HEMI Engine Photo Gallery | Engine Restoration Photos

Browse the collection of photos below for hemi engine restoration and related projects from the past and present.

This is a picture of a blown 392 Hemi I built. I am running it for the customer. Mike, (the man in pink), is the director of launch control at Kennedy Space Center. His personal crew chief (Bob) watches as the cam break-in progresses. They are watching the oil pressure at 80 lbs and manifold vacuum. That's right, I said vacuum. It is until you open the butterflies that allows the boost to build. This set up is for 8 lbs of boost. The blower cannot push compressed heated air into the intake, until the throttle is opened.  March 2006

 

This is the Blown 392 Hemi that I built. I bought the rebuild able core from "Big Daddy" and I built it myself. I have my son Andy, sit next to it, to show you how big it is. This was my first supercharged Hemi. It was a little different than the naturally aspirated version. I built a lot of 392's that were naturally aspirated so I spent a lot of time researching "how to supercharge" before I started. I had some help from Don Garlits on this one. He lives 2 hours from me in Ocala. He's had a lot of experience with superchargers. Right! This particular Hemi was an idea that I thought up one day. I called a few people and asked around and left it at that. One night we all were sitting at the dinner table and the phone rang and it was Don Garlits. My wife said, "Eddie it's Don Garlits and he wants you". We talked for a while, then I went over and bought it . The rest now, is history.

 

 

This engine was sold to a good customer in California. This is a Stage V Hemi. This is an old school approach to determine if things are OK. I'm using my senses to check how the engines is running. I use SMELL, TEMP and PUSH exiting the pipes. Smell tells me if it is rich or lean. Temp tells me if the timing is retarded or advanced and Push is how much cam is in the motor. I have the professional tools to do the job, and I use them as we go. And,God gave me the same ones with a brain attached. Knowing your way around one of these is, priceless.

 

 

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This is a 426 Cross Ram Hemi that I am running for a good customer of mine. Again it is warming up and will run for 20 minutes at 2000 rpm. Then the timing is set and the carburetors are dialed in. I fabricated the linkage to be used with Edelbrock carburetors. Stage V heads prepared By John Arruzza. This eventually will be installed in a '68 cuda, currently under restoration.

This is a 472 Hemi. It also uses a MSD ignition. This engine will be featured on a dyno video when completed.

This is a 426 Hemi with the Cross Ram Intake manifold.  This picture shows the special adapter I use to run water through the engine. You can see water exiting the hose in the background.

 

This is an Hemi engine that belonged to Don Garlits. It was his personal car. I restored it to original condition. It is a '69 426 Hemi.

This is a 426 Hemi that I am setting the timing on. The heads and intake manifold were left unpainted. It also has a chrome oil pan.

This is an example of how well the carburetors are restored. These original Carters are expensive. Everything is  re-plated and restored to better than new appearance and working condition. Missing from photo are the fuel filters.

Notice the empty trans case used only to hold the starter and in this case, the fuel pump.

This is not a clear picture. It does show the linkage that is  properly plated and what to expect if I restore you carburetors.

 

This is an engine that I sold to a friend of Marvin Hughes. Marvin is pictured in the center. He is a Hemi engine expert. This is one of my highest honors, which is to be recommended as a Hemi engine builder, from an expert.  I have high regards for Marvin Hughes.

Breaking in the camshaft on this 426 Hemi. My son Andy, is monitoring exhaust temperatures.

Here are a couple of 426 Hemis waiting there turn to be fired. It is not uncommon to see several Hemi engines here at Hemihaines.

I thoughly educate my customers of the operation of their projects including Hilborn Electronic Fuel Injection.

Every customer has a unique preference to fuel induction. This customer is using three two barrel carb set up atop this Hemi. Vintage Speed designed this set up.

Truly polished to the max.

 

This is a 472 Hemi going through final assembly. This engine Dyno'd at 585hp on the Super Flow 902 Dyno.

This is a 392 using modern electronic distributor from Mopar Performance. It also uses the orange box for increased performance.

Nothing like the sound of a first fire on a 426 Hemi. Music to the ears.

This customer prefers the chrome look. Oil pan, valve covers, alternator, brackets and pulleys.

Early Hemi with Hilborn Electronic Fuel Injection. Stacks are out being chromed. The black rubber lines entering the manifolds are for vacuum. PCV or power brakes need a vacuum source.

