Performance for the 6.4

[jseal5757]

Is there anything out there for the new 6.4 yet. I've been looking and haven't found anything not even a cold air intake. So if anyone knows where you can get the stuff from please let me know.

Also will they start making a super charger for it. Cuz how bad as would a power wagon be with a super charger.

[w2dodge]

http://www.rippmods.com/

[jseal5757]

Doesnt say anything about the 6.4 in the Rams. Cuz I'm guessing it's going to be different then the srt 6.4

[06wagon]

Internal mods would be the on the same platform as the SRT 392. As far as CAI or headers...... nothing i've seen yet.

And from what i've read/heard, I wouldn't waste my money on a Ripp supercharger....... just my $.02

[jseal5757]

would a roots style for a 6.4 srt fit on the truck. it replaces the whole intake manifold so it should bolt right on.

[06wagon]

Depends on front cover. I know on the 5.7/6.1 motors, you needed an adapter plate to run the 5.7 accessories with the use of the 6.1 intake manifold.

I haven't looked closely enough on the difference between the truck/car intakes.

[jseal5757]

ok thanks man. i guess ill just keep it stock tell the warranty is done then build the motor

[Kenadian]

Talk to Troy at Custom Truck Parts. He has a few things. And the 6.4L will take the same as the SRT

[jseal5757]

ok thanks man. i think i might just chip it for now.

[dale dalueg]

would a roots style for a 6.4 srt fit on the truck. it replaces the whole intake manifold so it should bolt right on.

I would go with a Pro Charger instead of going to a Super Charger.

[dale dalueg]

would a roots style for a 6.4 srt fit on the truck. it replaces the whole intake manifold so it should bolt right on.

I would go with a Pro Charger instead of going to a Super Charger.

[loveracing1988]

would a roots style for a 6.4 srt fit on the truck. it replaces the whole intake manifold so it should bolt right on.

I would go with a Pro Charger instead of going to a Super Charger.

A pro charger is a supercharger... For a big heavy truck for off road I would rather have the added torque of the roots blower vs the high rpm horsepower of a centrifugal blower.

[RustyPW]

A roots blower has boost at idle. A centrifugal blower builds boost higher up the rev range. In a nut shell, it's like a belt driven turbo charger.

[SheepdogOutdoorsman]

A roots blower has boost at idle. A centrifugal blower builds boost higher up the rev range. In a nut shell, it's like a belt driven turbo charger.

There's no boost at idle. A flapper opens under vacuum. It closes under acceleration to provide instant boost

[Limamikemike]

http://www.moes-performance.com/ARH_Lon ... wc-6.4.htm

Long tube headers for 2014+ 6.4. They're hella spendy though

[adeluca73]

http://www.moes-performance.com/ARH_Lon ... wc-6.4.htm

Long tube headers for 2014+ 6.4. They're hella spendy though

How does headers & a half exhaust system boost 30lbf torque & 25HP? Is it just more free flowing & less restrictive , what's the secret sauce here to get 6% increase?

[RustyPW]

The headers are freer flowing then the stock manifolds. The stock Y pipe is a big choke point.

[azracer]

I have never been impressed with headers unless it is coupled with an aggressive cam meant for high RPM only use (IE: severe engine lope at idle). In nearly every case where I added headers to a basically stock engine with good cat back exhaust I could not tell much if any improvement with headers added. In a couple cases on the smaller displacement engines I did notice a quite a bit less grunt in the lower RPMs

The Y-pipe on our 3G trucks is a major choke point. When I saw mine after we cut it out I was really surprised at the poor quality and restrictive design. I would bet at the higher RPMs it cut flow by up to 25 to 30%. At first my new Y-pipe back exhaust only sounded good and I was unimpressed while driving home from the exhaust shop in heavy traffic. Where I really noticed the improvement was the 3500 RPM and up range. but that was days later that I discovered that. I found that over the same distance and same location, I could now achieve 100 plus MPH where I was lucky to hit 85 MPH before. My exhaust was the last performance addition I did. I believe the Exhaust had the biggest improvement in higher RPM performance because combined with the other two performance parts it really woke things up. It really warmed up the Diablo tune and AirAid CAI I had already installed. I'm very happy with what the final results are. Is it a race car... No it just runs much better is all. The tuner really helped with the throttle response and eliminated the torque management issues. The exhaust really helped to wake up the engine in the upper RPM range and I believe the AirAid CAI just complimented everything and most of all it cleared my Thuren shock towers where the OEM air box didn't LOL.

