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True, but todays built N/A 426 put the old 426 Street Hemi to shame in performance. Can’t beat the classic look though.
Don't be so sure. That old hemi design hasn't stayed in the 1960s.......it's been unp-graded too.

You sure sure you can put this guy to shame?
He does a pretty decent job of showing what's available in the new architecture of the old school design.



There is no way around it......... people who make blanket statements about the deficiency of the muscle car era cars vs new are my favorite targets at the drag strip for "take down".

It's as if they have never considered or seen the improvement in parts available for the old cars and motors.
 

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Don't be so sure. That old hemi design hasn't stayed in the 1960s.......it's been unp-graded too.

You sure sure you can put this guy to shame?
He does a pretty decent job of showing what's available in the new architecture of the old school design.



There is no way around it......... people who make blanket statements about the deficiency of the muscle car era cars vs new are my favorite targets at the drag strip for "take down".

It's as if they have never considered or seen the improvement in parts available for the old cars and motors.
I realize anyone can build a beast. I revere the classic stock Street Hemi. My point is, it would even have a hard time against todays 392 stock to stock. I’ve driven both.
 

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I've not seen any reviews since the move?
Part one of my Arrington Review...

Earlier this year I hurt my 392 (2015 SRT) which seems to be due to a too lean/too advanced tune causing det and me losing a chunk off the top of my number 5 piston. The bores were undamaged but the head took some damage and obviously at least one piston needed replacing.

Rather than go for the cheapest possible repair, I'm using the opportunity to upgrade and go for a 426 - something I've always wanted to do.

The problem I have is that I'm in the UK, so it's not just a case of dropping the car off with a Hemi specialist, and even buying a built short/long block means a huge shipping and import duty cost. So I decided to get the engine built locally with a kit of parts supplied from elsewhere.

I reached out to Arrington and to HHP both, so I could see what they had to offer. Arrington had a good amount of info on their website so I was able to come up with a couple of options for them to discuss. HHP appealed to me because of their reputation and because they make a big thing of being veteran run. As a 15 year Air Force veteran, currently working supporting NATO in Afghanistan, I wanted to support a veteran-run business.
Unfortunately it seems HHP are popular enough to not want the business - it took forever to get any response from them and when they did reply they said I should expect to pay $35-40k for what I'm looking for, but didn't put together any kind of a breakdown to explain where that money would go. I replied and asked some specific questions for them to answer but I've still not heard anything back from them. Basically, they blew me off.

Arrington, and Matt, on the other hand were night and day different. We started off looking at the different options to get me a 426 - Crate motor, long block, short block and so on. Matt put together a package for me of a 426 stroker kit, plus outright purchase of Thitek heads (as one of mine is damaged so no good as an exchange - plus the shipping costs) plus a kit of "long block parts" of all the various bits and pieces my engine builder will need to put together the stroker kit into my existing 392 block along with an Arrington camshaft, the various gaskets, lifters, pushrods - all of it.

He also put together a 2.9l Whipple kit (in Hemi Orange, of course) with the 102mm throttle body, CAI, injectors, fuel pump upgrade, upgraded driveshaft and axles - everything I need to build a blown 426.
Arrington have advised that the stock 8HP70 trans is normally reliable up to high 600s/low 700s to the tyre, so that's going to be where I'll need to stop for the short term - but it will be good to know the motor is capable of taking more once I pay of the Amex bill and decide it's time for more.

So far, my experience of Arrington has been really good - the guys even set up a split-paypal invoice for me so I could split the payment over a couple of different funding sources to make my life easier. Obviously I'm now waiting for the parts to make their way across the Atlantic and then for me to get royally screwed on import duty and tax (Happy Christmas!) and then we'll get to check out the quality of the parts supplied and start putting the motor together.


