Happy to Help!
I'm an ex hardcore Jeeper where off-road performance mod's (on a Budget) are a necessity!
This is my first attempt at a building a hot-rod race truck for the street/strip.
I never even raced at an actual track until last summer (July 2010), but picked up a few tips over the past year that I'm happy to pass on.
Rule of thumb, the Engine is basically an air pump,
more air in and more air out = more power.
So follow up your intake mods with some exhaust tweaks as well for maximum results.
Unless you're planning on some expensive ARH LT Headers (with built-in Y pipe)....
If you haven't already done it, add a Magnaflow Y-pipe (#10778) to your CatBack exhaust for $27 and get rid of this brutally crushed and pinched stock Y !
and get it welded in by a higher end "performance" exhaust shop with a couple pieces of Mandrel Bent Stainless Steel tubing,
not the standard cheap crushed bent aluminum Midas crap. ( a crushed 90º bend can decrease flow by almost 20% )
Here's mine installed with 2 Mandrel Bent SS sections ($15 ea)
So $60 in parts, maybe $50-$100 labor.
I really wanted Ceramic Coated Headers (lower heat and lasts longer)
and was looking at almost $2k for ARH Long Tubes after coating.
ARH's SS Headers are around $1600 (uncoated) and you have to ship them somewhere else for ceramic coating
So instead I went with the Maggy Y and JBA Shorty Headers available in Ceramic Coated for 1/4 of the ARH LT price ($500).
The LT's are known for superior low end Torque, but the Shorties are just about as good at the mid/higher end.
So to make up for the low end shortfall I ordered a custom designed 3K Stall Torque Converter ($500) from Andre at http://www.edgeracingconverters.com/
The real problem with the low end launch with the Heavy 4G Hemi is the Huge amount of Torque Management that is barely reduced even with aftermarket Tuning.
Mechanical Intervention with a higher stall torque converter is the answer (IMHO) to getting sub 2.0 second 60' times, it's been proven hundreds of times already with the previous 3G Hemi's.
The stock stall is a POS 2300 and has plastic bearing retainer and stator, same design unchanged that Dodge originally made for the 4.7L V8 545RFE back in 02'
Getting better low end Torque with LT headers seams counter productive
if you're trying to route it through a crappy stock converter and letting the PCM steal your advantage through Torque Management.
I'm sure once my TC and Headers get installed within the next month, my times will drop another 4-5 tenths, closer to the high 12's
(Currently at 13.4/101 DA corrected)
For a N/A Heavy 4x4 4G with stock internals a few bolt-on's and shitty 3.55 gears that's pretty darn quick.