Yes I believe the OEM Y-pipe and muffler system is very restrictive and hinders power development in the upper RPM ranges on our trucks (3500 RPM and up). Would I do headers? No! I would just do from the Y-pipe back. IMHO headers only enhance other modifications meant to develop power at maximum RPM. They do nothing under 4000 RPM and can hinder power a bit at the low RPM where a little back pressure is needed. It is sort of like a short runner or long runner intake where do you want your performance gains, off idle or at red line?

IMHO headers are a waste of money and increase the risk of header related exhaust leaks. They also increase under hood temperatures quite a bit. If you run at 5000 RPM all the time and need the extra 10 or 15 HP at maximum RPM... then go for it. Just realize the lower RPM range may suffer some and you may loose a bit of the low end grunt our truck have.


.

[adeluca73]

I have never been impressed with headers unless it is coupled with an aggressive cam meant for high RPM only use (IE: severe engine lope at idle). In nearly every case where I added headers to a basically stock engine with good cat back exhaust I could not tell much if any improvement with headers added. In a couple cases on the smaller displacement engines I did notice a quite a bit less grunt in the lower RPMs

The Y-pipe on our 3G trucks is a major choke point. When I saw mine after we cut it out I was really surprised at the poor quality and restrictive design. I would bet at the higher RPMs it cut flow by up to 25 to 30%. At first my new Y-pipe back exhaust only sounded good and I was unimpressed while driving home from the exhaust shop in heavy traffic. Where I really noticed the improvement was the 3500 RPM and up range. but that was days later that I discovered that. I found that over the same distance and same location, I could now achieve 100 plus MPH where I was lucky to hit 85 MPH before. My exhaust was the last performance addition I did. I believe the Exhaust had the biggest improvement in higher RPM performance because combined with the other two performance parts it really woke things up. It really warmed up the Diablo tune and AirAid CAI I had already installed. I'm very happy with what the final results are. Is it a race car... No it just runs much better is all. The tuner really helped with the throttle response and eliminated the torque management issues. The exhaust really helped to wake up the engine in the upper RPM range and I believe the AirAid CAI just complimented everything and most of all it cleared my Thuren shock towers where the OEM air box didn't LOL.

Yes I believe the OEM Y-pipe and muffler system is very restrictive and hinders power development in the upper RPM ranges on our trucks (3500 RPM and up). Would I do headers? No! I would just do from the Y-pipe back. IMHO headers only enhance other modifications meant to develop power at maximum RPM. They do nothing under 4000 RPM and can hinder power a bit at the low RPM where a little back pressure is needed. It is sort of like a short runner or long runner intake where do you want your performance gains, off idle or at red line?

IMHO headers are a waste of money and increase the risk of header related exhaust leaks. They also increase under hood temperatures quite a bit. If you run at 5000 RPM all the time and need the extra 10 or 15 HP at maximum RPM... then go for it. Just realize the lower RPM range may suffer some and you may loose a bit of the low end grunt our truck have.


.

AZ, wow thanks for sharing, I genuinely learned something tonight from reading that, and I'm glad I did, won't be purchasing that header kit now for sure.

[NickTF]

Long tube headers (only, no other changes) on an ls1 are worth about 25 hp and 2-3 mph trap speeds after the ltrims are adjusted to bring the part throttle fueling back in line. Long tube headers are consistently worth this kind of power in many v-8 apps if wot fueling ratios are made to stay consistent before and after the swap. Considering our truck 6.4 motors likely have a superior head on them vs a stock ls1 head I would tend to believe the same if not more power may be realized in our trucks. They are not without downsides as pointed out above. I recall blowing a quarter sized hole in the 90* turn in cylinder #1 in my cheap $400 non coated hooker headers I had on my prior 2001 Camaro. Talk about scared when it happened, I thought the motor came apart!

edit* I should have added the above being the case with downstream exhaust not being restrictive. I had a half assed exhaust shop create a y pipe which might as well been called a u pipe considering what an awful job they did when I installed the headers. I did not realize the gains stated in the preceding paragraph until I put un a real dual exhaust system and got rid of the awful y/u-pipe.

[adeluca73]

Has anyone found a genuine y-pipe upgrade for the 6.4 motors like there is for the 5.7 motors? I've looked on mufflex, magnaflow, & flow master and haven't seen one offered.

[azracer]

Has anyone found a genuine y-pipe upgrade for the 6.4 motors like there is for the 5.7 motors? I've looked on mufflex, magnaflow, & flow master and haven't seen one offered.