For anyone wondering - here's the spec:

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For anyone wondering - here's the spec:

-426 Stroker kit -[crank, rods, pistons, pins, rings, and main and rod bearings],main studs,Cam bearings,MDS plugs and bolts, 10.3 compression
-Thitek heads with dual valve spring option
-Long block parts,cam,lifters,push rods,phase limiter,head gaskets,head bolts,oil pump,rocker arm,complete timing set
-ARP Head studs over head bolts
-ST3A Camshaft
-ATI 18% over driven damper
-Arrington 3b pump, FIC 1000cc injectors

-2.9 Whipple, Hemi orange case with 102 mm Throttle body and cai kit
-Whipple catch can, injectors and Arrington 3b fuel system
-3.0 Pulley

-Driveshaft shop Axles
-Driveshaft shop Aluminium Driveshaft
 

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I realize anyone can build a beast. I revere the classic stock Street Hemi. My point is, it would even have a hard time against todays 392 stock to stock. I’ve driven both.
Sure. I understand what you're saying.......but 50 years is a long time. Unless you're building a "classic time capsule" who keeps an old car........"old"?

My big smile comes when-ever I take my own old Corvette out to the local Drag Strip. Don't get me wrong I love the street manners and daily drive-ability and power of the 392 in my Challenger.......but there are absolutely no surprises here. It what it is and it's exactly what everyone knows and expects of it.

FUN........that's found in driving a 1979 225HP "monster" to the track and ripping off 1/4 mile times that the neither my Challenger nor any of the more highly thought of early C3s can match without upgrades. Opening the hood on the car still reveals the expected Carburator fed Chevy Small bock. What is different and really can't be seen is the modern head design, larger displacement and roller cam that give the engine so much more power than was possible without full on race car trickery back in the 1960s and 70s when these engines struggled to find anything close to today's fuel injected and computer controlled power levels.

I posted the U tube Barracuda because his engine isn't a build nearly so crazy as it initially seems. It's an available over the counter piece anyone can buy today.

The "old" school........ just like a new 392 has also benefited from 50 years worth of tech upgrade and it does still own a big advantage. There is NO CONCERN here or consideration given to having to make a decent MPG or meet a production car mandated emission standard.
 

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Part one of my Arrington Review...

Earlier this year I hurt my 392 (2015 SRT) which seems to be due to a too lean/too advanced tune causing det and me losing a chunk off the top of my number 5 piston. The bores were undamaged but the head took some damage and obviously at least one piston needed replacing.

Rather than go for the cheapest possible repair, I'm using the opportunity to upgrade and go for a 426 - something I've always wanted to do.

The problem I have is that I'm in the UK, so it's not just a case of dropping the car off with a Hemi specialist, and even buying a built short/long block means a huge shipping and import duty cost. So I decided to get the engine built locally with a kit of parts supplied from elsewhere.

I reached out to Arrington and to HHP both, so I could see what they had to offer. Arrington had a good amount of info on their website so I was able to come up with a couple of options for them to discuss. HHP appealed to me because of their reputation and because they make a big thing of being veteran run. As a 15 year Air Force veteran, currently working supporting NATO in Afghanistan, I wanted to support a veteran-run business.
Unfortunately it seems HHP are popular enough to not want the business - it took forever to get any response from them and when they did reply they said I should expect to pay $35-40k for what I'm looking for, but didn't put together any kind of a breakdown to explain where that money would go. I replied and asked some specific questions for them to answer but I've still not heard anything back from them. Basically, they blew me off.

Arrington, and Matt, on the other hand were night and day different. We started off looking at the different options to get me a 426 - Crate motor, long block, short block and so on. Matt put together a package for me of a 426 stroker kit, plus outright purchase of Thitek heads (as one of mine is damaged so no good as an exchange - plus the shipping costs) plus a kit of "long block parts" of all the various bits and pieces my engine builder will need to put together the stroker kit into my existing 392 block along with an Arrington camshaft, the various gaskets, lifters, pushrods - all of it.

He also put together a 2.9l Whipple kit (in Hemi Orange, of course) with the 102mm throttle body, CAI, injectors, fuel pump upgrade, upgraded driveshaft and axles - everything I need to build a blown 426.
Arrington have advised that the stock 8HP70 trans is normally reliable up to high 600s/low 700s to the tyre, so that's going to be where I'll need to stop for the short term - but it will be good to know the motor is capable of taking more once I pay of the Amex bill and decide it's time for more.

So far, my experience of Arrington has been really good - the guys even set up a split-paypal invoice for me so I could split the payment over a couple of different funding sources to make my life easier. Obviously I'm now waiting for the parts to make their way across the Atlantic and then for me to get royally screwed on import duty and tax (Happy Christmas!) and then we'll get to check out the quality of the parts supplied and start putting the motor together.


