There’s A 1,000 BHP Dodge Hellephant Crate Engine For Sale

This is a Dodge Hellephant crate engine, it’s capable of 1,000 bhp and 950 lb ft of torque, and Dodge are so wary of it they’ve never actually installed it into one of their own production vehicles.

They first unveiled the Hellephant at SEMA in 2019 where showgoers learned that they’d be able to buy one for themselves, if they had $29,995 USD that is, plus an additional $2,265 for a kit that included the wiring harness, a PCM, and throttle by-wire pedal.

Unsurprisingly there was a substantial amount of interest in the engine, it was after all the most powerful crate engine ever offered by a major manufacturer. Though the total price in excess of $30,000 isn’t exactly pocket change, it is relatively good value for an engine that can reliably produce 1,000 hp.

The Hellephant has a displacement of 7.0 liters (426 cubic inches) and it’s topped with a 3.0 liter supercharger producing 15 lbs of boost. Otherwise the engine has fairly standard specifications, with two pushrod actuated valves per cylinder, electronic fuel injection, and a digital ignition.

Given the rise in popularity in electric vehicles, it’s entirely possible that we’ll never see another crate engine with 1,000 bhp offered by a major manufacturer.

When the engine landed on the Mopar website store it sold out in less than 48 hours. Delivery took over a year as some issues had been detected during testing, but not long after deliveries began they started appearing in engine bays – though in very limited numbers.

The Dodge Hellephant engine you see here is due to cross the auction block with Mecum, in late March. Interestingly it’s being offered with no reserve, and it does come with the $2,265 installation kit.

We only see these engines come up for sale once or twice a year, and Dodge have so far not announced any plans to do another production run of them.

If you’d like to read more about this unusual engine or register to bid you can click here to visit the listing on Mecum.

Images courtesy of Mecum

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A Cammer-Powered 616 HP Ford Mustang Mach 1 – “The Sin City Shaker”

This unusual Ford Mustang Mach 1 is fitted with a rare Ford 427 “Cammer” engine, a V8 with single overhead cams per bank allowing higher RPM operation. Ford originally developed the engine to take on Chrysler’s 426 Hemi in the world of NASCAR.

A Mach 1 Mustang fitted with the 7.0 liter Ford pushrod V8 is a quick car by any standard, particularly in a straight line, but the use of the Cammer 7.0 liter V8 with its SOHC takes it up a few notches – from 335 hp to 616 hp.

Fast Facts – The Mach 1 And The Mighty Cammer V8

• Ford developed the “Cammer” V8 in just 90 days in the early 1960 using their existing 427 FE pushrod V8 as a starting point. Their goal was to take on the Chrysler 426 Hemi V8 in NASCAR.
• The final production Cammer engine had a single overhead cam per bank spun by a 6 ft long timing chain, and they produced 616 hp at 7,000 rpm and 515 lb ft torque at 3,800 rpm – up to 657 bhp with improved carburetors.
• The Ford Mustang Mach 1 was introduced in 1968 as a higher performance version of the standard Mustang. It came with competition suspension and front and rear spoilers, but much of the package was focussed on the car’s looks.
• No Cammer V8 engine was fitted to a production car by Ford in period, but this hasn’t stopped enthusiasts from doing their own engine swaps. The car you see here has been professionally converted, looking like a factory-built Cammer Mach 1 might have, had Ford ever built one.

The “90 Day Wonder” – Ford’s Cammer V8

When Ford engineers set out to develop a new V8 to challenge the Chrysler 426 Hemi V8 in the fiercely competitive world of NASCAR racing they knew they had their work cut out for them.

The Cammer V8 only barely fits into the cavernous engine bay on the Mach 1. No production car was ever fitted with this engine from the factory, and only few could have accommodated it.

To both simplify and speed up the development process they started with a preexisting engine block – the race-proven 427 FE pushrod V8. The block was modified and a pair of new heads were designed that, very unusually for an American V8 at the time, had a single overhead cam per bank.

