It has been a long time since we have had a chance to update our site. Lots of changes ongoing. We’ll cover a few questions we get multiple enquires about, and add to the list as new hardware is incorporated into our head and engine packages.
Nothing has changed at FHO regarding our desire to provide the customer with the most bullet proof components available. Hemi engines are very expensive to build, and failure is not an option. Parts that are considered over-kill in many race engines built elsewhere are standard components at FHO, and included in our lineup of Street Hemi Engines.
Feel free to Contact Us anytime to discuss.
It’s great news regarding the availability of Keith Black aluminum hemi blocks. What criteria should I use for determining which one I need?
For most applications, the standard OEM style KB block will fit the bill. It uses standard hemi cam, lifters, timing chain and other hardware. It readily handles crank strokes up to 4.625” using BBC journals. When building an engine with an even longer stroke, special precautions will be needed to keep the rods clear of the exhaust lobes. This block is now standard on all FHO 572’s going forward.
For Pro-Street/Bracket Race, aluminum rod, or any large cubic inch applications requiring a 4.750” stroke or larger, we would recommend the raised cam block. This block is ideal for max power builds, using large core camshafts. Lifter bores are spread to 2.00”, allowing for improved valve train geometry. Lifters are readily available in the aftermarket. It too accepts most OEM accessories. The raised cam requires the use of a Jesel Belt or Gear Drive. This block is great in any race application, but equally at home in your 604CI Pro-Street engine.
Notes regarding KB Hemi Blocks. Both blocks are machined for hydraulic lifter oiling. Many high lift race applications may require bronze lifter bushings to match chosen cam and/or valve train. Standard and raise cam blocks are machined for ½” head studs. Most high quality aftermarket heads like Stage V are already machined for the larger ½”studs. Older 7/16” head designs can be easily modified by any competent machine shop. The 1/2’” studs offer maximum clamping force, maintaining gasket integrity even under the most adverse high heat and/or boost conditions.
Keith Black Racing Hemi Block Specs
Alloy Street Hemi Water Block
Designed to accept all OEM components and accessories
Dry Sleeve Block with standard 10.725” deck height
Semi-finished bore size of 4.490” (optional 4.240” Small Bore)
Allows engine builder control over final finish/skirt clearance
Cam journal size, and lifter locations remain stock. Hydraulic lifter oiling is now standard.
Now machined to accept ½” head studs for maximum clamping. Perfect for Street to high HP Blown applications.
Alloy Raised Cam Street Hemi Water Block
Same features as standard KB block w the following exceptions:
Cam is raised .250” and utilizes 60mm Babbit bearings.
55mm roller bearings can also be utilized.
Lifters are spread from the standard 1.80” to 2.00” to improve pushrod geometry.
Raised cam blocks are typically used in our 604 Pro Street/Race applications were longer strokes, larger cams are employed.
Why does FHO recommend large cubic inch street Hemis?
This is a question we get a lot, and there are many reasons for this. Up to roughly 572CI’s, the cost of building a small 426 Hemi, or other smaller cube engines is roughly the same, when comparing components of equal quality.
A number of things are accomplished with the larger 572. At any given power level, the torque and peak power occur at much lower engine speeds. This is a huge benefit on the street, with the added torque down low, and increased durability.
Many customers like the fact high stall converters and steep gears are not required for this package. It is ideal for overdrive transmissions. The most liked characteristic of this package is the very high power outputs attained without the use of large cam profiles. The 572 is truly a drive anywhere high performance engine.
Block supply had been hit and miss for years. What are your recommendations at this time? Availability?
The supply of good hemi blocks has been a real detriment to the Hemi engine building program and hobby in general. For many customers, a Chrysler iron block is more than up to the task. They do require a number of machining operations and prep to be done.
Supply is poor however. FHO has been working closely with other block manufacturers to improve the availability of aluminum blocks. In most cases, without success. Alloy blocks have been the most popular choice by customers at FHO for some time, but getting one in a timely manner has been frustrating for us as well.
Everyone agrees getting the weight off the nose of the car is a bonus, along with the ease of repair and the ability to handle high HP requirements. As of January 2017, we will be partnering with Keith Black Inc, and will be stocking both street and race hemi alloy blocks. Many former options at KB will now be standard, including lifter oiling and ½” head studs.
Announcement coming soon.
FHO does not offer any Hemi heads that are not CNC machined and ported. Is that not overkill for street applications?
We do in fact use CNC ported heads on every engine package we produce at For Hemis Only. We do not rely on rough castings that provide mixed results. Our street heads feature OEM sized ports that offer improved performance through design and geometry.
Over the last few years, Stage V Engineering has been producing castings that are designed specifically for us. The extra robust castings allow us to machine our heads to have strength and appearance rivalling Billets. By CNC porting our heads, we get the repeatable results our customers are looking for.
Note: See our Hemi Head Section for updated packages.
Questions regarding Hemi Head selection. Which Stage V head should I use?
Hopefully we can cover most of this in our Hemi Head section of the website as we refine it, but I will go over the basics here.
We generally 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. We also offer a HD version, based on the Custom race casting. They features bronze alloy seats and an O-ringed intake flange, deleting the use of the leak prone intake gaskets. The HD version is now standard in FHO street engine packages.
The next level of head is generally race only, or blower engines requiring larger ports. The Big Valve Head is most commonly 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 the Millennium 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. Normally we only recommended these heads for all out competition engines. We do however, use them on our Pro-Street packages as well, were 1000hp plus is possible on 91 octane pump gas.
You will have to decide what level of performance you require. Note. FHO also manufactures a max effort custom race head with 2.55” intake valves. See Hemi Head Section
We’ll repeat question regarding intakes/carbs below.
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 inherently 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 for the application. 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 are your payment terms?
FHO exports engines and accessories worldwide. To avoid multiple currency conversions, we operate our business in US Dollars. Final payments can be made by Visa, Mastercard, Bank Draft, Certified Check or wire transfer.