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I agree whole heartedly!!!!!!!!!!!!!!

Mopar stuff is just better than the other rubbish. When big block muscle cars were at their PEAK, Mopars won 38 out of 48 races in NASCAR, before the oil crunch.
The Legendary Chrysler Hemi V8 Is simply Head and shoulders above everything else. It has DOMINATED the drag strip since drag racing began.

Some folk will harp on about what "new school stuff can do. But apply the same amount of R+D to a pushrod motor, and they can match it.

Sorry, double post..

Back when they were racing stock Hemi blocks, there was alot of competition. BOP 455's, SD421's, Chevrolet 427 and 454's and Ford 429's, CJ's and sideoilers. It wasn't until a redesigned non-production car Hemi block was created that the Hemi became dominant. The current Chrysler Hemi run in NHRA is actually a copy of a GM wedge combustion chamber with Hemi valve placement. It is not a Hemi. The article is here.

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and it took GM 20 years to realise this - and they're doing it now with great success.

losers...

Can I summarize your feelings? You're angry because GM ruled Pro Stock for 20 years until Chrysler copied their cylinder head and started winning. The Chrysler fans were upset that they had a GM head on their Mopar, so Chrysler engineers moved the valves around but kept the wedge. They used hemi valve placement but the wedge is more efficient. GM knew the wedge was more efficient when they built the small block in 1955 and the Mark I in 1959, the Mark II in 1962 that NASCAR outlawed, the unreleased Mark III "mystery motor" the Mark IV in 1965 and the Mark V 10 or 12 years ago. That why the 1970 LS-6 Chevelle held the IHRA A/SA (showroom stock) record for years, because a stock hemi couldn't touch it. The hemi is just plain inefficient burning gas. It's why Chrysler quit putting it in automobiles until electronic engine management. It was an enviromentally dirty engine. In fact, I've heard tell the new hemi is not a hemi though I have yet to see the inside of one. There's also a reason the new "hemi" is 5.7 liters too, care to guess what that reason is? Now you want to call GM losers because Sonny Leonard has gone off on his own and designed his own cylinder head with hemi valve placement.

honestly - who cares

i'm no trainspotter - so all that means bunkum to me.

mopars rock. end of story as far as i'm concerned.

Maybe you guys should have a little lie down for a while Amazing how "A15 engine ability" has evolved into a GM Vs Mopar battle - good to see some passion out there but meanwhile, back at the ranch .........
Cheers

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HUH??
A wedge combustion chamber [no matter the manufacturer] is a wedge. If you use hemi valve placement, then you got either a hemispherical or a pent roof type chamber.

A wedge chamber is VERY EFFICIENT at keeping production costs down, while at the same time, providing an acceptable design. It is not more efficient as a cross flow cylinder head design as the exhaust ports have a somewhat less than ideal bend. Once again, it is adequate, but it is not more efficient.

The hemispherical shape is expensive to manufacture & it's bulky, but valve placement is optimised & the chamber has a lower "surface to volume" ratio than any other design. This means that it has a much better "heat rejection" figure. [less heat lost through the chamber walls into the cooling system.] The central plug placement also optimises flame propigation & this has customarily meant that this design can run a full point of compression more that other designs on the same grade of fuel.

The problem with the "dirty engine" syndrome revolves around the lack of combustion chamber swirl, which would lead to the ability to burn leaner mixtures. This has been addressed by one piston manufacturer & good results are being achieved. Combined with EFI,... great results are being achieved.

GM has long been the producer of an entirely adequate, but low cost wedge chambered engine, & this has been proven to be extremely popular. Chrysler corp just plain built a legend, & to hell with the cost,... quality of design & manufacture came first.

DATSUN, on the other hand, came up with a ledgend of their own, starting with the A10. This very basic, low cost design has been developed into the almost buletproof range of engines that just will not die.
39 years after this engine went into production [sept '66] this automotive icon is still in production & still manages to comply with the relevant smog requirements where it is sold. I am not aware of any plans to end production anytime soon either.
Compared to the contemporary Toyotaaargh Corolla pushrod 1200 engine, which was scrapped by the manufacturer decades ago, well,.... the Datsun engine just simply can't be compared.

Very few engine designs have enjoyed a continuous production run as long as that, & i don't think any other design that was in production in the 60's has been good enough to survive into current production.
Thats gotta speak volumes for any of the A series family members. These engines are simply greater than the sum of their parts, & remember, none of these A series engine versions has ever been a dud.
VIVE' Datsun pushrod A series powerplants.

I gotta admit, i am both surprised & impressed at how many members are Mopar savvy. Thanks for the support blokes.

In my opinion OHC has a place in inline engines eg- 4 & 6cyl although I believe pushrod to be just as good eg- A series, hemi six, holden six etc. But I believe it has no place in a v8. I will take the latest australian battle. LS1 vs the boss DOHC. The ls1 is lighter, much smaller for better positioning, makes more horsepower. The good ol pushrod Ls1 can rev its tits off and make more raceable power. Even cammed up fords wont rev. Did I mention pushrods are cheaper.

Plus if I was modifying a engine srew buying 4 cams when I could just buy 1. I do not see 7000hp ohc. The Sainty top fuel engine is and look what a piece of sh-it it is. Work that out for bhp per litre. Some teams say they are about 8000hp now(possibly lying) but that is a whopping 1000hp per litre. What rice crap can match that.

End of my mismatched rant. Coulnt be bothered making proper phrases. I just get frustrated when people are so stubborn and quick to write off a pushrod and saying that a jap engine isn't 7L and makes more horsepower perlitre is just been stupid. Japs intend to make high tech engines to do this whilst the good ol yank engines are of older technology(simpler design) a just go big to get power. And much better power it is too.

Its the end this time

Dodgeman, did you read this article I posted earlier? I guess not, or you don't believe it.

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The Current big block Chevrolet engine design debuted in 1965 as a 396. Changes in the last 40 years are roller cam, one piece crank seals and displacement. I would say the original design is very intact and you can buy it in a brand new 2005 pickup.
The NASCAR engines running today , (SB2), are straight from the 1952 design. In fact, you can bolt a current SB2 straight into a 1955 Chevrolet without drilling any holes or welding. I don't know of any 50 year old 100% original cars you can bolt a brand new, straight from the dealer, engine in.

[edit] Dodgeman, I was just wondering what you think of the sbc having been in continous production now for 50 years, and counting? [end edit]

[okay, another edit] Just for D and pro240c because I have done a little digging. Sprint cars run predominately sbc's, like more than 90%. Run what ya brung, your choice though there is a displacement limit. Don't see any Lexus V8's, hardly a Windsor, hemi's are none existent, why? You can run anything you want NA as long as you observe the displacement limit. And to think that pro240c wrote, Quote: who's REALLY blind pro240c? Can you name the only stock production blocks to run at Indy in the last 50 years? [end another edit]