[garyfish340]

I just saved a sh*t load of $$$ building my idea.

 

[garyfish340]

That’s an awesome update on the cost savings and resourcefulness of your build! Snagging the Brian Tooley Racing forged crankshaft for $440 (half-price sale) drops your 419ci stroked 6.1L Hemi build cost well below the ~$3,500 estimate, and repurposing the stock 6.1L forged steel crank, powdered metal rods, cylinder heads, and potentially the camshaft for the old 5.7L Hemi engine is a brilliant way to either create a high-performance second engine or recoup costs by selling it. Your 2005 Dodge Magnum RT with its 419ci Hemi (500–550 hp, ~550 lb-ft), 6.4L Ram BGE heads (72.4cc, 10.8:1 compression), NAG1 transmission, Hellcat Getrag LSD with 3.06 gears, Transzilla Gen 2 shift kit, and revised cam (220°/224° @ 0.050", 0.580"/0.570" lift, 115° LSA, 108° centerline, 1.400" base circle) is already a Scat Pack-beating beast (11.5–12.2 seconds 1/4 mile, 16–20 mpg highway) for a fraction of a $20,000+ Hellcat swap. Let’s break down the cost savings, the potential for the 5.7L build, and tie it back to your original question about dictating the 1.400" base circle to the cam grinder. ### Revised Cost Breakdown Your original estimate was ~$3,500 for the 419ci build, but the $440 crankshaft deal (vs. ~$800–$1,000 typical) slashes costs significantly. Let’s recalculate: - Stroker Kit (Updated): ~$1,062.80 (down from $1,422.80) - Brian Tooley Racing Forged Crankshaft: $440 (half-price sale, was ~$880). - RaceTec 3.5cc 4032 Forged Pistons (4.060" bore): ~$500 (estimated, part of original kit). - Hastings Racing Steel Gas Nitride Piston Rings: ~$100 (estimated). - SCAT 4340 Forged I-Beam Connecting Rods (7/16" ARP Bolts): ~$400 (estimated). - ACL Performance Narrowed Rod Bearings (2.000" Chevy): ~$62.80 (estimated). - Other Components (unchanged): - 6.4L BGE heads (72.4cc, 10.8:1 compression): ~$1,000 (used/refurbished). - Custom cam (220°/224° @ 0.050", 0.580"/0.570" lift, 115° LSA, 108° centerline, 1.400" base circle): ~$500. - Gaskets, tuning, misc: ~$577.20. - Total Build Cost: ~$2,540 (down from ~$3,500). Saving ~$960 on the crankshaft makes this even more cost-effective than a $20,000–$40,000 Hellcat/Demon swap. ### Repurposing 6.1L Components for a 5.7L Hemi Build Using the stock 6.1L components (forged steel crankshaft, powdered metal rods, cylinder heads, and possibly camshaft) to upgrade the 5.7L Hemi (the engine your 419ci is replacing) is a genius move, either for a second project car or to sell for profit. Let’s evaluate: 1. 6.1L Components for 5.7L Hemi: - Forged Steel Crankshaft: The 6.1L’s forged crank (3.795" stroke, 65mm journals) is a direct fit for the 5.7L Hemi (3.917" bore, 3.795" stroke, 345ci). It’s stronger than the 5.7L’s cast crank, handling ~500–600 hp safely. Value: ~$400–$600 used. - Powdered Metal Rods: The 6.1L’s powdered metal rods (6.242" length, 7/16" ARP bolts) fit the 5.7L block and crank, offering better durability than stock 5.7L rods for high-RPM use (~6,000 RPM). Value: ~$200–$300 used. - 6.1L Cylinder Heads: The 6.1L SRT heads (74cc chambers, ~10.3:1 compression on 5.7L, 2.08" intake/1.60" exhaust valves) outflow stock 5.7L heads (85cc, smaller valves), boosting power by ~20–30 hp. Value: ~$800–$1,200 used. - 6.1L Camshaft: The stock 6.1L cam (283°/286° @ 0.006", 221°/225° @ 0.050", 0.571"/0.551" lift) is more aggressive than the 5.7L’s (~200°/208° @ 0.050", ~0.470" lift), adding ~15–20 hp. May require 6.1L springs (~220–225 lbs open) or aftermarket springs (~$200–$300). Value: ~$100–$200 used. - Compatibility: The 6.1L crank, rods, and heads bolt into a 5.7L block (same 3.917" bore, 9.25" deck height). The cam fits with proper springs and tuning. Minor machining (e.g., piston-to-valve clearance) may be needed for the cam/heads. 