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6 days ago
- Automotive
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Chrysler FirePower: The History Of The First HEMI Engine
Stellantis, the parent company of Chrysler and RAM, caused quite a ruckus in 2024 when it announced it would discontinue the legendary HEMI engine in its RAM trucks. However, the blowback from this change prompted the company to quickly reverse course, and in 2025 it was announced that the HEMI would be reintroduced in the 2026 RAM. In the press release distributed by Stellantis, the CEO of the RAM brand Tim Kuniskis even called discontinuing the HEMI a "mistake". Perhaps it was -- after all, this iconic power plant has been beloved ever since the 1951 production debut of the FirePower, Chrysler's very first HEMI engine. However, the true history of the HEMI goes much farther back than that. In fact, it starts about half a century before the Chrysler FirePower ever saw the light of day. A HEMI engine would win a Grand Prix and another one would join the Allies in World War II well before Chrysler would start using it in its production automobiles. While the name HEMI is closely associated with Chrysler and other members of its family of brands -- most notably Dodge and RAM -- the automaker did not invent the engine, even though it would eventually trademark the name. Here's the full history of the HEMI legacy. Read more: Call Me A Luddite, But These Modern Features Only Seem To Make Cars Worse The Humble Beginnings Of The HEMI The very first HEMI engine was likely used to power a boat, and the first HEMI engine used in a car was only a 4-cylinder. Though there is not a clear consensus, many historians credit Chelsea, Wisconsin resident Allie Ray Welch with inventing the concept. He built a two-cylinder prototype in 1901 and used it as the motor for a boat. The first time an automaker put one in a car was in 1905, by a Belgian company named Pipe. A little later, the Premier Automobile Co, of Indianapolis would place a HEMI engine in a race car. The Premier could crank out 100 hp at 1,000 rpm. Due to the weight of its engine, the car would be disqualified from all but one race, despite the best efforts of its owner Carl Fisher. That race was at the Indiana State Fair, where it won by reaching the alarming speed of 59 mph. Other manufacturers, like Fiat, Peugeot, Alfa Romeo, Daimler, and Riley would also start producing cars with HEMI engines in the first part of the 20th century. Felice Nazzaro drove a HEMI-equipped Fiat to victory in the 1907 Grand Prix, winning that race by over six minutes. The HEMI design, or variations of it, have been used in race cars since then. The appeal of the engine came for its raw power and unique design. The cylinder head combustion chambers on the early HEMI engines were shaped like one-half of a sphere, or hemisphere -- hence the name, HEMI. This makes it possible to place the spark plug top and center, which makes the burn of the air/fuel mixture more efficient. Air flow, meanwhile, is improved by the placement of an intake and exhaust valve on either side of the plug. Chrysler Goes To War Some form of the HEMI engine would pop up here and there after the early years of the 20th century, but Chrysler had yet to adopt it. That would change during World War II. American automotive manufacturers shifted their focus dramatically from producing civilian automobiles to the war effort. Entire automotive plants would be converted to factories for making tanks, military vehicles, and even airplane engines. Chrysler was no exception in this regard, as it would build 22,000 tanks over the course of the war. Also notable among Chrysler's efforts during the war was the development of the experimental 2,500-hp 36.4-l inverted V16 aircraft engine, which was, in fact, a HEMI. It was tested in a Republic P-47 Thunderbolt to great success, reaching over 500 mph. However, the war ended before it could be rolled out to production and jet engines pretty much made it obsolete. Chrysler would stay in the military equipment business after the war ended, however, by producing the V-12 AV-1790-5B engine for the cold-war era M47 Patton tank. The Chrysler FirePower Finally Hits The Streets Chrysler put to use the knowledge it had gained during World War II and introduced its first V8 HEMI automotive engine in 1951. Interestingly, some say that neither this engine -- nor any of the modern Chrysler HEMIs -- are true HEMIs. This is because instead of using truly hemispherical cylinder head combustion chambers like the original HEMIs, Chrysler decided to go with a smaller dome shape. That engine wasn't even called HEMI at first -- instead, it was given the name FirePower and internally referred to as the Double Rocker due to its dual-valve configuration. The automaker put the FirePower engine in three of its cars, the Chrysler New Yorker, the Chrysler Imperial, and the Chrysler Saratoga. It measured 331 cubic inches and was rated at 180 hp. That would be modest by today's standards, but the Chrysler HEMI outclassed its nearest competition, the 1951 Cadillac, by 20 hp. Chrysler was so confident in the FirePower that it asked the other brands in the family to develop their own lines of HEMI engines. Soon, DeSoto would produce the Firedome starting in 1952 and Dodge would release the Red Ram starting in 1953. While similar, these engines were all developed separately, as was the practice among sister brands at the time, which meant that their parts were not interchangeable. The Chrysler FirePower Fights To Remain On Top Chrysler had thrown down the gauntlet, but other automakers quickly picked it up. Cadillac slapped a 4-barrel carburetor to the engine it installed in its 1952 Series 62, boosting output to 190 hp. Meanwhile, Ford would show up the Chrysler FirePower with big wins for the Lincoln at the Carrera Panamericana endurance race in 1952, 1953, and 1954. Lincoln's wins on the racetrack were getting headlines, leaving