Design me a late model Hemi bracket engine

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So whats it gonna take to get to 650?

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the MP 392 carb crate engine made 620 back in 2007.

It was a std. bore 6.1 with a 3.795 stroker crank and CNC 6.1 heads.

It had the predecessor to the drag pak manifold (same intake but without injector holes), 10.3:1, .584/.552 lift cam, and that was about it. It made 620 with an 870 street avenger carb.

Then two things happened:
1. Rated HP was downgraded to 540 to make the 525HP EFI version more appealiing
2. It was never pictured in any marketing materials, and was only shown at trade shows

...and that pretty much killed it....

Clone it, and you pretty much got it.

basically 550 to 600 lift, mid 9s to 10.5:1 (more would be better), try to get at least around 400CI, the good intake manifold, and....I am not going to debate which cylinder head to use because the truth is...ANY of them will work.

Just get a core engine that does not have VCT/VVT, and don't worry too much about what heads it has.

If you have 5.7 heads, get them ported and bigger valves put in. Same with 6.1 heads. Apache heads would probably do it without porting but the intake isn't going to match up very well, so you end up working on the intake instead of the heads.

If anything, I feel the combo would slightly favor Eagle heads because of the tiny chambers/alcohol/easier to make compression, and that they should match the 6.1 dp intake fairly well also.

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Good info

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How was the horepower downgraded? Was just done on paperwork or did they change parts in the motors? If so what was changed and can those parts be bought to build a clone?

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How cheap can a guy pick these up in a junk yard typically? Or a better question is what is the current market value? Do we just look for a 5.7 out of 04-08 truck?

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what are cam specs on the drag pack motors? do they have to stay "in spec" or can they slam anything they want in the engine?

where do these heads stall at?

is everyone running a behive spring? or doing something fancy with valves/springs and retainers?

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The DP 5.7/6.1 motors came with MP 392 camshaft. 229/235 @ .050" 584"/552" can't remember the lsa. Sorry.... That camshaft quit making power at 7000 rpm and nosed over badly at 7300. Most owners opt'd to increase their cams duration by atleast 20*'s or more however you must stay within cam lift spec's according to NHRA.

Majority of DP engine builders use either PAC or Manley Beehives. Manley springs are in our's.

These heads are terific. Espeically when you can modify them which you can't do in Stock Eliminator. Here's a peak at the first set of closed chambered 5.7 heads back in 05.

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I spotted this the other day. Don't know how good of a deal it is but seems like a solid start.
http://washingtondc.craigslist.org/mld/pts/2549147644.html

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Here is a quick run down
6.1 block 4.065
I bought the Manley rotating kit
4.050 stroke 48lb crank
Manley H beams 2.00" x 6.125 .927 pin
manley flat tops 11.5 to 1
LSM cam .400 LS lobe(.640 ) 266/272 @.050 114 LSA hydraulic roller
Manton 3/8 pushrods
ATI dampner
Charlies 8QT oil pan

CNC ported 6.1 heads from MCH Pac 1219 beehives 150/400 open
Sharadon rocker shaft tie bars and collars
Drag Pack intake
Fast EFI

thats most of it off the top of my head

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Found me a buddy at the local dealership. Found a complete 5.7 from a 05' Jeep HO. Dont know if the High Output means anything. So now I have a starting point. Since I already have these heads, how much better are the Eagle heads or do I just send these heads off? Is the Manley stroker kit an actual kit?
I am headed to Indy next week and I gonna have a notebook with me. I am gonna wear the drag pack guys out

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Prototype tooling and facility price are the cost and availability drivers.

Only a couple manifolds can come from each mold...then the mold has to be thrown away, and Mopar has to pay for a new mold. It gets expensive.

Personally...in my humble opinion?

I would like to see the manifold cast in the same place, using similar tools to the LA and RB M1 manifolds, the price brought down and the availability brought in line with the rest of the MP manifolds. Though it means there is a higher upfront cost...it's a one time cost...and sure there might be a little more casting flash to clean up here and there, but I wouldn't care and I doubt 99% of racers would complain.

I will keep bringing that up to those who are empowered to change it every chance I get.

The manifold is a killer piece, there's nothing better in that configuration out there. The price and availability concerns are well understood and thanks for the comments.

I stand corrected on the Apache head. It has basically
6.1-sized port openings just like the eagle, but the bowls are enlarged quite a bit. So they would work just fine also.

