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The head looks nice and all, but 85% exh:int ratio at mid lift??? Not favorible for a NA engine.

We won't be happy till the car runs in the 10's. That was Steve's goal. Some of my favorite memories of building the car was figuring out the engine placement using the Magnaforce front end. Figuring out crankshaft offset with lazer beams, plumb bob's, etc on the chassis jig using a mock up...

That would be her.

Here ya go. http://www.nadodge.com/attachment.php?attachmentid=3912&d=1334356260

Footbraked the car on the first pass. Spun the tires. Left off the transbrake on the 2nd pass and snapped the output shaft on the transmission. So much for Friday. Steve picked up a 904 at the swap meet and Denny repaired the transmission and had the car up and running again for Saturday...

That vid was leaving off the line around 4000 rpm which was the limit of the brakes holding under part throttle boost without pushing the car. With the transbrake the car is now capable of leaving off the line at 6500 rpm (thats where its chipped at) under full boost.

The transbrake works great! 1st stop was in Denver tonite. Will be in Vegas tomorrow.

Jason, Today I gave you a "for your's eyes only" way to properly pre oil a new Hemi. How well do you trust assembly lube when cranking the motor with the starter for 30 seconds at a time when I told you how to prime it within 4 rotation's of the crank? If the oil pump gulps in a shot of air...

Shim's between the collars are correct on the exhaust side, but not the intake side.

Bill, Look into a hydro boost brake system. Let us know what you find out.

FWIW...A stock 5.7 2010 Eagle motor equiped with the Magnuson in QC Ram in our shop put down 425 rwhp and ran mid 13's.

I'd go carbed over EFI. Built too many EFI Gen III Hemi's that we're married to because of tuning.

Differences shown here. 727/Nag1/RFE545

FYI Bill, we stuck 1.81" int/1.55" exh valves in the heads. Had to unshroud the copper head gasket and cylinder walls for the intake valve.

Yes sir.

No one makes a solid roller lifter for our new Hemi's yet, however I can't see why you couldn't use their adjustable rocker with a hydraulic lifter? I know from looking at past posts, from other forum experiences with the few Harland Sharp rockers released that the needle bearings have failed...

Nitti's Duster accidently rolled back into it. When he was ready to leave and put it in 1st it was actually was in N. (Reverse manual valve body.) When Nitti looked down at the shifter and relized it was in N the damage was already done. The Duster only ended up with a slight scratch and we...

Custom Carrilo rods with worked over 440 main caps.

The crankshaft is stock forged and offset ground. Bore and stroke numbers come out to 262 cubes.

I talked with one of the tech's that had the oprotunity of tearing down the BES 700 hp Engine Master's build. The Jessel setup use's old school technology and pumps the lifters through a side hole in the lifter and oil is filled to the lifter through the lifter galley instead of being top...

I personally had my hands on this particular build all the way from R&D, fab and production. As far as stoker scamps coments of the underhood filter...The engine is cooled by W/M and runs on E85 so no intercooler is needed. AIT's under boost are always below ambiant. 1/4 mile times are...

Factory intakes quit making power at 5800 rpm and the OEM big end of the rods will go out of round at 7000.

Well if you actually compare a 5.7 and 6.1 block side by side you'll see that the main webs on the 5.7 are built stronger. The webs on the 6.1 have a casted hole through them whereas the 5.7 is casted solid. The 5.7 blocks also sonic check much higher than a 6.1. Most 6.1 blocks can only...

I'd finish the 5.7. Here's something to think about. Have one of your 6.1 forged crankshafts offset ground to Honda rod journal size. Eagle makes a SB Chevy connecting rod with Honda rod journals and .927" pin. With the added stroke your 5.7 will be at 370 cubes. The cost for grinding the...

Joe, probably all the above. Hemi coils are not prone to failure. However at 950 hp with high cylinder pressures you'll need a CDI to keep the spark from blowing out. No problem with EFI in a stock application. You can actually use the factory pcm with a cam as long as you keep the lsa at...

Chris told me he was using Megasquirt 3 inside a 2 box. Really don't know for sure and I haven't looked to see it the 3 has been approved by NHRA as of yet. Thus the reason he wanted to borrow our NHRA approved AEM in 2010. I would just stick with whats been proven and works. Jeff Taylor...

At the time only Megasquirt 2 was allowed for Stock Eliminator. Wertman's were running the 3 and wanted to borrow my NHRA approved AEM in case of a tear down. I declined. The biggest issue the team was having was melting down coil packs with both the Megasquirt and Bigstuff3. The Wertman...

Actually Wertmans Drag Pak, the "Mega Magamaniac" started life with Mega Squirt EFI and the body wrap. After many attemps of trying to get the car to make a clean pass down the track the Mega Squirt EFI was pulled out and a Bigstuff3 EFI was installed. The team had issues after 2 attemps with...

The DIY Drag Pac Challenger is now tuned with FAST.

I would opt for a carbed application. If your not familar with EFI tuning, I'd stay away from it especially when you'll need a good set of heads, valve springs and cam package to get to your hp goals. With the truck intake you have, hp flattens out at 5600 rpm. I like the looks of the...