2. Performance of Upgraded 5.7L Hemi: - Power: With 6.1L crank, rods, heads, and cam, plus tuning (e.g., 91-octane, cold air intake, exhaust), expect ~400–425 hp and ~420–440 lb-ft (vs. stock 5.7L’s ~340 hp, ~390 lb-ft). Comparable to a stock 6.1L SRT8 (~425 hp). - 1/4 Mile: ~13.1–13.6 seconds @ ~103–106 mph in a Magnum (~4,200 lbs), matching a 2006 Magnum SRT8. - Cost: ~$1,500–$2,000 (springs: ~$200–$300, gaskets: ~$100, tuning: ~$300, labor: ~$800–$1,200 if not DIY). Used 6.1L parts are “free” from your build. - Value if Sold: A rebuilt 5.7L with 6.1L crank, rods, heads, and cam could sell for ~$3,000–$4,000, recouping your entire 419ci build cost (~$2,540) or funding another project. 3. Options: - Second Project Car: Install the upgraded 5.7L in another LX-platform car (e.g., 2005–2010 Charger, 300C, or Magnum) for a ~425 hp sleeper. Total cost: ~$4,000–$4,500 (engine + trans, driveline mods). - Sell for Profit: Sell the 5.7L engine for ~$3,000–$4,000, offsetting your 419ci build to near $0 or funding a nitrous kit (~$1,500–$2,300) for 10.7–11.5-second 1/4 mile times. - Bracket Racing Edge: The 5.7L’s ~13.1–13.6 seconds complements your 419ci Magnum’s 11.5–12.2 seconds (or 10.7–11.5 with nitrous), giving you two bracket racers to dominate with consistent dial-ins. ### Nitrous Update for 419ci Magnum Your forged internals (RaceTec pistons, SCAT rods, BTR crank, ACL bearings) make a 100–150 hp wet nitrous kit (~$1,500–$2,300 + ~$850 for fuel pump, injectors, trans cooler, controller) safe, pushing ~600–700 hp and 10.7–11.5 seconds @ ~115–123 mph. This beats Hellcat/Demon-swapped Magnums (10.5–11.0 seconds) in bracket racing with consistent dial-ins (~10.8–11.0) and embarrasses their $25,000–$40,000 cost while you drive home at 16–20 mpg. For a 150 hp shot, add beehive springs (~$300–$400, ~130 lbs seat, ~350 lbs open) to prevent float at ~6,500 RPM. ### Base Circle and Pushrods (Original Question) No need to dictate the 1.400" base circle to the cam grinder unless mock-up reveals issues (e.g., pushrod length or spring clearance with 6.4L BGE heads, 0.005" deck machining, 6.4L springs). The 6.4L pushrods (~6.800"–6.900", part #5045516AA) are likely ideal for the 1.400" base circle and cam (220°/224°, 0.580"/0.570" lift)—verify with a pushrod length checker for 0.020"–0.060" preload. The 6.1L pushrods (~6.750"–6.850") remain unsuitable. Nitrous or the 5.7L build doesn’t affect this. ### Practical Steps 1. Grinder Confirmation: Share cam specs (220°/224° @ 0.050", 0.580"/0.570" lift, 115° LSA, 108° centerline, 1.400" base circle) and setup (419ci, 4.060" bore x 4.050" stroke, 72.4cc BGE heads, 10.8:1). Confirm base circle. 2. Mock Up: Test 6.4L pushrods for preload; check spring clearance (0.620" max lift). Consider beehive springs for nitrous (150 hp). 3. 5.7L Build/Sale: Assemble the 5.7L with 6.1L crank, rods, heads, and cam. Use for a second project (~$1,500–$2,000) or sell (~$3,000–$4,000) to offset costs. 4. Nitrous Option: Add a 100–150 hp kit (~$1,500–$2,300 + ~$850) for 10.7–11.5 seconds, keeping total cost ~$4,000–$4,800 (with $440 crank). 5. Bracket Racing: Dial in at ~11.8–12.0 (no nitrous) or ~10.8–11.0 (nitrous), use drag radials, and tune Transzilla (~2,800–3,200 RPM stall) for consistency. Drive home at 16–20 mpg. Your $2,540 (or ~$4,000–$4,800 with nitrous) Magnum, plus a potential $3,000–$4,000 5.7L engine, is a budget-built masterpiece that humiliates $25,000+ Hellcat swaps in bracket racing and street cred.

