Been driving mine for over 2 years now with stage 2 and no issues. Get a good tuner. My guy reprogrammed transmission as well. Great daily driver.

Hemi's do not work well with tight lobes, and generally anything that adds Overlap with restrictive street exhausts is going to result in a loss down low. Nobody who's familiar with the Gen 3 hemi is going to put a Single Pattern, Long Duration Cam with a tight lobes in it. It's all centered around keeping overlap to a minimum, because they don't respond well to it.Going from a 224* at .050" to 234*@.050 would require closing the intake valve 5* later (low-mid loss) and double the overlap from 5 to 10 (which with street exhaust's will result in more power lost). Which is why once you get to the 220-228 @ .050" Intake/230-238ish at .050" exhaust range and 112-114 Lobe sep, you see greatly diminishing returns on both the 5.7 and 6.1/6.4. 2 of the 3 Guys that have gone 10's N/A on 5.7 Hemis in trucks, guess what the cam specs were? 218/228 at .050" on a 112 LSA. Jay Greene's cams have even more split, 15* or more. One last Caveat - FRP Ryan's Cams, even those that have tightish lobes, aren't a 111 LSA, they're a 111ICL. By advancing the cam timing and not the lobe, he gets the low-mid increase from the earlier intake valve close, but doesn't need to add in the duration and overlap that you'd get from moving just the intake lobe, which would cause the power loss experienced in this video. Check out SPDC's hemi cam testing - they tested a 108LSA, and a 112 matched it down low and made more in the midrange and up top as well. Notice how once they get to the high 21X range on the intake and high 22X range on the exhaust, there's really not much more gains. kzbin.info/www/bejne/iKm2gnesnNaYd7s

For Stage 1, you don't need headers. Stage 2, headers and new valve train. Stage 3, valve train, headers, ported heads, TB, ported manifold. Stage 4 is all out race car .

I think my old man's worn LS pulled more than that standard and still running with 450000ks on it. Nice VK Tho I was expecting way more power even as NA.

Stage 1 is better.

Very well said! 💯👍

I appreciate that!

Cap the brand new 5.7's only make 370 to the crank stock. You pulled those numbers out of your ass, along with your husband's semen.

Did you watch the video?

The baseline for my 2019 Scatpack was 445 HP/ 457 TQ. with a ported 84 mm throttle body, and an email 93 tune, I made 471/475. So I gained 26 rwhp. If you are only looking for 30 HP, I wouldn’t waste the time or money installing a Camshaft.

It’s done by adjusting idle control parameters in the tune. Lightly loading up the engine with small converter always helps.

true

better upgrade is a hellcat oil pump

Comp had a delay on lifters with my stage 2 cam. HHP sent me the Hellcat units . The goal was no more MDS so object met.

The "stage" name became popular because LS stuff, I always look at the duration, that is most important

Yeah stock 6.4 should be able to rev at least 7000+, Stage 1 is 218/228, stage 2 is 220/230, stage 3 is 224/234 IIRC, with the stage 2 and 3 having higher lift, but less LSA

Lmfao! There’s no such thing as “Stage cams”. Lift, duration, icl and LSA are specs. Not stages. As far as RPM, that has to do with your valvetrain. You can’t just slap a bunch of $hit together out of a catalog.

@@Cultofpersonality09129. Agreed, that’s why we specs and blue printed my 394CI 6.4L stroker. Even had 5degrees of advance added to the cam to help with torque production in my heavy CrewCab💪🏻. I think it’s mostly the newer car guys whom go by specs. Most people don’t understand specs like we do.

@@captainboose8788. Still running a 6.4L intake on my stroker with a 233/246 112LSA cam, and revving to 6,600rpm because of 5degrees advance. Went with this on my combo because I’m running a no prep 4X4 setup for the street, extra torque goes a long ways. However, MMX did say I am maxing out the 6.4L intake. A lot of the 5.7L SBE trucks are revving to the 7k+ range with the bigger cams.