Single and double overhead cam engines had largely been the realm of the Europeans, specifically the Italians, Brits, and Germans. Compared to pushrod engines, overhead cam engines typically tolerate higher RPM operation, opening up additional power when designed well.

It was this additional power that Ford engineers were chasing. They took the FE block and modified it to accept the new heads they have developed, the overhead cams would be powered by a 6 ft (1.8 meter) long timing chain and a slew of other minor changes would be made to the engine to safely permit higher-RPM usage.

The length of that timing chain would quickly become a problem for the engine, it necessitated that one cam be a mirror of the other, and under high-RPM usage the cam timing could vary by 7º or more due to the chain stretching.

The Mach 1 Mustang includes a series of performance improvements with a package of exterior mods like a decal package, hood pins, and front lip spoiler, a rear trunk lid spoiler, and in some cars, the famous shaker hood.

Sadly, before the engine could even turn in a single lap, it was banned by NASCAR along with the Chrysler Hemi engine as part of a crack down on “special racing engines.”

The Cammer Goes Drag Racing

Rather than dump the Cammer project Ford continued to develop the engine in the hopes of changing the minds of those making decisions at NASCAR, in the meantime they sent the engine off into the world of drag racing – where it proved wildly successful.

Many of the big names in 1960s drag racing were putting the Cammer to good use, including Bill Lawton who won the AHRA and NHRA Winternationals in 1966. Other Cammer pilots included Mickey Thompson, Gerry Schwartz, Tommy Grove, Tom Hoover, Pete Robinson, Connie Kallita, and many others.

1967 would see Connie Kalitta’s Cammer-powered “Bounty Hunter” slingshot dragster win the Top Fuel events at the AHRA, NHRA, and NASCAR winter meets – becoming the only “triple crown” winner in the history of American drag racing.

The interior of the car is largely the same as the original Mustang, save for that Hurst shifter and the view out the windshield of that air scoop in the hood.

These successes should be no great surprise, as many drag racing outfits were getting over 2,500 hp out of their supercharged Cammers.

The Cammer Mach 1 Shown Here – “The Sin City Shaker”

The car you see here was nicknamed “The Sin City Shaker” thanks to its combination of a Ford Cammer V8 engine and a shaker hood.

The shaker hood was offered as an option on the Mach 1, it comprises of a hole in the hood and a special air scoop mounted directly to the top of the engine. The air scoop rises through the hole in the hood when the hood is closed, and when the engine is running the scoop can be seen to be shaking – hence the name.

Power is provided by a rare, original Ford 427 cubic inch Cammer V8 producing 616 hp at 7,000 rpm and 515 lb ft torque at 3,800 rpm. Power is sent back through a 4-speed manual transmission to the rear axle.

As a Mach 1, the car has that distinctive livery on the outside, including side stripes, a matte black hood with hood pins, a front lip spoiler, and a rear trunk lid spoiler. Inside you’ll find a black-on-black interior and a Hurst cue ball shifter.

This unusual Mach 1 is due to roll across the auction block with Mecum in mid-March, and it’s being offered with no reserve. If you’d like to read more about it or register to bid you can click here to visit the listing.

Images courtesy of Mecum

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The Mongolian President’s ZIL 114 Soviet Limousine Is For Sale

This is the ZIL 114 limousine used by the Mongolian President as his official state car. The limousines built by ZIL were used extensively by members of the Politburo of the Communist Party of the Soviet Union, before it collapsed in 1991.

At first glance one could be forgiven for thinking the ZIL 114 is an American car from the same era. The styling is remarkably similar to the earlier 1966 Chrysler Imperial, and just like its American cousins the 114 is powered by a hefty pushrod V8.