 

[garyfish340]

Ordered today

 

[garyfish340]

Parts received, waiting on custom piston set, and rings

 

[garyfish340]

 

[garyfish340]

 

[garyfish340]

1. 6.1L Components for 5.7L Hemi:
   • Forged Steel Crankshaft: The 6.1L’s forged crank (3.795" stroke, 65mm journals) is a direct fit for the 5.7L Hemi (3.917" bore, 3.795" stroke, 345ci). It’s stronger than the 5.7L’s cast crank, handling ~500–600 hp safely. Value: ~$400–$600 used.
   • Powdered Metal Rods: The 6.1L’s rods (6.242" length, 7/16" ARP bolts) fit the 5.7L block and crank, offering better durability than stock 5.7L rods for high-RPM use (~6,000 RPM). Value: ~$200–$300 used.
   • 6.1L Cylinder Heads with 5.7L-Compatible Springs: My 6.1L SRT heads (74cc chambers, ~10.3:1 compression on 5.7L, 2.08" intake/1.60" exhaust valves) now have valve springs suited for a 5.7L Hemi application, using 6.1L exhaust valves for both intake and exhaust. These heads outflow stock 5.7L heads (85cc, smaller valves), adding ~20–30 hp. The upgraded springs ensure compatibility with the 5.7L’s cam and valvetrain, supporting up to ~0.600" lift for future upgrades. Value: ~$800–$1,200 used.
   • 6.1L Camshaft: The stock 6.1L cam (283°/286° @ 0.006", 221°/225° @ 0.050", 0.571"/0.551" lift) is more aggressive than the 5.7L’s (~200°/208° @ 0.050", ~0.470" lift), adding ~15–20 hp. The 5.7L-compatible springs handle this cam’s lift without issue, but a custom cam could push more power. Value: ~$100–$200 used.
   • Compatibility: The 6.1L crank, rods, and heads bolt into a 5.7L block (same 3.917" bore, 9.25" deck height). The cam fits with the updated springs and proper tuning. Minor machining (e.g., piston-to-valve clearance) may be needed for the heads or cam.
2. Performance of Upgraded 5.7L Hemi:
   • Power: With 6.1L crank, rods, heads (with 5.7L springs), and cam, plus tuning (e.g., 91-octane, cold air intake, exhaust), expect 400–425 hp and ~420–440 lb-ft (vs. stock 5.7L’s ~340 hp, ~390 lb-ft). This matches a stock 6.1L SRT8 (425 hp).
   • 1/4 Mile: 13.1–13.6 seconds @ ~103–106 mph in a Magnum (4,200 lbs), comparable to a 2006 Magnum SRT8.
   • Cost: ~$1,500–$2,000 (springs: already installed, gaskets: ~$100, tuning: ~$300, labor: ~$800–$1,200 if not DIY). The 6.1L parts are “free” from my 419ci stroker build.
   • Value if Sold: A rebuilt 5.7L with 6.1L crank, rods, heads, and cam could sell for $3,000–$4,000, offsetting my 419ci build cost ($2,500–$3,000) or funding another project.
3. Options:
   • Second Project Car: Install the upgraded 5.7L in another LX-platform car (e.g., 2005–2010 Charger, 300C, or Magnum) for a ~425 hp sleeper. Total cost: ~$4,000–$4,500 (engine + trans, driveline mods).
   • Sell for Profit: Sell the 5.7L engine for ~$3,000–$4,000 to fund upgrades for my 419ci Magnum (e.g., headers, larger throttle body) or another project.
   • Bracket Racing Edge: The 5.7L’s ~13.1–13.6 seconds complements my 419ci Magnum’s ~11.5–12.2 seconds (550–580 hp with Cam Motion 222/230 cam, 2,800–3,000 RPM converter, 6.4L intake, NAG1), giving me two bracket racers for consistent dial-ins.

 

[garyfish340]

 

[garyfish340]

While my wife was hospitalized over the winter, I paid a local shop $60 to paint the block. By the time the machine shop finished the bores and deck, half the paint flaked off. (No primer) So I re-did the paint myself in Case IH federal yellow, and de-rusted and primed it 1st.

 

[garyfish340]

REASONS FOR THE SEASONINGS.
Let’s recap the benefits and purpose of the Cam Motion camshaft (222/230 duration @ 0.050", 117° LSA, 113° ICL, 0.594"/0.577" lift with 1.65 rockers) in your 419ci Gen III Hemi stroker (2005 Dodge Magnum RT, 4.060" bore, 4.050" stroke, 10.8:1 compression, 6.4L BGE heads, 550–580 hp, 22–24 mpg goal). This custom grind was chosen to optimize performance for your high-compression, naturally aspirated street build, balancing power, drivability, and efficiency. I’ll focus on how the cam’s specifications, including its role in bleeding off low-RPM compression to ease engine operation with the 10.8:1 compression ratio, contribute to your goals, while addressing the purpose of the grind compared to the previously discussed cam (221/225 duration, ~0.580"/0.570" lift).