Can't rule out the four cylinder Hemis. They also are built here at Hemihaines. They can produce a lot of power for their size. My 1600cc Hemis make 100hp.

                                             Hemihaines creates miles of smiles. Everyone loves a Hemi.

A day at the dyno. Running a Late model Hemi on a Super Flow 901, at 6000rpm. Truly a unique experience.

Talk about proper component choice. This is a 426 Hemi built by Hemihaines that I have selected all the components. Even the edelbrock carburetors are right out of the box and we pulled 515 horsepower on the first pull. Eventually we increased to 580hp and over 600 ft. lbs. of torque. WOW!!!! Without even a single jet change.

An aluminum headed, Fuel injected 392 Hemi.

Engine management systems.

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A day at the shop. Hilborn Fuel Injected 392, a Blown 331 six-pac Hemi, a 426 Street Hemi. I got 1600 horses covering my back.

Blown 392 Hemi. B.D.S. provides the 8lbs of boost to this iron headed engine. If you are looking for a BOSS set of bold valve covers for the 392 Hemi, call me.

A more complete version of this Blown 392 Hemi. See why my wife calls this artwork?

 

This is a 426 Hemi with all the accessories including an a/c compressor. This engine dyno'd at 575hp on the Super Flow 902 Dyno.

426 Hemi using the correct factory cast iron exhaust manifolds. The intake is Stage V with Edelbrock 600 cfm carbs. Dyno'd at 525hp and 575ft. lbs. torque.

This is a 426 Hemi that is using the Stage V intake manifold, Edelbrock carburetors and the factory steel baseplate with the round street Hemi air cleaner. Could I have been the first one to make this work?

This is a aluminum Headed, Don Hampton's 6-71 Blower, 392 Hemi. Period correct 60's Mickey Thompson valve covers.

 Here is a 331 Hemi. 10 to 1, Isky Hydraulic cam, Mallory Ignition, 2 Edelbrock 500 cfm carbs.

This is a 1967 426 Hemi. It uses the correct factory carburetors. This is many that has been correctly restored by Eddie Haines at Hemihaines.com

 

This also a 1968 426 hemi with the correct factory cast iron bellhousing and starter. This engine Dyno'd at 500hp on the Super Flow dyno.

 

This is a drag racing 426 Hemi. It is a solid roller camshaft. Stage V Aluminum heads. Stage V roller rockers on a Super Flow 902 Dyno making 600hp on pump gas with 109% volumetric efficiency.

This is a 528 Hemi using the World Products block. Edelbrock Hemi Heads, Stage V intake, MSD ignition and all the trimmings. Dyno'd at 610hp on the Super Flow 902.

Warming it up on the Dyno. As I have already stated before, These Edelbrock carbs are just fine right out of the box whether they are used on a 426 through a 528 Hemi. Air fuel ratio is always dead on. I know this because the Dyno has O2 sensors monitoring the exhaust through the entire RPM range.

 

 

This is a 426 Hemi with stock carburetors on the Dyno. The customer is glad to have the engine Dyno'd, because the jets from the factory engineering plans are way to lean. The O2 sensors clearly let us dial in the correct air fuel ratio throughout the entire RPM range. This engine  had 6 jet changes to get it correct. If this was not done, the customer would have had a hard time getting the engine to accelerate under a heavy load without backfiring.

 

 

Here I am changing the jets while the engine is sitting on the Dyno between runs. It is a lot easier now, here in this environment, rather than in the field. These factory intakes have different length runners and make tuning a challenge. On the Dyno, it is rather easy. You have the machine which indicates the air/fuel mixture and the direction jet changes that are needed to make safe passes. Just for refferences, a perfect environment for the air/fuel ratio is 14.4 at idle and 12-12.8 under load. This engine was at 18.2 and was way to lean to make passes without burning a piston.

 

 

This is a seperate screen that shows the Dyno run from a different perspective. It shows it on a graph starting at 3500rpm and makes it easier to view. In the red is the big flat torque curve around 545 ft. lbs most of the time. The blue line is the horsepower at 575 on that run. The purple and green lines are the air/fuel mixtures. Around 14.4 at idle then down to 12.8 or so under the load. This camshaft and component choice was optimum for this 426 Hemi on pump gas.

