[DemonSkip]

We have been secretly working on some premium built HC engine options for you guys over the past few months and are now ready to release our new engine program to the HC world! We're currently building up a couple versions for some in house customers and have a solid system in place for those of you looking for a step up (or two) from your stock engine.

Here's where the program starts...

Demon Performance / TKM Forged Shortblock - $8309 + freight + core charge (we will refund the core charge upon receipt of your usable HC block)
OR
Demon Performance / TKM Forged Shortblock - $9959 + freight NO CORE REQUIRED


What this includes:

Custom Spec'd Diamond Pistons
Hard Anodized Piston Coatings
H-13 Wrist Pins
Custom Total Seal Rings
Custom Carrillo ProH Connecting Rods with CARR Rod Bolts
OEM Crank or Stroker Crank (Forged)
ARP Main Studs
H/HX Performance Bearings (coated where applicable, use based on achieved bearing clearance)
Jet Washing Block
Crank Polishing
Precision Balancing
CNC Deck
Torque Plate Diamond Hone
Assemble Piston Rack
File Fit Rings
Assemble Shortblock
Measure and Check Clearance
Paint/Package

**+ REFUNDABLE CORE CHARGE of $1650**

Shortblock and other engine related upgrades include:

Billet Main Caps
O-Ring Block & Receiver Groove Heads
Copper Head Gaskets
Block Fill (Half;streetable or Full;race)
Custom Billet Crank (Race)
Custom Aluminum Rods (Race)

Ported/Polished HC heads with Upgraded Valves (core charges apply)
HC Thitek Heads (Coming very soon!)
Trend Custom Pushrods
Custom Blower Cams
Custom Turbo Cams (Yes, I said turbo! Wait for it...)
Rocker Shaft Stabilizer/Collar set for OEM rocker shafts
T&D Adjustable Rocker System
....and much more!


**Core charge will be refunded upon receipt of your stock HC block in usable condition less return freight charges to Demon. Lead time on the short block will be apx 5 weeks from date of purchase to be built due to the lengthy lead times of the custom parts we use in our HC short blocks. Pending there are no other manufacturing delays with the custom rods/pistons of course. These aren't your avg shelf pieces or drop in pieces. They are custom and were designed in conjunction with TKM to withstand some serious abuse. Once parts are at the builders facility, they can have a base short block built and ready in 2 days**

 

[LaserDoc]

Awesome sauce right there!!

 

[pivotal]

Awesome work!

Will your twin turbo kit be in addition to the supercharger like Henessey, or replace it completely? What kind of power can be expected on the stock block?

Matt

 

[TallCool1]

Any testing done to show what these engines do outside the car? Any challenges with management or interface with the cars on board tech or are you there yet DemonSkip? Are you setting this up for use in actaual Hellcats and thats whats going on for your internal customers?

(You're sure doing some heavy lifting thanks.)

 

[DemonSkip]

Awesome work!

Will your twin turbo kit be in addition to the supercharger like Henessey, or replace it completely? What kind of power can be expected on the stock block?

Matt

Matt....Hennessey? Does this even exist? Has someone actually sent their HC to Sealy to have this done? If so, has it been 12 months? Come on man! Those clowns sell you their name(what's left of it I suppose), not actual go fast parts. 20k gets you wheels, balancer, intake, exhaust and a tune. Oh and some fancy embroidery on just about everything in the car ha. Can you imagine what they charge for a twin kit? 70k or something wild I bet ha!

Im not giving you crap, just messing around. That name should be blackballed from the performance community.

No, we will not be running our kit in conjunction with the stock blower application. That would really limit the output of a twin setup. The stock blower/rotors will only allow for a certain amount of air at a certain rotor rpm. Putting turbos in front of it is like adding a boost a blower, it will help some but it's not ideal for making big power. It's going on the shelf to collect some dust. All 110lbs of it! We've scanned and ran full metrology on the stock blower unit. We have fully reverse engineered the unit to start the design process for our outlaw style billet manifold. That will be a part of our twin turbo kit. That will replace everything above the heads > The snails will feed it with some heavy air, the manifold will cool that air and send it down through the heads and make some magic happen.

