56 DeSoto Hemi intake choices

[C Body Bob]

ok folks what’s out there as far as intakes. Did they off a stock 4bbl on this engine. If so how hard are they to find. Was there ever any aluminum intakes made for them. Would like to find a good used single 4bbl but I have my doubts such a thing exist. I remember WAY back 10-15 years ago a company was fielding orders for one & made a prototype but I don’t think they got enough interest to produce any. What do you guys know

 

[CBODY67]

The Hot Heads website, which should be www.hothemiheads.com.

 

[dart4forte]

ok folks what’s out there as far as intakes. Did they off a stock 4bbl on this engine. If so how hard are they to find. Was there ever any aluminum intakes made for them. Would like to find a good used single 4bbl but I have my doubts such a thing exist. I remember WAY back 10-15 years ago a company was fielding orders for one & made a prototype but I don’t think they got enough interest to produce any. What do you guys know

Are you talking 330 hemi?

 

[Davea Lux]

'56 Desoto was offered with two 330cid engines. The 2BBL version was rated at 230 hp, the 4BBL version was rated at 255hp. The adventurer series was offered with a 341 cid rated at 320hp. There were aftermarket 4BBL manifolds available for the 330cid engine, Offenhauser made one. Do not know if any manufacturer still offers them.

Dave

 

[C Body Bob]

'56 Desoto was offered with two 330cid engines. The 2BBL version was rated at 230 hp, the 4BBL version was rated at 255hp. The adventurer series was offered with a 341 cid rated at 320hp. There were aftermarket 4BBL manifolds available for the 330cid engine, Offenhauser made one. Do not know if any manufacturer still offers them.

Dave

So it’s a 330 CI engine ? I didn’t realize it was that big.

 

[Davea Lux]

So it’s a 330 CI engine ? I didn’t realize it was that big.

In '56 it should be a 330 unless it is an adventurer. The 291cid was last offered for the '55 Desoto.

Dave

 

[C Body Bob]

The Hot Heads website, which should be www.hothemiheads.com.

Well I’ll be darned. Yep they list one for the DeSoto 330 inch. It’s $500 bucks. Thanks for the link. This is exactly what I wanted.

 

[C Body Bob]

Ok next question. Will that engine bolt up to a torqueflyte

 

[C Body Bob]

In '56 it should be a 330 unless it is an adventurer. The 291cid was last offered for the '55 Desoto.

Dave

Ok thanks Dave

 

[Davea Lux]

Ok next question. Will that engine bolt up to a torqueflyte

The cast iron transmissions, PowerFlite and TorqueFlite will bolt up readily. The older transmissions used the large flange on the crank to bolt directly to the convertor with no flex plate. There are conversion adapters available for later aluminum cased torqueflites. See www.hothemiheads.com/transmission_adapters/adapter_torqueflite.html

Dave

 

[SpaceWagon]

The following hemi engines were offered in Desoto models in different years.
In overview they made 3 different Hemi engines for Desoto, 330, 341 and 345. Firedome engines were 2 barrels, Firesweep engines were 4 barrels, and Firesweeps in Adventurers (345 engines) had dual 4 barrel carbs.

 

[SpaceWagon]

Hot Heads is definitely one of the go to places for early hemi parts and information.

However, if you’re looking for something different than a basic 4-barrel there are other manufacturers that offer some cool multi carb set-ups for the Desoto hemi engine.

Here are a few links:

6x2 Desoto Hemi Intake

Desoto Hemi 330-345 3x2 Intake for Strombergs - Hells Gate Hot Rods

 

[C Body Bob]

Hot Heads is definitely one of the go to places for early hemi parts and information.

However, if you’re looking for something different than a basic 4-barrel there are other manufacturers that offer some cool multi carb set-ups for the Desoto hemi engine.

Here are a few links:

6x2 Desoto Hemi Intake

Desoto Hemi 330-345 3x2 Intake for Strombergs - Hells Gate Hot Rods

Good lord that’s some crazy stuff

 

[C Body Bob]

The cast iron transmissions, PowerFlite and TorqueFlite will bolt up readily. The older transmissions used the large flange on the crank to bolt directly to the convertor with no flex plate. There are conversion adapters available for later aluminum cased torqueflites. See www.hothemiheads.com/transmission_adapters/adapter_torqueflite.html

Dave

Excellent, thanks again Dave

 

[CBODY67]

Other than the crank to converter interface, isn't the bolt pattern for the transmission to the engine the same as an "A" motor? Which would then include the 318 prior to 1966? Considering that the Poly Spitfire engine was allegedly a hemi with different heads on it?

It's been a while since I read some of that in an old "Hot Rod Annual", circa 1965 or so? The particular article detailed many of the differences in the early hemis, at a time when they were "just an engine" as the newer 426 HEMIs were getting all of the attention in stock-racer classes. Quite an in-depth article of what fit what, in the various engine sizes of the early hemis.

Just some curiousities, from a while back,
CBODY67

 

[Davea Lux]

Other than the crank to converter interface, isn't the bolt pattern for the transmission to the engine the same as an "A" motor? Which would then include the 318 prior to 1966? Considering that the Poly Spitfire engine was allegedly a hemi with different heads on it?

It's been a while since I read some of that in an old "Hot Rod Annual", circa 1965 or so? The particular article detailed many of the differences in the early hemis, at a time when they were "just an engine" as the newer 426 HEMIs were getting all of the attention in stock-racer classes. Quite an in-depth article of what fit what, in the various engine sizes of the early hemis.

Just some curiousities, from a while back,
CBODY67

The bolt pattern is not the issue, the flange mount for the crank has a different offset necessitating an index spacer. This requires a ring style adapter to move the modern torqueflite farther back. The modern transmission has a different indexing hub on the convertor that is not found on the early transmission (early transmission convertor bolts directly to the crank). The solid disc flex plate supplied with the adapter kit is off set to compensate.

Dave