Hemi Tech Spotlight - Wiseco

TECH
The New Generation
A MODERN DAY, HIGH-POWERED HEMI
This year’s amount of
new Hemi parts has
allowed engine builders
to push the limits and
find weaknesses.
Wiseco’s 7.0L Blower Pistons
Specifically designed by Josh Rickards of Vaca
Performance and Brian Nutter of Wiseco, these
blower pistons feature an inverted dome, a
lowered ring pack, and a relocated piston pin, all
in efforts to improve on late-model Hemi owner’s
piston options. With this rod and stroke, these
pistons will provide around 9.3:1 compression.
Written by Jake Amatisto
Behind the Lens: The Author & Dimitri Cretikos
W
hen we first heard that a revamped,
EFI-version of the Chrysler’s venerable
Hemi engine was to be released back
in 2005, we wondered how long it would take before
we started seeing Dodge Magnums, Chargers and
Chrysler 300C’s tearing it up on the dragstrip with
modded 5.7L Hemis. Within the first couple years,
late-model Hemi cars didn’t really do anything
impressive, but we can safely say that’s not the
case anymore.
Despite being housed in such heavy cars, the
Mopars of today still run strong, and recently we
heard that the 9-second barrier was broken in just
four short years, and it seems these guys drop up to a
second in elapsed times each year. Although only
a couple hardcore guys have gotten into the nines,
for the most part, the late-model 5.7L and 6.1L
Hemi engines are undeveloped when it comes to
high-performance and racing parts, but the cool
thing is that we’re starting to see more and more
the
411
4The late-model Hemi
engine block has to be
one of the strongest blocks
to come in any production
vehicle. Between the solid
lifter valley, skirted
crankcase, and side main
bolts, we don’t doubt that
this block can support
1,200 horsepower.
4Here, engine builder
Josh Rickards of Vaca
Performance installs the
late-model reluctor
ring on the K1 stroker
crank. It is important to
retain this piece, as it is
how the computer senses
the relation of the crank to
the cam.
32 November 2009
Engine Block
Late-Model Reluctor Ring

TECH
The New Generation
A MODERN DAY, HIGH-POWERED HEMI
Recently we heard that the
9-second barrier was broken
in just four short years.
Ring Package
The ring package was moved
down .125-inch to accommodate
the supercharger. Since these are
specifically designed blower
pistons, the ring lands will be less
susceptible to lifting under high
loads (below).
The piston pin on these
pistons is way up there, seemingly
just a fraction of an inch
from the bottom of the piston.
But surprisingly, the pin boss
only intrudes with the oil ring.
Totally Square Engine
It’s exciting to write about such a new engine
combination, especially when it has parts in it that have
not been released to the aftermarket yet. Rickards and
Wiseco’s Brian Nutter came up with an inverted dome
(not a reversed dish) design that provides a much more
efficient flame front and provides more quench area than
previous dished designs. Rickards explained, “The
problems with the first generations of late-model Hemi
pistons was that they came with a reverse dish, not
inverted dome. With the reverse dish you lose a lot of
quench area of the cylinder head. With this new Wiseco
set, we’ve developed a piston that allows the flame front
in the cylinder to be much more controllable.” Rickards
continued, “The wrist pins have also been relocated closhardcore
parts starting to be released, despite this downed economy. This year’s
amount of new Hemi parts has allowed engine builders to push the limits and find
weaknesses, and it seems everyday we’re learning about new components that
will make the late-model Hemi run quicker and faster. With a steady stream of
new, hardcore engine parts being released this year, these engines may start to be
taken more seriously when it comes to performance and racing. It happened with
Ford’s Modular engine, and now it’s become a major threat in some heads-up drag
racing classes. The new Hemi aftermarket is a little far off to support purpose-built
race motors, but it’s getting there.
Last year we covered a Vortech supercharger install and dyno tune on fellow
office park tenant Dimitri Cretikos’ blown 6.1L Hemi Charger. This year, Cretikos
wanted to step up the power with a K1 Stroker kit, as well as some trick internals
that have yet to be released, so Fastest Street Car was there to check it out. When
it comes to late-model Hemi building skills and design, Josh Rickards of Vaca
Performance is the man to talk to, and you could even say the 5.7L and 6.1L Hemis
are Rickard’s specialty. Rickard’s claims this new 426 engine will propel a full
interior Charger into the 10-second range.
Piston Squirters
the
411
4The K1 Technologies
crank features a 4.080-inch
stroke while the block is
also bored to 4.080, a
totally square
engine. This provides the
Mopar-essential 426 cubicinch
number.
4The first generation of
late model Hemi stroker
kits required the builder to
remove the piston
squirters. With Wiseco’s
new 6.1L blower pistons,
you can still retain them.
nmcadigital.com
35

TECHA MODERN DAY, HIGH-POWERED HEMI
The New Generation
“I still have a few tricks
up my sleeve.”
—Josh Rickards
Vaca Performance
the
411
4The connecting
rods we used on this
build came from K1
Technologies. They are
forged from 4340 steel and
feature an H-beam design
that will be up to the task
of holding on to our
supercharged slugs, even
when pushing a
4,000-pound land yacht
down the track.
4The ring package is a
secret setup that Josh
Rickards claims will be a
real help in making big
power with this engine.
With a low-tension oil ring,
this engine can turn over
with only about 9 pounds
of force. Compare that to
the 25-30 pounds a
big-block Chrysler has, and
you are talking about a lot
of freed-up power.
er to the crown, and the ring package has been
moved down .125. The skirts are coated and they
come with priority pin oiling, plus they’ve been
notched for the factory oilers.” The piston oilers
basically cool the underside of the pistons by
squirting a bit of oil though a series of dual-nozzle
gadgets that get bolted into the crankcase. The
ability to use the piston oilers with these pistons is a
big deal because, before, anytime you ran a 426
stroker crank, you couldn’t run the oilers because the
stroke. These, however, have notches that permit you
to use them. It’s nice to know that under high-boost
some cool oil is getting directed to one of the hottest,
most intense parts of your engine.
The K1 Technologies crank we opted to use is a
forged 4340 steel piece with a 4.080 stroke to give
our Hemi a classic 426 cubic-inches. K1 Technologies
is a company with attention to detail and have
regarded themselves as one of the most meticulous
when it comes to checking tolerances. The
counterweight placements on this crank are designed
for improved performance and the journals feature a
.125-inch fillet radii. Other features include a
straight-hole oiling system for better lubrication and
the crank has been Nitrided for improved bearing life.
Of course, the crank also has the provisions for the
factory reluctor ring, too.
Connecting Rods
Milodon’s Late-Model Hemi Stuff
We originally contacted Milodon for the oil pan, pickup, and windage tray for this engine build.
Unfortunately, we ordered the wrong pan for the body style we plan on dropping this beast into. Milodon
does offer a pan that would work with our 6.1L stroker, we just couldn’t get one in time. We could,
however, make the windage tray work with the factory pan with some slight massaging. For more info on
their Hemi pans, check out milodon.com.
The K1 rods are forged, 4340 steel H-beams that have been shot peened for
improved fatigue life, come with bronze wrist pin bushings, and are finish honed
in the USA. They are also weight-matched +/- 1 gram on each end and also come
with the ultra-strong ARP 2000 fasteners.
For the oiling system, Rickards retained the factory oil pump, but opted to go
with a Milodon windage tray and pan kit. Unfortunately, we ordered the wrong pan
and had to temporarily use the factory one, but we do want to mention that
Secret Setup
36 November 2009

TECH
The New Generation
A MODERN DAY, HIGH-POWERED HEMI
“I set this engine up to be
totally streetable
on pump gas.”
Milodon does have a whole line of aftermarket pans
and trays for the late-model 5.7 and 6.1L Hemi
engines. The windage tray is an improved design over
factory steel gasket/windage tray, as it does a better
job of shielding the crank from the splashing oil.
Windage control is something that is rarely tested
with the late-model Hemi engines, so Rickards was
curious to see if it was worth any power.
With a few late-model crazies already running in
the 9-second zone, we asked Rickards if he thought
this powerplant could ever propel our Charger project
into the 9s. He said, “I set this engine up to be
totally streetable on pump gas, daily driven even.
Now, if Dimitri wants to go even quicker than this
after it’s done, I still have a few tricks up my sleeve…”
With it having 426 cubic-inches and heads that flow
330 cfm, we don’t think power will be a problem, but
Rickard’s ended the call with,“…but we’re going to
need a bigger blower.” g
the
411
4ATI sent us their Super
Damper for this
high-powered Hemi build.
Some basic features
include 360° laser-etched
timing marks and they
exceed SFI 18.1 specs. We
ordered this one with
5-percent overdrive, this
way we can run the
desired 12-pounds of boost
without having to go
too small on the
supercharger pulley.
4ARP supplied the
fasteners for the
buildup, including the full
set of main studs for our
Mopar’s beefy crankcase.
Super Damper
Fasteners
Time To Drop It In
Now that our K1 Technologies Stroker Kit is bolted in place, it’s time to drop the shortblock in the car (the
top ends of these engines are assembled with the engine in the car ~editor) and assemble the top end. In
the next installment of our “New Gen” Hemi, we’ll cover the heads and induction setup we’re using on this
project, along with some real word dyno numbers from Vaca Performance’s Dyno.
S O U R C E
Vaca Performance
562.622.2508
vacaperformance.com
K1 Technologies
616.583.9700
k1technologies.com
ATI Performance Products
877.298.5039
atiracing.com
Wiseco Pistons
800.321.1364
wiseco.com
Automotive Racing Products
800.826.3045
arp-bolts.com
Milodon Inc.
805.577.5950
milodon.com
Automotive Racing Products
800.826.3045
arp-bolts.com
38 November 2009