B series with a hemi

I had a FIAT. It didn't have domed pistons, which would be required to classify it as a hemi. I also had a MG. Again, flat top piston. Volvo, same thing. Pugeot, yeah, that's a common car in America. I doubt the other manufacturers you listed used it either. Other than the 2tc Toyota. I replaced a head gasket on one of those. It had domed pistons. As far as the other factories you listed, no pictures, no proof. Find the original poster in this thread a hemi motor to put in his truck since you seem to believe they are that common. Again, post pictures.

Hemi refers to hemispherical combustion chambers, not domed pistons. Are all cryslers Hemis? NO neither are all Fiats,Porsches or any other brand, But there are a ton of them out there.

Hemispherical cylinder heads have been used since at least 1901;[1] they were used by the Belgian car maker Pipe in 1905[2] and the 1907 Fiat 130 HP Grand Prix racer.[3] The Peugeot Grand Prix Car of 1912 and the Alfa Romeo Grand Prix car of 1914 both were four valve engines also, Daimler, and Riley were also using hemispherical combustion chambers. Stutz, beginning in 1912, used four-valve engines,[4] conceptually anticipating modern car engines. Other examples include the BMW double-pushrod design (adopted by Bristol Cars), the Peugeot 403, the Toyota T engine and Toyota V engine (Toyota's first V8 engine), and Miller racing engines, and the Jaguar XK engine.[5]

A hemispherical combustion chamber is a type of combustion chamber in a reciprocating internal combustion engine with a domed cylinder head. The hemispherical shape provides a number of advantages over a reverse-flow cylinder head but comes up short in others, particularly in carbureted engines. An engine featuring this type of hemispherical chamber is known as a hemi engine.

Alfa Romeo

Alfa Romeo has produced many successful hemi-head engines throughout the years. Arguably one of their most beloved examples is Giuseppe Busso's original 2.5-liter V6, which has been cited by some as one of the best and most distinctive sounding production engines (even in its latter 24v forms) of all time.[7] Part of this praise is likely because the hemispherical heads on the original 2-valve engine allowed for an almost completely straight exhaust port, resulting in a less diluted or muddied engine sound, allowing Alfa Romeo to use quieter stock exhausts without losing much of their distinct and beloved race-bred engine noise.
Aston Martin
Aston Martin V8

Aston Martin's famous DOHC (4 cams) V8 used a hemispherical chamber during the late 1960s through to the late 1980s. Each cam controlled one set of valves, either a bank of intake valves or a bank of exhaust valves. The Aston Martin V8 5.3 L (5340 cc/325 in3) produced 315 hp (235 kW).
Chrysler
Main article: Chrysler Hemi engine

Perhaps the most widely known proponent of the hemispherical chamber design is the Chrysler Corporation. Chrysler became identified primarily by trademarking the "Hemi" name and then using it extensively in their advertising campaigns beginning in the 1960s. Chrysler has produced three generations of such engines: the first (the Chrysler FirePower engine) in the 1950s, the second (the 426 Hemi), developed for NASCAR in 1964 and produced through the early 1970s, and finally the "new HEMI" in the early 2000s. Currently, Chrysler produces 4 variations of the Hemi engine: a 5.7 L that, depending on configuation, makes between 360 and 395 horsepower and 390-407 lb*ft (529-552 N*m) of torque, a 6.4 L (also known as the 392 cubic inch) that makes 485 horsepower and 475 lb·ft (644 N·m) of torque, a (different) 6.4L that makes 410 horsepower and 425 lb·ft (576 N·m) of torque, and a supercharged 6.2 L (commonly known as the Hellcat) that makes 707 horsepower and 650 lb·ft (881 N·m) of torque.

Chrysler also released a Hemi 6 in Australia with a non full hemispherical chamber but the top of the line 4.3 L, 265cubic inch motor made 302 hp (225 kW). They came out as 215 120 hp 245 160 hp 265(std) 203 hp.
Ford

Ardun heads for the Ford flathead were perhaps the first use of a hemispherical head on a readily available American V8.[8] First offered in 1947 as an aftermarket product, these heads converted the Ford flathead to overhead valves operating in a hemispherical chamber. Zora Arkus-Duntov, who later worked for GM and was a major force behind the development of the Chevrolet Corvette, and his brother Yura, were the "AR" "DUN" of "Ardun."

