Modern Hemi in my 67' 300?

Engine, Transmission & Driveline

  1. Cortez

    Cortez Member

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    Is it too difficult to put a modern Hemi in my old school 300? Would it require a lot of cutting and fabrication work?
     
  2. BIGBARNEYCARS

    BIGBARNEYCARS Senior Member FCBO Gold Member

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    The answer to your question iz Sure. My question iz, how deep are your pockets?
     
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  3. Cortez

    Cortez Member

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    Are we talking more than 10K?
     
  4. Xenon

    Xenon Senior Member

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    Many of your answers are here if you have taken the time to look..

    6.4 Hemi swap into 65 Fury
     
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  5. Jack-Stand

    Jack-Stand Member

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    I looked at putting a 6.4 hemi in my Monaco, and Bouchillon performance quoted me just over $19k. That included a 545RE trans, the necessary PCM for trans/engine control and everything else. I can PM you the quote they sent me if you'd like. Overall I was really impressed with how thorough their quote was (literally had every nut and bolt I'd need along with headers, accessories, etc.) Unfortunately it's a little too expensive for me to pull the trigger on all at once, so I'm headed a different route instead.
     
  6. Big_John

    Big_John Illegitimi non carborundum FCBO Gold Member

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    There was a guy at Carlisle that was doing conversions. He did have C body Dodge that had been converted at his booth.

    Seems to me that he was in the Pennsylvania area, but I didn't pay much more attention. Perhaps someone else will remember or have specifics.
     
  7. CBODY67

    CBODY67 Old Man with a Hat

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    There's a thread in here about putting the Gen III Hemi in a '67 Fury Fastop. Seems he used the existing TorqueFlite transmission? I asked abouit fuel and ignition, as I recall the orig Gen III Hemi had a normal intake and such via Mopar Perf at the time, He used the normal EFI and such. Also used a late model Charger radiator and core support section from a salvage yard. The worst thing was that the radiator had no filler cap, being the Charger had a pessurized overflow tank on it. Sounded easier than I suspected, especially getting the late model radiator to fit.

    You'll probably have to adjust the torsion bars "down" a bit due to the engine weight difference?

    The attraction for the Gen III Hemi? Just curious . . .

    There's also a thread in here about using the late model TorqueFlite, converting it to pressure sensors and no computer, for use in earlier vehicles.

    Enjoy!
    CBODY67
     
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  8. CBODY67

    CBODY67 Old Man with a Hat

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    Cortez, your "INBOX" is full! Please empty in prep for "transmission".

    CBODY67
     
  9. Jack-Stand

    Jack-Stand Member

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    That's what Bouchillon does in their Hellcat builds. The 545RE is only good to roughly 550hp, so for the hellcat they stick a 727 torqueflite behind it and adapt the kick down.

    On my build I thought about the 6.4 just because I'm doing a resto-mod, but considering how advanced the new fuel injection systems have become, and considering that I have a donor 440 block sitting in the corner waiting to be built one day, it made more sense to go with the older conventional engine. Everything is a process when modifying a C-body Mopar, there's VERY rarely an off the shelf install that doesn't require significant work.
     
  10. CBODY67

    CBODY67 Old Man with a Hat

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    Here's some of what I found in "Search" last night. Didn't fine my prior PMs with the owner of the '67 Fury, though.

    But there was a Mopar Perf wiring harness for the engine controls, back in 2016. Almost $2K in price, but it was complete. The "Andy Smith" thread was in that same thread.

    Enjoy!
    COBDY67
     
  11. commando1

    commando1 Old Man With a Hat on the Porch FCBO Gold Member

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    Not to insult you but the fact that you asked this question says you're already over your head.
    You're not LSing an Impala.
     
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  12. Jack-Stand

    Jack-Stand Member

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    In the event that you go this route, and you feel like tackling your own wiring, I can give you a few contacts that build custom relay panels, harnesses and have other goodies that can help you out. I gutted all of the wiring on my C-body, so I designed and built my own relay panel/circuit board, but the company that I bought from has a really great offering. They're not cheap, but their quality is next to none.

