are more sensitive to fuel [[octane rating]]; a given compression ratio will require a higher octane rating to avoid pre-[[detonation]] in a hemi engine than in some conventional engine designs such as the wedge and bathtub.▼
 
▲A [[hemispherical combustion chamber]] is an efficient shape, with an excellent surface-to-volume ratio, {{clarification needed span|text=minimal heat loss to the [[cylinder head]],|reason=How, and why? A hemisphere has the largest possible area (of any combustion chamber shape of a given diameter); why doesn't it transfer (i.e. lose) more heat than any other smaller shape? In layman's terms, with a reliable citation, please.|date=May 2024}} and room for two large [[poppet valve|valves]]. However, it allows no more than two valves per cylinder,{{why|date=May 2024}} and these large valves are necessarily heavier than in a [[multi-valve]] engine. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a "[[Crossflow cylinder head|cross-flow]]" head design. As the combustion chamber is a partial hemisphere, a flat-topped piston would yield too low a [[compression ratio]] unless a very long stroke is used, so to attain the desired compression ratio the piston crown is domed to protrude into the head at top dead center. The result is a combustion chamber in the shape of the space between where the domed piston stops and the dome shape in the head receiving it.
 
▲The hemi-head design places the [[spark plug]] at or near the center of the chamber to promote a strong flame front. However, if the hemi-head hemisphere is of equal diameter to the piston, there is minimal [[Squish (piston engine)|squish]] for proper turbulence to mix fuel and air thoroughly. Thus, hemi-heads, because of their lack of squish, are more sensitive to fuel [[octane rating]]; a given compression ratio will require a higher octane rating to avoid pre-[[detonationpre-ignition]] in a hemi engine than in some conventional engine designs such as the wedge and bathtub.
 
The hemi head always has intake and exhaust valve stems that point in different directions, requiring a large, wide cylinder head and complex [[rocker arm]] geometry in both [[cam-in-block]] and [[single overhead cam]] engines (dual overhead cam engines may not have rocker arms). This adds to the overall width of the engine, limiting the vehicles in which it can be installed.
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Significant challenges in the commercialization of engine designs using hemispherical chambers revolved around the valve actuation, specifically how to make it effective, efficient, and reliable at an acceptable cost.<ref name="Allpar">{{cite web |title=Origin of the Mopar Hemi engine, Ardun Heads, and Riley cars |url=https://www.allpar.com/threads/origin-of-the-mopar-hemi-engine-ardun-heads-and-riley-cars.229942/#post-1085224040 |website=Allpar Forums |access-date=March 14, 2022 |date=November 16, 2020}}</ref> This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head was referred to in company advertising as the ''Double Rocker Shaft'' head.<ref name="Allpar"/>
 
{{anchor|First}}▼
===World War II===
==First generation: FirePower 1951–1958== <!-- Other articles link here. -->▼
Chrysler developed theirits first experimental hemi engine for the [[Republic Aviation Company|Republic]] [[P-47 Thunderbolt]] fighter aircraft. The [[Chrysler IV-2220|XIV-2220]] was an inverted [[V16 engine|V16]] rated at {{convert|2500|hp|kW|-1|abbr=on}}. The P-47 was already in production with a [[Pratt & Whitney]] [[radial engine]] when the XIV-2220 flew successfully in trials in 1945 as a possible upgrade, but the war was winding down and it did not go into production. However, the exercise gave Chrysler engineers valuable research and development experience with two-valve hemi combustion chamber dynamics and parameters.
 
In addition to the aircraft engine, Chrysler and [[Continental Motors Company|Continental]] worked together to develop the air-cooled [[Continental AV1790|AV-1790-5B]] V12 Hemi engine used in the [[M47 Patton]] tank.
▲{{anchor|First}}
 