I can't tell you how far the stock HC motor can be pushed. I also don't want to be the one to find out for you ha. I can tell you that a turbo load would be far less damaging to the motor vs a PD or screw type blower like the HC's IHI unit. This can be said about any blown application really. The extra load from the blower on the crank is where it all starts. The engineers behind the HC project are no dummies. They built these motors with a lot of factors considered. The main thing they look for is longevity when making this type of factory power. They are built to hold up to 150k in stock form. Thats a ton of hard miles, no doubt about that! There are a few things I dont like about the stock HC engines however. The main thing being the powder forged rods. If they would have gone with a different type of material here, I would not have even started to build these HC motors. I will admit, the forged pistons are a huge step up from the 392 platforms hyperute pistons. The stock cast iron HC block should be able to take some serious pounding. We've been doing it to the cast iron 6.1s and 6.4s blocks, the HC cast iron block should hold up to if not further than the predecessors.

Any testing done to show what these engines do outside the car? Any challenges with management or interface with the cars on board tech or are you there yet DemonSkip? Are you setting this up for use in actaual Hellcats and thats whats going on for your internal customers?

(You're sure doing some heavy lifting thanks.)

TallCool1, we are building this specific engine program up for HC vehicle applications. We haven't done any side by side engine dyno testing yet but we have two HC Challys here in house that will be receiving these motors in the next weeks to come. Their engines are built in very a similar manner and will both be put to the test very soon. Our motors will be slightly larger by a few inches due to the bore going to a 4.100 but aside from that, the major power improvements will be had from the worked heads and custom cam selection. Our tuner is one of the best in the industry and is pretty darn good with boost so I don't see us having problems making more power with the upgraded motors. (I just got word from one of my customers that he went 9.8 at 10psi @ 142 in his WK1 Demon built turbo Jeep, spinning!)

The stock HC shortblock is actually a good candidate for a swap into 392 powered cars that are looking to add boost. The stock 392s tend to have ringland issues when you add more than 7 or 8 psi to them. Sooner or latet they lose a land or 4(or more). The hyperute piston material from the 392s are very weak when compared to the forged HC pistons. We have a few WK2 Jeep SRT8s that will be doing the swap soon so we'll def report back and let you guys know how they do! I don't forsee any electronic related issues when doing this. Obviously the MDS solenoids will be ditched from the 392 and plugged but we've been doing that for some time now on built 392 based motors. Just turn it off in the tune, turn up the boost and enjoy! The 392 stock sensors, heads, front cover, oil pan, accessories etc will all swap over to the HC block just fine. They're almost identical really. Makes for a quick and easy way to get forged without long extended wait times for built motors or the need for your basic drop in upgrades. Sure you're going down in size but having a motor that’s ready for boost right away for 4k with a spare take out 392 on the side is almost a no brainer to me! We can also provide a 2 year warranty on the stock HC short block if purchased from us too haha!

Some body has to do the heavy lifting around here! I'm sure this thread is stirring the pot some but we aren't just some newbies in the Hemi community. We always try to innovate and bring new things to the market.

 

[SRTFighter]

Any pictures of all the new hardware? Sorry if I am being impatient! Very exciting!

 

[DemonSkip]

I'll have all that posted up today.

 

[pivotal]

Matt....Hennessey? Does this even exist? Has someone actually sent their HC to Sealy to have this done? If so, has it been 12 months? Come on man! Those clowns sell you their name(what's left of it I suppose), not actual go fast parts. 20k gets you wheels, balancer, intake, exhaust and a tune. Oh and some fancy embroidery on just about everything in the car ha. Can you imagine what they charge for a twin kit? 70k or something wild I bet ha!

Im not giving you crap, just messing around. That name should be blackballed from the performance community.