For anyone wondering - here's the spec:

-
For anyone wondering - here's the spec:

-426 Stroker kit -[crank, rods, pistons, pins, rings, and main and rod bearings],main studs,Cam bearings,MDS plugs and bolts, 10.3 compression
-Thitek heads with dual valve spring option
-Long block parts,cam,lifters,push rods,phase limiter,head gaskets,head bolts,oil pump,rocker arm,complete timing set
-ARP Head studs over head bolts
-ST3A Camshaft
-ATI 18% over driven damper
-Arrington 3b pump, FIC 1000cc injectors

-2.9 Whipple, Hemi orange case with 102 mm Throttle body and cai kit
-Whipple catch can, injectors and Arrington 3b fuel system
-3.0 Pulley

-Driveshaft shop Axles
-Driveshaft shop Aluminium Driveshaft
Nice! I’d also consider Kooks long tubes, 3” exhaust, Johnson lifters and Redeye driveshaft. I know, easier said than done :). Do you have someone around who can put it on a chassis dyno for proper tuning?
 

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Nice! I’d also consider Kooks long tubes, 3” exhaust, Johnson lifters and Redeye driveshaft. I know, easier said than done :). Do you have someone around who can put it on a chassis dyno for proper tuning?
My fabricator has put together a set of long tubes for me (the car already has free flowing de-cat mid pipes.) The stock SRT exhaust will stay for a while, until I finally give in to him hassling me to make the rest of the exhaust :)

I'm not sure which lifters/pushrods Arrington are supplying as part of the kit - but I've basically asked them to send me all the parts they'd put in one of their long blocks so I'm happy they should be up to the job.

I'm intrigued by your suggestion of the Redeye driveshaft in preference to the Driveshaft Shop 4" Aluminium one - what are the benefits?


With respect to tuners - there's zero modern Hemi tuners in the UK, so I'll be getting a nice conservative start-up tune supplied to match the spec, then doing a bunch of road datalogging to allow for revisions. Once the tuner is happy enough with the datalogs from the road I'll probably get it on a chassis dyno to get a graph, and get the dyno operator to do a couple of through the gears runs as well as in gear sweeps while I'm datalogging so the tuner gets the chance to have a look at those too.

Arrington have recommended Greg Vaughn for the tune, as he has experience of tuning this spec Arrington motor (I'm just waiting to get his email address so I can get in touch) my other option is Mike @ OST Dyno.
 

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I'd skip the badges .

I don't think you can really get there with badges alone and anyone looking under the hood of your car will see what appears to be just one more 392 (you can tell 'em it's now a 426 but they'll have to take your word for it because you can' see it as was seen in this picture).

A 426 that screams BAD ASS looks like this:

View attachment 983485

This is the BAD ASS you expect. An engine that bested all other Dodge offerings at the drag strip. A modern motor can share the dimensions and even be worked for MORE POWER but it'll never be this again until Dodge sees fit to put a modern take on the engine size between the fenders of a production car. That's not enough either though. It'll also have to be able to show itself as the new TOP DOG offering. Besting the performance level of all the modern Dodge V8s available to date.

The BAD ASS isn't found in the numbers "426" it was created by lots of RACERS at the drag strip over the years the engine was installed in production Dodge and Plymouth cars. Without this racing pedigree and history......426 is just a number when the engine implied by those numbers isn't found under the hood.
You can cling to that , but a 426 is a 426. I totally know where you’re coming from. I don’t care for the numbers , except et, and that’s where the BAD ASS resides , not in CI or appearance.


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My fabricator has put together a set of long tubes for me (the car already has free flowing de-cat mid pipes.) The stock SRT exhaust will stay for a while, until I finally give in to him hassling me to make the rest of the exhaust :)

I'm not sure which lifters/pushrods Arrington are supplying as part of the kit - but I've basically asked them to send me all the parts they'd put in one of their long blocks so I'm happy they should be up to the job.

I'm intrigued by your suggestion of the Redeye driveshaft in preference to the Driveshaft Shop 4" Aluminium one - what are the benefits?