Chrysler applied their military experience with the hemispherical combustion chamber to theirits first automobile engine, an [[Overhead valve engine|overhead-valve]] [[V8 engine]], released under the name '''FirePower''', not "Hemi," in 1950 for the 1951 model year. The first version of the FirePower engine had a displacement of {{convert|331|cuin|L|1|abbr=on}} and produced {{convert|180|bhp|kW|1|abbr=on}}. Eventually, three of the four Chrysler divisions had their own version of the FirePower engine, with different displacements and designations, and having almost no parts in common. This lack of commonality was due in part to the three engine versions using different bore pitches (the center-to-center distance between adjacent cylinders). Chrysler and [[Imperial_(automobile)#First_generation_(1955–1956):_A_separate_make|Imperial]] called their versions the ''FirePower''. [[DeSoto (automobile)|DeSoto]] called theirs the ''FireDome''. Dodge had a smaller version, known as the ''Red Ram''. Only [[Plymouth (automobile)|Plymouth]] did not have a version, but retained the Dodge [[Polyspheric|poly-head engines]]. There was no Plymouth Hemi engine until the 1964 [[426 Hemi|426]].▼
▲==First generation: FirePower 1951–1958==<!-- Other articles link here. -->
▲Chrysler applied their military experience with the hemispherical combustion chamber to their first [[Overhead valve engine|overhead-valve]] [[V8 engine]], released under the name '''FirePower''', not "Hemi," in 1950 for the 1951 model year. The first version of the FirePower engine had a displacement of {{convert|331|cuin|L|1|abbr=on}} and produced {{convert|180|bhp|kW|1|abbr=on}}. Eventually, three of the four Chrysler divisions had their own version of the FirePower engine, with different displacements and designations, and having almost no parts in common. This lack of commonality was due in part to the three engine versions using different bore pitches (the center-to-center distance between adjacent cylinders). Chrysler and [[Imperial_(automobile)#First_generation_(1955–1956):_A_separate_make|Imperial]] called their versions the ''FirePower''. [[DeSoto (automobile)|DeSoto]] called theirs the ''FireDome''. Dodge had a smaller version, known as the ''Red Ram''. Only [[Plymouth (automobile)|Plymouth]] did not have a version, but retained the Dodge [[Polyspheric|poly-head engines]]. There was no Plymouth Hemi engine until the 1964 [[426 Hemi|426]].
 
[[Briggs Cunningham]] used the Chrysler version in some of his [[race car]]s for international motorsports. A Chrysler-powered [[B. S. Cunningham Company#C-5R|Cunningham C-5R]] won its class in 1953. Cunningham switched away from these designs in 1959 when Chrysler temporarily abandoned the hemispherical concept in favor of the wedge-head [[Chrysler B engine|B engine]] until 1964. [[Carl Kiekhaefer]] also used the Chrysler engines in NASCAR cars owned by him from 1955 and 1956, winning the [[NASCAR Cup Series|Grand National Series]] championship both years.
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==== 345 ====
The largest DeSoto engine for 1957 was the DeSoto Adventurer offering {{convert|344.6|cuin|L|1|abbr=on}} with square bore and stroke dimensions of 3.80 inches. The DeSoto Adventurer used dual Carter WCFB four-barrel carburetors for a rating of {{convert|345|bhp|kW|0|abbr=on}}, producing one horsepower per cubic inch (the first American car to do so as standard equipment) utilizingusing a similar intake manifold to the 1956 341 Adventurer and a similar camshaft. The compression ratio remained at 9.5:1.
 
=== Dodge ===
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{{Infobox automobile engine
| name = 426
| image = 1966 Dodge Charger 426 Hemi engine426Hemi1.JPGjpg
| caption = 426 Hemi enginewith indual aCarter 1966 ChargerAFB Carburetors
| manufacturer = [[Chrysler]]
| aka = Elephant engine
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}}
 
The [[hemispherical]] head design was revived in 1964. Thesefor werea big-block {{convert|426|cuin|L|1|abbr=on}} overhead valve V8, the first enginesengine officially"Hemi" designatedby HemiChrysler, a name [[Chrysler]]it had trademarked. (and not to be confused with the Chrysler Hemi[[Chrysler enginesRB ofengine#426 thisWedge|426 generationWedge]]. (sometimes Sometimes retroactively referred to as the "Gen 2" or "2G" Hemi,<ref>{{cite web|url=http://www.kolossochryslerjeepdodgeramwi.com/2009-mopar-performance-catalog.htm|title=Kolosso Chrysler Dodge Jeep Ram - New Chrysler, Dodge, Jeep, Ram dealership in Appleton, WI 54914|date=March 14, 2016|url-status=dead|archive-url=https://web.archive.org/web/20160314081951/http://www.kolossochryslerjeepdodgeramwi.com/2009-mopar-performance-catalog.htm|archive-date=March 14, 2016}}</ref>) displaced {{convert|426|cuin|L|1|abbr=on}}. Thethe 426 Hemi was nicknamed the "elephant engine" at the time, a reference to its high power, heavy weight, and large physical dimensions.<ref>[https://www.motortrend.com/how-to/what-is-a-hellephant-crate-engine/ "What Is a Hellephant and Why Are They So Rare?"], ''Motor Trend'', Feb 11, 2021|"That's the nickname given to the second-generation Hemi that came out in race-only form in 1964, then in street form in 1966 as the "Street Hemi". It got the name "elephant engine" due to its large size, heavy weight, and prodigious, ground-pounding power.""</ref> Its {{convert|10.72|in|mm|1|abbr=on}} deck height and {{convert|4.80|in|mm|1|abbr=on}} bore spacing made it the biggest engine in racing at the time.
 
