The 5.7 is also a tad narrower - but when travelling from small to larger openings, that type of 'step' is not going to interupt flow.

The step caused by the more rectangular port face of the 5.7 certainly woulde have created flow issues...hence my marginal gasket matching attempt.

Idealy you'd probably take down the inside of the runner for really improved flow.

While the idea that a rapid transition to a larger cross-section doesn't hurt flow seems logical, it turns out that the exact opposite is actually true. A large portion of what I do for a living involves fluid flow analysis and what I have found is that an abrupt enlargement can actually be more harmful than an abrupt contraction in cross-section due to the higher velocity and the turbulance and flow separation that occur at the transition. What this means is that you will want a smooth, long transition with any change in cross-section area.

Been going over my 5.7 engine and have a few things to talk about. First one is the heads, seems they can be used on either side, not having to use a left and right. In fact if buying new head just buy two driver side if not using the egr. The reason i tried this i was thinking of using a turbo with the stock manifolds so its just a mater of reversing the heads. There are a few bolt holes to drill and plug the egr hole. The measurement to outside of manifolds is 29 inches, enough to fit inside an a-body frame. I put the intake back on and no issues there and the push rod holes are in the right place. Of course i don't know about the newer heads, just 5.7. The oil passages are a lot of 90 degree turns from the oil pump to the mains so a long carbide burr ball could ease those sharp corners and be opened up a little. This should aid flow to the crank. As i see more I'll keep posting.

In regards to the left and right head.
EGR is one issue, just plug as you mentioned.
I have a set of Apache heads and are L & R.
It is the oil drain-back holes that you need to look for, I am guessing that the 5.7 are the same as well. But check to make sure. I have circled where the oil hole is, as you can see because of this they are not interchangeable. I believe the hole can be drilled as there is material there to make a hole.
Also on these heads the exhaust manifold holes are drilled differently but can easily be drilled and taped as there is plenty of material there as well.
Just check your 5.7 heads to make sure all is OK with the oil drain-back.
Let us know what you find.
I have 5.7 but it is still sitting on a shelf.

By the way, what year is that engine and what did it come out of?

06 and 07. You are right, the drain back hole would have to be drilled. The problem I see is closing the other hole since the head gasket is dead center. Plugged and milled flat. Plug one and drill another or make headers, not sure what would be easier for most people. At least with headers they can be placed in the best spot. Thank you Chrysler.
The water hole would need grinding too.

I have some questions on the 5.7 engines. Will the heads, intake, cam, oil pump, and timing set from a 2003 truck engine interchange on a 2014 short block truck engine ? I have both engines complete but the 2003 engines oil pump failed and wiped out the rod and main bearings.

I was hoping I could take the heads and freshen them up on the 2003 engine and bolt them and the intake on the 2014 motor. I'm guessing since the 2014 engine has the vvt that the cam shaft, lifters, pushrods, timing set would be different ? Would the block and pistons be different ? Not sure how much they changed the block, what will and won't plug in, or if all the accessories on the front of the engine from the 03 will bolt on the 14 ? I'm just trying to save some time and money by using what I have. Otherwise I'll have to rebuild the 2003 motor while the 2014 motor takes up floor space in my garage!

Make sure your machine shop of choice has a torque plate for the block you are using. DAHIK

Don't forget the oil galley plug in the front of the engine, didn't know it existed until today....

Can the stock cams be reground?Could save some cash that way I would think. Probably have to harden the lobes, but they do that to the new ones anyway right?

Hughes had some regrinds listed on their web site. There are limits, due to the stock lobe dimensions and LSA . Depending on what you want to do, a custom cam may really be needed. In a deal like my build, (stroker, big heads, not as worried about torque below 2,500, totally programmable computer) it only makes sense to have one cut, or in my case grab a drag pack cam if you can find one cheap!

If you add external oiling to the block, the fittings may interfere with the back of the alternator

That is why I used a remote filter adapter instead of the block off plate.

What did i do wrong ?

I guess u cant believe all on the net ..

Those idlers are for a VVT engine which has all the accessories spaced out further, about 1/2".

Does anyone know the difference between an apache head and a hellcat?

I am aware they are a different alloy, but what about valves, springs, flow, etc. Thanks!

I have one set of 5.7 heads where the valve seats( intakes) came out. Any procedures on making sure they stay put in my other set, these are 08 heads.

The hellcat heads don't interchange, the intake manifold bolt pattern is different to mount the supercharger.

look at this picture from a hellcat supercharger on ebay

http://i.ebayimg.com/00/s/OTA0WDE2MDA=/z/lDMAAOSwBahVLVwH/$_57.JPG

http://i.ebayimg.com/00/s/MTIwMFgxNjAw/z/e9MAAOSwBLlVKmRn/$_57.JPG

I save the pictures before they disappear. It does look like you could have the intake bolt pattern drilled to match the eagle/apache/6.1L heads since the bosses are cast into the head but undrilled.