Ok...thanks.
Nervous about changing the heads....nothing seems to ever fit with changing more than bargained for.
Had to modify the 5209 to fit...move 1 tube...ain't doing that again...

The 99 Hemi isn't a wedge head either as specified in the OP, never mind the intake. I don't think the Predator head would be considered a wedge head either would it?

Thank you. I am enjoying the journey.

That is what I think a big intake should look like. I've never figured out why Indy doesn't cast them that way. Must be something that Indy thinks the engine wants vs. what the porting guys think the engine wants.

was/is a DODGE Coronet R/T WS23L8G104197 or WS27L8G104197


was/is a Plymouth GTX RS23L8G166970 or RS27L8G166970

First…. Did you use the drain on the wif sensor (bottom of filter) to drain it? If so after reading how it’s been four years, you’ll need a new one. The seals go bad once moved after a long time.

My second thought is your choice of filter. The OE mopar has a smaller footprint on the top seal than some of the aftermarket. Being the sealing surface is aluminum some corrosion/pitting can occur, especially on vehicles in winter climates, so when the elcheapo filter is installed the rubber attempts to seal on a not so smooth surface.

Another thing when “filter considering” is that on two occasions I’ve run into aftermarket filters that improperly engaged the check ball on the filter housing. That was an incredibly expensive filter change for that customer, but the Mopar/Fleetguard filter fixed it.

If the wif sensor is leaking where the smaller oring goes I’d suspect the filter.

Maybe it’s just me but air and fuel filters are two places I’ve always stuck to the book on…. and your fuel system costs tons more than mine.

I had a 93 Dakota with 5.2 518 combo. Picked up nearly 1mpg average on interstate driving just by adding a tonneau cover.to the bed.

Cab,

Here are a few of your answers:

6.2 hemi= 2015 and up

6.4 hemi=2012 and up

Dodge trucks have had the 6.4 since 2014 I believe.

Holley has efi that will work with these engines. They along with EFI source in Pennsylvania are two of the biggies.

Mopar has what they call plug and play kits- if you are leaving the engines stock these are by far the easiest ways to go. A few simple connections and you are running/driving.

As far as what engine would be best for you, I would like to ask what your intentions are as far as driving/racing, and will you ever want a power adder?

Is that the "blue" high-performance transmission?

I am around three ProFlites (two from A1 one from Joels,) and all of them are stock case, its the only option. FWIW they are used in cars with over 1000hp and so far knock on wood no issues. As for adapting them to other applications there are a few ways. I like the A1 adapter best myself. There was a truck pull guy working on an aftermarket case but it was HUGE and heavy not sure if it ever came to fruition.

I am trying to put some time into assembling this motor....
Today I assembled the pistons to the rods. I am careful, and painfully slow; but progress!
The first Spirolox took about the same amount of time as doing the last 4 pistons combined.
I don't build new motors too often... And my fingers are not small.

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