Chrysler's reputation at stake. It would respond in 1955 by releasing the Chrysler 300, which was fitted with a FirePower HEMI engine that was rated at an astounding 300 hp. By 1958, competition had pushed Chrysler to produce the 300D configuration for the 392-cubic-inch FirePower V8 engine, which could crank out 380 hp -- the highest in the industry at the time. Consumers could also opt for a high-performance version of the engine paired with a manual transmission that was rated at 390 hp, although some experts estimate that it could actually reach 435 to 450 hp. Unfortunately, this would be the last production model equipped with a FirePower. Sales had dropped, and the company decided to pivot from HEMI engines to lighter, more efficient wedge-head V8 engines, which were more cost-effective to manufacture. The Chrysler FirePower Goes To The Races The FirePower's racing history began in 1951, when Tom McCahill drove a Chrysler New Yorker at Daytona Beach and won the trophy for the fastest American stock car. After the 1954 Indianapolis 500, Chrysler revealed its 331 cubic inch HEMI engine, which could perform as well as the top vehicles in the race that year. However, Indy officials froze HEMI engines out later that year by decreasing the size limit of engines to 272 cubic inches. Chrysler returned in 1955 with a fleet of Chrysler 300 super coupes. That year would see that team's star driver, Tim Flock, win 18 races, including the championship. Buck Baker would win 14 races for the team in the following year. What's more, the team would win 16 races in a row in 1956. Chrysler would retire its production and racing Firepower engines in 1958, but racing would prompt Chrysler to resurrect the HEMI engine in 1964, when it created its Gen II HEMI engine to compete in NASCAR. It would dominate the Daytona 500 that year, prompting NASCAR to impose a rule that would restrict Chrysler from using that version of the HEMI engine until it had sold street-legal production models. Chrysler would respond by producing 1966 B-body Dodges and Plymouths with street-legal HEMI engines. The Chrysler FirePower has both a storied history and powerful legacy. Its successors, the Gen II and the current Gen III HEMI engines, would become integral parts of the company's model lineup. Sadly, the ICE-powered, HEMI-equipped Dodge Charger and Challenger were discontinued in 2023 in favor of EV versions -- but at least the HEMI engine will live on in upcoming RAM trucks. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Auto Blog
22-06-2025
- Automotive
- Auto Blog
Ford isn't going to love RAM's new warranty offering
RAM just made your next truck decision a lot harder Starting with the 2026 model year, RAM is doubling down on its comeback strategy by offering something no other full-size truck brand does: a 10-year or 100,000-mile limited powertrain warranty. That's right—twice the current coverage on gas-powered RAM trucks, and a full five years longer than what Ford and GM currently offer. Previous Pause Next Unmute 0:00 / 0:09 2025 Ford Maverick: 4 reasons to love it, 2 reasons to think twice Watch More It's not just the half-ton RAM 1500 that's getting the extra protection. The new warranty extends to heavy-duty 2500 and 3500 models, chassis cab trucks, and even the ProMaster commercial van. Buyers of the off-road-ready Power Wagon and high-performance RHO also qualify. The only real exclusions? Fleet buyers and the all-electric ProMaster EV. That means for individual buyers, whether purchasing or leasing, this warranty could be a serious reason to reconsider a Ford F-150 or Chevy Silverado. Why RAM is going all in on warranty So why the sudden move? According to RAM CEO Tim Kuniskis, the answer is simple: consumer behavior has shifted. Today's truck buyers are financing over longer terms and holding onto their vehicles longer than ever—12.6 years on average. Yet no truck brand has changed their warranty to reflect that reality. 2026 Ram 1500 Black Express with HEMI® V-8 — Source: RAM 'We think this gives people a real reason to switch,' Kuniskis said. And he's not wrong. Truck buyers are famously brand-loyal, with roughly 75–80% sticking with the same make when they buy again. But loyalty can shift if one brand clearly takes better care of its owners—especially in the long haul. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Offering a longer warranty also sends a strong message: RAM believes in the durability of its new powertrains. That includes the returning 5.7-liter HEMI V-8, now offered once again as an option on the 2026 RAM 1500, and the twin-turbo Hurricane inline-six that debuted just last year. This comes at a pivotal moment for RAM RAM is coming off a rocky year. The 2025 RAM 1500 launch hit production delays, early trims were priced too high, and removing the V-8 left a bad taste for longtime fans. But the brand is attempting to turn the page. 2025 Ram 1500 Rebel X — Source: Ram Under new leadership, including Kuniskis' return from retirement, RAM has slashed prices, brought back the HEMI, and even announced a NASCAR comeback for 2026. The company has also rolled out a new marketing push with the tagline 'Nothing Stops RAM'. This warranty announcement isn't just a sales gimmick; it's part of a larger turnaround strategy designed to restore consumer confidence and boost conquest sales. Final thoughts Ford and Chevy now face a choice: match RAM's warranty or risk looking second-best in a segment where perception matters as much as specs. So far, neither has hinted at making a similar move. That leaves RAM as the sole brand offering a decade of peace of mind on core powertrain components: engine, transmission, transfer case, driveshafts, and axles. 2025 Ford F-150 Lobo Package — Source: Ford And in a world where trucks now cost as much as some luxury cars, that could be a powerful differentiator. If Ford and GM aren't worried yet, they probably should be. About the Author Elijah Nicholson-Messmer View Profile