Fast Facts – The ZIL 114

• The 114 was introduced in 1967 by ZIL, or Zavod Imeni Likhacheva, as the primary transport limousine for the Soviet Union’s most senior politicians.
• The ZIL 114 was used extensively within the Soviet Union by its leaders and the leaders of its allies, it was also transported internationally for global summits and meetings with foreign heads of state.
• Interestingly, the ZIL 114 has appeared twice in the Guinness Book of Records, firstly in 1971 as the widest production car in the world, then again in 1974 as the world’s heaviest production car.
• The 114 was released as a major update over the ZIL 111, the V8 engine was increased in size from 5,980cc to 6,959cc. it produced 300 bhp and 412 lb ft of torque at 4,400 rpm, giving the 114 a top speed of up to 200 km/h (120 mph).

Zavod Imeni Likhacheva And The ZIL 114

The Zavod Imeni Likhacheva company was known by many names from the time it was founded in 1916 to when it ceased operations in 2012. It’s best known today by the acronym taken from its final Russian name – ZIL.

The ZIL 114 is a gargantuan car it has a width of 2,068 mm (81.4 in), a length of 6,305 mm (248.2 in), and a weight of 3,085 kg (6,801 lb).

The most important job entrusted to ZIL was the design and manufacturing of the limousines that were used by the heads of state – typically with Soviet flags attached to the front of each front fender.

Engineers at ZIL developed the 114 to replace the outgoing 111 model that had been developed in the late 1950s. Both the ZIL 111 and the ZIL 114 looked an awful lot like American production cars from the period.

Some have postulated that the Soviets may have had a 1966 Chrysler Imperial sent to the Zavod Imeni Likhacheva factory during the development phase of the 114, given how similar the two cars look.

The ZIL 114 was a luxurious car for the era, it was certainly vastly more comfortable than the cars being used by regular folks in the Soviet Union. The 114 was equipped with power steering, power brakes, air conditioning, power windows, power seats, and power mirrors.

The 7.0 liter (6,959cc) V8 produces 300 bhp and 412 lb ft of torque, which is fed through a two-speed automatic transmission to the rear wheels.

Under the hood of the 114 you’ll find a pushrod V8 developed by Zavod Imeni Likhacheva in the 1950s, but updated for the 1960s with a displacement of and 300 bhp being fed to the rear wheels via a two-speed automatic transmission and a live axle.

The top speed was up to 200 km/h (120 mph) depending on the specific model’s final specification, quicker than almost any other ground-based vehicle in the Soviet Union, with the possible exception of the Melkus RS1000 from East Germany.

With a kerb weight of 3,085 kilograms (6,801 lbs) the 114 is a prodigious vehicle, as a result it became the first Soviet car to be fitted with four wheel disc brakes as it was the only way to ensure adequate braking performance.

The ZIL 114 would remain in production from 1967 to 1978 when it was replaced by the ZIL 4104. Many senior members of government kept their 114s in service for many years after it left production, and only relatively few have survived to the modern day.

For most citizens of Soviet states, the ZIL 114 was the most expensive and exotic car they were likely to see on the streets. Despite its weight it was also one of the fastest.

The ZIL 114 Shown Here

The ZIL 114 you see here was formally used by the President of the Republic of Mongolia using the license plate YB0001.

In the years since it left the Soviet Union this car became part of the Museum of the Heads of State Cars. It was bought by the current owner directly from the museum in 2004, and it’s been preserved in original condition since.

It’s important to note that this 114 will require recommissioning before it’s put back into use, it hasn’t been run for approximately 15 years and the listing explains that the sills show the beginnings of some corrosion.

If you’d like to read more about this unusual limousine or register to bid you can click here to visit the listing on Artcurial. It’s due to cross the auction block with them on the 18th of March in Paris, with a price guide of $45,100 – $67,600 USD.

Images courtesy of Artcurial

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For Sale: A Bradley GT Gas Turbine Jet Car – $8,500 USD

This unusual Bradley GT is powered by a Boeing gas turbine engine, and the current owner is selling it for the dangerously affordable asking price of $8,500 USD.

Now as with almost any car offered for sale on Facebook Marketplace, there are some caveats. The Bradley GT Gas Turbine Jet Car isn’t road legal, and it’s unlikely to be road registrable in any state or territory due to the fact that it shoots superheated air out the back of its Boeing turbine.

