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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

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That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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PLEASE TELL!!!!!!!!!!!!HOW DO YOU KNOW!!!!!!!!!AND HURRY MY FINGERS ARE SORE FROM SHOUTING AND USING EXCLAMATIONS!!!!!!!
BTW I don't think 540Challenger was saying you can't go over 600 HP with an aluminum block, it's that the LS guys prefer to use an iron block when the HP gets high cause the bores don't balloon as much and lose ring seal, I've read that in a couple of places

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Correct However the LS7 is a different animal then the much more common LS1,LS2 and LS3, engines it's sleeves are extra thick to run boost or higher HP levels OF courese dwayne welder!!!!! knows this already must GM boys don't run the LS7 They run the more common LS series engines. But there is a reason GM came out with the LSX block. Which is something we lack a cheap aftermarket/factory block on the LSX Level.

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Really? Last I checked (last week) an R3 P4876673AD could be had new for $2300. Max Bore 4.220-4.250 and 4.250 stroke.

LSx block is $2500.


Only heads that LS has that can keep up with (actually pass) a good set of W9's or W9-RP is the Mozez heads at $2500/ea Bare. I paid that much for my RP's fully set-up, and $900/pr for my Bare W9's from Mopar.

Not exactly cheaper from my calculations.

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The W9 head in the long run will cost way more then a LS head once you factory in all the exotic hardware to follow.

I was talking of the LSX block comapres to the new hemi

2500 is a lot cheaper then a 4000 Alum gen3 block

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PLEASE TELL!!!!!!!!!!!!HOW DO YOU KNOW!!!!!!!!!AND HURRY MY FINGERS ARE SORE FROM SHOUTING AND USING EXCLAMATIONS!!!!!!!
BTW I don't think 540Challenger was saying you can't go over 600 HP with an aluminum block, it's that the LS guys prefer to use an iron block when the HP gets high cause the bores don't balloon as much and lose ring seal, I've read that in a couple of places

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Correct However the LS7 is a different animal then the much more common LS1,LS2 and LS3, engines it's sleeves are extra thick to run boost or higher HP levels OF courese dwayne welder!!!!! knows this already must GM boys don't run the LS7 They run the more common LS series engines. But there is a reason GM came out with the LSX block. Which is something we lack a cheap aftermarket/factory block on the LSX Level.

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Really? Last I checked (last week) an R3 P4876673AD could be had new for $2300. Max Bore 4.220-4.250 and 4.250 stroke.

LSx block is $2500.


Only heads that LS has that can keep up with (actually pass) a good set of W9's or W9-RP is the Mozez heads at $2500/ea Bare. I paid that much for my RP's fully set-up, and $900/pr for my Bare W9's from Mopar.

Not exactly cheaper from my calculations.

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The W9 head in the long run will cost way more then a LS head once you factory in all the exotic hardware to follow.

I was talking of the LSX block comapres to the new hemi

2500 is a lot cheaper then a 4000 Alum gen3 block

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Exotic Hardware?? What exotic Hardware??

I got a Fully setup pair of W9-RPs and not 1 piece in them any more exotic than what you would need for a good set of LS heads. Only thing Exotic about them is the Heads themselves.

And that's comparing Apples to Oranges. Iron vs Aluminum??? of course the price would be higher Aluminum always is.

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

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That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

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That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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Im not that excited about the 6.2 block when the 6.4 block has the biggest bore of the 4. I thought I read that the production 6.4 is its own animal and not bored out 6.1 block, am I wrong? I know the production 392 crate engines were stroked 5.7s were they not?

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

---

That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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Im not that excited about the 6.2 block when the 6.4 block has the biggest bore of the 4. I thought I read that the production 6.4 is its own animal and not bored out 6.1 block, am I wrong? I know the production 392 crate engines were stroked 5.7s were they not?

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Correct the crate 392's wear 5.7L stroked,

The 6.4 is a different block then the 6.1 the bore and the cam tunnel being complete different other differences i am not sure I don't think anyone is playing with the 6.4L block b/c laast time i check surprise they were not available for purchase yet

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

---

That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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700hp on a stock 5.7 bottom end??? How high were they spinning it??? I really would love to run a stock bottom end 5.7 N/A into the high 10's, but from the very limited info I have been able to gather on it, didn't think it would handle it

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

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That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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700hp on a stock 5.7 bottom end??? How high were they spinning it??? I really would love to run a stock bottom end 5.7 N/A into the high 10's, but from the very limited info I have been able to gather on it, didn't think it would handle it

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Im betting with some billet main caps the 6.4 block would be plenty stout. I remember reading somewhere that it is its own casting and not a machined 6.1 block.

---

That the 6.2 is a new block. Lets just hope the mass produce it.

Th bottom ends are very strong. BES had a 700hp 600 tq on a half filled stock bottom end 5.7 with stock bolts. Matt

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700hp on a stock 5.7 bottom end??? How high were they spinning it??? I really would love to run a stock bottom end 5.7 N/A into the high 10's, but from the very limited info I have been able to gather on it, didn't think it would handle it

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Sorry stock caps and bolts!
4.25 stroke crank. 2010 Engine Master Champion.
From the mag 11.3 to1, Hydraulic roller, Turned to 6500 rpm. 700 HP at 6500 and 621 TQ at 5200.

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They're at about 350 @ .550 OOTB.

Good numbers. The trick is to get within 10cfm peak but annihilate it from .0 to .300 lift. Get the air moving quicker earlier.

Big peaks don't impress me on flow sheets or dynos.

There are very few modern hemi shortblocks which can even imagine using that much air effectively.

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Why do you think good flow from .000 to .300 lift is good?

