Very welcome. It really was a once in a lifetime display - Ed Meyer told me it took him 40 years to get the parts for the 427 Can An engine. The bill for the two billet boat McClarens engines was $1.1M - not sure what Steve Atwell paid for them ( obviously less) but very cool stuff. Kramer's prototype long rams and Golden Rod dyno injector came from Ramcharger Herman Moser.
@@gszookeeper77 That 4 Carter(?) induction reminded me of something someone built called Quadrajet Madness with 4 Quadrajets. I could have sworn Oldsmobile had an experimental engine with 2 Quadrajets, but I couldn't find any info on it in the last few minutes.
Agreed. You could have spent an hour with each one. I really hope they do it again - I'm thinking auto show cutaways would be a cool followup. Right, Bob Ashton?!?
You missed or they missed the Chrysler Australia 265 ci Hemi Six cylinder R/T six pack engine. There was also super rare Chrysler Australia 404 ci LA Chrysler Small block that Chrysler Australia was going to cast and build in the 1970s for it's up market models . Externaly it was a LA Small block but had a 4.1 inch bore and 3.785 inch stroke. They built several prototypes , as a 400 B block was out of the question the 404 ci LA V8 was the result . There was 30 running examples 6.6 Chrysler Small blocks cast in Australia.
This was not an exhaustive display. The engines were representative and most came with the owners of the aluminum panel racecar display. The rarity of what was there was a once-in-a-lifetime opportunity for the people who understood what they were looking at. It will likely never be in one place again...
@louiskats5116 Chrysler Australia, in the 1970s , there were news reports and official Chrysler paperwork , I'll find the Official engine run down , as Chrysler Australia cast its own 215, 245 and 265 Hemi Six cylinder blocks , and the 273, 318, 340 and 360 were available , the next step was a 6.6 but the B block 400 was too big for Australian cars , the 404 ci SB Chrysler blocks were cast in Australia to except a 4.1 bore and could go out to 4.160 if needed . I'll post the link , there are a few test engines still in Aussie, Chargers in private collections. I wish they went to full production for the LA 6.6 litre.
@@JosephCowen-fz8vj-Had someone brought one in, I would have shown it. People in the States don't always realize this is where Tom Hoover's ball-stud HEMI development work ended up. It's a shame that Mitsubishi destroyed all the Chrysler of Australia paperwork when they formally took over the brand in the mid-1970s.
I wonder if Mopar had put their efforts into the Max Wedge rather than developing the Hemi. Reason being the Wedge was conventional and could easy match the other makers that ran a inline valve setup. Just imagine 1964 at Daytona with a single four barrel bath tub intake taking the same advantage they had with the Hemi a couple years later. When Pro Stock racing evolved the Hemi eventually lost out to the Wayne County Wedge somewhat disproving the need of the Hemi in a production vehicle.
The Hemi in the 1950s had been very very successful. When Lynn Townsend decided that the factory would indeed try to go back to being successful at racing, it was a given that they would go to a 7 liter package with a hemispherical cylinder head. They were able to adopt that to the current Max wedge cylinder block. However, as times changed as I've noted, the bigger issue became one of reciprocating weight and the fact that the cylinder head design did have a dog leg in the exhaust port that actually would restrict airflow as RPM increased . I covered a lot of this extensively in the book I wrote on the history of the 426 in auto racing back in 2014.
The duel carb 426 Hemi was legal in NASCAR in 1968 as a way of letting the aerodynamic deficient '68 Charger and road runner be competitive with the '68 Torino and Cyclone...
Very good. I could not verify that when I wrote my Hemi book. The bathtub made lots of power but the single Holley was too small. Once the 4500-series Dominator showed up, things changed fast. Appreciate the info!
@daleflinchum3244 Nope... they tried cross rams... and the old Keith Black low rise inline 'marine' intake for Holley carbs also comes from this era...
Nope, NASCAR never allowed the 2x4 cross ram to be run, only the inline street hemi intake. Later the single four barrel bathtub intake was the choice for NASCAR as it met their rules.
One of the first Chevy Sbc performance upgrades from Chevrolet was the ability in Late 1955 to order the 265 motor with 11:1 compression and a Duntov solid lifter cam. In 1956, you could order the same with the 283. I know, just lego toys compared to the engines on the horizon, bit it is interesting. If you ever find a junkyard 265sbc with a solid lifter cam, it's a good bet that it was ordered that way, if the pistons are the special order 11:1 pieces. Bruce McClaren loved the all Alum 427's for his Cam Am Cars. He was pulling 800+hp NA out of them in the end.
Jenkins once told me those aluminum were perfect for his match race cars. He got the last few castings when GM dropped their CanAm development. Interesting info on the 265. Thanks.
That is correct- the shorter the runner (opening to back of valve) the higher RPM the ram effect takes place. The long rams worked in the 3200-3800 RPM as a "passing gear."
What an awesome engine display! Thanks Geoff
Very welcome. It really was a once in a lifetime display - Ed Meyer told me it took him 40 years to get the parts for the 427 Can An engine. The bill for the two billet boat McClarens engines was $1.1M - not sure what Steve Atwell paid for them ( obviously less) but very cool stuff. Kramer's prototype long rams and Golden Rod dyno injector came from Ramcharger Herman Moser.
@@gszookeeper77
That 4 Carter(?) induction reminded me of something someone built called Quadrajet Madness with 4 Quadrajets.
I could have sworn Oldsmobile had an experimental engine with 2 Quadrajets, but I couldn't find any info on it in the last few minutes.