This is a 472 Hemi that uses Hydraulic roller camshaft, Stage V aluminum Heads, roller rockers and intake manifold. It also has the air conditioning compressor installed. The engine Dyno'd at 575 hp and now resides in a 69' GTX.

This is a 354 Hemi running for the first time. It has Hot Heads aluminum heads, hydraulic cam, 10:0 to 1 compression and made 375 hp on the Super Flow 902 Dyno. It weighs 475 lbs.

This is a 8-71 blown 392. Supercharger from The Blower Shop. Aluminum Heads and a hydraulic cam with .485" lift and 8.5:1 compression. No problem at 600hp plus!

This is a 472 Hemi with Hydraulic roller cam, Stage V aluminum heads, roller rockers and intake. Factory cast iron exhaust manifolds, viscious fan and federal power steering pump. This engine now resides in a 70' Cuda.

 

 

 

 

 

In my 28 years of Hemi engine building, I have always wished for tools like this one. It measures the compression ratio from inside the sparkplug hole. You simply bring the piston up to top dead center, insert the Katech Whistler in the spark plug hole and it will read the exact compression ratio. By turning the crankshaft,You must rock the piston back and forth across TDC to get the highest reading. This was develped for Nascar to find if teams were cheating. This Hemi was to be a 11:1 motor but the pistons were wrong at 12.8:1

 

This is a set of Stage V Aluminum cylinder heads with 168 cc combustion chambers. I polish the chambers and valves myself, on all Stage V Hemis.

 

This is a rare set of Norris Roller Rockers. They are expensive and very accurate. I have found them to be very sought after.

This is the most accurate way to torque a bolt that is used on an H-beam rod.(You can't measure the stretch on these bolts because, the bolt is completely inside the housing).  It is the torque/ angle method. You must follow manufactures suggestions because they all have different values and angles. These rod bolts on these K1 H-beam rods, are torqued to 35 ft lbs, then turned another 60 degrees in the same direction. Torquing alone is inaccurate. Friction generated under the head of the bolt will give you an inaccurate torque reading. Just for fun, if you torqued a bolt only, you would find it is not as tight as the torque/ angle method. If you don't stretch the bolt to the proper length, it won't hold with the proper clamping force.

This is a picture of 2 connecting rods showing the side clearance when you use K1 rods. A mere .009   K1 holds the tightest machining accuracy in the business. Anything over .017 is ridiculous. I have bought and returned rods that exceeded .045 What were they thinking.That is oil being thrown around inside the crankcase and on the cylinder walls. Then, the oil rings are trying to control it. Not a good idea on the street.

I add a windage  tray to all my Hemi engines. They came that way from the factory. I modify the return area, for a quicker return rate. I have not modified this one yet in the photo.

All rings are file fit. This means that I buy the rings .005 oversize, then file fit them to the bore. It a slow process, but the rewards are less blow-by, more compression and lower oil consumption.

This is a tool I made for installing a piston ring down 1 inch in the bore. This placement is important. Squaring the ring in the bore for proper ring end gap measurement.

This is an example of how important ring end gap and squareness is. This is the second cast ring held at .020 Top Moly rings are held at .018

All camshafts are degreed in during assembly. Proper cam phasing is crucial for maximum power output. Don't rely on the dot to dot theory. I have my cam grinder add 4 degrees of advance to the cam when it is ground. Then, based on how the engine is used, I would install it advanced for more bottom end, or retarded  for more top end rpm or simply install it straight up. Changing this relationship can raise or lower the power band by 200 rpm for every 4 degrees in either direction. I wouldn't exceed 8 degrees in any one direction.

Having a 9 keyway crank sprocket allows easy camshaft degreeing. This is a rollmaster unit with a Torrington bearing on the backside of the Cam sprocket.

This engine looks like an original 426 Hemi engine. It is an aftermarket block with Stage V aluminum heads. It has an Stage V aluminum Intake manifold with two Edelbrock Carburetors. Mallory Unilite ignition. The parts in these newer Hemis are superior to 40 year old castings. The Hemi under this picture is a 1969 426 Hemi that is all original that I restored.

 

This original 426 Hemi uses the thick style balancer. Notice the original Carter carburetors, intake and cast iron exhaust manifolds. It uses modern Electronic Ignition

This original 426 Hemi is currently running at 2000 rpm for 20 minutes for the cam to break-in. Afterward the timing will be set and the Carburetors will be dialed in. I start all of my Hemis up on this cart.

