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Mods, can we make a sticky of this, then move it to the archives for all to access?
Feel free to add to this list, or disagree IF you have first hand knowledge of more than one motor having problems with suggested practices/parts..
Things like-

Use a 6.1 oil pump instead of a stock 5.7. The 5.7 is marginal, as noted by spun bearings on many used motors.

I agree with that. 6.1 timing set is better too.

Bleed the heads to make sure there is coolant in them before fireup.

Bleed it with the coolant cap. Let it get to about temp and crack the cap every 30 seconds until no more air comes out.

6.1 pushrods are .050(?) longer than 5.7 pushrods

Correct. Most aftermarket cams are ground on a 6.1 core, so use 6.1 pushrods.

5.7 stock motors have limited valve to piston clearance (how little? duration?)

About 219/223 is the most you will need and will fit.

Do not use a cross drilled crank for a high rpm build.

No reason to use anything but a stock 6.1 crank.






What do we want in this thread????
What Parts Interchange?
CC of the 5.7 6.1 5.7 eagle 6.4 appache?
Stroke of stock crank?
5.7 block strengh vs 6.1 6.4?
Oiling mods, this I would personally like to see in a diagram. The G3 is a carbon copy of the LS until the oil get to the lifters. How the hell is Stock cross drilled crank meesing all this up? Isn't the LA base engine using a cross drill crank? Wouldn't this be happening to them too?
Most successful G3 are rpm limited.
I do agree that when this oiling issues is resolved the sky is the limit.
Look at all the post on small block heads flow #. A stock unported eagle will put most of them to shame.
Now only IF we could get the lower end to survive.



My intent for this thread is to be a go to resource for anyone that wants to buy,modify,swap into another car or build a new Hemi. So EVERYTHING relevant to working on these motors is important,
The Gen III Hemis have the same bellhousing pattern as a small block, save for the top bolt which is not used.
There are left side starters, and right side starters, and the older style transmissions like a 904 or 727 etc need a special flex plate available from Ma Mopar. A compact newer style small block starter will work for a 904, etc. Crank to converter distance and crank bolt pattern is not the same.
The heads on the Hemi are wide enough to require a little bit of clearancing on EARLY A bodys on the passenger side.
The low mount alternator also requires some modification for clearance of the stock frame rail on the passenger side.
There are some clearance issues with the oil filter in the early As as well, but fixable.
SRT8 Jeep manifolds are about all that will work on the early A body swaps, for best results.
An Altercation type front suspension that eliminates the torsion bars helps a lot on the Early A chassis for exhaust options.

8.582, 160.18 mph best, 2905 lbs 549, indy 572-13, alky