They don't really make one for our 5.7 in a 3G. It is a generic Y-pipe based on the inlet and outlet size of the OEM exhaust. The 5.7 has a 2.5" outlet to the Y-pipe inlet. The OEM single exhaust is like 2 7/8" from the OEM Y-pipe back. So the Magnaflow 10778 Y-pipe is the closest fit with 2.5" inlet and 3" outlet. I had all of my exhaust after the Y-pipe fabricated in 3" to the tail pipe and this is why I selected the Flowmaster 9530560 50 H.D. Muffler - 3.00 Offset IN / 3.00 Center OUT. They make a y-pipe in a 3" in and 3" out as well as a 4" out. Just get the PN# from their site and plug it into Amazon for a price comparison. https://www.magnaflow.com/automotive-pe ... /products/

Flowmaster makes some really nice Y-pipes too but they are a bit more money.
https://www.amazon.com/s/ref=nb_sb_ss_c ... Caps%2C259

The above comment about long tube headers and trap speeds is somewhat correct and is exactly what I was saying. Dual exhaust with long tube headers is for maximum RPM HP. Most good exhaust shops for street use and drivability use a Crossover X or H pipe to try to retain some of the low RPM grunt and drivability, though much of it is lost anyway. I don't see the point in headers or dual exhaust unless you really need maximum HP at maximum RPM and are willing to sacrifice some of the drivability in the form of low end HP and torque loss. Single exhaust properly sized to the motor has always proven to give the broadest performance gains while yes, sacrificing some of the maximum redline performance gains. I don't drag race and sure don't have a trap speed baseline to improve on... So what is the point of 10 or more HP at 6000 RPM if I loose 10 or 20% of my torque and HP under 3500 RPM. I know folks have seen cars that can run a 10 second 1/4 mile... yup big HP and torque numbers for sure! Just try to get one of them to pull a 10,000# trailer to your favorite camping spot! See my point about putting the power (and gearing) where you use it the most? It is okay to get gains in the upper RPM range so long as you don't degrade the RPM range you depend on for daily use. This is why we have factory VVT cams and short runner long runner intake systems. I have yet to see a dual to single exhaust system switch on anything! I have however seen exhaust cutouts... perhaps that the trick we are looking for, put on electric cutouts and go taunt Johnny law for fun while we enjoy that extra 10HP at 6000 RPM going to the local food store yea yea that's the ticket??????????

Because the removal of the OEM Y-pipe left uneven length pipes he had to create a sleeve to make the short pipe an equal length to the longer pipe so the Y-pipe would line up. Any good custom exhaust shop can do this w/o coaching.

Here you can clearly see the sleeve he added to even things up.

.

[azracer]

I got a used (read as returned but unused item) Y-pipe and muffler $25 and $125 and spent $125 at the custom exhaust shop for a high clearance custom fit exhaust that used all the factory hangers. At a total of $275 parts and labor I'm really happy with the cost and performance it gave me vs a $800 cat back system I would still need to install.

Look at my build thread and see what I ended up with for exhaust.
http://forum.powerwagonregistry.org/vie ... =13&t=2305

[NickTF]

The above comment about long tube headers and trap speeds is somewhat correct and is exactly what I was saying. Dual exhaust with long tube headers is for maximum RPM HP. Most good exhaust shops for street use and drivability use a Crossover X or H pipe to try to retain some of the low RPM grunt and drivability, though much of it is lost anyway. I don't see the point in headers or dual exhaust unless you really need maximum HP at maximum RPM and are willing to sacrifice some of the drivability in the form of low end HP and torque loss. Single exhaust properly sized to the motor has always proven to give the broadest performance gains while yes, sacrificing some of the maximum redline performance gains.
.

The car lost no drivability and power under the entire rpm curve improved. The gains were everywhere not just at high rpm points but most were above 3000rpm where a hemi towing a load would certainly live. The issue often is the header design mostly influenced by what dimensions are required to fit, work with existing exhaust systems, etc, which may result in some of this hi rpm power only you speak of. There is science to the length and cross section of each primary and how it returns a negative pressure wave to the exhaust valve which can improve engine power especially if overlap is present in the valve timing which I would presume is most certainly not the case in an oem truck 6.4 camshaft. Programs like pipemax illustrate this via playing with exhaust design parameters. If you really want to understand in detail what I only understand on the surface hop over to speedtalk.com and search. You will read for hours. I would say that the effort required to design a beneficial long tube header for these trucks is probably not worth the time and cost especially considering the heat issues you pointed out.

[azracer]

Enough said on this.

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