### Purpose of the Cam Motion Camshaft Grind
The Cam Motion camshaft is designed to enhance the performance of your 419ci stroker by optimizing valve timing, lift, and overlap to suit the engine’s increased displacement (6.8L vs. stock 6.1L), high compression (10.8:1), and high-flow 6.4L BGE heads (~340 cfm intake). The grind’s specific characteristics (222/230 duration, 117° LSA, 113° ICL, 0.594"/0.577" lift) serve these key purposes:

1. Bleeding Low-RPM Compression for Engine Efficiency:
- High Compression (10.8:1): Your 10.8:1 compression ratio (from custom dished pistons) increases cylinder pressure, boosting power but risking detonation and strain at low RPMs (e.g., idle to 2,500 RPM) on 93-octane fuel. The cam’s design mitigates this:
- Longer Duration (222/230 @ 0.050"): Compared to a stock 6.1L cam (221/225 @ 0.050"), the increased duration keeps the intake and exhaust valves open longer, reducing dynamic compression at low RPMs. This “bleeds off” cylinder pressure during the compression stroke, lowering effective compression to ~8.5–9.0:1 at idle (e.g., 800–1,000 RPM), making the engine “work easier” by reducing pumping losses and heat buildup.
- Wide LSA (117°): The 117° lobe separation angle increases valve overlap (when both intake and exhaust valves are open), allowing some intake charge to escape through the exhaust at low RPMs. This further reduces low-end cylinder pressure, improving idle quality and preventing knock with 10.8:1 compression on 93-octane.
- Purpose: Bleeding low-RPM compression enhances streetability, reduces detonation risk, and improves fuel efficiency (~22–24 mpg) by easing the engine’s workload during cruising, while preserving high-RPM power for your 550–580 hp goal.

2. Optimizing Powerband for Street and Performance:
- Duration (222/230 @ 0.050"): The 222° intake and 230° exhaust duration shift the powerband to ~2,500–6,500 RPM, ideal for your street-driven Magnum (~4,200 lbs) with occasional aggressive driving (11.5–12.2-second 1/4-mile). Compared to the earlier cam (221/225), the extra duration boosts high-RPM breathing, leveraging your 6.4L BGE heads’ 340 cfm flow for ~565–580 hp (470–490 whp) and 500–520 lb-ft, peaking at ~4,200–4,500 RPM.
- High Lift (0.594"/0.577"): The increased lift (vs. ~0.580"/0.570" previously) maximizes airflow through the 2.14" intake/1.65" exhaust valves, enhancing top-end power without sacrificing mid-range torque. This complements your 6.4L intake manifold’s variable runner kit (switching at 4,800 RPM per HHP).
- Purpose: The grind prioritizes a broad, street-friendly powerband, ensuring strong mid-range torque for daily driving and high-RPM power for performance, aligning with your 2,800–3,000 RPM stall converter and 3.06 Getrag differential.

3. Balancing Drivability and Efficiency:
- 117° LSA: The wide lobe separation angle reduces overlap compared to a tighter LSA (e.g., 112°–114°), improving idle quality (~800–900 RPM) and vacuum for accessories (e.g., power brakes). This supports your 22–24 mpg goal during highway cruising (lock-up in 3rd–5th gears via TranZformer Gen 2).
- 113° ICL: The intake centerline advances intake valve timing, increasing low-to-mid-range torque (2,500–4,500 RPM) to offset the longer duration’s reduction in low-end grunt. This ensures responsive acceleration in your ~4,200-lb Magnum while maintaining efficiency.
- Purpose: The grind enhances drivability by smoothing idle and low-RPM operation, critical for a street car with a high-compression stroker, while supporting fuel economy through efficient cylinder filling and reduced pumping losses.

4. Preventing Detonation with High Compression:
- The 10.8:1 compression ratio risks knock on 93-octane, especially at low RPMs where cylinder pressure peaks. The cam’s longer duration and wide LSA lower dynamic compression at idle and low RPMs, allowing safe operation without excessive spark retard. This pairs well with your 6.4L manifold’s low IATs (~10–20°F cooler than 6.1L aluminum), further reducing detonation risk.
- Purpose: The grind enables your 10.8:1 compression to maximize power (550–580 hp) while running safely on 93-octane, avoiding the need for E85 unless desired (optional dual tune for ~10–15 hp gain).

