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Hemi~C~

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Hemi~C~ last won the day on September 27 2016

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About Hemi~C~

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  1. ^^^^^^ this Sent from my Pixel XL using Tapatalk
  2. Dodge says they are made from a proprietary forged alloy not comparable to 2618 or other popular alloys. Chris
  3. 2.9 Whipple is good for over 1000hp at the crank, has a bigger bypass valve for more pt control and has a bigger intercooler. I wouldn't go back. Chris
  4. Damn you. I want these.
  5. Driver's side. Sent from my Pixel XL using Tapatalk
  6. The float module does indeed come off the stock pump. I recently had the same issue and took it apart to find that the way I had wiring it had physically restricted the movement of the float. Sent from my Pixel XL using Tapatalk
  7. I just integrated a killer chiller kit into my set up. http://www.lxforums.com/board/superchargers/390522-direction-mix-drag-pak-hellcat-2.html#post4976319 I have an advantage with a decent size intercooler integrated into the drag pak whipple but I can say without a doubt the killer chiller is the real deal. Here is my experience so far which I posted in different thread on MMF. IATs are very reasonable so far. With that said, I have a huge advantage with the drag pack manifold/intercooler package which is easily double the size of the standard whipple intercooler. IATs are typically at +20 degrees above ambient, unless its stop and go heat soak will bring them to 85-90deg and level off. With the Killer Chiller set up I integrated, cooling the intercooler coolant with the A/C system, I actually see my IATs drop slowly as I got WOT. Example, while cruising and then doing a 3rd gear WOT run from 2500rpm to the 6500 shift point IATs went from 85 deg at start to 81 at shift point in 65 deg ambient air. This set up is the real deal brothers. Also worth saying.... Water / Meth injection does wonders. Chris
  8. Ok, I am finally in a position to comment authoritatively on this now that I have the whipple / hellcat shortblock fully integrated and almost completely dialed in. I can tell you the drivability associated with the 2.9 Whipple, Comp 274 and 90mm TB is damn near OEM. The throttle is linear, transition to boost completely smooth and progression to WOT very controllable. Torque is just everywhere you want it when you want it. Besides AJ's spot on tuning, the other major factor whipple has in its favor is the HUGE bypass integrated into the entryway allowing that control and transition to be controlled. No bullshit this thing drives as smooth and nice as my NA head/cam 300C. After going through NA, Novi 1200, YSI V7, Kenny Bell 4.2 combinations one of them ever came close to this. Trust me on this, I am a picky MF'r when it comes to drivability. IATs are very reasonable so far. With that said, I have a huge advantage with the drag pack manifold/intercooler package which is easily double the size of the standard whipple intercooler. IATs are typically at +20 degrees above ambient, unless its stop and go heat soak will bring them to 85-90deg and level off. With the Killer Chiller set up I integrated, cooling the intercooler coolant with the A/C system, I actually see my IATs drop slowly as I got WOT. Example, while cruising and then doing a 3rd gear WOT run from 2500rpm to the 6500 shift point IATs went from 85 deg at start to 81 at shift point in 65 deg ambient air. This set up is the real deal brothers. Last datapoint is 06300SRT8's 2.9 powered 300C which was at ATCO last year. 9.84 @139 on pump gas and meth inj. Booooom! http://www.lxforums.com/board/power-adders/389661-pb-whipple-9-84-139-a.html If it seems as if I am a fanboy all of a sudden, its because I have finally found a combo I am in love with allowing me to "have my cake and eat it too". Hope that helps, Chris
  9. I am down for that 105mm! I would be curious to know to know what it flows. Doing some quick searches I stumbled on Accufab testing which shows their 105mm comes in around 1550cfm, which is approx 200cfm more than a 90mm and just 200cfm short of the Whipple 2.9L's 1750cfm rated airflow. Lets see what those numbers mean at the track. Chris
  10. Like cam said, replace the factory line. The stock fuel line system has two big choke points in it that once removed will result in big increases in flow. One is located in the connectors associated with the factory line where it transitions from the plastic main line to a shaped/flexible adapter line that connects to the fuel rails. Replacing the line from the fuel hat to the fuel rail, even with -6 will show gains. The second big restriction is in the passenger side fuel filter hat where a check ball/spring sit within the plastic nipple feeding fuel from the primary fuel hat on the drivers side. Removing that check ball/spring and then drilling out that nipple to a full 1/4 will also show gains. With that said you will want to put a larger free flowing check ball assembly in the new line going from the tank to the rails. If you do not, then you often have to turn the key on/off once before you try to start the car, to prime the fuel rails. To me it was no big deal but someone who doesn't know your car will have a hard time starting it. Bonus! Hope that helps, Chris
  11. I just swapped out my spectre filter for that same K&N. Good stuff. Chris
  12. Yep. A drag pak hood from Cynergy Composites will make it very functional!
  13. Anyone have any insights into why the engineers changed up to the vvt oil control solenoid in the Hellcat? Any reason not to use the new 6.2 version in a hellcat shortblock swap with comp vvt limiter kit? 6.4 on the left, 6.2 on the right.
  14. Bitter sweet indeed Cam. And yes, planning for the pole barn begins after the holidays. Can't wait to have some serious space to work in.
  15. Well its official. I drove the FBG for the last time tonight. The car is sold and on its way to PA with its new owner. Best of luck Lance. Chris