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For boost , I doubt you're losing that much, I get a ton of flack for saying this, with Cross Flow(HEMI) style heads and Boost , runner length is low on our list of importance , Naturally Asperated . yeap very important.

been thinking about it.

Not a problem, thanks for reminding me, it's been on my mind for a long time.

Thanks , it's been a rough two weeks....but he's in a better place now.

I didn't think to look at that , I have another set here, I'll take a look at that tonight. *side note* I have a set of black painted headers for 09+ 2wd Hemi Ram ,they were bought off of ebag a few years back...I have used those 09+ on a few 2wd 02-05 projects(02 was a complete swap from a 2014 1500, Engine/8sp, rear axle, ECU & Dash) I tried to put this set in from the bottom, I COULD NOT get them past the torsion bars, I didn't try from the top, My gut says they'll fit from the top..On HEMI truck Club I had a post about trying the SRT manifolds, a set from a 08 SRTC300 and a 14 SRT Challenger neither set would fit , the engine mounts were in the way.

@@rickgehring7507 Gotcha, yeah the SRT Headers did cross my mind, but I would rather go full Longtubes on er (Especially if they hit the MM), The Ebay 4th Gen headers also crossed my mind, worst case scenario I cut them up to fit I guess, LOL

@@captainboose8788 I looked at the other set of OBX"round tube" headers I have here, they are bigger then the D ports, I'm going to put a video up over the next few days showing how the D port matches up to the 03-08 headers. I've used both types on Eagle and 6.1 headed 5.7s and honestly never saw a difference in performance....now I'm talking 450-550 Hp builds, anything I've done that was north of 600hp always had port matched headers and BIG open d shape ports.

260 is a good cam , it's close to the 6.1 cam in dur@50 , 6.1 has more lift .540/.528 lift VS 260's .522/.525...essentially comp cams version of the OEM 6.1 cam, personally I feel the 260 works better with the 03-08 heads. I wish Summit would do a Non-VVT cam line up, they have some nice specs to what they brought out for the VVT engines. What made you chose the Car intake, not a fan of the 03-08 truck intake myself, only reason it was designed the way it is was to take advantage of the 4,7's placement of the accessories(ALT/AC/PS).

@@rickgehring7507 I happen to have a spare Car intake sitting around; and from what I can tell it picks up around 20-30 down low; perfect for my near 6000lbs brick; Lol. I already have it on the engine; I ended up making a couple brackets from aluminum to move the Alternator and AC out of the way; then trimmed the timing cover. Just need to make new Intake piping for it 👍

are you going to leave this one alone ? you should put that Eagle headed 5.7 in something and do a tuning video on it.

@@TaylorJensen-ys2cv Not sure yet, might just get it inspected and toss it out on the lawn and see if it sells.

the 04 in the video , was about 6 tunes to get it within 0-2 points total. the hardest part is realizing it's not going to be perfect. remember the longer the log the more information you have to make the corrections, avoid W.O.T usage while doing the VE logs.

Lower the RPMs by 30% or the Air flow #s by 30% ? the RPM values in this area , lowest is 608, 30% would drop it to 480ish, as for Airflow(in this tune) @ .20v TPS it's max is 8.2 G/s and @.30v is 14.4 G/s this tune was averaging 8g/s @ .20v and 12(ish)G/s @ .30v , I appreciate the suggestion . but from my experience these G3 hemi(s) have a hard time staying stable with less than 6 G/s at Idle

@@rickgehring7507 IN THE TORQUE MODEL TAB THERE IS A TABLE TORQUE/AIRFLOW FACTOR. YOU CAN LOWER THE AREA FROM YOUR DESIRED IDLE AND BELLOW IDLE AND SMOOTH IT A LITTLE FROM IDLE UP TO A LEAST 1200RPM. THAT WAY THE THROTTLE DON'T SWING TO HARD AND THE IDLE TORQUE TABLES CAN CORRECTED QUICKER. I HAVE A 04 CAMMED AND THAT DID THE TRICK. YOU CAN START WITH 10% ( LITTLE BY LITTLE ) BUT I KEPT LOWERING IT UNTIL 30% AND IS WORKING NICE.

