Modern Muscle Xtreme

MMX 432CI Dart Long Block has landed at Moe's Performance for Matt's single cab twin turbo Ram! Check out the custom alternator bracket we designed and machined for the Smith Innovation billet timing cover!

We have 3 Sets of custom Higher(er) Compression Drop-In Piston and rod sets available

14.1:1 Compression with OEM 6.4L Head Gasket and 73cc (6.4,6.2 or Aftermarket Head) - These paired with our custom drop in connecting rods are ready to make big naturally aspirated power!

Again, that's a no balance required 14:1 compression set of drop in pistons!

1 Set STD 4.090 Bore
2 Sets +.010 Overbore
Pricing- $2449 Shipped (Pistons, Rods, Rings, Clips, Wrist Pins)

These sets can be purchased via email only - email [email protected] for purchasing details.

New product- Limited time offer, limited quantity available!

451 HEMI 6.4L N/A Rotating Assembly - LIMITED TIME OFFER! Want BIG cubic inches out of your stock block G3 HEMI? MMX has the answer with our limited time offer 451CI stroker kit, at an unbeatable price. With the proper camshaft and supporting modifications, this kit is capable of making 600+ RWHP naturally aspirated! Multiple compression ratio's are available depending on cylinder head and head gasket thickness.

https://www.modernmusclextreme.com/p-1899-451-hemi-stroker-kit-limited-time-offer-64l-based-by-mmx.aspx

This MMX 432CI Dart long block is almost ready to head out and make BIG power with a set of twin turbo's!

This new Smith Innovation (Brian Smith) Billet Timing Cover looks great!

MMX MAX EFFORT Intake Dyno Testing
Our goal for this new upcoming product is to offer an intake that is easy to install, requires minimal additional components, fits under the stock hood(s), is price competitive, and runs with other short runner intake manifolds on the market.

Let’s be clear- This intake is for maximum top end performance, and with shorter runners inevitably comes the tradeoff of torque. Proper cam profiles and higher stall converters fix this. We will cover in a later post who this intake is for, and for whom it isn’t.

Yesterday we engine dyno tested 5 intakes in 3 hours to achieve as accurate, back-to-back results as possible. Before we dive into the results, a little about our test mule: Stock Bottom End 392, MMX CNC Port Only 6.4 Heads with Stock Valves and Valve Job, MMX PSI 1516 Spring Kit, MMX HI-RAM 392 Camshaft, Stainless Works 2” Challenger/Charger Long Tube Headers, X98 Fuel, 21.5* Timing. Dyno note- The Dyno is 200 RPM Behind the actual engine speed; we made our pulls to 73-7400RPM. The Rolling over up top on most of the graphs is from the dyno applying more water to end the run, to keep the engine speed down and prevent the engine from overshooting the target RPM. This intake will support power to and over 8,000RPM. Now that we have that out of the way, let’s dive into the results!

MMX MAX EFFORT 623HP-495FT/LBS VS DEEPMOTOR 593HP-475FT/LBS
PEAK TO PEAK +30HP +20FT/LBS

MMX MAX EFFORT 623HP-495FT/LBS VS STOCK INTAKE UNPORTED 565HP-501FT/LBS
Peak to Peak +58HP -6FT/LBS
Note: To be fair, there is always a tradeoff when runner length is altered. Our intake at 4500 is 47FT LBS shy of stock. (Pro Edge 4000+ Stall will take care of that)

MMX MAX EFFORT Intake 623HP-495FT/LBS VS DRAGPACK INTAKE 621HP-496FT/LBS
PEAK TO PEAK +2HP -1 FT/LB
We are pleased to be able to run side by side with one of the best intakes on the market. We are shy around 6 - 10 numbers from 6000 - 6900, but managed to make just a couple more at peak. Another interesting takeaway is the air turbine data, our intake moves 14 more CFM of air through the engine than the Drag pack at 7200 RPM.

MMX MAX EFFORT Intake 623HP-495FT/LBS VS HOLLEY HI RAM INTAKE 628HP-500FT/LBS
PEAK TO PEAK -5 HP/ -5FTLBS
The Hi ram sets the bar high; we are just fine giving up a few HP to have an intake that fits under a stock hood without modification! Another interesting note is how similar the airflow through the engine is with our intake, and the HI ram, yet the HI ram can make just a few more numbers with the same CFM moving through the engine.