Kipling's hemi

This is a repost from 2011. Wow! It’s been 13 years? Anyway, Kipling is still among us, but instead of a 66 hemi-Charger he’s now piloting a 1964 Pontiac sedan with the original six-cylider and three on the tree. Shit happens. neumann’s blog Tuesday, August 30, 2011 Kipling’s Hemi In 2006 Dodge brought out its new Hemi Charger. For those of us who knew the original from forty years before, it was a sad day indeed. A four door Charger? Please, don’t do that on my dear grandmother’s grave. What were they thinking? Kipling had one of the originals. It was a brutish nasty piece of work. A silver ’66 with the solid-lifter 426 hemi. Two four-barrels. 4:10′s in the back. Unreal power. Terrorized the Highway 86 dragstrip that summer. The big-block Chevy guys would pull up beside you at the lights, think about it for a couple of seconds and suddenly remember they had a hair appointment and turn their signal light on. Kipling was an original himself, a nasty piece of work in his own way. Then he had one of those life-altering moments. Woke up after a three day party in the Canadian Club and found himself pissing blood. Decided on the spot to switch from rye and hops to the weed of wisdom. Best decision he ever made. Saved his life. Among the people who are into driving fast cars fast, there’s always debate about how high you can rev a motor. Nobody really believes that “factory recommended redline” stuff. That’s like an official speed limit; a helpful suggestion but everybody knows you can go faster. Oh, the Chevy small-blocks with hydraulic lifters can be “safely” wound to 6 grand, but with a solid cam you’re “safely” good for 7500. Trouble is, you never really know for sure the upper limit of “safely” until it’s too late. Kipling is one of those mechanical geniuses with an intuitive understanding about what makes things run and what makes them run faster. Everybody needs somebody like that in their life, at least if your life includes rebuilding engines, replacing clutches, restoring cars. I personally have a vague understanding of how stuff works, but I’m a bit of a lame-ass in the hands-on department. It’s somewhat disconcerting to have a handful of screws and bolts and nuts left over after you’ve done a brake job on your car. That’s why I always call on Kipling. Now a repair or a rebuild with Kipling always starts with a trip to the NAPA store. How about we fire up one of these before we go, he’ll say. Alrighty, I’ll say. So we do. Sit around and chat a bit. Maybe fire up another one. Then we’re off to NAPA. By now we’re getting a little hungry, so we stop at Tim Hortons, have a few donuts. I’m partial to the apple fritters myself. The fruit explosion muffins are damn tasty too, if you’ve never tried one. Then we sit around there for awhile, shoot the shit some more, and by God, by the time we hit the parts store the day is half over. By Kipling’s calculations the solid lifter hemi should be good for 8,000 rpm, no matter what the factory manuals said. After all, the Nascar guys run them that hard for 500 miles at a time. So we get our shopping list and make it back to the shop, get the job organized. Well goddamn if we didn’t forget the whatever! And this! And that! And the gasket sealer… Guess we gotta go back to the NAPA store. But lets fire up one of these first. Alrighty. So a job that should take an afternoon takes three weekends, but it’s done, it’s done right, and you had a good time doing it. Kipling pulls the hemi up behind the start line at the Highway 86 dragstrip and lets loose a burnout that wouldn’t have been out of place in the Pro Stock finals at the Winternationals, ten seconds of screaming hemi at 8,000 rpm with just the nose of the Charger peeking out of a billowing tower of tire smoke a hundred feet high. Suddenly, an eerie silence. Turns out you couldn’t “safely” twist the hemi that far after all.