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Thanks for info as always.

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As far as a cam spacer to use in a VCT block, never explored that one!!

So are you saying that these standard stroker short blocks that places are selling with some worked Eagle heads can get you to 650?

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Never explored the cam spacer idea

There are so many early blocks out there (Chrysler made over 3 million of them...there were more of them made than 383s), we never really worried very much about the early vs late block issue. "just use the early one, they're easy to find" has always been the thought.

On the off-the shelf stroker kits, as said, careful because they're not designed for drag racing. The crank and rods are generally no problem as long as they're quality pieces, but you would want pistons that will give a higher compression ratio if at all possible. And most of them won't do that for you. Might want to order invidividual pieces instead.

The 392 crate/drag pak OE camshaft was on 110 centers, which is why it nosed over the way it did. For some reason MP did not want an 8000 rpm crate engine at the time? I can't imagine why? Seriously it was a good comprimise, in that it kept rpm down and gave a little thump to the idle which alot of customers seem to want.

112 seems like the magic number, though...

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I am hearing guys saying they are running factory gaskets. So how much compression can the head gaskets take?
What header tubes are we talking on these engines? 2 1/8" step header?

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Found me a buddy at the local dealership. Found a complete 5.7 from a 05' Jeep HO. Dont know if the High Output means anything. So now I have a starting point. Since I already have these heads, how much better are the Eagle heads or do I just send these heads off? Is the Manley stroker kit an actual kit?
I am headed to Indy next week and I gonna have a notebook with me. I am gonna wear the drag pack guys out

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I am hearing guys saying they are running factory gaskets. So how much compression can the head gaskets take?
What header tubes are we talking on these engines? 2 1/8" step header?

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I've pushed the stock 6.1 head gaskets to 23psi of boost which is a crap load of cylinder pressure.

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So how big can you stroke a 5.7"? Can it go bigger than 392?

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I keep asking myself where's the catch??? There has to be something really screwed up about this deal. Other than having headers built and that gold plated intake manifold.

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Everybody wines about the cost of the DP intake. OK, it's 3 times the cost of a mass produced intake, but so what??? If $600 or so bucks extra is a make or break for an engine build? you have no business building the motor in the first place.

Did you ever see what INDY charges for the Big Block Bath Intake or Tunnel Ram for Predator Heads? I consider this intake in the same caliber. It's a high end limited demand intake....bottom line. Those type of parts are always more expensive.

Plus, do you really think Chrysler Coporate really cares about cost savings for such a part of low importance to their grand plan?

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I bought my drag pack intake from Indy cylinder head.
Dono if they have any left or not

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THANK YOU,,,,I'll check.

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Word is an early 03-04 motor sonic checks alot better than later 5.7 hemis. Maybe someone can confirm that has built several of these.

Justin

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That intake is soo darn sexy. I don't care if I lost 10hp, I'd still run it.

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You'd have to lose your cowl hood. lol

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Cast in 02 for 03??? What would they have came in, the Ram?

thanks!

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Good Post. I better keep this one some day I might graduate from A engines to one of these.

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As far as the ignition goes forget the dist i dont know why you would want to go that route prolly would end up costin more.

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Eric if you get down this way I'll let you drive my procharged SRT challenger. These motors are easy to make lots of power.

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I will gladly take you up on that offer

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That's good you asked around, and you were told correctly.

Yes, in stock form they do have 8,500+ rpm oiling issues...

Given the HP you want to make, though...you're all set....you should be able to make that power at 7000 or less, and because of that it will live a long time.

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Imagine that!! oiling issues at 8500+ RPM What stock prodution engine doesn't.
the LA engine would starve #3 and 4 main bearing if you spun it past 7000 rpm and fill the valve covers with oil.
The RB needed inlarge oil passages for proper oiling.
What is an SRT filter?

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Does the Eagle bolt up to the dragpak intake the same as a 6.1?

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Eric..
first off i have not read this entire post. so it may have beem mentioned already... Tony Bischoff at BES racing ingines in sunman indiana is your man. he DOMINATED the 2010 engine masters with the type of engine you are looking for, he has worked with MANY venders on parts and R&D. HE HAS THE OIL PROBLEM FIGURED OUT and nobody can match is ability to design a cam for these engines,his reputation speaks for itself. he is the best PERIOD....

