STREET HEMI HIERARCHY: Stripped for Action or Loaded for Pony Car Fun

June 7, 2017
Posted by Barrett-Jackson

Written by independent automotive journalist Steve Magnante

Two fine examples of HEMI power crossing the block at the Northeast Auction are a 1968 Plymouth HEMI Road Runner (Lot #646) and a 1971 Dodge HEMI Challenger R/T (Lot #651).

Chrysler’s 1964 HEMI engine was much more potent than any 348-horsepower, 389 Tri-Power GTO or 310-horsepower, 330-cube 442. Yet these early GM muscle cars handily outsold Chrysler’s 1964-66 HEMI-powered offerings. The problem was, HEMI engines were installed in plain, unadorned sedans without any razzmatazz – besides a huge hood scoop on certain versions. Chrysler failed to recognize that young people didn’t buy engines; they bought cars … cars with image.

In 1967, Dodge and Plymouth product planners got hip to the program with the Coronet R/T and Belvedere GTX. At last, Mopar had something to counter the GM (and Ford) mid-size muscle cars. From there, Mopar’s muscular offerings grew from strength to strength. The 1968 HEMI Road Runner and 1971 HEMI Challenger featured here both benefited from NASCAR’s fickle rulebook. After the 426 Race HEMI dominated the 1964 Daytona 500, NASCAR mandated a street-going version of the dome-head V8. The 1966-71 426 Street HEMI was the result.

At one end of the Street HEMI spectrum, we have the gorgeous Bright Blue Metallic 1971 HEMI Challenger feature car (Lot #651). Dodge marketing was fully in tune with the wants and needs of the youth market. From the Demon 340 to the HEMI Challenger, there was a Mopar muscle car for every budget.

In its second year of manufacture, the ’71 Challenger was Dodge’s bid for pony car supremacy. With long hood/short trunk styling, and offering every engine from the 198 Slant Six to the mighty 426 Street HEMI, the Challenger should have attracted a large number of Mustang and Camaro buyers. Unfortunately, by 1971 the youth market had changed drastically and demand for HEMI-powered road missiles fell to a trickle.

Consequently, of the 48,573 1971 Challengers built, a scant 4,630 were high-performance R/T models. And of that sliver, only 70 R/T buyers chose the 426 Street HEMI (58 4-speeds and 12 automatics). Amazingly, this ultra-rare ’71 HEMI has survived all these years with its original Street HEMI engine, 18-tooth 4-speed and 3.54 Dana 60 rear axle unmolested.

Aside from the added Shaker hood (a major plus in anybody’s book even if it wasn’t put there by the factory), this ’71 HEMI Challenger represents the opposite end of the Street HEMI coin. While the ’68 Road Runner was a penny-pincher’s delight, the pony-car-based Challenger R/T was the most expensive Dodge performance car offered.

Inside the restored cockpit, this HEMI-powered Cobra Jet cruncher has the expected high-back bucket seats. But in place of the optional C16 center console (a $53.05 upcharge), here the original buyer went for the pure, brutal functionality of the Hurst Pistol Grip shifter and rectangular rubber boot. Other desirable details include a Go-Wing, 15×7 Rallye Wheels mounting BFGoodrich Radial T/A rubber and quad-tip R/T exhaust outlets.

Dodge’s bid to unseat competing big-block pony cars like the Mustang Boss 429, SS396 Camaro, 401 AMX and Plymouth HEMI ’Cuda, came too late. This ’71 HEMI Challenger ‒ which has been inspected by Dave Wise of MMC Detroit – stands as the last of its type and is one of only 58 built. Bowing to pressure from government safety and emissions regulators and declining marketplace demand, in 1972 the Challenger dropped the R/T model and all big-block engine options. With its top-tier 340 small block, the resulting 1972-74 Challenger Rallye (360-powered in 1974) simply lacked the knockout punch of earlier big-block R/T offerings.

At the other end of the Street HEMI spectrum, we have a 1968 Plymouth HEMI Road Runner (Lot #646). While the majority of the 44,598 first-year (1968) Road Runners featured the standard 335-horsepower 383/4-barrel engines, 1,019 particularly dedicated buyers kicked in an extra $714.30 for the 426 Street HEMI (576 4-speeds and 443 automatic transmissions). With a 425-rated horsepower (actual output was more like 475), the Street HEMI transformed the Road Runner into a true 427 Sting Ray hunter. The restored Black Velvet example offered here is one of the lean, mean breed, with a fixed B-pillar and sedan body style.

Verified by its RM21 VIN code, this sedan’s body is more rigid than the optional (RM23) pillar-less hardtop body. It was the street racer’s best choice for its combination of added strength and reduced weight. And while most Road Runners were painted bright colors, this restored example was originally ordered wearing tasteful BB-1 Black Velvet with a silver/black bench seat interior.

Though Air Grabber hood scoops didn’t arrive until 1969, the iconic Road Runner side-scoop hood – with sinister HEMI vent inserts – stands ready to intimidate anything that pulls up at a traffic light. The J-code-correct Street HEMI inhales through a 1968-correct “Pentastar” dual-quad intake manifold, while a pristine “chrome dome” air cleaner filters the rush of incoming air.

The lightweight aluminum manual steering box might take a little extra effort, but frankly the average Road Runner buyer was happy to avoid the 30-pound weight penalty of the optional iron power steering box and 10-horsepower parasitic drag imposed by the belt-driven pump.

The 4-speed is coupled to the Dana 60-style rear axle and is the muscle car era’s most bulletproof drive line. While base Road Runner brakes consisted of 11-inch diameter drums all around, here, the optional front power disc brakes ease the task of decelerating from warp speed. As a no-frills, go-fast Mopar muscle car, the 1968 HEMI Road Runner 4-speed sedan has no equal. Beep Beep!

These two Mopar muscle machines represent both ends of the Street HEMI scale. Why not bid on both?

For up-to-date information on these and other vehicles on our Northeast Auction docket, click HERE.