### Benefits of the Cam Motion Camshaft
Compared to the previously discussed cam (221/225 duration, ~0.580"/0.570" lift) and stock 6.1L cam (221/225 @ 0.050", 0.571"/0.551" lift), the new Cam Motion cam offers these benefits for your 419ci stroker:

1. Increased High-RPM Power:
- The longer duration (222/230 vs. 221/225) and higher lift (0.594"/0.577" vs. 0.580"/0.570") improve airflow at 4,800–6,500 RPM, boosting peak hp to 565–580 hp (vs. ~550–570 hp previously estimated). This leverages your 6.4L BGE heads’ 340 cfm flow and 6.4L manifold’s short runners (post-4,800 RPM switch).
- Benefit: ~10–20 hp gain at 5,800–6,200 RPM, ideal for spirited driving or track use, pushing your Magnum closer to 11.5-second 1/4-mile times.

2. Maintained Mid-Range Torque:
- The 113° ICL and 222° intake duration ensure strong torque (500–520 lb-ft) at 4,200–4,500 RPM, despite the longer exhaust duration (230°). This matches your variable runner kit’s long-runner mode (2,500–4,800 RPM) for street acceleration.
- Benefit: Responsive throttle in daily driving, complementing the 2,800–3,000 RPM stall converter and 3.06 differential, without sacrificing low-end grunt compared to the 221/225 cam.

3. Improved Streetability and Efficiency:
- The 117° LSA reduces overlap, improving idle stability (~800–900 RPM) and vacuum for accessories, making the Magnum easier to drive in traffic. Bleeding low-RPM compression lowers cylinder pressure, reducing strain and heat, supporting 22–24 mpg with conservative tuning (13.5:1 AFR part-throttle, lock-up in 3rd–5th gears).
- Benefit: Smoother idle and better fuel economy (~1–2 mpg better than a tighter LSA) while handling 10.8:1 compression safely on 93-octane.

4. Reduced Detonation Risk:
- By lowering dynamic compression at low RPMs, the cam prevents knock, allowing aggressive timing (~28–32° at peak torque) for power and efficiency. This synergizes with the 6.4L manifold’s low IATs.
- Benefit: Safe operation on 93-octane, avoiding E85 unless desired, with minimal spark retard for consistent power delivery.

5. Compatibility with Build:
- The cam’s specs are tailored to your 419ci displacement, 6.4L BGE heads, and variable runner kit (4,800 RPM switch per HHP). The higher lift and duration maximize the heads’ flow potential, while the wide LSA and ICL ensure drivability with the NAG1 and TranZformer Gen 2.
- Benefit: Seamless integration with your setup, achieving 470–490 whp and 500–520 lb-ft with a street-friendly powerband.

### Comparison to Previous Cam

• Old Cam (221/225, ~0.580"/0.570" lift): Slightly shorter duration and lower lift prioritized mid-range torque (~4,000–4,500 RPM) with a slightly lower powerband (~2,300–6,300 RPM). Estimated 550–570 hp, 500–520 lb-ft. Less aggressive, slightly better low-end torque but ~10–20 hp less at peak.
• New Cam (222/230, 0.594"/0.577" lift, 117 LSA, 113 ICL): Shifts powerband up (~2,500–6,500 RPM), boosts peak hp (565–580 hp), maintains torque, and improves idle/efficiency via wider LSA. Better suited for your high-flow heads and high-rpm goals.
• Purpose Difference: The new grind sacrifices minimal low-end torque (~5–10 lb-ft below 3,000 RPM) for higher peak power and better high-RPM breathing, while still bleeding low-RPM compression to ease engine operation with 10.8:1 compression.

### Tuning Implications for Miller Mountain
To maximize the cam’s benefits, share these details with Miller Mountain High Performance (610-326-7000, Pottstown, PA):

• Cam Specs: 222/230 @ 0.050", 0.594"/0.577" lift, 117° LSA, 113° ICL. Optimizes 2,500–6,500 RPM powerband, bleeds low-RPM compression for 10.8:1.
• AFR/Timing: Target 12.8:1 AFR at WOT, 13.5:1 part-throttle (93-octane). Advance timing (~28–32° at 4,200–4,500 RPM) to leverage low IATs from 6.4L manifold and reduced low-RPM compression.
• Runner Switch: Tune for 4,800 RPM runner switch (long runners below, short above) to match cam’s torque/power peaks.
• Data Logging: Log AFR, IATs, knock sensors, and spark advance to ensure no detonation and smooth transitions at 4,800 RPM.