This is a 392 Hemi I restored back in 1998. I pull it from a local salvage yard. It was in a Imperial Southampton. The picture isn't clear. It is museum perfect.

Lowering the idle on Hemi number 29.

I am posed behind a 1969 426 Hemi that I restored. This was a nut and bolt restoration.

This picture was taken in 1984. It was a drag racing Hemi. Note the 12 qt oil pan that the center link ran through. Milodon oiling system. Keith Black Valve covers.

Typically, this is what is used in all my latest Hemi engines. JE 10 1/2 to 1 forged pistons and K1 H-beam connecting rods with ARP 2000 bolts.

This was my first 426 Hemi that I owned and built to run in a 1968 Cuda. We drag raced it for one season. 12 1/2 to 1, Crower Roller Cam, two 1050 Dominator carbs. Hooker 2 1/4 Headers. It ran 9.80 in the quarter mile.

This picture shows proper placement of the standard tension oil ring expander.

Tapered ring compressors are the only safe way to go. They make piston installation simple. What you can't see in the picture, is the correct placement of where the ring end gaps are. This is crucial. If they all line up, You'll have blow-by and compression will be low or oil in the combustion chamber will result.

This Hemi was set up to run in a 68 Mercury Cougar Funny Car. It used a funny car pan with Milodon oiling system. 12 1/2 to 1 compression. It made one pass and proved to be a worthy engine but not a safe vehicle.

This is a Stage V aluminum cylinder head with billet aluminum rocker arm stands. Hard chrome shafts and Indy roller rockers at 1.6 ratio. Truly state of the art pieces.

This is a Stage V head with a Smith Brothers push rod showing itself centered in the push rod hole. Note the rubber o-ring in the spark plug hole. This solves the oil running into  the combustion chamber when you remove the spark plug. Only a Hemi engine owner can appreciate this.                                                                                                        

This is the Funny Car Hemi that I brought to Florida. I showed it at the Turkey Rod Run that year.

A typical Hemi engine turned upside down before painting.



My dad posed next to the Funny Car Hemi in Florida. It was all those years ago that he exposed me to these Hemi engines. If it wasn't for him, I would not of had a life long opportunity to build and work on the greatest engine ever developed.Thanks, DAD

 

Later Hemi Days 2004 This is a 528 aluminum headed Hemi

Ira and myself getting ready for another typical Hemi firing.

 

This is an Mopar Performance Aluminum headed Hemi. With an original inline Hemi Intake Manifold. It cost $1000.00 for that manifold on this engine. Now they are $400.00 Made by Edelbrock but sold through Mopar.

 

This is a 1969 426 Hemi before I restored it. This is typically how they come in. They leave looking much different.

This is a Cross Ram 426 Hemi. I built this for a customer. The Stage V heads here are prepared by John Arruzza.

This picture shows the Hemi running. Note the SFI chrome damper behind the pulley.

This Hemi is warming up to temp. It is also going through the camshaft break-in process. It will stay here for 20 minutes, then timing and carburetors will be dialed in.

This is a 392 Hemi Block. I am torquing the main caps to final torque values. Note the studs. This allows greater clamping force. Being a two bolt main design, studs are mandatory.

This the final product. A blown 392 Hemi. It has just finished running . The blower shop provides the 6-71 huffer. It is 8% underdriven. The exhaust temps run a bit warmer than naturally aspirated.

 Here is a shot of a 472 Hemi fresh off the Dyno at 575hp.

Factory correct restoration on a 426 Hemi.

A 426 Hemi with the factory restoration on the Dyno. These engines howl at wide open throttle.

A pair of 426 Hemi engines going through the factory restoration process. These are taken from design through machining. Then assembled and then on to Dyno.

This is a 392 Hemi with Aluminum heads, Holley/Hilborn electronic Fuel Injection being run by a laptop computer. In the picture I am using a synchrometer to sychronize all 8 intake butterflies. If you know what a water crossover tube is, you will see one that I modified to fit the aluminum heads.

Here I am using the laptop to monitor the engine while it is going through the camshaft break-in process. Hilborn rated and calibrated for 650hp.

It is late and I am wondering when I will ever go home. This is a World products block with Stage V heads and intake.

This is a 426 Hemi going through final assembly.