No, we will not be running our kit in conjunction with the stock blower application. That would really limit the output of a twin setup. The stock blower/rotors will only allow for a certain amount of air at a certain rotor rpm. Putting turbos in front of it is like adding a boost a blower, it will help some but it's not ideal for making big power. It's going on the shelf to collect some dust. All 110lbs of it! We've scanned and ran full metrology on the stock blower unit. We have fully reverse engineered the unit to start the design process for our outlaw style billet manifold. That will be a part of our twin turbo kit. That will replace everything above the heads > The snails will feed it with some heavy air, the manifold will cool that air and send it down through the heads and make some magic happen.

I can't tell you how far the stock HC motor can be pushed. I also don't want to be the one to find out for you ha. I can tell you that a turbo load would be far less damaging to the motor vs a PD or screw type blower like the HC's IHI unit. This can be said about any blown application really. The extra load from the blower on the crank is where it all starts. The engineers behind the HC project are no dummies. They built these motors with a lot of factors considered. The main thing they look for is longevity when making this type of factory power. They are built to hold up to 150k in stock form. Thats a ton of hard miles, no doubt about that! There are a few things I dont like about the stock HC engines however. The main thing being the powder forged rods. If they would have gone with a different type of material here, I would not have even started to build these HC motors. I will admit, the forged pistons are a huge step up from the 392 platforms hyperute pistons. The stock cast iron HC block should be able to take some serious pounding. We've been doing it to the cast iron 6.1s and 6.4s blocks, the HC cast iron block should hold up to if not further than the predecessors.



TallCool1, we are building this specific engine program up for HC vehicle applications. We haven't done any side by side engine dyno testing yet but we have two HC Challys here in house that will be receiving these motors in the next weeks to come. Their engines are built in very a similar manner and will both be put to the test very soon. Our motors will be slightly larger by a few inches due to the bore going to a 4.100 but aside from that, the major power improvements will be had from the worked heads and custom cam selection. Our tuner is one of the best in the industry and is pretty darn good with boost so I don't see us having problems making more power with the upgraded motors. (I just got word from one of my customers that he went 9.8 at 10psi @ 142 in his WK1 Demon built turbo Jeep, spinning!)

The stock HC shortblock is actually a good candidate for a swap into 392 powered cars that are looking to add boost. The stock 392s tend to have ringland issues when you add more than 7 or 8 psi to them. Sooner or latet they lose a land or 4(or more). The hyperute piston material from the 392s are very weak when compared to the forged HC pistons. We have a few WK2 Jeep SRT8s that will be doing the swap soon so we'll def report back and let you guys know how they do! I don't forsee any electronic related issues when doing this. Obviously the MDS solenoids will be ditched from the 392 and plugged but we've been doing that for some time now on built 392 based motors. Just turn it off in the tune, turn up the boost and enjoy! The 392 stock sensors, heads, front cover, oil pan, accessories etc will all swap over to the HC block just fine. They're almost identical really. Makes for a quick and easy way to get forged without long extended wait times for built motors or the need for your basic drop in upgrades. Sure you're going down in size but having a motor that’s ready for boost right away for 4k with a spare take out 392 on the side is almost a no brainer to me! We can also provide a 2 year warranty on the stock HC short block if purchased from us too haha!

Some body has to do the heavy lifting around here! I'm sure this thread is stirring the pot some but we aren't just some newbies in the Hemi community. We always try to innovate and bring new things to the market.

Hahaha - I actually can't believe I mentioned the "H" word here

Really appreciate the detailed response as well as the serious engineering effort going into this kit. Can't wait to see more.

Matt

 

[Aarcuda]

Matt....Hennessey? Does this even exist? Has someone actually sent their HC to Sealy to have this done? If so, has it been 12 months? Come on man! Those clowns sell you their name(what's left of it I suppose), not actual go fast parts. 20k gets you wheels, balancer, intake, exhaust and a tune. Oh and some fancy embroidery on just about everything in the car ha. Can you imagine what they charge for a twin kit? 70k or something wild I bet ha!

Im not giving you crap, just messing around. That name should be blackballed from the performance community.