SOMETIMES MY ECM KINDA GLITCH AFTER A FEW TUNES. WHAT I DO IS DISCONNECT THE ECM AND PLUG IT BACK IN AND EVERYTHING START WORKING CORRECTLY. IT PROBABLY GETS CONFUSED AFTER A COUPLE OF TUNES LIKE ONE NEXT TO THE OTHER. ITS WEIRD

@@tonyvtech25 I've seen that a few times with GPEC2A(Mexican built 5.7 Rams), NGC3 from my experience is fairly robust I've done as many as 70 tunes in a day on my 04 test mule, and my 05 Bee , on one track rental day 2 years ago, made 25 passes uploaded new tune before each pass ..now I did disconnect the battery each time. I did have an 05 a few years back that bricked when I tried to tune it.. , replaced the ECU and that truck has been fine ever since. NGC3-CAN (06 only) seems to be glitchy , did one last year that was just a mess, every time I uploaded a tune the Throttle body would only open to 2.5(ish)Volts, reload the tune and it was fine.. disconnect the battery , load tune, 2.5v, reload tune and it was fine.. load revision, same thing , needed to load the tune twice each time to get it to take the tune, disconnecting the battery didn't make a difference...now that's the only one I've had that happen with. I firmly believe in disconnecting the battery between each new tune on a customers ride , my own crap...ehh sometimes, depends on the tune. These PCM/ECUs are adaptive and do have a memory....but if you cycle the key, on/off back to accessory 3x it's supposed to clear current memory. with NGC3 it works every time, NGC4 not so much, especially 09s, NGC4A my experience has been cycling the key works well. GPEC(anything) Nope key trick sux.

I plan on it, the Blue 04 has a shity cell phone video that was on Fake book for a while, that was the 10.12 run.

it's a complicated answer, but in a simple answer ; Yes you can say there are completely different. , you can use a Pre eagle crank in the Eagle but you need a spacer ring to make the lower timing chain align with the upper. to use an eagle crank you need to machine 5/8 of the "cone" that the lower timing socket rides against. You can not interchange cams between the two blocks, there was a company(Nutter racing in Vancouver Wa) who made an adaptor to run the pre Eagle cams in the Eagle block, but it's my understanding they closed up shop two years ago. The Eagle timing cover will fit and work on the pre eagle block, but you can't use the PRE Eagle timing cover on the Eagle block, there's not enough clearance for the cam phaser. You can bolt on the Pre Eagle top end(Heads, Intake manifold) onto an Eagle block and have no issues. Push rods are different length between the two blocks....But if you do use Pre Eagle heads on an Eagle block you can use Pre Eagle push rods if you must, but your better off with custom length push rods. An 04 QC 4x2 I built last year has a stroked BGE(392 block) with Pre-Eagle timing cover and Pre Eagle heads and an Intake manifold from an 06 300, the owner wanted a stump puller type truck that looked as stock as posable.

@@rickgehring7507 I think you need to go back an edit this, that 04 you're talking about has an EAGLE timing cover , not a pre-eagle ... FWIW to anyone else, that 04QC Rick is talking about in my Tow Rig. the short block is 431 CI (4.10X4.08) it gets about 10MPG pulling 6k lbs with an 8sp trans thanks to Sound German Automotive

@@TaylorJensen-ys2cv Need a video of it taking off ;) Must sound sweet going through those quick shifts. Is it 8HP70? 75?

fundamentally , yes , get Tve-Bve as close to 0 as possible it's used more as a check on your VE work, you'll never achieve all 0s . but if you have more 0s then 2/-2 your golden

I missed this , yes you can replace the 03 ECU with an 04 or 05 , you are better off with the 05 ECU......06-08 are also possible swaps, not as easy as 04&05 but with the 06-08 you have better control over the 545 trans, 08 is the best for 545 trans control.

all can be addressed , thanks for the Input

(Stock vs stock) The Eagle heads flow roughly 50 cfm more on the intake side though most of the useable valve lift and 20cfm more on the exhaust side., Eagles have smaller chambers (means more compression, also means you can run a lighter piston for the All out type build) but the big real world advantage is longer valves , means more valve lift , less modifications. I my self have a love hate relationship with this swap, for the all out but on a budget guy , you can't beat power for $ spent , For a big heavy QC4x4 truck, stock displacement(5.7/345CI) I don't think it's worth the money....for those guys I tell them to look in to Performance Injection Equipment out of Delaware , their 03-08 heads flow an honest 340CFM @ .550 lift and you get to keep the stock intake or look at OCP performance Dual plane, great combo....For the All out guy... back in 2017 I did a stock bore and stroke all forged 5.7(345ci) with a hellcat crank, stock eagle heads except they were port matched to the Dragpak intake and exhaust port rounded out a bit to match some custom headers using 6.1 shape port flange , cam was custom billet from LSM , .640/.655 292@.50 104lsa , dam thing made 610hp at 7400RPMs 11.8 to 1 compression on Pump 93 ,.. 600Hp with a set of heads I picked up at a junk yard, back in the day you couldn't make 600 Hp with a Big block Mopar and stock production heads( Max wedge heads = yes, 915/906/452 = PHUCK NO .) , and forget a 340/360 mopar making that kind of power with off the self OEM heads...so if your building a 392ci based 5.7 for a duster , go Eagle.....you want an extra 100Hp for a 05 QC 4x2 Daytona Ram they are a step in the right direction, but by them selves .....tough choice, your not going to lose power by swapping to the eagles, and the eagles give you room to grow(power wise) but the up front cost can leave a sour taste for the $ spent , I've gone that route a few time, I'm going that route again this spring for my 05 300k mile Rumble bee, but keep in mind I have an 04 SLT(rcsb4x2) all forged 5.7 stock bore and stroke , runs a Howards .600/.600 cam, Indy Mod man intake manifold 80mm TB , 46RH trans and 4.88 rear gears , runs low 1140s @ 4k lbs race weight (roughly 550Fly wheel HP) using a set of 04 heads done by PIE out of Delaware on local 93 oct . same truck ,same short block went 10.90s with Eagle heads that had shit ton of work done to them(2.125dia X 6mm stem, intake valve, 1.625X 7mm Exhaust valve) and that Custom LSM cam (Holley Hi ram with Nick Williams 105MM TB) ...and Pump 93 oct........stroker ...go Eagle, stock 5.7ci it's a coin toss, depends on your end goal....for the Boosted guys, no matter CI size GO Eagle.

Same issue , the "widow's pear area of the block interferes with the lower part of the front of the Intake. I like the 6.1 heads on the pre eagle 5.7 , I think it's a better swap.

I've been meaning to do another one like this, I have another trick that helps , create a Graph using Engine run time to remove Start up PE(power Enrichment) I do appreciate the feedback , thank you

you can if you want, but for Liability reasons, I will not tell you to ......But you are right , people(and companies) have used wood as a spacer since the 60s, Phenolic spacers are the best for blocking heat, I made a set for about 3 years ago, worked great, just no market for them.

I spend a lot of time on the 04-08 stuff and the 6.1s , forget 03 Hemi , the ECU is a mess and can't be tuned with HPT. a lot of current tuners didn't get started till after HPT came out and there was such a demand for the 09+ stuff , when you think about it the Challenger didn't come back till 09(late 08) once that hit the streets the demand SKY rocketed for Hemi Tuning. hit me up on HPT or at ric3xrt at Yahoo , I'll help in anyway

I have no Idea what part of the country he's from

Thank for watching, the 04 QC with the 6.1 I did some videos on, also pushed up past the MBT table "limits" more so then I would like....The 04 4x4 RC I mention in the last video of the QC 4x4 w/ the 6.1 was also doing it, same area , between 55K and 70K just as the trans was getting ready to shift in to 3rd...when I pulled the 545 out of that truck(the RC4x4 w/6.1) and replaced it with the 46RH it never repeated the passing of the MBT table. On my o5 Bee(in this video) after I zero'd out the spark efficiency table , it hasn't gone above any of the tables I have set to 24* max timing, and it picked up .15 in the 1/4 on average on the next 10 passes.

Yes there's logging delay between "left" channels and graphs, it's set to 0, polling there's glitch between the Channels and graphs, chart/time ,gauges but the the IMPORTIANT parts( Graph, Gauge, Chart/time) are all spot on. None of the information in this Video is based on Channels. There's over 70 hours of Logging on this 05, with stock tables, it was constantly exceeding MBT table values when running under 60KPA, in the 1500-2500 RPM range......doesn't matter what Polling interval is used. The 06 Charger I just sold(converted in to a "ute") did the same thing before the new engine went in, I have 10 more vehicle log sets that do the same thing. (04 Ram, 08 C300, 09 SRTChallneger, 14 SRT392 charger., 06 Magnum, 07 2500 Ram, 09 Ram, 14 ram, 05 Ram) and all of them are down on pressure in one or more cylinders.

