For 1968, Chrysler helped the Hemi a bit with a better cam, different valve springs, and a windage tray in the oil pan to hold the oil away from the crank, thereby reducing parasitic power losses. Output was perhaps 30 horsepower stronger, although the 425-hp rating did not change.
In those days, the advertised rating was taken from a dyno test using optimum mixture and spark advance, no air cleaner, and no mufflers. It had nothing to do with the engine’s breathing ability when installed in a car. The success of the Hemi had everything to do with its in-car equipment. No other production car has ever had an exhaust system of greater capacity, and the two in-line four-barrel carburetors drew through an air cleaner about the diameter of a manhole. The Hemi lost a lot of power in this civilizing process, but what was left was still more than any other car on the street had.
In normal driving, the Hemi was quieter than many muscle-car engines of the day, but that changed when you stepped into the power. The exhaust pulses turned hard – “like machine-gun fire,” said one engineer at the time – and they boomed loudly up through the floor.
Early in the 1969 model year, I ran a Hemi Road Runner automatic through the quarter-mile at New York National Speedway: 13.5 seconds at 105 mph. 1968 introduction was halted immediately, and the engineers went back to the lab to invent more horsepower.
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