    The other thing you'll need to consider is how you're going to fab your motor mounts and/or move the engine. On my build I centered/raised the engine, swapped to a crown vic rack and pinion (other suspension components too), and fabbed my own motor mounts on both the engine and subframe. Like I mentioned, it's a process. My car is HEAVILY modified (still under construction actually), but a lot of the modifications I've performed were born out of necessity in order to accommodate a different modification. Things very quickly cascade when you open up the can of worms that is modifying a car. The thing that makes it even more difficult with our cars is that all of our parts are made of unobtain-ium so if you don't get it right the first time, it's crazy expensive to do it a second time. Just food for thought.
     
  13. Cortez

    Cortez Member

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    That would be cool if you don't mind. I'd appreciate it.
     
  14. Jack-Stand

    Jack-Stand Member

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    Just went to send it to you. It's saying your inbox is full.
     
  15. thrashingcows

    thrashingcows Senior Member

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    IF you want to use something smaller then 6.4 then yes you can keep your costs down below $10K, Heck you can buy a complete crate 5.7 Hemi from Jegs for under $6K.
     
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  16. Jack-Stand

    Jack-Stand Member

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    I agree, once you start going for the larger hemis, things get considerably more expensive. A new 6.4l crate engine from Bouchillon was almost $8,500. Then the PCM to run it was $1,700, and that doesn’t include the pedal, transmission, exhaust, etc. that’s required to complete the build.
     
  17. Jack-Stand

    Jack-Stand Member

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    One thing I will say is that you can source wrecked chargers/challengers for $11k, but then you have to deal with their electronics and adapting them to your car. Likewise Cleveland performance sells complete running engines (they’ll literally start and run on the pallet) for $11-13k, but they’re basically the same thing as buying a wrecked car. They’ve just gone through the labor to pull the engine/trans for you.
     
  18. CBODY67

    CBODY67 Old Man with a Hat

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    First, I suspect y'all have gotten excited about doing this due to soem "makes it look easy" Saturday morning car shows? Like there's nothing to it at all, the way it looks.


    Originally, the Gen III Hemi had a carburetor intake and electronic ignition system capability. Saw one like that at Mopar Nats that first year! Yet with the Mopar Perf wiring harness kit, those production items (EFI and ignition) stay in place. On his conversion, the stock suspension was intact! I do believe he added a Borgeson steering box to replace the larger Chrysler unit?

    As you might know, the radiator core support mounting for the radiator is flat. What he did was to cut the radiator support area out of the salvage yard Charger, cut off the top, and then BOLT it to the existing core support on the Fury. Then he found the most-HD radiator for the Charger 5.7L Hemi cars and ordered one for about $150.00 or less, NEW. Then he just had to find some radiator hoses to connect the radiator and the engine, with a section for the filler cap on the upper hose.

    Seems like he got the bracket kit from Bouchillon?

    So, NO real need to cut-up the car to do it! Just make a few minor changes to the existing architecture. KEEP the torsion bar front suspension, TOO!

    I realize that it's somewhat trendy to put coil-over front suspensions on Mopars, for allegedly better ride/handling, BUT considering what it takes to do that, unless it's a complete bolt-in front structure, you can ruin more than you're seeking to improve. PLUS build more things to "make right" in the process. Think "money pit", at least to me.

    Not to forget that what made these Mopars the great road machines they were was the torsion bar/leaf spring suspension and its suspensioin dynamics. As trendy and the OEMs are with their almost-universal use of coil-overs now, NONE of those vehicles ride as well as a Chrysler torsion bar/leaf spring suspension with a good set of HD shocks -- period. I'm not talking "soft" in the GM or Ford sense of things, but "firm" in the Chrysler sense of things.

    So, with all due respect, anybody that feels they need to completely alter a Chrysler front suspension just to say "Look what I did!" and "Here's what else I had to do to make it work" is an expensive way to keep themselves out of trouble?

    Perhaps I'm looking at things with an eye toward ultimate resale, too, but with such major modifications, the ultimate (later) buyer pool will diminish greatly. No way to recoup the $$$$ spent either. Which to me, means money used which could have been used to better restore the car in the first place. Plus, once you take away most of the Chrysler engineered items which made a Chrysler product a Chrysler product, it soon becomes a lesser product, to me. MUCH easier to modify a full-frame Ford or GM vehicle in the manner mentioned.

    Sorry if some might disagree, which I respect. Your money, your dreams, your vehicle.

    Enjoy!
    CBODY67
     
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  19. Jack-Stand

    Jack-Stand Member

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    Lol sounds like I need to get my own Saturday morning show if my build looks easy and trendy. Anyone got a video camera and a studio? :poke: