Frequently Asked Questions
Why do you build your restoration type engines so large in displacement?
FHO builds hemi engines using components that give the customer the best bang for the buck. The cost of building a 540CI hemi is virtually the same as building a 426. We use the extra cubes for added torque and street drive-ability. The long stroke engines in general terms, with identical cam and heads, will have better idle quality, quicker throttle response at low rpm, and have a long flat torque curve with peak power at a much lower rpm than their smaller counterparts. We have found this adds up to superior street hemi driving characteristics. It also allows us to modernize the rotating assembly away from the 1960’s design components.
Are you experiencing any problems running the World Product aluminum block on the street?
The new World Product hemi aluminum block has been a great success. After extensive dyno testing, we have many aluminum engines running trouble free on the street. I have a 572 aluminum hemi engine in my own 71 Challenger convertible, and it runs cool, quiet, and leak free. Part of our block machining incorporates adding steam holes to keep the block running as cool as possible. If you want big cubes and small block weight in your street car, the World Product aluminum block is the one for you.
You feature CNC ported heads on all your hemi engine builds, including street and restoration engines. Do these heads flow too much for the average street engine?
We do in fact use CNC ported heads, machined in house at FHO, on all our engine packages, regardless of end use. We use the Stage V replacement aluminum head exclusively on our restoration/street type engines. Our CNC program utilizes their stock style small ports. With our extensive machining of the bowl and short side radius, we produce ports with high velocity and flow improvements at virtually all valve lift points. All ports flow the same. The combustion chambers are fully machined and polished for improved efficiency. These same heads can be converted for “all out racing” at a later date by simply installing larger valves.
I like to use Holley carbs. How hard is it to install them on the Stage V inline intake and still use a shaker hood setup?
Although there is nothing wrong with Holley carbs on the Stage V inline intake, we don’t recommend them for most applications. The Edelbrock AFB or Thunder Series carbs are much easier to use, and allow the use of many factory components. We were so impressed with the power they produced on the Stage V intake, we developed a steel shaker base plate. Dyno testing has shown they are much easier to tune on this intake, while still making great power. Any base plate that clears the Holley float bowls will cause issues with the stock height of the shaker. We also have fuel lines and linkage kits for that stock appearance.
What Stage V head should I use on my bracket race hemi?
We use three different models of Stage V aluminum hemi heads. The most common is their Replacement Head. Named for their ability to use all standard components, they are a huge improvement over any stock head. Stock sized ports are still capable of plus 900HP fully ported. These heads are the right choice for most engines. The next level of head is for race only, or blower engines requiring larger ports. The Big Valve Head is generally machined with 2.40” intake and 1.90” exhaust valves. The larger ports are capable of very high flow, and will support any race engine utilizing stock geometry heads and valve gear. The top dog is their Millenium Head, which features a much smaller combustion chamber while still using 2.40” and up valves. They require specific pistons and valve gear, along with a custom intake to make full use of their potential. We recommend these heads for any all out competition engine. You will have to decide what level of performance you require.