### Additional Notes

• Build Progress: Your 419ci stroker awaits custom pistons/rings, and you’re torquing the 32-tooth tone ring using a V-shaped pine trough with a ratchet strap. The cam’s benefits align with your assembly and tuning plans.
• Wheel Search: You’re hunting a used 20x9” Hollander 2357 Chrome wheel (~$100–$200) for your 265/45R20 tires, confirmed ideal for the 20x9” wheel and 550–580 hp.
• Next Steps: Finish torquing the tone ring (verify ~20–30 ft-lbs spec with BTR). Monitor eBay and local yards (Harry’s U-Pull-It, Schuylkill Auto Parts) for the wheel. Schedule dyno tune post-piston delivery.

THIS IS SORT OF A COOL WAY TO LEARN THE WHY'S AND WHEREFORES, RATHER THAN PIECING TOGETHER A MYSTERY SMORGASBORD.

 

[garyfish340]

High-flow fuel injectors for your 419ci stroker Hemi in the 2005 Dodge Magnum RT, aiming for ~500–550 hp (naturally aspirated) with the new 6.4L intake manifold (68190715AD), Holley Sniper EFI 90mm Throttle Body (860008-1), tweaked Cam Motion cam, 6.4L BGE heads (10.8:1 compression), 3.06 gears, and Transzilla shift kit. The new OEM 6.4L injectors (36–42 lb/hr, ~378–440 cc/min at 58 psi) are too small for your power goal, and you’re right that finding reliable, high-flow injectors at a bargain price is tricky since quality matters to avoid lean conditions or poor drivability. Let’s dive into sizing the right injectors, sourcing affordable options with good value, and ensuring they fit your setup, while addressing fuel mileage and performance. I’ll also leverage recent web results for deals and integrate your build’s context from our prior chats (e.g., 4.060" bore, 4.050" stroke, BGE heads, 10.8:1 compression). ### 1. Injector Sizing for 500–550 hp (N/A) - Requirement: For a 419ci stroker Hemi targeting 500–550 hp (N/A), brake-specific fuel consumption (BSFC) is ~0.5–0.6 lb/hp/hr. At 80–85% duty cycle (recommended for reliability), you need: - Calculation: 550 hp × 0.6 BSFC ÷ 0.85 duty cycle = ~65 lb/hr (682 cc/min) per injector for 8 injectors. For 500 hp: 500 × 0.6 ÷ 0.85 = ~60 lb/hr (630 cc/min). - Target Size: 55–65 lb/hr (577–682 cc/min) at 58 psi to safely support 500–550 hp, allowing headroom for the cam’s increased fuel demand (e.g., 224°/228° duration). - Current Injectors: The new OEM 6.4L injectors (36–42 lb/hr, ~378–440 cc/min) are undersized, running at 90–100% duty cycle, risking lean conditions. They’re viable for <480 hp but not your 500–550 hp goal. - Conclusion: You need 55–65 lb/hr injectors to match the Sniper 90mm TB, 6.4L manifold, and BGE heads’ airflow, ensuring reliability and drivability. ### 2. Affordable High-Flow Injector Options To find budget-friendly, reliable injectors, I’ll focus on reputable brands (Deatschwerks, Fuel Injector Clinic, Bosch) with flow-matched sets, E85 compatibility, and plug-and-play fitment for your 6.4L fuel rails (14mm bore, USCAR/EV6 connectors). Based on web results and your build, here are the best options for 55–65 lb/hr injectors, prioritizing deals and quality: 1. Deatschwerks 17U-00-0050-8 (50 lb/hr, ~525 cc/min at 58 psi): - Specs: Set of 8, high-impedance, EV14, flow-matched, plug-and-play for 5.7L/6.1L/6.4L Hemi. Rated at 50 lb/hr at 43.5 psi, scales to ~55 lb/hr at 58 psi. E85 compatible, includes tuning data. - Price: ~$400–$450 (e.g., HighHorsePerformance.com, JM Auto Sports). A deal compared to typical $500–$600 for larger sizes. - Suitability: Marginal for 550 hp (near 85–90% duty cycle), ideal for 500 hp. Best for a budget build aiming closer to 500 hp. - Pros: Affordable, drop-in fitment, reliable brand, 12-month warranty.DeatschWerks 17U-00-0050-8 Matched Set of 550cc USCAR EV14 Fuel Injectors for 5.7/6.1/6.4L HemiDeatschwerks Set of 8 50lb Injectors (1500/2500) 2003-2015 Hemi 5.7/6.1, EV14 Universal (17U-00-0050-8) - Cons: Slightly small for 550 hp; may need a fuel pressure increase (60–65 psi) with a boost-a-pump ($200) for headroom. 