426 Hemi Challenger Vortex Valve™ Installation

1970 DODGE CHALLENGER 426 CID V8 HEMI WITH DUAL HOLLEY 4 BARRELS. THIS IS A BAD MACHINE. NOW IT'S BADDER. WE GAVE IT A LOT MORE TORQUE AND HORSEPOWER WITH TWO VORTEX VALVES™.

Meet Mr. G's street rocket. This baby is beautiful and really well built. At the bottom of the page we've included a few comments from the owner about some of the history of this amazing machine.

All we can say is, "leave your pink slip at home or you might be in for a long walk."

UNDER 5 MINUTE INSTALL ON A 426 HEMI CHALLENGER

Increased Torque
Brutal Power
Only $69.95 ea. with FREE S&H.

This install takes 2 Vortex Valves™

Installing a Vortex Valve™ on your 426 Hemi Challenger is as easy as 1,2,3.

Step 1

Make sure the engine is off. Always wear gloves when working on machinery that is not running.

Remove the wing nuts from the top of the air cleaner housings.

Step 2

Install the Vortex Valves™ around the throats of the carbs like the picture at the left.

Step 3

Replace the air filter elements and the tops of the air cleaner housings. Replace and tighten the wing nuts. You're done. Look Ma, no tools needed. If you're going for a ride with Mr. G we suggest you bring a change of underwear.

Guarantee

Your Vortex Valve(s)™ will be on its way to you within 7 working days. There are a few special applications and these may take a week or two longer. Your Vortex Valve™ is 100% guaranteed against any defects in workmanship and materials. Your Vortex Valve™ is made in the USA with high quality stainless steel that's made here too.

Air Synergy Labs, Inc offers a Lifetime replacement guarantee on workmanship and any manufacturer defects as long as you own the vehicle on which it is installed.

Here are some comments from Mr. G about his Challenger:

In 1969 I bought a Hemi four speed Roadrunner, an upgrade from my 62 409 Chevy 2-door coupe. I drove it for 120,000 miles in Saint Louis and Boston. When I moved to Texas and saw all the old cars here that were rust free, I was embarrassed that my RR was a cancered-out pile of rust.

I located a restorable 1970 383 Challenger and the project began. All the suspension from the RR bolted right into the Challenger. Super stock rear springs with offsets bolted up the 4.10:1 Dana 60 perfect. At the time 295-50-15 rubber fit with plenty of room.

I have always gone overboard with oil changes and it was evident when the engine was torn down. Remember I put 120,000 miles on it and it has seen plenty of street races. It took only ten thousands bore to clean up the cylinder walls.

The block was sent to Jim Hale in Arkansas for blueprinting. The lifter bores had to be relocated a little and that was all that was out of spec.

The solid roller cam was a special grind from a machine shop in Tennessee. It was special because the initial lift was a bit easier than most roller cams that slam the lifter in order to ease the strain the roller rockers. Also the lobe to lobe separation was ground to 103 degrees and installed 101 degrees. With this the 11:1 pistons had to be fly-cut. My purpose for this was to build for torque rather than horsepower. Drag races are won with torque, long road/stock car races are won with horsepower.

Opened up some oil passages and closed off the oil feed for hydraulic lifters. Replaced the stock crank with one much stronger. Replaced the stock damper with a fluid damper. Used a high-pressure oil pump rather than a high volume pump, no hydraulic lifters to feed.

In the Torqueflight I installed an automatic/manual valve body, shift kit and increased the oil pressure.

Acquired a cross-ram intake from Six Pack Performance in Albuquerque, New Mexico This intake requires a Holly list 4235 and 4236 Left/Right Carbs that push to open. Additional mods to carbs includes a Edelbrock/Weber primary plate replacement. With this Power plate, I have external access to jets and air bleeds without a carb tear down. This provides precise control of the three major phases of carb operation, e.g., idle, mid range and high speed.