(Lead Photo: Hemmings) We’re saddened to report that Tom Hoover, one of the original members of the Ramchargers racing team that turned Chrysler’s engine programs on it’s ear and drug the manufacturer into the horsepower wars swiftly, passed on yesterday.

Hoover, along with a small group of performance minded individuals within Chrysler Engineering’s “Institute” program, made up the legendary racing and development group that effectively acted as a “skunkworks” for Chrysler Corporation as they tuned and tweaked drag cars to records across the country. Hoover’s contributions to Chrysler’s racing efforts started when he joined the company in 1955. One of his first projects was the Bendix fuel injection system for the 1958 vehicles. The “Electojector” system would prove to be problematic, but it showed Hoover’s ability to work air and fuel ratios. Afterwards, he was moved to the engine lab, where he evaluated engines that came to him.

Around the fall of 1958 the group of workers that would compose the Ramchargers racing team, composed of enthusiasts who were racing on their own, started to form up. With such cars as the “High and Mighty” Plymouth business coupe and the “Candymatic” striped Dodges and Plymouths, the relationship between Chrysler Corporation and Hoover was excellent: there was factory support for Hoover, who had been made race program coordinator for the engineering division by Lynn Townsend, and there was the Ramchargers racing team who could go out and prove that the combinations would and could stomp all comers at tracks across the country. Among Hoover’s work is the Hyper Pak for the Slant Six, the Max Wedge program, the Cross Ram program, the RB motors, and most famously, the 426 Hemi. But by 1967, the Ramchargers had run out of steam, weary of the racing schedule, supplanted by the factory-supported racers like Dick Landy and Sox and Martin, and ready to focus on family commitments.

Image: DragRacerMag.com

Hoover stayed with Chrysler through the Seventies and one of his last projects was the Lil’Red Express truck, and it shouldn’t be much of a surprise. Hoover himself is responsible for both the exhaust stacks and has said that he wanted to remove the vertical parking lights out of the 1978 grille to use as part of a ram-air induction system. Who else would have suggested to use a 1970 340 performance camshaft in the smog-motor 360? But with Chrysler’s financial troubles looming, he finally jumped ship in 1979. Hoover worked for General Electric, Bosch and Walbro Orbital before finally retiring. One of his last projects with Chrysler was during the development of the 5.7 Hemi engine, where he came in as a design consultant for the engineers. He is credited with the twin spark plug setup, a raised camshaft position and adding squish area within the combustion chamber.

Image: Hemmings

Tom Hoover is more than a legendary gearhead, much more than the name behind one engine. He was the engineering marvel that helped to wake up Chrysler Corporation. He, along with his red-and-white band of merry men worked hand-in-hand with Chrysler to take on other manufacturers and forced the likes of Ford, Chevrolet, Pontiac and others to chase the candy-striped cars down dragstrips and around ovals, which lit their own fires and got their engineers working, if only to defeat the Hemi. His engine work is legendary, eclipsed only by the performance gains and mythical lore that surrounds his designs. He was the perfect individual to enter the doors of Chrysler Corporation, and he was there at the right time, when Lynn Townsend threw practicality to the wind and unleashed Hoover’s abilities on the unsuspecting public. Even in the darkest days of the Malaise era, Hoover’s work could be seen shining through the otherwise confusing work coming out of Highland Park.

Godspeed, Tom Hoover. There is a car waiting for you at the gates…just take heed to the tach as you rip the gears.