Ford produced an engine with two overhead cams (one cam per head) and hemispherical chambers in the mid-1960s. The engine, displacing 425 cubic inches and belonging to the FE family of Ford engines, was known as the "427 SOHC"; it was also known as the Cammer. It was basically a set of SOHC hemi heads that bolted onto Ford's FE engine block. The 1964 engine was designed in 90 days of intensive engineering effort[9] for use in racing. The 427 SOHC used the side oiler engine block modified slightly to deal with the missing in-block cam among other OHC issues.[9] Because of their power levels, and the fact that Chrysler had showed Bill France that a DOHC 426 Hemi was in the works, it was banned from NASCAR races, though allowed in certain drag racing classes. After the NASCAR ban, Ford continued to produce the SOHC, selling it over the counter to racers and others[10] who used it to power many altered-wheelbase A/FX Mustangs and supercharged Top Fuel dragsters. Connie Kalitta, Pete Robinson, and "Snake" Prudhomme all used the engine in their Top Fuel racers. In 1967 Connie Kalitta's SOHC-powered "Bounty Hunter" won Top Fuel honors at AHRA, NHRA and NASCAR winter meets, becoming the only "triple crown" winner in drag racing history.[11] Dynamometer results of the day showed the SOHC Hemi producing almost 700 hp (522 kW) in crate form (100 hp per liter).[12] The overhead cams meant that it was not as rpm-limited as the Chrysler Hemis were with their pushrods and heavy and complex valvetrains.[13]

Later Ford engine designs with hemispherical chambers included the Calliope, which used two in-block cams, arranged one over the other, to drive 3 valves per hemispherical chamber.[14] The pushrods activating the valves from the top camshaft were almost horizontal. In 1968, Ford brought out a completely new engine family called the 385-series. This engine's heads used a modified form of the hemispherical chamber called Semi-Hemi.[15]

In the 1970s, Ford designed and produced a small-block engine with hemispherical heads to address the growing concerns about fuel economy. Unfortunately, even with an ahead-of-its-time direct fuel injection system feeding a stratified charge chamber,[16][17] the hemi's emissions could not be made clean enough for compliance with regulations. This plus the cost of the valve actuation systems, along with the cost of the high pressure pump needed to deliver fuel directly into the chamber, as well as the gilmer belt drive system needed to drive the pump, made further development pointless at the time. Most 1980s 4-cylinder Fords used the Ford CVH engine, CVH meaning "Compound Valve, Hemispherical (Head)".
Jaguar in-line 6-cylinder hemi heads
Lotus "big valve" head with hemispheric chambers
Jaguar

Jaguar used this head design, beginning in 1949, on the legendary XK engines, which powered cars ranging from the Le Mans winning D-Type to the XJ6.[18]
Lancia

Both the Lancia V4 engine and the Lancia V6 engine used hemispherical chambers.
Lotus

Lotus has used hemispherical chambers in some of their engines (see photo to right). The relatively large valves possible in such a chamber allowed large volumes of air-fuel mixture to enter and exit the chamber quickly; not always completely combusted. In the modern emissions-era, the hemi chamber has begun to fade away from continuing development. The hemispherical combustion chamber is the simplest, and easiest design to understand. As such, it has served for more than a century as the basic design in combustion engines, from which all other improvements and engineering developments derive. As the engineering involved in new engines has improved and evolved, the true hemispherical chamber has morphed and twisted into more sophisticated and complex designs that are meant to extract more power, with lower emissions, from any given combustion event.
MG

The MG factory in Abingdon-On-Thames produced a Twin-Cam variant of the pushrod MGA 1600 MkI MG MGA line from 1958 to 1960. The original push rod 1588 cc cast iron block was crowned with a cast aluminum twin cam cylinder head which included one inlet and exhaust valve each, per cylinder. This configuration enabled a cross flow "hemi head" circulation within the combustion chamber, that enabled improved breathing (volumetric efficiency) as well as utilization of enlarged valves and domed pistons. Early versions proved fragile on the street and in competition due to pre-ignition (detonation), and oil loss, which led to decreasing the compression ratio from 9.1. to 8.3 with redesigned pistons. It was a successful update but sales dropped off so rapidly the company halted Twin Cam production and used the matching chassis for some MGAs, with push rod engines, known as the MGA 1600 MkI and MkII DeLuxe models.
Mitsubishi

Mitsubishi produced several hemi engines including the 'Orion', 'Astron', and 'Saturn' units.
Porsche
Porsche 6-cylinder boxer engine heads with hemi chambers

Porsche has made extensive use of hemi-head engines, including the air-cooled flat-6 engine in Porsche 911 models from 1963 to 1999. The 1973 2.7 L version generated 56 hp per naturally aspirated litre of piston displacement.[19]
Toyota

Toyota Motor Corporation's V family of engines were a longitudinally mounted V8 engine design. They were used from the 1960s through the 1990s. The V family engine was used in the prestigious Toyota Century. Toyota had worked with Yamaha to produce the first Japanese full aluminum alloy block engine. The V Family is often referred to as the Toyota HEMI as the engine features a similar cylinder head design to those found on the Chrysler's Hemi, even though most of the engine design is completely different.

