Not that I know of...

I was always told that boost motors need swept volume (stroke) for most power. Hellcat was set-up for overbuilt-durability, you'll see guys putting stroker cranks in them soon enough though. I'd be investigating the 400" boosted BES 3rd gens over the stock stuff

That applies for both NA and boosted because you are getting more displacement. The problem, as stated previously by another user, is the fact that you run into higher rod angles with the lower rod ratio you create. That, along with the higher cylinder pressures, can cause large side loading on the pistons and cylinder walls. For 5.7 and 6.1 blocks (which are already notorious for cracking because of thin cylinder walls) this should be taken seriously. On top of that, you reduce dell time and increase piston speed with a stroker...

knyech1 check you pm's.

There are guys on other forums running TT 6.4L in the 1200hp+ range with stock cranks. Can you say breaking the tires loose at 80mph?
I would look into the pistons a little before you use them; call Manley and ask them a couple questions. Your crown thickness needs to be thick (at least 0.230") to accommodate the higher cylinder pressures and the first ring needs to be about 0.280" min from the top of the piston so it doesn't get fried. Wrist pin is often overlooked in high hp boosted applications so you might need a thicker walled pin; the pins take quite a beating in there. Learn from others' experience.

Thanks. I will be calling Manley to find out. After talking to Tom Molnar he recommended CP Bullet series pistons.

NA is different - its not ever going to get the same volumetric efficiency as a forced air engine. Engine is just an air pump - more in, more out = more power.

The bigger the engine, the bigger the supercharger/turbo needs to be to make the same boost. In a boost application like this, a 420"+ engine wont make much more power than a 390"+ engine. Why does Goss ONLY have 404" when he could easily be using 440" engines? Its been said A LONG time ago in Gen III land that for NA build as big as you can afford, high boost builds seem to take ALOT more power with a crankshaft 3.80 or smaller and a rod 6.20 or longer because of block strength when you get over the 1000hp mark.

I hear you, and that's why I'd LOVE to know the specs on his engine (bore/stroke/heads). BTW he's having blocks made in the UK that can handle the power and he's selling them. The word of that needs to get out.

It is, the wet blocks are $5500. For me a stock 6.1 block does just fine, but if these can hang at 2500hp, that is a whole new engine market for these radial guys.

$5500 is stout but that can come down with volume. With BGE 6.4L over the counter heads flowing 340 cfm out of the box there is zero reason anymore to bother with antique blocks and heads IMO

Yep I agree, I have a set of Apaches under my bench that will eventually replace my CNC'd 6.1's currently on top.

So how is NA different?? Larger swept volume = more cubes = more air space = more power so I'm not sure what you mean when you say they are different. Boosted engine obviously have a better volumetric efficiency but that wasn't the topic of conversation.

+1
Exactly what I am saying about higher rod ratios. These engines don't like high cylinder side loads. Hellcat and 6.4 are stronger, but at a certain power level you need to be thinking about things like rod ratio because of stress issues.

Again, be careful because Apache and 6.1 heads are made of 316 (unlike the hellcat heads that are made of a more durable 356-T6) and are known to flex and lift under high cylinder pressures.

My current engine is NA and staying that way. Just would like to get it up around the 700hp range on pump gas.

Bada$$. Very possible with these new engines. Can't wait to get my junk done