So fricking glad you said ENGINE display!🤠👍
@@DarrenFinley
All through automotive history people have called them motors also.
Awesome video thanks for sharing
Thank you.
This comment section is not big enough for all the places my brain is going. Great video, thank you! 🍻
Agreed. You could have spent an hour with each one. I really hope they do it again - I'm thinking auto show cutaways would be a cool followup. Right, Bob Ashton?!?
Damn hot 🔥🏁
It was hot!
Cool video
Thanks.
You missed or they missed the Chrysler Australia 265 ci Hemi Six cylinder R/T six pack engine. There was also super rare Chrysler Australia 404 ci LA Chrysler Small block that Chrysler Australia was going to cast and build in the 1970s for it's up market models . Externaly it was a LA Small block but had a 4.1 inch bore and 3.785 inch stroke. They built several prototypes , as a 400 B block was out of the question the 404 ci LA V8 was the result . There was 30 running examples 6.6 Chrysler Small blocks cast in Australia.
This was not an exhaustive display. The engines were representative and most came with the owners of the aluminum panel racecar display. The rarity of what was there was a once-in-a-lifetime opportunity for the people who understood what they were looking at. It will likely never be in one place again...
Where can I get more information regarding the 404 LA engine ?
@louiskats5116 Chrysler Australia, in the 1970s , there were news reports and official Chrysler paperwork , I'll find the Official engine run down , as Chrysler Australia cast its own 215, 245 and 265 Hemi Six cylinder blocks , and the 273, 318, 340 and 360 were available , the next step was a 6.6 but the B block 400 was too big for Australian cars , the 404 ci SB Chrysler blocks were cast in Australia to except a 4.1 bore and could go out to 4.160 if needed . I'll post the link , there are a few test engines still in Aussie, Chargers in private collections. I wish they went to full production for the LA 6.6 litre.
@gszookeeper77 true ! But Aussies always feel left out on the Hemi Six cylinder. It out ran the 340 in the same car !
@@JosephCowen-fz8vj-Had someone brought one in, I would have shown it. People in the States don't always realize this is where Tom Hoover's ball-stud HEMI development work ended up. It's a shame that Mitsubishi destroyed all the Chrysler of Australia paperwork when they formally took over the brand in the mid-1970s.
I wonder if Mopar had put their efforts into the Max Wedge rather than developing the Hemi. Reason being the Wedge was conventional and could easy match the other makers that ran a inline valve setup. Just imagine 1964 at Daytona with a single four barrel bath tub intake taking the same advantage they had with the Hemi a couple years later. When Pro Stock racing evolved the Hemi eventually lost out to the Wayne County Wedge somewhat disproving the need of the Hemi in a production vehicle.
The Hemi in the 1950s had been very very successful. When Lynn Townsend decided that the factory would indeed try to go back to being successful at racing, it was a given that they would go to a 7 liter package with a hemispherical cylinder head. They were able to adopt that to the current Max wedge cylinder block. However, as times changed as I've noted, the bigger issue became one of reciprocating weight and the fact that the cylinder head design did have a dog leg in the exhaust port that actually would restrict airflow as RPM increased . I covered a lot of this extensively in the book I wrote on the history of the 426 in auto racing back in 2014.
The duel carb 426 Hemi was legal in NASCAR in 1968 as a way of letting the aerodynamic deficient '68 Charger and road runner be competitive with the '68 Torino and Cyclone...
Very good. I could not verify that when I wrote my Hemi book. The bathtub made lots of power but the single Holley was too small. Once the 4500-series Dominator showed up, things changed fast. Appreciate the info!
The NASCAR setup was the street manifold, not the cross ram.
@daleflinchum3244 Nope... they tried cross rams... and the old Keith Black low rise inline 'marine' intake for Holley carbs also comes from this era...
Nope, NASCAR never allowed the 2x4 cross ram to be run, only the inline street hemi intake. Later the single four barrel bathtub intake was the choice for NASCAR as it met their rules.
Pretty sure they're called ENGINES!🙆♂️
One of the first Chevy Sbc performance upgrades from Chevrolet was the ability in Late 1955 to order the 265 motor with 11:1 compression and a Duntov solid lifter cam.
In 1956, you could order the same with the 283.
I know, just lego toys compared to the engines on the horizon, bit it is interesting.
If you ever find a junkyard 265sbc with a solid lifter cam, it's a good bet that it was ordered that way, if the pistons are the special order 11:1 pieces.
Bruce McClaren loved the all Alum 427's for his Cam Am Cars. He was pulling 800+hp NA out of them in the end.
Jenkins once told me those aluminum were perfect for his match race cars. He got the last few castings when GM dropped their CanAm development. Interesting info on the 265. Thanks.
This MCACN show actually has me considering getting on a plane and flying again, it’s been a very long time.
Never a disappointment...
The Mopar long runner Cross Ram manifold was tuned for maximum torque, not high rpm horsepower.
That is correct- the shorter the runner (opening to back of valve) the higher RPM the ram effect takes place. The long rams worked in the 3200-3800 RPM as a "passing gear."
Should have just put the gas tank over the intake valves and put 8 holes in it to drain into the engine.
A new definition of "too much is just enough!"
A bitchen display of amazing engines. Sad there are no young people except in line at the snack bar. Lots of seasoned folks.
Actually there were a lot of younger people there this year, but I had to find times when it wasn't as busy.
I had to thumbs down because you don't know the difference between a motor and an ENGINE!😒🤨👍
I guess "Motor Trend" is stuck in my mind...lol