No, we will not be running our kit in conjunction with the stock blower application. That would really limit the output of a twin setup. The stock blower/rotors will only allow for a certain amount of air at a certain rotor rpm. Putting turbos in front of it is like adding a boost a blower, it will help some but it's not ideal for making big power. It's going on the shelf to collect some dust. All 110lbs of it! We've scanned and ran full metrology on the stock blower unit. We have fully reverse engineered the unit to start the design process for our outlaw style billet manifold. That will be a part of our twin turbo kit. That will replace everything above the heads > The snails will feed it with some heavy air, the manifold will cool that air and send it down through the heads and make some magic happen.

I can't tell you how far the stock HC motor can be pushed. I also don't want to be the one to find out for you ha. I can tell you that a turbo load would be far less damaging to the motor vs a PD or screw type blower like the HC's IHI unit. This can be said about any blown application really. The extra load from the blower on the crank is where it all starts. The engineers behind the HC project are no dummies. They built these motors with a lot of factors considered. The main thing they look for is longevity when making this type of factory power. They are built to hold up to 150k in stock form. Thats a ton of hard miles, no doubt about that! There are a few things I dont like about the stock HC engines however. The main thing being the powder forged rods. If they would have gone with a different type of material here, I would not have even started to build these HC motors. I will admit, the forged pistons are a huge step up from the 392 platforms hyperute pistons. The stock cast iron HC block should be able to take some serious pounding. We've been doing it to the cast iron 6.1s and 6.4s blocks, the HC cast iron block should hold up to if not further than the predecessors.



TallCool1, we are building this specific engine program up for HC vehicle applications. We haven't done any side by side engine dyno testing yet but we have two HC Challys here in house that will be receiving these motors in the next weeks to come. Their engines are built in very a similar manner and will both be put to the test very soon. Our motors will be slightly larger by a few inches due to the bore going to a 4.100 but aside from that, the major power improvements will be had from the worked heads and custom cam selection. Our tuner is one of the best in the industry and is pretty darn good with boost so I don't see us having problems making more power with the upgraded motors. (I just got word from one of my customers that he went 9.8 at 10psi @ 142 in his WK1 Demon built turbo Jeep, spinning!)

The stock HC shortblock is actually a good candidate for a swap into 392 powered cars that are looking to add boost. The stock 392s tend to have ringland issues when you add more than 7 or 8 psi to them. Sooner or latet they lose a land or 4(or more). The hyperute piston material from the 392s are very weak when compared to the forged HC pistons. We have a few WK2 Jeep SRT8s that will be doing the swap soon so we'll def report back and let you guys know how they do! I don't forsee any electronic related issues when doing this. Obviously the MDS solenoids will be ditched from the 392 and plugged but we've been doing that for some time now on built 392 based motors. Just turn it off in the tune, turn up the boost and enjoy! The 392 stock sensors, heads, front cover, oil pan, accessories etc will all swap over to the HC block just fine. They're almost identical really. Makes for a quick and easy way to get forged without long extended wait times for built motors or the need for your basic drop in upgrades. Sure you're going down in size but having a motor that’s ready for boost right away for 4k with a spare take out 392 on the side is almost a no brainer to me! We can also provide a 2 year warranty on the stock HC short block if purchased from us too haha!

Some body has to do the heavy lifting around here! I'm sure this thread is stirring the pot some but we aren't just some newbies in the Hemi community. We always try to innovate and bring new things to the market.

Love the whole concept. Should be one hell of a stout motor.

And you are right on 100% about hennessy! lmao!!

 

[LaserDoc]

It's been a hour and 24 minutes, where's the pics? Come on, you're killing us out here! Lmao

 

[DemonSkip]

Hahaha - I actually can't believe I mentioned the "H" word here

Really appreciate the detailed response as well as the serious engineering effort going into this kit. Can't wait to see more.

Matt

I can't believe you did either!

No worries sir. We're all gear heads here at Demon at the end of the day. We're always looking for ways to go fast and faster, with your vehicles or ours. That generally involves a good bit of engineering to make it happen. Esp when it comes to one of the most complicated production cars Chrysler has ever put out!

Love the whole concept. Should be one hell of a stout motor.

And you are right on 100% about hennessy! lmao!!

I have no doubt in my mind about the strength of these parts going in! The parts were built with "kill mode" in mind.

It's been a hour and 24 minutes, where's the pics? Come on, you're killing us out here! Lmao

C'mon Doc!

 

[SRTFighter]

Skip do you know if tuning is available for the black key as well as the red? I want a 87 tune for the black key and a 120 tune for the red.

 

[DemonSkip]

You can only limit the boost levels with the keys. Not change fuel or spark.

 

[DemonSkip]

Pics added in the original post! That is a customer's new HC block that has been machined with the optional O-ring groove as you can see. It will be the turbo monster when we're through with it.

Enjoy

 

[SRTFighter]

Any pics of the cylinder heads? Any worries about the oil and water passages leaking past the HG when using an O-ringed block? Does the HG have any additional material around each hole to prevent the aforementioned leakage?

 

[DemonSkip]

Any pics of the cylinder heads? Any worries about the oil and water passages leaking past the HG when using an O-ringed block? Does the HG have any additional material around each hole to prevent the aforementioned leakage?

I'll take some pics for ya soon on those, waiting for them to be wrapped up. We don't really worry about O-ringed block leak/combustion seal issues when the right materials are used in conjunction with the right gasketing (thickness/material). We use 304 SS wire for the O-rings and either an MLS or copper head gasket depending on the application. A 5 layer MLS gasket is what we will be using on this particular build we're doing. It will provide us the extra height needed with ample crush on the O-ring as well as giving us the proper sealing around the rest of the deck. The most important thing to consider is making sure the gasket used provides a good combustion seal but also doesn't unload on the rest of the deck surface which will cause oil/coolant leaks. That generally happens when the wrong thickness gasket is spec'd/used. We don't have extra material added around each hole to prevent the leakage. We just make sure that the gasket we're using will have enough crush to accept the oring while maintaining the rest of the sealing.A copper gasket will allow for about 25% crush overall. The height of the seated O-ring is how we determine the thickness gasket that will be used. We can also cut in a receiver groove into the heads to match the O-ring if needed or desired.

 

[LaserDoc]

I'll take some pics for ya soon on those, waiting for them to be wrapped up. We don't really worry about O-ringed block leak/combustion seal issues when the right materials are used in conjunction with the right gasketing (thickness/material). We use 304 SS wire for the O-rings and either an MLS or copper head gasket depending on the application. A 5 layer MLS gasket is what we will be using on this particular build we're doing. It will provide us the extra height needed with ample crush on the O-ring as well as giving us the proper sealing around the rest of the deck. The most important thing to consider is making sure the gasket used provides a good combustion seal but also doesn't unload on the rest of the deck surface which will cause oil/coolant leaks. That generally happens when the wrong thickness gasket is spec'd/used. We don't have extra material added around each hole to prevent the leakage. We just make sure that the gasket we're using will have enough crush to accept the oring while maintaining the rest of the sealing.A copper gasket will allow for about 25% crush overall. The height of the seated O-ring is how we determine the thickness gasket that will be used. We can also cut in a receiver groove into the heads to match the O-ring if needed or desired.

Thanks for taking the time to give a detailed response. In many cases, an abbreviated response is given, which leaves more questions than answers. This attention to detail makes it easier to know who to turn to when it's time to get out the credit card!

 

[DemonSkip]

Thanks Doc. We're here to help. The more you guys know, the better. Especially when building motors!

 

[SRTFighter]

I agree! Thank you very much for the detailed response. That is some great information right there!

Are the O-rings reusable when it comes time to take the heads off again? I am sure at a minimum the gasket must be replaced.

 

[DemonSkip]

I agree! Thank you very much for the detailed response. That is some great information right there!

Are the O-rings reusable when it comes time to take the heads off again? I am sure at a minimum the gasket must be replaced.

No problem sir.

If using copper wire for the oring I would always replace it. We use an SS wire so it will not crush like copper will, however it's not that big of a job to replace the wire. It takes about an hour to do so might as well replace if the heads are coming off. Definately replace the head gaskets while doing this.