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http://www.popularhotrodding.com/tech/1103phr_bes_417ci_gen_iii_hemi/index.html

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I think that engines peak power was over the 6500 limit, comments made in the article refer to wanting to run a lobe separation narrower than the 108 used, but no cores are readily available.

"Unfortunately, for the contest, the tightest lobe separation cam core we could get was 108. We would have liked to get a cam even tighter than that, so we only tried one cam. I suspect there could be more score there. To make a cam like we wanted, we would have had to buy a core out of round stock, and it's about a six-week wait period and about a thousand dollars." BES said

Read more: http://www.popularhotrodding.com/tech/1103phr_bes_417ci_gen_iii_hemi/viewall.html#ixzz1Xb8f2fjx

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The BES engine also used the older 5.7 Hemi heads. Take a look at the picture of the chamber and you'll see the quench pads. 5.7 Eagle heads don't have those. Also with our dyno testing our older 5.7 ported head made 30 hp/20 tq more than our ported 6.1's. Too many guy's get lost about cfm flow numbers and forget about port velocity.

I also agree with Zippy about CCV. I just picked up a set of those very rare 6.1 aluminum valve covers and plan to tig up some breathers on them. Just trying to figure out a design to put a baffle in them. I'm too cheap to buy the aftermarket taller one's. lol

Also, if there were oiling issues with the way these Gen III Hemi's are oiled, you would see the # 7/8 rods being taken out. Most failures are with the #5/6 and I have only seen 1 failure with the #3/4 and that was on Teuton's last weekend. I have my own theories as to why the center rod bearings are affected and after some more research, hopefully I can post up the fact's.

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I could be wrong but the article shows a 5.7 eagle chamber head and they stated a late model head

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Did anyone notice that they outfitted the 5.7 heads with 2.19 diameter intake valves?

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Did anyone notice that they outfitted the 5.7 heads with 2.19 diameter intake valves?

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IF you want to talk to one of the best guys in the business Call Jerry at Shardaon performance. He has helped me a ton. Always available for questions and he has built more 3G HEMIS than most of these other guys have thought about. He goes my " hemidup" on here
" gremlinsteve " and " Steff " " Zippy" are other sources that have first hand knowledge.

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Is there a solid roller lifter available for them as yet?

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So obviously no one has wanted to push the envelope with a solid roller camshaft as yet?

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Has anyone used the PN P5153816AB 6.1 block? I assume this is the same as the production 6.1 engines are equipped. Is there much finish machining needed to make it usable? The price looks pretty low for a ready to run block. Anyone know if they are even available? Thanks

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SO..Does that mean that the 6.4 block could become available? What are the differences?

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There MIGHT be more of them produced, but if that happens I don't think it will continue for very long.

I know it might contradict what I've said previously, but this new stuff is always changing and new rumors are always flying around. I don't interface directly with those decision makers either, so I've gotta find out 15th hand which makes that particular info very rough.

I had believed there would be a dry spell, and they would come back....what I don't know is, when they will come back and if so how long it will last.

overall impressions:
It appears to me that the company wants to go reman on that type of service part ASAP after production has stopped or has been altered in some way, that prevents the part from being produced in the right quantities without tremendous expense. Look at what has happened to Gen 3 cylinder heads already. At some point, probably sooner rather than later, new ones are not going to show up in reman packaging...and reman will really be reman.

Maybe I am wrong and the supply won't stop, but my gut is not telling me that

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Zippy What block is being used for the 392 (525hp)crate engine. I would assume it doesn't have the VCT cam tunnel. My guess it is just a 5.7 stroked

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At this time?

Absolutely none, so it's a good thing you grabbed them while you were thinking about it.

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So the 6.1 like the 5.7 has been updated with the VVT. As mentioned before is the rest of the NEW 6.1 block the same as the old one except for the VVT and possibly some reinforcing of the block? Is the cam the same? I know the front of the cam is larger, But is the rest of the cam the same?
I mentioned this in another post. Could it be possible to machine a bolt on spacer so the older camshaft would fit. This approach, if possible, would save Chrysler some money and possibly make them some. It would also help the grass roots racer. Matt

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It was based on a 6.1...now it is discontinued.

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talking to a freind of mine this mourning & was telling him about the inake problin & he said that if there was enouhgt demand for them he'd possible start casting them, he'd need to borrow one to make a patteren off of, he dose the 420 short deck for small blocks now, so he knows what he's doing,& possible looking into the dist. drive for the same,hes quite a genues at this kind of stofe

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The 6.1 heads have already gone reman...that's what I meant when I said earlier "look what happened with heads already"....a dealer can start with the original part number, follow the supersessions, and that's where they end up.