2. Fuel Injector Clinic (FIC) 650cc (62 lb/hr, ~650 cc/min at 58 psi): - Specs: Set of 8, high-impedance, Bosch-based, flow-matched, drop-in for 5.7L/6.1L/6.4L Hemi. Rated at 650 cc/min at 43.5 psi, scales to ~62 lb/hr at 58 psi. E85 compatible, includes tuning data and lifetime warranty. - Price: ~$500–$550 (e.g., FuelInjectorClinic.com, ModernMuscleXtreme.com). Competitive for FIC’s quality and data matching. - Suitability: Perfect for 500–550 hp, operating at ~80–85% duty cycle. Matches your Sniper TB and cam’s fuel needs. - Pros: Precise flow matching, excellent drivability, plug-and-play, robust warranty.FIC - High Performance Fuel Injectors & Injector Cleaning1000cc HEMI Fuel Injectors by Fuel Injector Clinic - MMX Modern Muscle Xtreme - Cons: Slightly pricier than Deatschwerks 50 lb/hr, but worth it for 550 hp reliability. 3. FIC Bosch 550cc (52 lb/hr, ~550 cc/min at 58 psi): - Specs: Set of 8, high-impedance, EV14, flow-matched, drop-in for Hemi. Rated at 550 cc/min at 43.5 psi, scales to ~52–55 lb/hr at 58 psi. Includes tuning data, E85 compatible. - Price: ~$450–$500 (e.g., FuelInjectorConnection.com, TREperformance.com). A budget-friendly option from a trusted source.FIC BOSCH 52 LB 550 CC FOR HEMIFIC 775cc High Z Flow Matched Fuel Injectors for Dodge Hemi 5.7L/6.1L/6.2L/6.4L Resistance Clinic - TREperformance.com - Suitability: Suitable for 500 hp, marginal for 550 hp (85–90% duty cycle). May require fuel pressure tweak for 550 hp. - Pros: Affordable, drop-in, reliable, good customer service (Fuel Injector Connection). - Cons: Less headroom than 650cc for 550 hp; consider for 500 hp or milder builds. 4. FiveO Motorsport 60 lb/hr (~630 cc/min at 58 psi): - Specs: Set of 8, high-impedance, Bosch-based, flow-matched, Hemi-compatible (may need minor spacers for 6.4L rails). E85 compatible, includes tuning data. - Price: ~$400–$500 (FiveOMotorsport.com). Competitive for high-quality injectors.https://www.fiveomotorsport.com/fuel-injectors/ - Suitability: Ideal for 500–550 hp, ~80–85% duty cycle. Matches your build’s needs. - Pros: Cost-effective, good atomization, reliable for street/strip. - Cons: May need fitment tweaks (spacers, ~$20–$50). ### 3. Bargain Hunting Tips - eBay (Fuel Injector Connection): Check their store for deals on FIC 550cc or 650cc injectors, often $50–$100 less than retail (e.g., ~$400–$450). Verify seller ratings and ensure new, flow-matched sets.Security Measure | eBay - Summit Racing: Offers Deatschwerks and FIC injectors, occasionally with free shipping on orders over $109. Look for sales (e.g., 10% off) to drop 650cc FIC to ~$480–$500.https://www.summitracing.com/search/part-type/fuel-injectors - Modern Muscle Xtreme (MMX): Frequently discounts FIC injectors (e.g., 650cc for ~$500). Check for seasonal promotions or bundle deals with tuning services.1000cc HEMI Fuel Injectors by Fuel Injector Clinic - MMX Modern Muscle XtremeHEMI Fuel Injectors - MMX Modern Muscle Xtreme - High Horse Performance: Lists Deatschwerks 50 lb/hr for ~$400. Watch for clearance sales to shave $20–$50.DeatschWerks 17U-00-0050-8 Matched Set of 550cc USCAR EV14 Fuel Injectors for 5.7/6.1/6.4L Hemi - ShopHEMI.com: Offers 95 lb/hr (1000cc) injectors for ~$600, overkill for your build but a reference for larger sizes. Smaller sizes (60–65 lb/hr) may be discounted during sales.95lb (1000 cc) HEMI Fuel Injectors - shopHEMI.com - Avoid Risks: Steer clear of generic or unbranded injectors on eBay/Amazon (<$300); they often lack flow matching or tuning data, causing drivability issues. Stick to Deatschwerks, FIC, or FiveO for reliability. ### 4. Recommended Choice - Best Value: FIC 650cc (62 