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They're at about 350 @ .550 OOTB.

Good numbers. The trick is to get within 10cfm peak but annihilate it from .0 to .300 lift. Get the air moving quicker earlier.

Big peaks don't impress me on flow sheets or dynos.

There are very few modern hemi shortblocks which can even imagine using that much air effectively.

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Why do you think good flow from .000 to .300 lift is good?

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area under the curve.....give me a head that flows [Email]250@.300"[/Email] and 350cfm max at .600" over a head that flows [Email]200@.300"[/Email] and 400cfm max at .600"

the 6.4L block is kind of a love child of a late model 5.7 and a 6.1, as it has most of the features of the 6.1, plus the different cam tunnel and MDS features of the Eagle headed VVT 5.7

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Not many people understand that.

NONE of these hemi's can use what a ported 6.4 can flow peak. Why not have just enough flow to be effective?

Efficiency over peak all day, everyday.

I'll stop talking now.

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They're at about 350 @ .550 OOTB.

Good numbers. The trick is to get within 10cfm peak but annihilate it from .0 to .300 lift. Get the air moving quicker earlier.

Big peaks don't impress me on flow sheets or dynos.

There are very few modern hemi shortblocks which can even imagine using that much air effectively.

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Why do you think good flow from .000 to .300 lift is good?

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area under the curve.....give me a head that flows [Email]250@.300"[/Email] and 350cfm max at .600" over a head that flows [Email]200@.300"[/Email] and 400cfm max at .600"

the 6.4L block is kind of a love child of a late model 5.7 and a 6.1, as it has most of the features of the 6.1, plus the different cam tunnel and MDS features of the Eagle headed VVT 5.7

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Not many people understand that.

NONE of these hemi's can use what a ported 6.4 can flow peak. Why not have just enough flow to be effective?

Efficiency over peak all day, everyday.

I'll stop talking now.

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They're at about 350 @ .550 OOTB.

Good numbers. The trick is to get within 10cfm peak but annihilate it from .0 to .300 lift. Get the air moving quicker earlier.

Big peaks don't impress me on flow sheets or dynos.

There are very few modern hemi shortblocks which can even imagine using that much air effectively.

---

Why do you think good flow from .000 to .300 lift is good?

---

area under the curve.....give me a head that flows [Email]250@.300"[/Email] and 350cfm max at .600" over a head that flows [Email]200@.300"[/Email] and 400cfm max at .600"

the 6.4L block is kind of a love child of a late model 5.7 and a 6.1, as it has most of the features of the 6.1, plus the different cam tunnel and MDS features of the Eagle headed VVT 5.7

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Not many people understand that.

NONE of these hemi's can use what a ported 6.4 can flow peak. Why not have just enough flow to be effective?

Efficiency over peak all day, everyday.

I'll stop talking now.

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But the apache might offer both peak power and without giving up efficiency,

There is a guy on the LX board Alcharger
is he handle there

He was running a pwr 5.7 short block "392" stroker
he went from a a set of ported eagle heads to a set of ported apache heads and his 1/4 times were quicker by a few tenths quicker.

Know on a stock stroke motor that might be a whole other story

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They're at about 350 @ .550 OOTB.

Good numbers. The trick is to get within 10cfm peak but annihilate it from .0 to .300 lift. Get the air moving quicker earlier.

Big peaks don't impress me on flow sheets or dynos.

There are very few modern hemi shortblocks which can even imagine using that much air effectively.

---

Why do you think good flow from .000 to .300 lift is good?

---

area under the curve.....give me a head that flows [Email]250@.300"[/Email] and 350cfm max at .600" over a head that flows [Email]200@.300"[/Email] and 400cfm max at .600"

the 6.4L block is kind of a love child of a late model 5.7 and a 6.1, as it has most of the features of the 6.1, plus the different cam tunnel and MDS features of the Eagle headed VVT 5.7

---

Not many people understand that.

NONE of these hemi's can use what a ported 6.4 can flow peak. Why not have just enough flow to be effective?

Efficiency over peak all day, everyday.

I'll stop talking now.

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But the apache might offer both peak power and without giving up efficiency,

There is a guy on the LX board Alcharger
is he handle there

He was running a pwr 5.7 short block "392" stroker
he went from a a set of ported eagle heads to a set of ported apache heads and his 1/4 times were quicker by a few tenths quicker.

Know on a stock stroke motor that might be a whole other story

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I don't agree with the overall results. IMHO a Apache, ported or not is better suited to a 440 and above.

I've dealt with a racer in direct compeition to Alcharger. He ran less cylinder head (eagle) and was still faster over all and also less CI.

An effcient head is what we build for. Different styles work for different aplications.

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My long standing feeling has been that the factory doesn't want to build low end torque. It's harsh on drivetrain and it could cause a viper-syndrome of people flying off the road.

They engineer a bit of peaky power into the car, it doesn't break axles (which early SRT's were known for) its easy to handle and it still "feels" fast.

You wanna see fast? Put a set of max ported early 5.7 heads on a 6.1 stock shorblock with a proper cam. Ported 6.1 heads will be trailing from the 330' mark and chasing all the way to the end. Keep a tight port on the car and make it build power early and keep it to 6600. Bigger hemi's don't even need to go that high on RPM....

That was proven in 07 by our group. A smaller port on a heavier car will always be faster if you can utilize more of the flow.

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Good points but what about the VCT and variable runners the 6.4 has, Wouldn't this help keep the motor in its powerband, Now that we have the computers unlock this might be the new way to go....


And this quote is golden i am going to have to steal this one "It's harsh on drivetrain and it could cause a viper-syndrome of people flying off the road."