My GTX has the #'s matching engine so it won't be getting any modern swaps. I bought the '65 Belvedere with hopes of putting a GenII Hemi in it with a crossram and making a A-990 clone. I had the engine for it twice, the first one I got screwed by a engine builder and it took me five years to get some of it back. I again had a complete engine (carbs to oil pan) but due to financial troubles I had to sell it off to keep my head above water. I even had a PS Hemi99 that I planned to use, but in the end decided it really wasn't what I wanted and sold it at a profit.

Fast forward to today and I'd like to finally make something happen with this car. It's a rust free Arizona radio delete /6 post car so I have no issue with moving away from it's original drivetrain. Unfortunately my timing is as messed up as always and affordable GenII blocks are a thing of the past. I see stock, used up blocks for $6500. A KB block (when one becomes available to me) will cost $8000 and no one knows when it can be bought. I could handle paying the high cost of buying another set of Stage V heads and rocker gear, and paying more for a block, but 8k+ for just a block is really just too much for me to stomach I'm taking a long, hard look at putting a GenIII Hemi in it and making the same or more HP for way less money. The power to dollar ratio of these engines combined with the great availability of stock cores and aftermarket parts make these modern Hemis impossible to ignore,

Any idiot can make 560hp with a 422 and aftermarket heads.

I see I didn’t miss anything while I was busy in the shop building an engine. I did happen to stumble on something very interesting. Seems like someone is building a nice little lite weight 67 Dart with a Gen3. Looks like a cool build.

If that's going to be an N/A deal id be interested in updates. I'm always interested in N/A stuff.

I know Moparts member Brian Smith is build one for Top Sportman racing. He totally went all out and I mean all out on his car. I know it’s going to b Gen3 powered but I’m not sure about NA. I would think not to qualify in NHRA

I know Moparts member Brian Smith is build one for Top Sportman racing. He totally went all out and I mean all out on his car. I know it’s going to b Gen3 powered but I’m not sure about NA. I would think not to qualify in NHRA [/quote]

Brian is a sharp character, if he built a Briggs for his car it would be fast.

Brian is a sharp character, if he built a Briggs for his car it would be fast. [/quote]
Yes he is. He does work for my shop here in Texas. His Dart I believe is starting out NA then going boost later on, but I could be mistaken. I'm getting more requests now for GEN 3 stuff installed into older Mopars (as well as my GM customers for LS conversions) so I realize for me to stay viable and profitable, it's time to embrace the new stuff. Brian is going to help me out with a GEN 3 conversion for my 68 Cuda so I can start getting acquainted. His Dart is nothing short of remarkable.

We kicked around a gen 3 deal back in 12 with the demise of our W5 deal, but in some research there seemed to be a lot of open ends not easily filled from a parts standpoint. I’m sure it’s better now, but still not “easy”.

Another note on triple threats build.... Dustin races... A LOT!! he pounds passes on that mill probably like no other.

I have run and built a few of them, the 40+ years between the designs show. They are designed as regular mass produced engines, and not to be an all out race engines. However, even in Stock form they run decently. I have been to 11.0 with a mild cammed 6.1 in a '71 'cuda, stock intake, heads etc, and you can drive that thing any where. Currently installing a 6.4 in to a series2 Jaguar XJ6 with the ZF 8speed. It weighs 4000, but I expect it to run decently. The drivetrain is stock. The left over 2004 5.7 in the car, I have plans for that one too. Will rering the short block. I cleaned the ports in the stock heads without making the ports bigger,had them milled .040" and they flowed 280+ cfm. I will use a short "drag pak" intake and a 750 holley with MSD ignition, and a cam/timing set up / springs from a 6.1 SRT. Will get it dynoed when it's ready and we'll see what you can get out of one in the real world and low budget. I'm not a huge fan of the gen III's, at least not yet. The reason being the availability here, the big physical size (wide), the lack of reasonably available aftermarket parts (compared to LS), and the difficult to modify stock ECU's and lack of cheap wiring parts.

I'm happy with mine, it does what I built it to do. I updated the car this winter so now it is 8.50 cert and I will legally be able to lean on it. I'd like to see a 9.50 something out of it, but i'm a bracket guy, so chasing ET is not a priority.

Build what you want, and what makes you happy. As i see it the G3 is the future for the mopar camp.

TT & STEFF - Can you guys give the specs on your respective cams? I don't have a sense for how "big" you have to go to get to that level of performance w/ Gen III.

Also, any idea what the overall weight difference is between a basic BB combination (alum heads w/ iron block) and the Gen III builds you guys transplanted into your cars?

Mines a hydraulic roller, Stock lifters and rockers 258/264@.050 .636/.620 on a 108 Center.

I think you'd be be nearly the same for weight. The blocks are heavy. I went from a R3, aluminum headed SB to the Hemi and it was close to the same, maybe a couple pounds lighter.

252/258 @ .050, 112LC, in at 108 .410 LOBE = .668 Lift, Solid Roller

No clue on the weight difference.

You guys are making some serious steam for not having "big" cams.

Dustin, your cam is a bit over .650. Comp was doing the wrong ratio on the cards and box ends for a while.

Jason Teague's (71yelladuster) basically stock 5.7, cam with eagle heads is a very budget friendly impressive build.

BradH, the pre supercharger FS motors had stock 6.4 heads with Ti valves. Very very light cnc port.

Read about Jason Teague's budget build here.

https://board.moparts.org/ubbthreads/ubbthreads.php/topics/2395826/1.html

I haven't been to the track in years, but my converter slip was over 16% slip and I think that issue is fixed now. It feels like its really pulling in 3rd gear now. I think if my g3 had the same comp as my BB had (12) and a set of 6.4 heads and a little more cam, my cam is only .600 lift, I think it would be very close to my 493 with almost 70 less cubes.

The reason I switched was I wanted to start spraying. At the time, me and Dan (rip) couldnt find and an aftermarket block and I was concerned I was going to ruin that trouble free BB I had.

Once I realized how streetable my new g3 hemi was I lost interest in spraying it and sold off all my stuff.

I will tell you what impresses me about them the most....The unavailability of blocks....The super high cost of adjustable rocker arms, and how the stroker kits are still over $3k!

The lack of after market companies that make parts for them is unreal. Where are all the companies...They certainly are on the LS band wagon....They have only had +10 years to look at the G3 platform.

How many bracket builds are out there? Hell you go looking for info on these and it is tough to find.

If it wasn't for the few Mopar die hard companies out there, there wouldn't be much...And these are the future as everything else dries up.....

With everyone going to a GM trans in their Mopar, I can't image going to an LS would be too tough of a choice when Mopar parts become impossible to get.

The point is for most people the stock stuff does all of that, blocks readily available handle 1000 hp (there are plenty available if you need bigger HP), stock hydraulic lifter and rockers are fine to 7500 so who needs a cheap alternative (there are plenty of expensive ones), forged stroker kits start around $2500 or about the same as a SB kit and again there are more expensive options if you need it to handle more, eddelbrock makes a great EFI intake, ritter makes a great carb intake but they are expensive, I'll give you that one.