Has anyone done this?
I saw Arrington offers a 410 short block based on a 5.7 block w/warranty.I have an early 5.7 block 05. I was thinking since i have
a BGE crank and heads I could use the 5.7 block and have it bored to 4". Have the BGE crank offset ground since it spun a bearing.
Get a set of Molnar rods and some custom piston. Top it off with BGE heads and Holley hi ram.
Is this doable with minimal pain? Worth the effort?
Since my initial plan went bad I thought of this. One nice advantage is not having to deal with VVT.

Apparently, early 5.7 blocks have thicker bores, but, you'd have to get it sonic checked 1st. How far would you offset grind the stroke to?

Saw on user RAMM's post he is using a offset ground 6.4 crank to 3.85". Since, the crankshaft has to ground I might as well.
No idea how much.
I have a couple blocks laying around that I can get checked out.

i have a 2004 5.7 block out of a Durango I would let go for a couple hundred bucks plus shipping. it's just sitting in the belvedere collecting dust. needs to be bored so this could be a good experiment block.

Nutter racing out of Vancouver Washington state was the 1st to start boring the older blocks over 4 inch they use to sell what they called the 6.1 , 4.055 Bore 5.7 blocks .

https://www.youtube.com/watch?v=Gl5a5kY1D0c At 5:00 mark he shows how thick the older block is.,

I have one of his 444Ci(4.08X4.25) 5.7 builds, has roughly 90k mile on it.

4.0X3.90 , (392 CI) Not hard to build, use Icon Ford piston IC613-STd , 6.125 C to C rods . The Piston is a true Flat top, and it has enopugh meat on the edges to fly cut vale reliefs for up to 2.14 DIA intake.

one thing about the LARGE bore pre eagle 5.7s , it's hard to find someone who will take the time to bore on of these .083 over, I found an old Van norman 777 needed a rebuild, bought it for about $300 put $500 in to it , and have done a few 4" 5.7s , last few 4.0s I've done , I didn't even check, The 1st one I did it was a 4.06 had something like .185 on the thrust side and .20 on the other side, #8 cylinder flywheel side that was about .1 thick
The Eagle block forget it , those things are paper @ .030 over bore, BGE 2016 and later will go to 4.155, the older Apache block gets thin around 4.125 , when the Helcat block was it's own casting they were good for 4.165

I wouldn't run any boost through one of these "big bore" 5.7 blocks

Thank you for the info.
I am going to take the block and crank to machine shop to see if they are usable for what I want to do.
Might as well since no one wants BGE heads I might as well use them.

If you're after a high-performance engine and don’t mind some extra effort, it could totally be a fun project that pays off in the long run. Plus, skipping VVT is a nice bonus if you're going for simplicity and a reliable setup

Given the choice I’ll buy Eagles over Apache/BGE when building anything NA up to 400/426ci. Don’t get me wrong, I’ll take a set of BGE or Apache, I can always use them, Hellcat on the other hand , not interested.
Reality is a good flowing Eagle head will outflow any off the shelf cam that’s out there right now, 90% of the G3 people don’t spin their G3 high enough to utilize 350CFM. I mean what’s the point of 380-400 CFM @ 750 lift(well worked BGE/Apache) if the biggest off the self cam you can buy is limited to .660 lift. Plus the area under the Valve spring is thinner, you can run more spring pressure with the Eagles.
Apache/BGE’s have slightly more CSA in the pushrod pinch area, Now with a 2.18 intake valve 260 at .050 dur cam and 431-440 CI they’ll RPM till you run out of oil pump @ 7500RPMs if you can feed it enough Carb/Throttle Body.
We’ve made 1.9-2.0 HP per inch with .750-.780 lift Clevland 4v heads on Q16 running 12.5-13 to 1 with 358-370CI turning high 7’s low 8k RPMs, and they flow roughly 380CFM with a TON of work….G3s at 12.5 to 1 you can run good 93oct ( I run a 380ci with 14.10 to 1 on 100) toss in .660 lift and with the right head work, a Drysump set up, 1.8-1.9 is attainable at high 7ks ……with stock Rocker arms.

The BGE flows more at low lift (and every single lift point for that matter) if your bore is big enough so that you don't need as big a cam to access the same level of flow meaning less lift is needed for the same power witch is easier on valve trains. You do have to consider the bigger chamber when picking pistons and compression ratio.

So this started when I found a deal on a BGE. Currently my car runs 9.80s I will eventually need a
license. With all the hassle that comes with it I might as well run bottom 9s.
All I need is pistons, cam and machine work plus odds & ends.

Obviously you've never flowed either head @28 hg
Eagle @ 200lift is 170-180 depending on bench
BGE is 175-185
Eagle @ 300 is 240-250
BGE is 245-255
Eagle @ 400 is 285-295
BGE is 305-315
Eagle @ 500 is 310-320
BGE is 330-340
Eagle @ 600 is 320-330
BGE is 335-345

(https://www.hotrod.com/how-to/ccrp-1210-inside-the-g3-hemi-cylinder-head/ the #s in that article are very close to what our Bench reads @ 28 with a 4.10 bore plate )

Both Heads start to stall at .650 , Apache/BGE are Best case 15 CFM better in the low lifts, again it's due to the better cross section @ the pushrod pinch point. where the Apache/BGE heads excels at in stock form is the Intake/Exhaust %, the Apache/BGE averages 10% more from @ .550 to .700, roughly 70% to Eagles 60% put a 1.625 Ex Valve in the Eagle and watch the I/E% go to 70-75%, don't even need to do any thing other then clean up the machine marks.

10 to 15 extra CFM doesn't mean crap when you bleed off needed Cylinder pressure.
Both heads with a 2.165 intake valve will flow the same CFM up to .600 and from 600 to 650 there's a 5 cfm difference at .700 there's a 15CFM difference .....call comp cams up and order that .775 lift G3 hemi cam to take advantage of that 15CFM difference. that conversation goes, "you need what" ? , insert laughter then add dial tone.

SRT392 RWHP averages 390HP, lets say 1 hp per CI, while the 5.7s with the SRT392 cam swap averages 350RWHP ...I don't need to do the math ...Do I ?

If you have BGE's Run them, Hell I have and still will do, I had a set on a stock bottom end 5.7 when I 1st got my 2012 ram , put a cam in that was .550in/.525ex 220/220@/050 110LSA , it was a turd out of the hole/across the intersection but from 4000 to 7200 thing ran like it had a 150shot of nitrous.
FWIW best 6.1 head out there was RLD performance ,@.700 they were 375/240(2.165/1.61) best I ever got out of MMX's 6.4s was 370/236 w/ 2.165/1.65, best my uncle has done with Eagle, is 370/235 w/2.155(6mm stem)/1.60 and they don't even look like an Eagle head any more , look more like a AH/SS hemi intake port.