I didn't see this, I'm sorry , you can heat the eagle truck intake up with a heat gun, but reality is your better off buying the adaptors and using the older truck intake, unless you want to spend the money for a sniper, Hi-Ram or even Holley's new single plane intake.

@@rickgehring7507 my situation was different because I use the older style 57 front timing cover and did away with variable timing. I put a 2015 hemi in a 2004 ram. Made a quarter inch spaceship plate using the old timing cover and everything worked out perfect the truck is running great today. So I have basically the Eagle motor with eagle heads and eagle intake. Just no variable timing and older ECM. Truck runs great.

1st the dumb question, you are using HP tuners? 2nd question , are you talking about not having parameters in the Scanner ? or HpTuners it's self ?

Correct. Sorry for the late response. I am using HP tuners and I logged the vehicle tried to add these channels and they are not in the PIDs. If i pull the ECM from the truck I can see them on the bench but that doesnt do me any good when I try to log the truck. @@rickgehring7507

13.93 @101 was the best run for 1693 (this Bee), the other Bee(0321) went 11.54 @ 125, with a 2.125 60 ft, just couldn't get it to hook.

@@rickgehring7507 I'm about to start calling you The Bee Keeper man. How many of these things available near you? I need some parts for the rebuild

@@yellowjacketram4143 managed a 13.32 in May, I think that's as quick as it's going to get , it did run a 13.40 in June but since then hasn't gone quicker than 13.80s. It's got almost 300k on the original engine , going to replace the Engine spring time. Not sure what I'll replace it with, I want to go 39X Ci but not sure if it's going to be a BGE 392 or a 5.7 base stroker. there's few bee's in the surrounding 100mile radius , not many Rumble Bee parts trucks, I did find one in NY near Albany but guy didn't want to sell the whole truck, I myself won't buy parts I want to whole truck.

How's that 545 holding up ? it's shame that DCX didn't put the Nag1 in these trucks when new, I think there would be more fast 3rd Gens out there if they had. My Purple 04 in my Channel Pick is # 0378.

6.1 Intake on pre-Eagle heads ? it's not worth it, the mismatch of the ports causes too many issues, Best bet with Pre-Eagle heads is either OCP dual plane intake...., it's an old school type intake, but oddly it's better then the 03-08 Ram Intake in both Tq and Hp, . for an all out 06C300/Charger , it's hard to beat the OEM 5.7 Intake on pre-eagle heads.. Now 6.1 with Eagle heads ? it's great choice. No f--king around with trying to get the intake to fit, No grinding , no melting this or that to make it fit. good all round driving intake.

@@rickgehring7507 o ok ya I ain’t trying to do all that

It's went 13.93@ 101 on Toyo Proxes ST, keep in mind there's no interior and only a drivers seat...

@@rickgehring7507 that is still pretty good. I need to take mine to the track and see what it runs

@@Will-run-2 I spent a lot of time tuning this truck and did finally manage a 13.32 in May, I think that's as quick as it's going to get , it did run a 13.40 in June but since then hasn't gone quicker than 13.80s. still runs 99-100MPH , just not hooking like it did on that day in May , It's got almost 300k on the original engine & rear suspension , going to replace the Engine spring time. Not sure what I'll replace it with, I want to go 39X Ci but not sure if it's going to be a BGE 392 or a 5.7 base stroker.

Yes and no, No on the OEM springs, the OEM springs are at their limit around .575 lift..... everything else is a yes the Valve Length and and rocker arm contact will work up to about .625 lift, , .625 to .655 you should use lash caps on the valve tips to increase rocker tip contact area. Vale stem seals are a gray area , I've never used OEM seals I've always gone aftermarket with any cam change.

Yes.

This spring I'll tackle the body work.

@@rickgehring7507Hopefully you’re not fixing it with bondo and fiberglass

@@firedemon2166 Duct tape and Nail polish(lol) seriously I haven't taken the time to work on the body yet, I will this spring, most of this truck's journey this past year has been tuning , it ran 13.32@100 back in May, all tune stock long block and Intake manifold, still has Exhaust manifolds and stock air box, hasn't gone that fast since , last track outing it went 13.88@99 , I did get a 13.44@100 in June. Thank you for the comment .