Let the hoarding begin...
Some things never change

Matt, there was some nice detail in there, and it is all about correct except for one very noticeable error: there's no such thing as a VVT/VCT 6.1. The 6.1 is not in production anymore. It is gone. The 6.4 is the new big dog and it has vct/vvt. 6.4 is the apache engine.

A local machine shop with a lathe could make the cam bearing spacers, if someone wanted to try it. Myself I like the idea of a UGL (unground lobe) camshaft, with the VCT oiling holes omitted, a little better. Reason: The VCT cam has even larger bearing journals than a first generation 5.7/6.1 (which are already huge compared to old stuff)....larger cam core means the cam deflection will be reduced....so I'd really prefer that if possible.....

The caveman way of disabling vct/vvt...the cam phaser is inside the cam sprocket. You take the mechanism apart (it has one NASTY clock spring in there), position it wherever you want, and weld it solid. Done. Put it back together.

AEM controllers can control VVT/VCT also. AEM has been doing it for many years with Hondas and other imports and they have alot of expertise there. So maybe it doesn't have to be disabled at all (other than us traditional hot rodders might think it is a little goofy, and we don't know what to do with it yet because we've never had it before).

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Zippy the reason I brought this up is the fact that if you redesign everything every couple of years the aftermarket can't keep up. I could be wrong but the G3 first generation is still in its toddler phase with the aftermarket.
Fiat is not GM we do not have the volume. So I thought that if it was possible with the spacer the aftermarker could support both. IE Cheaper
Thanks for the info.

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ive always said..
its much easier to sell a million people something for a dollar..
than it is to sell one person an item that cost a million dollars..

cheapst

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I always said the encryption for the engine management is also hurting them. Other could have a monkey program their factory ECM and work wonders.
Some have suggested that Chrysler has spent million on software developement and that is the reason they are not sharing.
Well my is that by not sharing you are losing potential hotrodders because of the complications and extra expense.
They FIAT claim it has to do with warranty ect...... I say install a security program that if you reprogram the ECM you lose your warranty. Simple solution that would save them Millions.
Hell Fiat could offer the service of them reprograming the ECM for a fee and void the warranty.
Best of both worlds.

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Thanks Hemidup for taking a few minutes to talk to me a few days ago. I picked up a 6.1 on Friday and all my LA stuff will be on ebay soon. After spending my day disassembling it I think I made the right choice.

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Your more than welcomed. BTW.....You stole that engine at that price.

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Are all the G3 hemi head gaskets made the same and are they bigger for the 6.1 and 6.4?

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They're all mls, they're all good

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This a great thread, reminds me of some of the discussions back when I joined Moparts .

I've been thinking about a gen 3 stroker for my Dart for a while. I'd like to make around 650 hp on pump gas.

What year 6.1 engine should I look for? Would the 6.1 be a better base than a 5.7? Are you guys running stock lifters? Does anyone have a good proven (parts list) combo to work off of?

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My Dart is begging me to put a 3rd gen HEMI in it.

Thank you to everyone who has been shareing all of this knowledge!!

So what is the best way to go about it, with a 5.7 or start with a 6.1?

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talked to my freind in ny yesterday,said he was going to talk to chunker @ mancine, said things looked promising for him casting the drag pac intake,i ask how much he thought they cost he thouht about $500/$550, he also if he dose these will be able to use a 4500 carb as well,just a update i'll keep you posted on progress

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Is the 5.7 cast crank and 6.1 forged? If yes, can the 6.1 drop right in to a 5.7? Also I hear that the eagle head bolted directly to a 04 5.7 will give you 12 to one compression, is it a dirrect bolt on or will pistons hit the head? [/
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Yes
Yes
Yes
Yes
No the piston will not hit the head.

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So if the info from the 6.4L Apache crank thread holds true then using a 5.7L block(more of them),6.4L crank(C.I.D.),Eagle heads(flow and CR),DP or Eagle intake,good rods,5.7L 9:1 pistons (offset Eagle heads)and a custom cam to match a guy could put a pretty stout Gen 3 togther for what I would say is VERY reasonble cost.

Yes or no? :shruggy

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This is basically what i was thinking about doing!

Zippy and anyone else who might know, what kind of power could a person expect to make with a combo similar to this?