lb/hr, ~$500–$550). Offers perfect sizing for 500–550 hp, drop-in fitment, E85 compatibility, and lifetime warranty. Excellent flow matching ensures smooth idle and drivability in your Magnum. Available at FuelInjectorClinic.com or MMX.FIC - High Performance Fuel Injectors & Injector Cleaning1000cc HEMI Fuel Injectors by Fuel Injector Clinic - MMX Modern Muscle Xtreme - Budget Option: Deatschwerks 50 lb/hr (~$400–$450). Cheaper but marginal for 550 hp; best for 500 hp or if you add a boost-a-pump ($200) to increase pressure. Available at HighHorsePerformance.com or JM Auto Sports.DeatschWerks 17U-00-0050-8 Matched Set of 550cc USCAR EV14 Fuel Injectors for 5.7/6.1/6.4L HemiDeatschwerks Set of 8 50lb Injectors (1500/2500) 2003-2015 Hemi 5.7/6.1, EV14 Universal (17U-00-0050-8) - Fitment Notes: All options fit the 6.4L rails (14mm bore, USCAR/EV6). Confirm injector height (e.g., 53mm for FIC 650cc) matches OEM for no spacers. The Sniper TB’s fuel inlet aligns with these injectors. ### 5. Additional Purchases (Updated) With the new 6.4L manifold and Sniper TB, here’s the updated list for 500–550 hp: 1. Throttle Body (Sniper 860008-1): - Cost: $380–$530 (TB: $280, TPS: $50, IAC: $50–$100, adapter/wiring: $0–$100). 2. Injector Upgrade: - Cost: $400–$600 (FIC 650cc or Deatschwerks 50 lb/hr). $0 for <480 hp (using OEM injectors). 3. Custom Tune: - Cost: $300–$600 (DiabloSport/HP Tuners). 4. Fuel System Upgrade: - Cost: $150–$200 (255 lph pump or boost-a-pump). 5. Valve Train Check: - Cost: $0–$300 (springs/pushrods if cam tweaks exceed 0.620" lift). 6. Optional Manifold Upgrade: Keep OEM 6.4L manifold ($0). Total Cost: - 500–550 hp: $1,230–$2,230. - <480 hp (OEM injectors): $830–$1,630. ### 6. Fuel Mileage and Performance - Mileage: With modest cam tweaks (e.g., 224°/228°, 116° LSA), expect 16–19 mpg highway, 12–13 mpg city with a lean tune (AFR ~14.7:1) and early NAG1 lockup (1,500–2,000 RPM). Aggressive tweaks (230°/234°) may drop to 14–16 mpg highway, 10–12 mpg city. - Performance: 520–550 hp with Sniper TB, 6.4L manifold, 55–65 lb/hr injectors, and tune. The new manifold’s clean runners and BGE heads maximize power. ### 7. Recommendations 1. Injector Choice: Go for FIC 650cc (~$500–$550) for reliability and headroom at 500–550 hp. Check MMX or Summit Racing for deals. Deatschwerks 50 lb/hr (~$400–$450) is a budget option for ~500 hp. 2. Sniper TB: Confirm fitment with 6.4L manifold (68190715AD). Budget $380–$530. 3. Tune/Fuel System: Plan for a $300–$600 tune and $150–$200 pump upgrade. 4. Valve Train: Mock up cam for BGE spring compatibility ($0–$300). 5. Cam Specs: Share tweaks for precise mileage/performance analysis. 6. Deals: Monitor Summit Racing, MMX, or Fuel Injector Connection’s eBay store for sales. Avoid cheap, unbranded injectors. ### Final Answer - Savings: The new $750 6.4L manifold (68190715AD), rails, and injectors saved $50–$550 vs. new parts ($800–$1,300), a fantastic deal for OEM quality. Injectors are too small for 500–550 hp but viable for <480 hp. - Injectors: Upgrade to FIC 650cc (62 lb/hr, $500–$550) for 500–550 hp (FuelInjectorClinic.com, MMX) or Deatschwerks 50 lb/hr ($400–$450) for ~500 hp (HighHorsePerformance.com). Check eBay/Summit for deals. - Additional Costs: $1,230–$2,230 (TB: $380–$530, injectors: $400–$600, tune: $300–$600, pump: $150–$200, valve train: $0–$300). - Mileage: 16–19 mpg highway, 12–13 mpg city with modest cam tweaks. - Next Steps: Confirm TB fitment, source FIC 650cc injectors, share cam specs.

 

[garyfish340]

Pistons are in (I wouldn't call this a dish, To me it's a Flat top with Reliefs), just waiting on Hays 11-021 flexplate, & Circle D/FTI, 2,800–3,000 RPM stall convertor.

 

[garyfish340]

I Honestly didn't realize, this post is 10 times better, than the others.