The 426 Hemi of the 1960s was an engine produced for use in [[NASCAR]], as raced in a [[Plymouth Belvedere]] in 1964. It was not initially available to the general buying public. The 426 Hemi was not allowed to compete in NASCAR's 1965 season due to its unavailability in production vehicles sold to the general public and because of complaints by Ford regarding its power. However several special production versions of the [[Dodge Dart]], the [[Plymouth Fury]], and later, in 1965, the [[Dodge Coronet]], were produced with aluminum [[Fender (vehicle)|fenders]] and [[Bumper (car)|bumpers]] for [[drag racing]] and made available to the general public.
 
Chrysler introduced the "Street" Hemi" in 1966 for its intermediate range of cars and sold the required number of Hemi engines to the public to [[homologation|homologate]] its use for stock car racing in NASCAR events in 1966. The "Street Hemi" was similar to the race Hemi but with dual inline 4four-bblbarrel carburetors[[Carter Carburetor|Carter AFB carburetor]]s{{clarification needed|reason=What did the race 426 have?|date=May 2024}} (with automatic choke), lower compression (10.25:1 from 12.5:1) and lower-lift [[camshaft]], with iron exhaust manifolds instead of lighter steel long tube headers.{{citation needed|date=September 2018}}
There were many differences between the Hemi and the 426 Wedge-head big-block, including main [[cross-bolted bearing|cross-bolted main bearing caps]]{{which|Which capsengine was cross-bolted?|date=May 2024}} and a different head bolt pattern. Although all manufacturers were familiar with [[multi-valve]] engines and [[hemispherical combustion chamber]]s, adding more valves per [[Cylindercylinder (engine)|cylinder]] and designing the complex [[valvetrain]] they require were expensive ways of improving the high–[[Revolutions per minute|revolutions per minute]] (rpm)]] breathing of [[production vehicle]]s. By canting the angle of the NASCAR-mandated two valves per cylinder, significantly larger valves could be used. The Chrysler 426 Hemi and all Chrysler [[Chrysler RB engine|RB]]s had [[oversquare]] bore and strokes., Specifically,both the 426 Hemi and [[Chrysler RB engine#426 Wedge|426 Wedge]] hadhaving a [[Bore (engine)|bore]] × [[Stroke (engine)|stroke]] of {{convert|4+1/4x3+3/4|in|mm|1|abbr=on}}.▼
 
The 426 Hemi, in "streetStreet Hemi" form, was produced for consumer automobiles from 1966 through 1971. Hemi-powered Dodge and Plymouth cars produced in the model years of 1966 through 1971 have become collector's items. For example, a 1971 Plymouth Barracuda Convertible equipped with the 426 Hemi engine sold at auction for US$3.5 million in 2014.<ref>{{cite web|url=https://www.youtube.com/watch?v=W5tQm8HBB2Y| archive-url=https://ghostarchive.org/varchive/youtube/20211028/W5tQm8HBB2Y| archive-date=2021-10-28|title=MECUM SOLD $3.5 Million - 1971 Plymouth Hemi Cuda Convertible|last=Mecum Auctions|date=June 14, 2014|via=YouTube}}{{cbignore}}</ref>▼
▲There were many differences between the Hemi and the Wedge-head big-block, including main [[cross-bolted bearing]] caps and a different head bolt pattern. Although all manufacturers were familiar with [[multi-valve]] engines and [[hemispherical combustion chamber]]s, adding more valves per [[Cylinder (engine)|cylinder]] and designing the complex [[valvetrain]] they require were expensive ways of improving the high–[[Revolutions per minute|revolutions per minute (rpm)]] breathing of [[production vehicle]]s. By canting the angle of the NASCAR-mandated two valves per cylinder, significantly larger valves could be used. The Chrysler 426 Hemi and all Chrysler [[Chrysler RB engine|RB]]s had [[oversquare]] bore and strokes. Specifically, the 426 Hemi and [[Chrysler RB engine#426 Wedge|426 Wedge]] had a [[Bore (engine)|bore]] × [[Stroke (engine)|stroke]] of {{convert|4+1/4x3+3/4|in|mm|1|abbr=on}}.
 