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No worries here! LoL it will be next winter before I'm done gathering parts .

I have 2 core 5.7 motors and a pair of 6.1L heads, still have a long way to go before it makes it into the car.

I'm excited to see one of the combos go together abd see how it pans out.

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2 5.7
I think your a hoarder. Lol Up here they want 800.00 to1200.00
Mine will be a mild ONCE I GET A CORE. Planning on installing it in my 03 Dakota as a daily driver.

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You dont have to worry about me buying that crank.

But i do want to see someone build one of these.

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I won't get the crank. Inventory shows one but they apparently can't get the status on it.

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We have like 8 or 9, 5.7 blocks and 3, 6.1 blocks laying around. Started hoarding the 5.7's when the 5.7 Eagle engines came out and grab up the new 6.1's whenever I can.

I just picked up a couple fully machined, ready to assemble 5.7 blocks from a engine reman shop that was going out of business for $75 ea. One was bored .020" over and the other .040".

The stoutest block of all are the very few and rare 5.7's that were available in 2002 3/4 ton Hemi Ram trucks. Those blocks can safely take up to a 4" bore.

From all the later 5.7 blocks we have and I sonic checked, (what a long day lol) basically a 060" over 5.7 will have the same wall thickness of a .020" 6.1.

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Thank you sir
Any advice on assembly I'm not asking for secrets lol but maybe some things to look for for your average sub 550 HP.
I heard that the oil squirters need to be positioned right.

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Oil squirters only go on one way. Can't mess it up. With a 6.4 just have your piston skirts cut to clearence them. With a 4.05" stroke or 4.08" stroke we either omitt them or build custom ones.

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So on average what were the sonic check numbers#, how thick were the 2002 3/4 ton blocks as compared to the later ones?

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We have like 8 or 9, 5.7 blocks and 3, 6.1 blocks laying around. Started hoarding the 5.7's when the 5.7 Eagle engines came out and grab up the new 6.1's whenever I can.

I just picked up a couple fully machined, ready to assemble 5.7 blocks from a engine reman shop that was going out of business for $75 ea. One was bored .020" over and the other .040".

The stoutest block of all are the very few and rare 5.7's that were available in 2002 3/4 ton Hemi Ram trucks. Those blocks can safely take up to a 4" bore.

From all the later 5.7 blocks we have and I sonic checked, (what a long day lol) basically a 060" over 5.7 will have the same wall thickness of a .020" 6.1.

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Could it be that the 5.7 and 6.1 have a higher nickel content and stronger design thats why they survive 700 hp?
The factory LA block could hand up to 600 hp then the cylinder wall would split open. Not all of them but most IMO.
If most 5.7 can hand a .060 overbore I'm good with that.

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just got an email on the 6.4 heads

http://gotogroupbuy.com/1905/Group-Buy-Deal-Dodge-Challenger-64L-Cylinder-Heads-Discount-Sale.aspx

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Are those the prefered heads to get?

Are those heads a great deal at $800?

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any difference in balancers on these engines?

the 5.7 balancer i have isnt keywayed

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I think they are all like that, pressed on. Not certain though.
Hows the build coming?

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This stuff with the Gen III is really frustrating, confusing, discouraging, expensive, time consuming, labor intensive, expensive, frustrating, and did I mention expensive....I think I'm going to go CrAzY before I get anyting done.. ....nothing like a learning experience..

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Care to elaborate on your issues?

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Not trying to be a wise-a$$$,,,but I was talking about the price of QUALITY parts, not stock parts..I don't want to end up with a failure like you had..again, no insults intended. Still pals..?

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what exactally are you spending all this money on?

i have 4k in mine. granted i got a deal on a used short bock but still cheap vs anything else

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Good rods, good pistons, good valves/springs/retainers etc.,,6.1 heads, carb intake, MSD box to fire coils, cylinder machining, camshaft/lifters, the normal stuff. I just had heard on here they were cheap, as you yourself are saying, I don't see it that way. Not trying to up-set ANYONE, just making conversation of the topic....

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Will the stock rockers/shafts off a 5.7 head, work on the 6.1 heads??

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yes, they are the same. only thing different and i dont understand why they did this but the rocker shafts on a 6.1 doesnt have the sheetmetal spacer to keep the rocker located. they have some weird wire wrapped around the shaft that doesnt do squat

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The way the new Hemi's are designed, you really don't need those clips or spacer's. The pushrod angle will keep the rocker arm tight to the rockershaft holdown. When you want to spin these new Hemi's up and control oiling...? That's another story.

