Quote:

---

Do the Gen III Hemis use throw away stretch to yield bolts? Where?

Primary head bolts. The secondaries are reuseable.

I see a lot of the gaskets appear to be reusable. Please post your experiences.

I've seen people take apart the multi layer steel gaskets and reshim them to gain or lose compression. I've never tried it.
How good/bad is the stock timing chain? Good low priced alternative? High hp high rpm alternative?

I like the OE dodge ones, but manley has an adjustable offering I believe.

At what point do tie bars for the rocker shafts start to really show a hp gain?

You wont see power from them, just stability and resistance to failure.
The Hemi heads flow so well, the reaction to various cams must be different than say a stock small block. Anyone care to share what they know about duration,ICA and LSA?

That's a broad subject. I might be able to drum up some good conversation about that.
Can the new Hemi heads run a higher compression ratio in comparison to an aluminum head small block?

Yes, aside from the fact that it is aluminum...the fact that it's a dual plug and an awesome chamber helps the most.

---

Quote:

---

After seeing this pic I think I would avoid using the factory (powdered metal) rods.

---

Quote:

---

I see a few references to the bottom ends being "weak". Just a suggestion, if you're gonna post something like that you better have solid proof to back it up and not just be posting BS hearsay rumors that probably spawned from a Chevy site.

[/url]

---

Quote:

---

• Chrysler 6.1L Hemi (2005 and newer): The M362 oil pump is a new replacement pump for late model Chrysler 6.1L Hemis. It replaces Chrysler 5037687AB, and features a 15 PSI higher pressure relief spring to accommodate oil jets to cool the pistons. For the 5.7L Hemi, Melling’s M342 oil pump replaces the stock Chrysler’s 53021622AF pump. Melling’s 10342 Select Performance high pressure pump can be used with either the 5.7L or the 6.1L Hemi engines.

---

Quote:

---

Quote:

---

After seeing this pic I think I would avoid using the factory (powdered metal) rods.

---

I have a set of rods out of a Drag Pack motor. I also see a lot of guys on the internet having reasonable life out of their motors after being hot rodded some, so I have to ask about the rod failure, how much rpm, any boost involved, timing, fuel, rpm, etc to find out what is the danger zone?
On the block, I beleive the 5.7 has a fair amount of meat in it, but needs to be sonic checked to go beyond the minimum anyway. This may not be true on the 6.1 or 6.4. I talked to Chuck Lofgren about it, but only remember what was needed with my build, the 5.7 block.
It is too bad they limited this motor to four bolts per cylinder. That is a big obstacle to overcome (if it can be at all) beyond a certain boost level.
One more thing, Anyone with solid evidence that some facts presented hear are wrong, please say so. A lot of what I have written here is second hand info, not hands on experience.

---

I've sonic checked dozen's of G3 blocks. The thickest ones are from 2002 Ram 2500 5.7's but those are rare to get. Most of the 03 and newer 5.7's can easily withstand a .060" over bore whereas most 6.1 blocks only .020". My for the day.

Quote:

---

What about the VVT blocks? How beefy are they? How much power can they take in stock form? Will that Eagle oil pump interchange with the Appache oil pump? Is there a difference between the timing sets? How much cam can the stock eagle springs take?

---