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The HEMI6 was designed to run ignition only with no other components. Now that we have a good dual plane intake and self learning throttle body injection units, getting a hemi to run is much easier than it used to be. The throttle body style efi allows the use of all the retro air filter...

I'm pretty sure MSD made 2 versions based on the 2 different reluctor wheel tooth counts on the crank. I'd attempt to call MSD on this, but typically you'll get people on the phone with no better than a 1st grade education there.

Joe Oconne is coming out with a dual plane intake. It's due out very soon.

I was doing some research recently. I called Ron Francis and had to leave a message. Never called back. Cross them off the list.

Vintage air is nice, but the firewall pass through is absolutely garbage. If you buy one of these, you must buy some type of bulletin firewall bulkhead. The other drawback to these systems is the miles of soft ducting under the dash. I've done several retrofits using the oe evaporator and modern...

Correct

I agree with SRT, I've had fitment issues with Milodon stuff from day one including the new 6.4. They are usually out of stock on these parts. I've never met them, but I get the feeling they still use pencils and paper.

Besides being cheaper comp cams already offers it, no?

I am so tired factory tolerance cop out excuse every time something doesn't fit right. True, the factory had some wide tolerances, but have you EVER seen a k frame the didn't fit, a used body panel or piece of used glass that didn't fit? I haven't. This is no different. TTI is controlling a lot...

I was hoping this header was one of 2 missing pieces to building the ultimate A body. The second is the Passon 5 speed. I'd love to boost sales of the TTI header, but as Shannon said, I will not sell this header until its straightened out. My coupler is at TTI now, and Sam (the owner) agreed to...

I still can't figure out why anyone would use this?

Block heater is correct.

I don't think the borgeson is any different than anything else in terms of pressure requirements. I run this box with a federal pump. This box has been used with a huge variety of pumps through the years. It has a nice tight reactive feel unlike the factory boxes.

You guys are correct, TTI does have a header they are working on just for this purpose. This will allow two ultimate upgrades to live together peacefully, real exhaust and real steering. I'm aware that Performance Online advertises the boxes for 650, although that violates the min advertised...

I plumb systems myself and have used the oe evap unit with modern underhood components. You can get good performance with many combinations. I don't use anything from Bouchillon except some bracketry on occasion.

I sell these boxes, and also am working on the modified couplers. If the box fits with a gen III Hemi, 7.0 here I come!

Once you buy an OE sensor, it goes in the inlet for air temp correction.

I just did this two days ago for an export motor. All went perfect except you need an oe air temp sensor instead of the gm piece in the kit. Works with GM tps in the cable throttle body and supplied o2 sensor without a hitch.

Why would you run 6.1 injectors? The 26lbs factory 5.7s are plenty.

I can't help but wonder how you get a wheel to fit hub centric on that cone shaped Wilwood hub?

How are you going to modify the oil pan? The factory piece is quiet steel - two layers of steel with plastic in between.

The fins help disappate heat. I wouldn't do that.

Also forgot the kickdown linkage, throttle cable power steering elimation of some type and an electric fuel pump.

THats a 400hp combo. I've dyno'd some of this stuff.

The metal heater pipes will pull out. The pink o rings are replaceable if they get damaged.

Definitely a good motor that makes 400+ hp with a mild cam/valvespring change. Two types of timing cover arrangements - car and truck. MDS and NON MDS and now VVT. If your motor has MDS, it will need to be removed. For guys on a budget, the charm here is you can take a used motor and not worry...

Its amazing how difficult they made it to tune a Chrysler. With Ford and GM you can change live data with a program and a cable. Not so easy with a Mopar, we need to pull the program, change it and dump it back in, terrible....If something has changed, someone let me know..

The new heads are 20CCs smaller than the 08 and prior head, so compression is real high...

I alter the OLD driveshaft to work with the MB style yoke.