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So what is a safe rpm without oiling mode?
6500?

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you read one reply & presum something thats not even true, you need to read the whole post before making such a statement,jg309

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if your friend can make money on the intake selling it for 500-550, maybe he should buy one to copy. i just dont think anyone would be willing to ship off $1000 and hope to see it again. nothing personal.

BTW, i will buy one when he starts pumping them out

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converter does not "fit" into the back of my crank. there appears to be a reducer in the crank. does that easily come out? i couldnt get it easily out.

what do i need to do here?

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anyone?

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drag pack intake from stanton racing is 775$. that is the cheapest i have found.

sixpackgut, you got a pick of this spacer?

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how do you get in touch with stanton?

i will take one tomorrow. i tried but it i so blurry

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I agree

I would do a 5.7 stroker which would work out to a392" motor

I would go with the eagle head for $

The 6.1 stuff is more expensive. the 5.7's can be found comeplete motors for a few hundred bucks.

With bobs K frame you could even keep the truck oil pan.

A 392" eagle headed motor could make 600hp easy with all stock stuff except for the stroker kit and lil head porting.

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I know this was one of the original responses... but ultimately for a budget build this is a hard to beat combo. We've been involved with quite a few 5.7 builds and the current "magic" budget build is a 5.7 block, 6.1 crank, shelf rods (Eagle, K1, Manley etc.), good shelf pistons w/reliefs (Diamond, Weisco etc.), 6.1 lifters (non-MDS), Apache heads (although the original 5.7's configured properly are hard to beat for port velocity), a 6.1 intake, a 90mm throttle body, SRT4 injectors, a .600/230/240 cam, good headers and fuel pump(s) and you have a killer street/track combo that will knock high 10's down all day in a 3500# car.
Add a meth injection system and you can do it on pump (87 oct) gas.

I'm an old school Mopar guy but really am impressed with these engines and the power potential.

The last combo we tuned containing the parts listed above made only 12whp less than my 3700# [Email]10.5@126[/Email], roller cammed, BME rod, Venolia piston, Indy headed, Dominator fed 440!

No need to convert these to carb either, just get the PCM when you buy your engine and find a CMR dealer to "flash" a tune for you.

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How much would you say a build like this one would cost?

Just a ballpark figure?

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All new hemis that have the 5 speed trans( car motors) behind them had the spacer. I use a carbid bit and grind a relief in the side of the spacer and then pop it out.

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that is what i was going to do. i really thought it had a auto trans in front of it though. maybe the new converters dont fit into the crank on the new stuff

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How much would you say a build like this one would cost?

Just a ballpark figure?

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You might be better off buying a built combo (like the one listed above). I have at least one customer selling his complete engine after the Gen III Hemi shootout in ATCO on 11/4. That combo is setup for E85 but I have tunes for pump gas that I could email you as well as walk you through the "load" process.

PM me if you want me to get a price if you're interested. Otherwise, if you're a "do it yourself" guy, locate a 5.7 core, I have a bunch of 6.1 cranks ($150 each), you can usually find a 6.1 intake for $4-500, and the rest of the parts can easily be priced used or new.

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i am building a similar engine. i have the 5.7 and the 6.1 crank.

what rods are you using, the 2.100 drag pack rods, or another part number?

and what about a piston part number?

thanks in advance... and i maybe interested in another 6.1 crank. will you ship?

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How much would you say a build like this one would cost?

Just a ballpark figure?

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i am building a similar engine. i have the 5.7 and the 6.1 crank.

what rods are you using, the 2.100 drag pack rods, or another part number?

and what about a piston part number?

thanks in advance... and i maybe interested in another 6.1 crank. will you ship?

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Everything we use can be found here (including prices):
http://www.pwrparts.com/

Ask for Andy and tell them Mike from OST told you to call.

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The cheapest route would to buy a used 6.1 crank, offset grind it for Honda rod journals with a .927" pin and 6.200" center to center which is an Eagle shelf rod. With a 6.125" rod you'll need to clearance the crank throw's. Don't forget to reharden the crank after the crank was reground. We do one step further and cryo treat our offset cranks.

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What the cost to do the crank as you described? My 6.1 crank needs to be cut anyway.

Also, anyone know what material the 6.1 crank is made of?

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