The street"Street Hemi" version was rated at {{convert|425|bhp|PS kW|0|abbr=on}} at 5000 rpm [[Horsepower#SAE gross power|SAE gross]] and {{convert|490|lbft|Nm|0|abbr=on}} at 4000 rpm of torque equipped with a pair of four-barrel [[Carter Carburetor|Carter AFB carburetor]]s.<ref>{{cite web|url=http://www.automobile-catalog.com/car/1969/635900/dodge_charger_rt_426_v-8_hemi_4-speed_super_track_pack.html|website=automobile-catalog.com|title=1969 Dodge Charger R/T 426 V-8 Hemi 4-speed Super Track Pak|access-date=June 24, 2018}}</ref> In actual [[dynamometer]] testing, it produced {{convert|433.5|hp|kW PS|0|abbr=on}} and {{convert|472|lbft|Nm|abbr=on}} of torque in purely stock form.{{cn|date=March 2023}} Chrysler's sales literature<ref>{{cite web|url= http://www.romocoinc.com/1971-plymouth-rapid-transit-system.htm |archive-url= https://archive.today/20150118064916/http://www.romocoinc.com/1971-plymouth-rapid-transit-system.htm |url-status= dead |archive-date= January 18, 2015 |title=1971 plymouth rapid transit system brochure |publisher=stockmopar.com }}</ref> published both the gross {{convert|425|hp|kW PS|0|abbr=on}} and net {{convert|350|hp|kW PS|0|abbr=on}} ratings for 1971.▼
▲The 426 Hemi, in "street Hemi" form, was produced for consumer automobiles from 1966 through 1971. Hemi-powered Dodge and Plymouth cars produced in the model years of 1966 through 1971 have become collector's items. For example, a 1971 Plymouth Barracuda Convertible equipped with the 426 Hemi engine sold at auction for US$3.5 million in 2014.<ref>{{cite web|url=https://www.youtube.com/watch?v=W5tQm8HBB2Y| archive-url=https://ghostarchive.org/varchive/youtube/20211028/W5tQm8HBB2Y| archive-date=2021-10-28|title=MECUM SOLD $3.5 Million - 1971 Plymouth Hemi Cuda Convertible|last=Mecum Auctions|date=June 14, 2014|via=YouTube}}{{cbignore}}</ref>
 
[[File:1966 Dodge Charger 426 Hemi engine.JPG|thumb|426 Hemi engine in a 1966 Charger]]
▲The street Hemi version was rated at {{convert|425|bhp|PS kW|0|abbr=on}} at 5000 rpm [[Horsepower#SAE gross power|SAE gross]] and {{convert|490|lbft|Nm|0|abbr=on}} at 4000 rpm of torque equipped with a pair of four-barrel [[Carter Carburetor|Carter AFB carburetor]]s.<ref>{{cite web|url=http://www.automobile-catalog.com/car/1969/635900/dodge_charger_rt_426_v-8_hemi_4-speed_super_track_pack.html|website=automobile-catalog.com|title=1969 Dodge Charger R/T 426 V-8 Hemi 4-speed Super Track Pak|access-date=June 24, 2018}}</ref> In actual [[dynamometer]] testing, it produced {{convert|433.5|hp|kW PS|0|abbr=on}} and {{convert|472|lbft|Nm|abbr=on}} of torque in purely stock form.{{cn|date=March 2023}} Chrysler's sales literature<ref>{{cite web|url= http://www.romocoinc.com/1971-plymouth-rapid-transit-system.htm |archive-url= https://archive.today/20150118064916/http://www.romocoinc.com/1971-plymouth-rapid-transit-system.htm |url-status= dead |archive-date= January 18, 2015 |title=1971 plymouth rapid transit system brochure |publisher=stockmopar.com }}</ref> published both the gross {{convert|425|hp|kW PS|0|abbr=on}} and net {{convert|350|hp|kW PS|0|abbr=on}} ratings for 1971.
 
