Here is a comparison between a stock srt8, a heads/cam srt8, a mopar 392, and the 426 challenger all on the same dyno. At 5,500rpm, the 426 is making 62rwhp more than a heads/cam car and 46rwhp more than the mopar 392.
My car with my custom cam and the INDY heads and intake was right at 420. Had monster under the curve numbers. Made HP power sooner and longer. Peak HP doesn't mean doodoo.
You guys crack me up. How much does Jeremys car weigh? The carpet isnt as heavy as you might think. The back seat cushion is about 8lbs also and thats all that is removed. I made my first run at the Shindig with both front seats in place, then I removed the passenger seat on the second 2 runs. The passenger seat weighs 65lbs. Here are my runs. 11.63 11.63 (removed passenger seat) 11.41 (same as above. Weighed 4265lbs)
What was that? I cant hear you over the music in the background. I wish I had video of Cam from Friday night trying to answer technical questions after a couple of drinks, and when I say a couple, it may have been closer to 10. LOL. Seriously Cam, the carpet, the rear seat bottom, and the passenger seat was it. I even ran with the stock tires up front and a half tank of gas. The interior is going back in the car whenever we have time to think about it. lol.
I dont think so related to price. You have a good deal more then 5K invested based on the mods you list. A pro-charger will give you more power without all the fuss including ripping a new engine out of a new car. I dont understand why anyone would take this route over super charging.
Also the 6.1 liter already pretty much has forged internals: The basic, deep-skirted engine block structure was redesigned with reinforced bulkheads to handle higher loads. To get more air in and out of the cylinders, SRT engineers bored out the diameter of each cylinder by approximately 3.5 millimeters in order to increase the total displacement from 5.7 liters to 6.1 liters. Cylinders are honed with torque plates to ensure a truer bore, to reduce friction and increase power. Oil squirters, aimed at the underside of each piston, are added to aid piston cooling for engine durability. A special oil pump pressure relief valve is added to accommodate the squirter oil flow. The oil pan and windage tray are modified to manage oil return to the pan sump at high engine speeds and improve power. Larger-diameter, flat-top pistons with high-load capability are specified to handle the SRT 6.1-liter HEMI’s compression ratio, which was increased to 10.3:1 from 9.6:1. Connecting rods are redesigned and make use of higher-strength powder metal material. New floating piston pins are introduced to handle higher loads. The SRT 6.1-liter HEMI’s crankshaft is forged from micro-alloy steel and rotates in tri-metal main bearings for high-load capability. The crankshaft damper is retuned for higher engine speeds. The SRT 6.1-liter HEMI features cylinder head ports designed with larger cross-sectional area. This allows 11 percent higher flow in the intake ports, and 13 percent higher flow in the exhaust ports. A billet steel, high-strength camshaft features more overlap and lift for better performance. Intake valves feature hollow stems and 2 mm larger heads compared to the 5.7L engine, allowing more air flow. The hollow exhaust valve stems are filled with sodium to dissipate heat efficiently. Premium valve springs with external dampers enhance the SRT 6.1-liter HEMI’s valvetrain and enable higher engine speed operation to 6,400 rpm. The valvetrain system enhancements allow the peak output engine speed to increase to 6,000 rpm from 5,000 rpm — a 20 percent increase. Engine breathing is improved with specially designed intake and exhaust manifolds. The cast aluminum intake manifold is designed with shorter, larger-diameter and tapered runners for high-speed tuning. Internal runners are core-dipped to smooth the runner finish and improve air flow. Fuel injector flow capacity is also increased by 14 percent over the 5.7-liter engine. Electronic throttle control is shared with the 5.7-liter HEMI, but breathes through a revised high-flow air cleaner box outfitted with a tuned resonator delivering a deep performance sound character (and good for an extra eight horsepower). Exhaust headers on the SRT 6.1-liter HEMI are individual tubes encased in a stainless steel shell. Exhaust runners allow increased gas flow while maintaining fast catalyst light-off, while adding 12 horsepower over the 5.7-liter engine’s cast manifolds. To control the combustion process, SRT engineers fine-tuned the engine management system using dual knock sensors with premium fuel.