Fast Facts – The Bradley GT Gas Turbine Jet Car

• The Bradley GT is a kit car that was first unveiled in 1970 and sold until 1981. The development process of the car is said to have cost just $2,000 USD, thanks largely to the fact that it’s made up of a fiberglass body on an unmodified VW Beetle floorpan.
• Despite the humble beginnings of the Bradley GT it attracted a number of celebrity owners including Liberace, Barry Goldwater, Gaylord Perry, Ed Begley Jr., and Jeff Dunham.
• Most Bradley GTs were powered by VW Beetle engines of course, however some did undergo engine swaps to give them more power. Though it’s doubtful that the owners ever thought that someone would one day create a jet-powered version.
• The car you see here is powered by a Boeing T50 502 gas turbine engine, depending on configuration these engines can produce 330+ hp.

A Bradley GT With A Difference

The Bradley GT is a kit car that’s probably already familiar to many of you, thousands were made in the 1970s due to the fact that the kits were inexpensive to buy, and they only required a VW Beetle donor vehicle to complete them – back when Beetles were cheaper than half-eaten donuts.

The Boeing gas turbine engine is rear mounted, with the exhaust exiting out of the large rear nozzle.

Many people on a tight budget who always dreamed of owning their own exotic sports car fulfilled their dream with the Bradley GT, and the car deserves respect for that.

It’s likely that Gary Courneya and David Bradley Fuller, the creators of the Bradley GT, took some inspiration from the Meyers Manx, the original VW Beetle-based kit car developed by Bruce Meyers and first released in 1964.

Like the Manx, the Bradley GT uses a VW Beetle floorpan with the original steel body removed and a new lightweight fiberglass body fitted instead.

Over the course of its tumultuous 11 year history, the Bradley GT and its successor, the Bradley GT II would bring in millions of dollars in revenue. The company eventually succumbed to bankruptcy, but many of their creations are still on the road, and there’s an active owners group and web forum dedicated to the Bradley GT series cars.

By kit car standards the Bradley GT is quite a good looking design, with popup headlights, doorless side entry, and a low kerb weight.

The Gas Turbine-Powered Bradley GT Shown Here

Facebook Marketplace has a habit of turning up the same kind of wild kit cars more commonly found in the darkest recesses of Craigslist. The car you see here is no exception.

Unlike the vast majority of Bradley GTs which are powered by VW Beetle engines, this one is powered by a Boeing T50 502 gas turbine. If you think that sounds like a recipe for disaster you may very well be right, particularly considering the fact that the car has no roll over protection and is likely to still be using the original Beetle suspension and drum brakes.

The Boeing T50 502 gas turbine was originally developed for use in small aircraft like the QH-50 DASH helicopter drone from the 1950s. Over time it was further developed, and it found a remarkable array of uses, from powering tanks and drones to manned helicopters, fixed wing aircraft, Kenworth trucks, and U.S. Navy boats.

The seller explains that the engine is controlled by a touchscreen panel, and that he bought it from the guy who originally built it in California seven years ago. The car sits on aluminum racing wheels with BF Goodrich tires, it has bucket seats and harnesses, and an electronic ignition.

If you’d like to read more about this unusual kit car or enquire about buying it, you can click here to visit the listing. It’s being sold out of Farmington, Minnesota and the asking price is $8,500 USD.

Images courtesy of Chad Hird

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A Gas Turbine/Electric Volvo 850: The 1993 Factory Prototype

The 1993 Volvo 850 gas turbine/electric hybrid you see here is one of two made by the factory when it was experimenting with future drivetrain technologies in the 1990s.

The car is driven by an electric motor powering the wheels, and the turbine spins a high-speed generator (HSG) which sends its electrical power either to the batteries, the electric motor, or both at the same time.