K&N air filter , cat back exhaust and a tune, ....very little Interior.

Who turned it...?

@@taylorjensen4785 I did

I should add, it almost never exceeds 5k RPM.

I'm sorry I missed this, BGE with a 4.09 and 4.05 stroke is a get combo , I have a 431 (BGE 4.10 bore and 4.08 crank) that was done in 2016 with 205k mile on the build shows no signs of fall off. it chassie dynoed @ 550 RWHP and earlier this year I had it back and hit 535/540 RWHP before I changed the cam to one of the new Summit cams.

One of the little tricks I do with oiling is tap that hole and plug is with a small "set screw" , also another trick is , to notch/groove the lifter bore, as thou it's an old school flat solid lifter. it helps if you use the solid Rollers, ....BAM has a nice set of solid G3 lifters....... an older video (not mine) on hand grooving , Comp makes a great tool , but price wise it's more for the "many" builder then the Weekend warrior builder ruclips.net/video/MPnzeEHtpfc/видео.html

the Eagles will bolt on, and you can use what ever "square port" intake manifold you were going to use with the BGE heads, Compression is an NA engines best friend........ a few things to think about/empty your pockets with the eagles , 1st thing would be Valves , the stock 1.55 exhaust valve, is too small. the friendly price replacement is Manley part # 11319-8 , it's a 1.60 DIA valve , it's a small block Chevy Exhaust valve. .200 longer (for it's actual application) but its the right stem DIA and overall length......Ferrea has a 1.625 DIA valve but the price point is higher .....Now the Intake is 2.05 and it's a gray area deal.....if you can spend the coin for the 2.08 valve. it's worth it, also makes the heads a more sell-able . Katech has a great CNC program for the Eagles, uses stock size valves which is a cost savings. and they do flow surprisingly well for stock valves(sizes) and they are a Legit 345/210 flowing @.600 head "with their Valve job" price is $735 for the porting for 1150ish you get a valve job hand blending and a nice Katech logo on the heads(lol) these flow same as a the stock BGE heads....they do open up the chamber to about 68CCs. ...I have to run, I'll get back to this later

@@rickgehring7507 Thats some good input thanks. So are you saying that between the two heads I currently have the eagle heads would be the better option, with he work that you mentioned? I do already have the BGE heads since I purchased a long block, also have the 6.4 truck intake btw. But I was curious if I where to use eagle heads so I can enjoy the increase in compression while I save up to put together my turbo kit then when I'm ready to add boost swap over to my BGE heads to lower the compression down for boost would that be something worth doing? Not sure if I'm laying that all out to make any since or not but basically my original plan was to go high compression something that I can run 93 octane on, I think possibly 13:1 whatever I could get away with in that octane range, but had a change of heart since I'm planning to get a good set of forged pistons then I'll gap it for boost so why not just run mid-way between high compression but not to high for for boost. So could I not get high or higher compression with the eagle heads then swap to the BGE heads to to lower compression back down for boost? Or would this just be all backwards thinking lol??

@@DonnieIngram I'd have to check the math, but I believe the Eagle's are only worth 1 point of Compression over the BGE's, Eagle over pre-Eagle 5.7s is about 3 points, it's about 1 compression point for every 6 CCs difference in the G3 chambers. since you have the BGE's I'd just run with them on the 6.4 short block, let me put it this way, the 6.4 you have would be roughly 11 to 1 with the Eagles, vs 10 to 1 with BGE heads, BGE's flow 340 CFM out of the box, while you need to invest in the Eagle head to get the lost flow back , , HP from increase in compression is roughly 3-5% , so if you make 400hp base with BGE's, the eagles would make 420hp with the same flow values as the BGE's , now with stock Eagle Flow #s , you would be making roughly 390hp , the eagles in stock form are about .88% less flow then the BGE's..... CFM in your situation out weighs the 1 compression point. Now if we were talking a 20k 90% all out NA 392-400CI I'd go with a worked set of Eagles over the BGE's only because the BGE's need 8k RPMs to work their best while the Eagles will make 10% less HP at a more friendly 7500RPMs

@@rickgehring7507 hey Rick I was just talking to a performance shop about some bowl work and valve angle job he mentioned that NA I would be looking at somewhere around 4 or so horsepower to the wheels from that head work. Would that be accurate you think? I was also talking to him about my cam as well the cam I purchased for my 5.7 it's specs are .591Int - .581Exh lift w/1.65rr @50 214 - 224 In your opinion would It not even be worth using my current cam? I can tell you know your stuff so I value your opinion so thanks for your help! He did say it wouldn't be a good fit NA for the 6.4 what's your opinion?