The V 2.6L engine was first used in the Crown Eight from 1964 to 1967 as part of the second generation Crown range. Thereafter the Crown Eight was replaced by the upmarket Toyota Century.

The 3V, 4V and 5V engines were used in the Toyota Century up until 1997 when it got a complete redesign and gained the 5.0 L 1GZ-FE V12.

The V series engines, like several Toyota Motor Corporation engines (e.g. 2T-C, 2M, 4M etc.) at the time had a hemispherical combustion chamber. The spark plugs were located at the top of the combustion chamber.
Design evolution in modern engines
Modern (2007) non-Hemi active combustion chamber
Current-production Chrysler "Hemi" combustion chamber

Many of today's engines use active combustion chambers designed to tumble and swirl the fuel/air mix within the chamber for the most efficient combustion event possible.[20] These active chambers usually look like kidney beans or two merged small 'hemi' areas surrounded by flat quenching areas over the pistons.[21] By the end of the 1970s, development of engines utilizing true hemispherical chambers had ceased in the U.S.(Continuing in places like Italy, on Alfa Romeos for example); it had been gradually displaced by newer emissions friendly engine designs. Today,"hemi" is more of a trademark than a description of a combustion chamber.

Chrysler 392 hemi pistons hypereutectic flat top piston set; .030 oversize 8-1 compression with 104cc chamber; 4.030 bore 3.900 stroke 6.958 rod 1.940 compression height; top ring groove 5/64; 2nd ring groove 5/64; oil ring groove 3/16; Flat top 28cc 2V; weight 620 grams; high strength hypereutectic piston set for use in high performance engines. Set includes 8 pistons 8 wrist pins and lock rings. Supplied with .984 wrist pins Note: Centered Pin Part number KB289-030

So, after reading all the hype, I get to this:

"By the end of the 1970s, development of engines utilizing true hemispherical chambers had ceased in the U.S.(Continuing in places like Italy, on Alfa Romeos for example); it had been gradually displaced by newer emissions friendly engine designs. Today,"hemi" is more of a trademark than a description of a combustion chamber."

As if I really GAF.

And then the following post says more: Flat top pistons. For a hemi.

A 2.0 escort is a bored 1.9 introduced in 1997 you said how come no one else makes hemis. They Do. You also said they had to have domed pistons,they don't. You said the manufacterers I listed probably didn't make hemis , they did.tAnd I might just do an escort motor in my b2200 I think the bell housings and flywheel are even the right bolt pattern wiring engine pcm everything from a junker, make engine mounts. hell yea! Was going to go 3800. Hemi will be much easier!thanks tweaker

The CVH (Compound Valve angle Hemispherical combustion chamber) was enlarged to 1.9 L for the North American 1986 model year Escort. Bore was now 82 mm (3.2 in) and stroke was 88 mm (3.5 in). This stroke length was later used in the 2.0 L CVH engines, and continued into the Zeta engine which replaced it. This long stroke necessitated a raised engine block deck, a design also shared with later units. The camshaft and water pump are driven by the timing belt. This engine is of a non-interference design: the valves don't contact the pistons if the timing belt breaks. Output was 86 hp (64 kW) and 100 ft·lbf (140 N·m) with a carburetor; when electronic throttle-body fuel injection (CFI, or Central Fuel Injection) was added, the basic 1.9 L added 4 hp (3.0 kW), although torque was little changed.

Multi-port fuel injection and hemispherical "hemi" combustion chambers were added for the 1986 Escort GT's EFI HO engine, increasing output to 108 hp (81 kW) and 114 ft·lbf (155 N·m). This engine developed a good reputation for performance and surviving GTs of this generation are quite fun to drive.

The 90 hp (67 kW) 1.9 L CFI engine of the late 1980s, particularly when equipped with either the four- or five-speed manual transaxle, was notable for delivering outstanding fuel economy. Somewhat surprisingly, four-speed Escort Pony models achieved better mileage than five-speed cars, with upwards of 30 mpg in city driving and 40–45 mpg on the highway not uncommon.

The second generation of American Escort utilized sequential EFI for 1991–1996, but power and torque were little changed at 88 hp (66 kW) and 108 ft·lbf (146 N·m) respectively.

Gee, I guess you really told me off. Congratulations for winning a special olympics race. I suppose doing that was easier than making a restrictor for your b2000.

Sorry if you were in special olympics, got picked last at dodge ball or mom didn't breast feed you,dad wouldn't let you have a minibike ,whatever your problem is. Now go kick a puppy and try to have a great day! The restrictor was super easy I just scotch taped a fruit loop into the original location.

Sorry dude, you are the first person I have ever dealt with who has OCD. I hope you get the professional help you need. Since you decided to make it personal, try not to step out in front of a bus.