Fast Facts – The Volvo 850 Gas Turbine/Electric Hybrid

• This car would be Volvo’s second attempt at building an automobile fitted with a gas turbine, the earlier version was the 1978 Environmental Concept Car (ECC) based on a Volvo 264.
• As the world approached the end of the 20th century new legislation was making it critical that automakers develop ever more fuel efficient cars with lower emissions.
• Volvo engineers developed this car and its fellow prototype borrowing some ingenuity from Volvo Flygmotor, the automaker’s sister company that produced aircraft engines and aerospace components.
• The car they created uses an electric motor to power the front wheels, drawing electrical power either from built-in batteries, from the electrical generator powered by the gas turbine, or by both working together.

Gas Turbines + Automobiles

Though it may seem strange to bolt a gas turbine under the hood of a car, automobile manufacturers have been experimenting with the technology for decades. By the 1990s progressive increases in emissions and fuel efficiency requirements resulted in automakers experimenting with all manner of unusual propulsion systems.

The gas turbine is mounted under the hood where the piston engine would be in a normal 850, exhaust from the turbine exits out of an exhaust in the rear as with a normal car.

Volvo had developed the Environmental Concept Car (ECC) in 1978 based on a Volvo 264 saloon car, with power provided by an automotive gas turbine engine. No electric motor or batteries were used in this car, it utilized a direct drive system instead.

In the 1990s engineers at Swedish automaker realized if they could get a small, highly efficient gas turbine to power an electrical generator – then use this charge to power an electric motor, they might just be able to meet or surpass their fuel efficiency requirements.

Volvo also had an ace up their sleeve – they could tap into the engineering know-how of Volvo Flygmotor, a sibling company that specialized in building aircraft engines and aerospace components for spacecraft.

Building The Volvo 850 Gas Turbine/Electric Hybrid

The Volvo 850 had been released in 1991, making it the newest car in the Volvo model line in 1993. The reasonably large engine bay of the 850 made it perfectly suited to the gas turbine/hybrid electric project – the standard road car was fitted with an inline-five cylinder mounted transversely to power the front wheels.

The nickel cadmium battery array is in the trunk, along with what appears to be an electronic controller.

Two Volvo 850s were sent to the engineering department, where the design and development phase of the project began in earnest. Direct electric drive was chosen for the sake of simplicity and practicality, with the electric motor connected to a bank of nickel cadmium batteries (/Ni-Cd/).

In the early 1990s nickel cadmium batteries were still the best option, lithium-ion batteries were too new and lead acid batteries would have been far too heavy.

The engineers developed a front wheel drive system using an electric motor, there are many benefits to this arrangement, chief among them being the instant torque from 0 rpm offered by electric motors.

The motor can be powered directly by the batteries in “Electric” mode, it can be powered by both the batteries and the gas turbine generator in “Hybrid” mode, and it can be powered directly by the gas turbine generator in “Gas Turbine” mode.

When driving the car it’s not a dissimilar experience to driving a modern automatic or electric car, there is a rotary drive mode selector and you can choose from the usual P, R, N, D, or L.

The interior is essentially identical to a normal Volvo 850, with the exception of the rotary dial that allows you to select “Electric, “Hybrid,” or “Gas Turbine” modes.

An Evolutionary Dead End

Volvo opted to not put its unusual hybrid into production, though it has fewer moving parts than a similarly sized piston engine it does require more exotic materials and manufacturing technologies – not to mention the fact that your local mechanic wouldn’t know where to begin with even just a basic servicing.

Of the two cars that were built just one is in private hands, the example you see here. The other is believed to still belong to Volvo, and it’s unlikely to be sold anytime soon due to its historic importance as an early Volvo hybrid.

This prototype has 4,000 test track kilometers on the odometer and it comes with its original Swedish number plates as well as extracts of a period magazine article about the car.

If you’d like to read more about it or register to bid you can click here to visit the listing. It’s due to cross the auction block with Bonhams on the 3rd of February with a price guide of $68,000 to $91,000 USD.

Images courtesy of Bonhams

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