@@DonnieIngram Donnie, that 400 RWHP was that with Eagle heads modded or the BGE's with some work........Stock BGEs should get you 400RWHP with that cam , Eagles with a 2.08-2.125 intake will get you there also,.....now about your cam..... keep in mind the Specs for the SRT392Manual cam are 215/221 @ .050".574"/.551" valve lift 1.6 intake/1.65 E ratio,121 LSA,108 ICL if the 392 cam can hit 430-440 depending on tune ....you'll be about 10-15hp better with your cam, Not sure why they would say it's not a good NA Cam. I've done 463WRHP with TSP's Stage 1 G3 cam and that's 214/222, Lift is 582/582 112+3 CL(109CL) with a 396CI (5.7 base) PIE (www.performanceinjectionequipment.com) heads ....Built Eagle short block with 03-08 heads for a 2004 Ram and of all intakes the Old School XV single plane from 2008/2009 era........dude tore the crap out of that P.O.S 545 trans........ but had fun till then......that cam you have should work nice with the Eagle heads.. for the record the PIE pre Eagle heads are a 330-340@.600 lift head.... a good set of Eagles will flow those #s also....But I can not stress the importance of a bigger Exhaust Valve then stock in the Eagle head.....there's a reason why the BGE EX valve is 1.64

1st the 09+ blocks .020/030 is it , now for the 03-08s, 90% of the blocks out there can go safely to 4.00. Hard part is finding a shop that's willing to do it, you're basically making a .083 over bore, I've had people say no, even after sonic testing the block to show it's fine at 4.00. I went 4.09 once with 04 5.7block, had some thin spots that measured .090 , and did crack after some dyno time., last month I finished up a 421CI 5.7( 4.055 bore X4.08 crank) used DSS stock bore 6.1 stroker pistons. A Good Combo is Icon Piston IC613(ford application, no pin offset) , it's a 4 inch bore with No valve reliefs, which means you can fly cut your own, just don't go crazy, the Pin height is 1.09 , same as the 4.05 stroke 5.7 based 392s , 4.05 with a 4.0 bore = 407ci ...word of caution , it'a about $1200 more to build then a 4.05 stroke 3.937 bore 392(iish)ci . Last summer I did a different 421 CI 5.7base , Bore was 4.03, with an off set grind 4.08 crank, rod journals turned down from 2 in to 1.88 offset stroke to 4.125, used 6.10 Center to center rods, 4.03X4.125 = 420.9CI ,.......Real B!tch to tune.

@@rickgehring7507 thanks for the info !

To activated MDS , The solenoid's plunger extends and blocks off the oil feed from the lower passage, at that point the lifters are only receiving oil from the push rods. The MDS lifters have bleed holes in the side of the body, when there's positive oil pressure in the lifter galley it hydraulically Locks the plunger. when there's negative pressure in the galley the lifter collapses against the valve springs closed load pressure , which allows the MDS lifter to absorb the cam lift. the result is the only lifter roller getting any oil during MDS is the MDS lifter, oil bleeds out the holes runs down over the roller and cam lobe, which is way most MDS failures are the NON-MDS lifter. think about this before the 5.7 Eagle engine came out , we didn't have lifter failure in the G3 Hemi, valve seats were the major issue and for the hardcore performance people it was the top of the pistons would break above the top ringland..........did you ever hear of a 6.1 having lifter issues? . I have to run but later on I'll edit this and get in to the Reason we have Lifter failures in the eagle 5.7/6.4 , it's a 3 fold problem...not just lack of oiling....which is why 6.4SRT 6 speed and NON-MDS 2500/3500series trucks 5.7s also had issues.

While you are shopping, look for a question mark as well. Proper punctuation seems to have slipped by you.