I'm going out on a limb here that the 6.1 block used in that build was the older version.
The new version we use in the super charged combo is not available with lifter locations to support a 6.1 cylinder head configuration. Not yet anyway it is in the master plan just further down the list.

Mike

That's the picture you gave us in my other post?
The lifters are not in the stock location.
R U saying production heads won't work?
Matt

9.55 with 700 horsepower.

i'm guessing the " factory stock" rules are pretty liberal when it come to weight reduction.

Scienced out race car, 3200 lbs shipped. Radial slicks. Wallace calculater says 726 hp, and that is probably based on bias tires and less efficient trans.

I showed a few pictures in my earlier post.

One had lifters in stock location none of the raised X webbing in cam tunnel area.

Other has the heavy bracing and obvious lifter relocation.

You will have a hard time bolting older heads onto the newer relocated lifter config.
The rocker gear is not stock in the newer heads as you might think.

Again they will get around to providing the new casting with a standard lifter location and the older heads will all fit and pushrods and rockers won't be an issue.

My FS/D stocker has a minimum weight of 3370 with driver as a 392 combo. This combo uses the 6.1 block with cnc'd Apache heads and T&D rockers which requires machining of the head. I believe our best pass at Indy last year was 9.37.

Mike

Never mind

A new challenger that weighs 3200 is far from “ factory stock”.
What dealer can a purchase a new 3200lb challenger at?

Wow !!!
Your not serious?
Matt

FYI they are RACECARS not streetcars. They are race by racers not your average Joe either. They understand how to get everything out of what they have HP wise, something the average guy is not even close on nor would want to spend the money on. It aint hard to get weight out of cars at all, especially production cars.

Anybody know how light you can build a challenger before adding a fiberglass body parts(doors, fenders, etc)?

Body in white as a start, moly, maybe 2800? Just a guess.

Theory is fine, but a real engine development program ON THAT PARTICULAR ENGINE trumps theory

Let me guess: "you delete your posts because you know you're wrong!"

So funny!

I think what poly is getting at (and he can correct me if I wrong) is anything you do to an Al block to make it sturdier can also be done to an iron block to make it sturdier and in the end the iron will be sturdier. You can't compare a steel gas can to an aluminum iceberg. Had the iron block had HSS cylinder liners, ribs over the cam tunnel area... it may have made more HP.

I get such a charge out of people that can't accept the posibilty that what i wrote about has been done. I used to think that way sometimes, 45 years ago.

New Gen 3 powered Challengers will easily go down to less than 3200 with factory body and interior panels. All that and power windows.
Doug

Come now Greg, we all know theory is way more important than practical application. Some people cling to old theories and ways of thinking. It is one of the largest factors that to this day still holds back Mopar guys.

No truer words have ever been posted on Moparts. As a whole we are our own worst enemy.

My hero, Bob Glidden, said in an intervue,
"We are all idiots, the guy that trys the most stuff wins"
Bob averaged 95 hours a week trying things to go faster, from what i heard. I am betting he most always thought outside the box.

Most TRUE innovation in the world comes from trial and error....