Have you ever seen a 426 Hemi in the back of a Chevy Suburban?? This one rode home in the back like luggage.

Here we have a 426 Hemi using a World products block, Stage V heads, roller rockers, intake. Chrome valve covers and front mounted accessories. I modify the 6pac air cleaners to work with the edelbrock carbs.

426 Hemi with a special oil pan made for this application. This engine is painted Race Hemi Orange which will contrast nicely against a black car. Yes, the Zoomies sound incredible!!! Every engine runs for 20 minutes to break in the camshaft is they are hydraulic.

This is a 1956 354 Hemi. A lot going on here. Lets start with a Joe Hunt magneto, Imagine Fuel Injection, It is painted with House of Kolor. She is blinged out. You cannot imagine the effort involved to make this engine go from boxes of old parts to this condition. I do this all the time and it is a real passion for me.

Here is another shot of the 1956 354 Hemi just a few minutes before firing. In the bakground you will see a fuel tank wrapped in a white blanket. I wanted to use everything in the system to prove it is all working. Mounted in the tank is the electric fuel pump. Then the high pressure lines to the injectors.

A shot of the plumbing on an engine with individual intake runners and all the plumbing.

This is a modern aftermarket 426 Hemi block. I feel these are superior to older castings. They are beefier and infinitely stronger. Look at the tops of the 10.5 to 1 forged pistons. They protrude 1/2" above the deck. Not to worry, it runs on pump gas.

This is a Mopar Performance Aluminum head, with Dick Landy's roller Rockers. These are investment grade stainless steel. I always use ARP heads studs.

Solving potential head gasket failure. I do this so the head gasket doesn't leak. Note the finish in the bores and beefier material around the lifter bores.

Mopar Performance Aluminum Cylinder Head. They eventually went to Edelbrock for a better quality part. 426 Hemis have an installed spring height of 1.86" You can see the spring cups ( mandatory on aluminum heads ), chrome moly retainers, stainless steel valves and 8 degree locks. I set seat pressure at 120lbs and open at 300lbs on most flat tappet hydraulic Camshafts. Although, some require more. I respect the Cam grinder, and follow their recommendation.

This is a mechanic nightmare. The famous valve train. Here it is in all it's glory. You need to know what your doing here. Note the four  studs in the valley area, clamping the head to the block. This stud attaches from the underside of the intake port. If you look closely, you can see the top of the stud in the floor of the intake port. You are also looking at The late, "Dick Landy's" roller Rockers purchased directly from himself.

Me, (Hemihaines) posed behind a 426 Hemi. Yes, All Hemi engines come in the house after firing, and according to my wife and friends, they are  pieces of art. They remain under plastic wrap until they are sold.

Notice the clear hose exiting out from the side of the block. This is to drain all the water out of the block after firing. They are on both sides. You can see the water hose in the background, from which  the water exits out of the engine, as it is running. The top of the hose in the background is higher than the highest part of the engine, to make sure that the block stays full of water at all times. I am setting the timing also. Total advance is set at 36 degrees.

This picture shows me using a digital photo tachometer. A tiny piece of reflective tape on the balancer reflects light back to the tool every time it passes by. This allows me to accurately set the RPM for proper camshaft break-in at 2000 rpm for 20 minutes.

Here I'm using a digital Infared thermometer to monitor exhaust temperatures. They run about 600 degrees naturally aspirated.

 

This is a customers 402 crate engine. We suspected that it might need to be taken apart. I'm glad I did. It had numerous problems and would of run for only a few minutes. I went through it, and it is back where it needs to be. Perfect. The old appearing exhaust manifolds were just to fire up the engine.  Again, if it is in the house, it has already been run.

This is a customers Hemi before it was painted.

This is the same Hemi engine after being painted. It was painted without the intake manifold. I rarely do that but it was necessary for this application.

This is a customer's Hemi going through the assembly stages. Note that the carburetors are tied together on this engine. This is a Stage V intake. You must tie the carburetors together. The reason is because of the design of the manifold. The distance between the primaries and the intake valves is the same on all eight cylinders. This offers more equal fuel distribution through out the entire rpm range. It has incredible torque as a result.

 

This customer's Hemi was shipped to Canada. He is very happy to find a Hemi and is very pleased with it. It now resides in a  '68 GTX.

Don't forget moly lube on the intermediate shaft. Very important during break-in and initial fire up.