My opinion is that a supercharged stock engine with cast pistons is going to fail allot sooner than a forged 426. You are correct in that they make about the same hp, but the area under the curve is much different. We have a P1SC on our srt8 charger and with nothing else done to it, it ran a 12.1 the same day we went 11.4 in our 426. Peak power is similar, but from idle up to 4500rpm, the 426 makes a ton more power than a supercharged 6.1. I can assure you that the 6.1 piston is very weak and nowhere near a forged piston. the rods are just as weak. Only the crank is forged. Also, those are some bad @$$ cars in your signature.
Well being I am going do trick out my 6.1, what would it cost to take it to a 426 with supporting mods for 500rwhp....My MACH I does the 1/8th in 7.2 and the quarter in the low 10s. What you are telling me is that the SRT-8 will only turn in the 11s with a Pro-charger DSC1 and supporing mods ? (Infectors, Headers, SCT chip, etc). If that is a fact it is not even worth the trouble.
Our car runs 7.2 in the 1/8 and 11.4 in the 1/4, are you sure you have your times correct? If you are running low 10's you should be in the 6.5 1/8 mile range. As for a supercharger on a stock SRT8 with headers, converter, catback, you should be able to pull off an 11.5.
That is the best time I ran the 1/8 and that was with drag radials. Now of have MT sticky tires and I have run the 1/4 but not just the 1/8. The trap speed in the 1/8 with drag radials was 106 but the 60 foot was poor due to traction issues. The MACH has the ford 32v Aluminator race motor coupled with headers, 4.10s, 31 spline Moser axles, a true locker rear end, adjustable upper and lower control arms, a RAM duel disc clutch, 60 lb injectors, dual corbra fuel pumps, sct chip and diablo Mafia. The 1/4 times run between 10.6-10.3 with 1/4 miles trap speeds between 127 and 131. Oh yes and the pro-charger D-1SC upgrade. It is for real.... The 1/8 mile runs were at Piedmont Dragways which is an 1/8 mile track (track not real good). The 1/4 mile runs where at Rockingham. The 1/8 at time at Rockingham was 6.550 at 104, the 1/4 was 10.360 at 129 with a 60 foot time of 1.430. The weight is 3376lbs The Stage III stealth is faster by far....
Thats awesome. We share a building with Modular Depot, they are pretty big in the Mustang industry. I own a 2005 GT, but its pretty slow compared to the lx'es we build. Thats 1.43 60 ft is nice. I think you should get the D1SC on the superbee and throw a 392 under it and run with the mach 1. You may need a little juice also, these cars weigh about 4400lbs
The weight troubles me on my SRT but I am pretty big into weight reduction without making the car look like it is stripped. Unlike the MACH and the Stealth no one yet is making carbon fiber replacement panels for the Charger and even if they did I am not real sure how much I could strip off the Charger. From a HP to Weight perspective the Viper is really the best but the cost of everything on the Viper is pretty high compared to the other cars I have. From a cost perspective the Mach is my best deal. The Aluminator long block only cost me 5500.00 complete from Ford. You just can’t beat that kind of pricing. Heck the rear tires on the Viper run between 600 and 800 dollars each. The RT/TT Stealth has over 50K invested in the motor and drive train. The work was done by 3SX and it really surprises and at times upsets people at the track. Z06 guys don’t like to get beat by a "little six cylinder" but the world record for the RT/TT is 8.8 seconds in the quarter. (Mine certainly isn’t that fast for sure - it is streetable) 3SX's Drag car dyno's in at over 900AWHP with a stock bore and stroke engine and it has run 9.12 in the quarter. Not bad for a 3000cc six cylinder. I wish Dodge would concentrate more on lighter weight Hemis. But that does not seen to be their direction.
