Holley efi.

I have 2 cars we bracket index race.
1, 65 Coronet 426 6.1 based engine NA with a 4150 carb all good parts 3450 with the kid in it runs high 9s.
2. Is a 2015 Drag Pak 426 6.4 based deal with a 3.0 whipple turbo 400 3750 with me in it runs low 8s
In my opinion I will never build another small block, big block, gen 2 hemi. I have had them all

1968 Dart 426 G3 NA 6.1 block Apache heads, small .618 lift cam, Drag Pak intake, MSD ignition, Holley 950, stock rockers & shafts, PAC springs. Made 780 hp with no porting as cast heads. Still sorting out traction issues, but has gone 9.42 @ 144 so far.

Wow, there are some fast combo's on here.....I am still trying to figure out if I want to do this NA or boosted due to cost, but both look really fun.

do as most due, start NA, build the short block accordingly. MMX has some very nice drop in deals for the hemi. ready to take up to 1000hp. a BGE or even a standard 6.4/5.7 block will handle that all day long. then as time goes on and you feel you want to tickle it little then you can add boost of your liking. just build short block accordingly.

thats my two cents and seems to work well with the guys starting out running the MSHS (modern street hemi shootout)

there is lots of info out there. no joke.

Before I jump on the “ I won’t build anything but G3’s” Band wagon, to me the G2 still reigns supreme in HP/CI capabilities….BUT….

And Mr Dragula , love those Videos, the Duster in particular.

Start NA, there’s always someone out there who will buy a used 426 G3 rotating assembly if you decide to go boost after you figured out your mounting and combo desires ,
The Beauty of the G3 over the G1&G2 HEMI is 700hp is easy to obtain and sitting in traffic is not a worry some exercise in “why the F did I come this way home” . G3 over BBM& SBM mopars , is even “stock” pre Eagle heads (ported and worked but still right off a 03 clapped out rotted ram 1500 ) can get you in to the high 600 HP range with 400+ CI ,
BGE block is the best foundation, not only is it more readily available over the 6.1 block, it’s about ½ the cost of the Dart block, now If you want to build a “big bore G3 4.165 X 3.9(425ci) ,4.20X 3.795(420ci) or 4.25 X 3.72(422ci) , then Dart block it is.
BGE’s unseen advantage is the main bearing oiling, it has your typical primary feed at 12’oclock and a trailing feed hole @ 2’oclock …..for those who remember the 6.1s tendency to eat cranks @ 7500+ RPMs , this 2nd feed hole goes a LOOOOONNNNNG way in protecting against that situation…. Even with the 6.1 crank’s straight through drilled main.

Back in late March I did a 413 (4.165X3.795 ,6.30 C to C rods & 1.085 ph pistons BGE block build) , Texas Speed “stage2” stroker cam, 6.1 heads that have 200k mile on them, 95mm throttle body ,on a Indy Mod man with a “417 motorsports Mod man to Holley HI-Ram top adaptor…with a dominator top from “Alykdigger place” off Ebay , and yet the adaptors keep a rolling on,(Adaptor for Hemi(TB)to LS(TB) ,and LS(TB)to 4500 opening talk about red neck engineering at it’s finest) in a 4400lbs fat a$$ 2013 Challenger it runs 11.0s after an hour drive to Numida , and whittles down to 10.90s @120-122mph all on 93oct with a set of junk yard refugee statis STOCK heads….. A word of caution on the block, Passenger non thrust side of the block, #4&6 have some spots that are as thin as .100 . This thing on my dyno hit 605/650 hp depending on Intake manifold and OEM style PCM tuning, peak Tq was close to 570 and carried 450+ tq from low 4k RPMs to low 6ks
Personally ,
my 09 Drag pak clone runs high 8s @ 3650 race wt with 426CI 6.1 based block , Cam is .660/.660 lift 260/255 @.50 LSA of 117 ICL of 114. Current heads are AFR 225 Black hawk , no passes yet with these heads , the hi-8s were done with a set of Apache heads 2.20X 6mm intake and stock size 1.64s exhaust , never did try that combo with the Hi-Ram ,all passes were with a DP intake and a Wilson 4bbl style Throttle body and a Haltec PCM.
My 05 Yellow Bee with the 448ci (4.10X4.25) runs 10.70s(PB of 10.50 @ 130mph) with a 518non lock trans …….Keep in mind this pig weighs 4950 , full interior and A/c still works , on the dyno it was pulling 800ish with, BGE heads ,they’re flowing about 395cfm @ .650 lift with 2.20 valves and 6mm stems , cam is 640/630 mid 240’s @ .050 114 lsa. Holley Hi-ram with a custom sheet metal top so I can use an older Kenne Bell 148mm Throttle body, still uses the 05 PCM, I’m running 4.88s in the 9.25 rear , GM Silverado single leaf rear spring from Calvert and Caltrac bars, back rear spring hanger converted over to a slider style. I can’t beat my neighbors Tesla plaid, but he can’t believe he can’t gap me by the end of an intersection.
I’ve seen people buy a Blue Print 426 ( the engine building company) stuff it in a 3200lbs A body and run in to the low 10s on a bad day. Put some cam in that BP 426 and a decent intake manifold, and Hi 9s are not out of reach.
I could write about 6 pages of G3 combos , but it all boils down to , 422-431CI + any well worked OEM head , stock rocker arms(try that with an LS) 11.50 -12.5 compression and 620-660lift, 240-265 @ .050 = 650+ HP. …..800+ and now you’re talking a LOT of custom valve train , the Short block is there for it, the OEM lifter style limits the G3 to .660 lift, the Oem heads due to the valve angle limits our open spring pressure, just not enough casting under the spring seat…..But that straight shot from intake port opening to back side of the valve creates more Velocity than 90% of any of V8 out there, Same with the Ford Coyote stuff…Air column doesn’t like to turn on it’s way to Combustion chamber.
The Only advantage AFR and Edelbrock heads have over OEM offerings , is slightly more cross sectional area, but we can’t get a enough open spring pressure and cam duration to take advantage of that Cross section……Now that doesn’t keep me from using them when I can.

I like the G2's for sure, but they do not make great double duty engines. They do okay with a milder cam & valve springs on the street, but then they aren't very fast on the strip. So if your going to build one for both, better use a rev limiter, T&D rockers with spray bars, a big oil pan, and a really big radiator.

But the G3 looks like it offers a lot of reliability, and a lot of hp/ci...And now with +482 cubes available, those things should become the new king of the double duty engines.

I have talked with a few builders, and there is lots more available now a days.

Also I will note: G2 Hemi's are getting really expensive to build...Which is weird because they share so much in common with the Wedge engines.

I was quite invested in the R5/P7 platform (and LA engines before them), but the availibity of parts long term is what won me over on the G3 engine. They make decent power with factory parts (block, heads etc)

This is a good way to start. Buddy has an LS 6.0 had stock short block, good heads and intake and cam. Went to a stroker kit in same block, now a 403 cid or something, good crank, rods and pistons with the heads cam and intake he was already running. New short block is supposed to be good to 12-14 hundred hp. He just picked up a big turbo and hopes to keep it conservative at 1k hp. Like I told him, we will see how long he stays at that power level if it stays together LOL.

5.00 flat x the 1/4 mile multiplier of 1.58 = 7.90.