To date, his LX forum record of 13.89 in the quarter is a testament to that endeavor. To get there, he was using a 125 of the giggle juice. He was the first to test version 1 of the cams. My understanding as Heavy stated, MM is working on a SC kit that wishing will be pushing to see what it can do. wishing will also has his hands in getting heads done. To add to the list of 'firsts' wishing is also now exploring torque convertors. 
that is cool i am going to keep my eye on this thread to find info out:banana:The man you want to watch/talk with is wishing for hemi. He's intent on pushing the V6 as far as it will go.
Slowly, all the add ons our big brothers have, we're getting and wishing is our guinae pig
Better to watch the inertia (cams/heads) and modern muscle (super charger) vendor forums.
the 3.5 block and rotating assembly are pretty hardcore. They'll take a ton of abuse.
Engine Block
The 3.5L block is cast iron and shares the same bore centers and stroke with the older 3.3L pushrod engine, but the bores are larger. The 3.5L displaces 3518 cc's with a bore and stroke of 3.78 in. (96 mm) by 3.19 in. (81 mm). The front of the 3.5L block is different from the 3.3L so it can accommodate a different oil pump, water pump and the overhead cam timing belt drive and cover. The water pump bypass is internal to the block.The die cast aluminum oil pump is driven off the nose of the crankshaft, and should deliver a minimum of 25 psi at 3,000 rpm with a relief valve setting of 60 to 70 psi. The timing cover is a multipiece assembly that provides easy access for belt replacement. A camshaft position sensor for the distributorless ignition system is mounted in the timing cover and reads a ring attached to the back of the left camshaft sprocket. The water pump and oil pump housings are integral with the cover. An automatic tensioner is included for the OHC timing belt, which also drives the water pump. The oil pan on the 3.5L is made of Antiphon steel, which consists of a layer of rubber sandwiched between two layers of steel. This deadens sound transmission and helps reduce noise. Fill capacity is 5 quarts when changing the oil.![]()
The block has four main bearings with bore IDs of 68 mm. The main bearing caps are made of nodular iron, and main bearings #2 and #3 are cross-bolted like the old 426 hemi for added strength. Chrysler says when the caps are installed, the vertical bolts should be tightened first, then the side bolts. The OE main bearing clearances are 0.011 mm to 0.072 mm, with rod bearing clearances of 0.035 mm to 0.055 mm.
The crankshaft is forged steel (MS-9178 alloy) with 64 mm main journals and 58 mm rod journals. Chrysler says maximum out of round for the main journals should not exceed 0.003 mm, maximum taper 0.003 mm and maximum hourglass 0.002 mm. The specified crankshaft end play is 0.11 to 0.31 mm.![]()
The engine is even-firing, with a firing order of 1-2-3-4-5-6. Cylinder #1 is at the right front, with #1, #3 and #5 on the right bank and #2, #4 and #6 on the left bank.
The pistons are cast aluminum with full floating wrist pins, ductile iron compression rings, and are relived so the engine will freewheel without valve interference if the timing belt breaks.
EXCITING!!!:banana:
ummmmmm will you be using your new 300 or my charger to see when it pops. if its the charger i might need a little time to get the stroker. when i get that you can see what it'll do before i put the new short block in it. by that time i should be back in wheaton
this info must be at least 10 years old. the LX 3.5L is heat treated aluminum block with cast-in-place iron liners.