The street version of the second generation Hemi engine was used (optionally, in all but the last case) in the following vehicles:
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* 1968 [[Plymouth Barracuda#Second generation (1967–1969)|Plymouth Barracuda]]
* 1968–1971 [[Dodge Super Bee]]
* [[File:426Hemi1.jpg|thumb|426 Hemi dual carter AFB Carburetors]]1968–1971 [[Plymouth Road Runner]]
*1969 [[Dodge Charger|Dodge Charger R/T]]
* 1969 [[Dodge Charger Daytona]]
* 1970 [[Plymouth Superbird]]
* 1970–1971 [[Plymouth Barracuda#1970–19711970|Plymouth Hemi 'Cuda]]
* 1970–1971 [[Dodge Challenger]]
* 1970 [[Monteverdi Hai 450]]
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{{expand section|appropriately cited content on the 426 Hemi in drag racing, where it was a dominant force|date=May 2024}}
 
There were many differences between the racing Hemis and the street Hemiversion, including but not limited to [[compression ratio]], camshaft, [[intake manifold]], [[exhaust manifold]]. Some 1960s NASCAR and NHRA Hemi engines featured magnesium [[Ram-air intake|cross-ram intake manifolds]] and magnesium [[oil pan]]s in an attempt to reduce the massive weight of the overall engine, along with chain-driven internal [[dry sump]] [[Motor oil|oil systems]]. Today, aftermarket blocks, heads, intakes, rods, and [[piston]]s are usually made of aluminum.{{cn|date=May 2024}}
 
The 426 Hemi also was used in [[NHRA]] and AHRA drag racing. Its large [[casting]] allowed the engine to be overbored and stroked to [[Engine displacement|displacements]] unattainable in the other engines of the day.{{cn|date=May 2024}}
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===6.2 Hellcat{{Anchor|6.2|6.2 L|Hellcat|Turbocharged}}===
For 2015, Chrysler introduced an all-new high performance [[supercharger|supercharged]] variant of the Hemi engine, called the '''Hellcat''' (named after the [[Grumman F6F Hellcat]]).<ref name=enginelabs /> It features the same {{convert|4.09|in|mm|abbr=on|1}} bore as the 6.4&nbsp;L Hemi and the same {{convert|3.578|in|mm|abbr=on|1}} stroke as the 5.7 L, giving it a total displacement of {{convert|6166|cc|L cuin|1|abbr=on}}.<ref name=enginelabs /> The supercharger is a {{convert|2380|cc|cuin|abbr=on}} [[twin-screw supercharger|twin-screw]] [[IHI Corporation|IHI]] unit with integrated [[charge cooler]]s, capable of producing {{convert|11.6|psi|kPa bar|abbr=on}} of boost.<ref name=SAE /> This engine is rated at {{convert|707|bhp|PS kW|abbr=on}} at 6,000 rpm and {{convert|650|lbft|Nm|0|abbr=on}} at 4,000 rpm of torque<ref name=enginelabs /> and has a [[compression ratio]] of 9.5:1.<ref name=enginelabs>{{cite web|last1=Magda|first1=Mike|title=SRT Engineer Explains How Hellcat Hemi Pulls 717 Horsepower|url=http://www.enginelabs.com/news/hellcat-hemi-chief-engineer-provides-engine-details/|website=enginelabs.com|date=July 24, 2014 |access-date=November 4, 2014}}</ref> This engine was the most powerful engine produced by [[Chrysler]] as well as the most powerful production engine ever in a [[muscle car]] until the Dodge Demon was introduced.<ref name=SAE /> This engine is not equipped with Chrysler's [[Multi-Displacement System]].<ref name=SAE>{{cite web|title=Chrysler's new Hellcat V8 gets 707-hp SAE rating|url=http://articles.sae.org/13227/|website=SAE International |publisher=[[SAE International|SAE]]|access-date=November 4, 2014}}</ref> In 2017, Mopar announced that it would sell it as a [[crate engine]] under the name Hellcrate.<ref>[http://www.roadandtrack.com/motorsports/a13117952/hellcrate-dodge-hellcat-crate-engine-info-pricing/ You Can Buy a 707-HP Hellcat Crate Engine Directly From Mopar] - Brian Silvestro, Road and Track, October 30, 2017</ref> A Redeye version with {{convert|797|hp|PS kW|abbr=on}} debuted in the Dodge Challenger in 2019, followed by the Dodge Charger in 2021.
 
Applications:
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