With respect to tuners - there's zero modern Hemi tuners in the UK, so I'll be getting a nice conservative start-up tune supplied to match the spec, then doing a bunch of road datalogging to allow for revisions. Once the tuner is happy enough with the datalogs from the road I'll probably get it on a chassis dyno to get a graph, and get the dyno operator to do a couple of through the gears runs as well as in gear sweeps while I'm datalogging so the tuner gets the chance to have a look at those too.

Arrington have recommended Greg Vaughn for the tune, as he has experience of tuning this spec Arrington motor (I'm just waiting to get his email address so I can get in touch) my other option is Mike @ OST Dyno.
There has been a lot of complaints with people going to a one piece drive shaft and vibration issues. There’s a funky angle between the trans. and rear end with our Challengers creating some higher speed vibration and exhaust clearance problems. That’s one reason why Dodge went with a 2 piece there. Redeye shaft is same as the Demon so will take plenty of abuse and operate smoothly.

Prob. a bit more spendy than a one piece but worth the investment IMO. Check these guys out, they have lots of good stuff... https://www.eastcoastmoparts.com

I originally went with Hellcat lifters on my 426 and had a harmonics issue with the build. Doing another N/A 426 over the winter with an aluminum race block, Johnson lifters, Thitek heads and Holly Sniper style intake. On my first build, we stayed with built OE heads, Hellcat T.B. and hogged out the OE intake. Didn’t perform as well as expected. Good call going with Thitek on your build.
 

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There has been a lot of complaints with people going to a one piece drive shaft and vibration issues. There’s a funky angle between the trans. and rear end with our Challengers creating some higher speed vibration and exhaust clearance problems. That’s one reason why Dodge went with a 2 piece there. Redeye shaft is same as the Demon so will take plenty of abuse and operate smoothly.

Prob. a bit more spendy than a one piece but worth the investment IMO. Check these guys out, they have lots of good stuff... Genuine OEM Mopar Parts & Accessories | EastCoastMoparts.com | EastcoastMoparts

I originally went with Hellcat lifters on my 426 and had a harmonics issue with the build. Doing another N/A 426 over the winter with an aluminum race block, Johnson lifters, Thitek heads and Holly Sniper style intake. On my first build, we stayed with built OE heads, Hellcat T.B. and hogged out the OE intake. Didn’t perform as well as expected. Good call going with Thitek on your build.
Link to the Johnson lifters? I'm considering throwing at least a cam into my SRT 392 and if I do I'm deleting the MDS system. If the Hellcat lifters cause a harmonics issue, I want the right lifters in case I decide to also do a stroker kit down the road.
 

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I’m curious about this harmonics issue ? Can you elaborate a little for us mihi?


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Thanks for the info, this is helpful. My goals are to stay NA, just want a 426. I'll be happy with 500ish hp at the wheel. I'd like it to have a smooth idle and not at 2000rpm. Not really for fuel economy or anything, just don't want to have neighbors call the popo on me every time I leave the house. West coast cities got noise ordinances to live with :-/ Do you suppose I can keep my stock SRT exhaust? It's a 2.75" pipe, sounds pretty great as is.

What would I need to grind the cam for?

Is this the one you got? What upgrades did you pick?

Thanks for all the help. As you can probably tell I am pretty new to this.
Just as an FYI, I know you're looking specifically to get the 426, but as far as at least 500whp, you can easily get that on the stock CID 392 with heads/cam and full bolt ons. So if all you are after is the power moreso than the stroker, hope this helps you save a few dollars lol. The 426 with higher compression than the 392 will affect your driveability a bit more than just an upgraded 392.
 

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Just as an FYI, I know you're looking specifically to get the 426, but as far as at least 500whp, you can easily get that on the stock CID 392 with heads/cam and full bolt ons. So if all you are after is the power moreso than the stroker, hope this helps you save a few dollars lol. The 426 with higher compression than the 392 will affect your driveability a bit more than just an upgraded 392.
Affect the drivability in what way?
 

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So I've heard, and it's also dependent on the tune.

I'm thinking of either getting a Comp Cams stage 2 kit or an MMX NSR cam, not sure which yet.
MMX uses Comp Cams as their camshaft provider so I am not sure the difference between those two packages but you're probably better off going custom grind from MMX regardless.
 
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