But this is a "middle" engine to replace the 5.2l version. Whereas to replace the 5.9L engine (the "top" level), a new generation of V8 Hemi engines was created.
In general, in the history of Hemi, there are three generations of automotive engines. The first generation are motors from the 1950s. Then the Hemi trademark was not used, the motors were called FirePower / FireDome / RedRam depending on the car (Chrysler / Imperial, DeSoto or Dodge). But a number of design features allow them to attach to Hemi.
The second generation of Hemi was represented by a single engine, but which one: Hemi 426 (1964-1971), i.e. displacement 426 cu.in. - as much as 7 liters. Huge, even by the standards of that time, a motor for cars. And it's not just about the displacement, the engine itself was very large and heavy, for which he received the nickname "Elephant Engine". And it was put on cars. Together with their "competitor" Magnum 440 (7.2l - this is not the LA series, but the older and larger RB series) they are best known for the legendary Dodge Charger cars (muscle car 1966-1974) and Dodge Challenger (pony car 1969). -1974), but this is a topic for a separate discussion.
And so the third generation of Hemi appeared in 2003 and is still being produced.
In general, the word Hemi comes from the word "hemispherical" in reference to the (hemispherical) shape of the combustion chamber, but this is not quite technically correct. Modern Hemi do not have a truly hemispherical shape. A characteristic feature of all Hemi engines of different generations is the location of the valves in the combustion chamber.
All Hemi engines are made with an overhead camshaft (OHV) with valve actuation via pushrods and rocker arms. For example, a picture of the Hemi 426 motor (second generation Hemi):
As you can see, the intake and exhaust valves are located at different angles (unlike the same LA / Magnum motors, where they are located in a row). This is a feature of Hemi motors.
So back to the third generation V8 Hemi (2003-present).
This is a brand new motor built from the ground up. V8 with traditional 90° camber. Like the V8 PowerTech, it has a cast iron block, aluminum block heads. But, this motor is considered to be lighter and more compact than the V8 PowerTech. I think this is the effect of PowerTech's simpler OHV valve timing versus SOHC.
The base engine is a 5.7-liter (345 cu.in., code name Eagle) engine - it appeared first, it is still being produced.
(V8 Hemi 5.7)
An atypical feature for modern engines is the use of an OHV gas distribution scheme. There is only one camshaft, it is located in the collapse of the block. It is driven by a chain, but the chain is relatively long, since the camshaft is intentionally raised up to reduce the length of the pushers (lighter parts - less inertia).
As befits Hemi, the valves are driven by pushers through rocker arms. And, of course, only two valves per cylinder.
But this motor retains the Hemi feature mentioned above, so the valves are located opposite each other in the combustion chamber:
(round combustion chamber before 2009 and oval after 2009)
On the sides of the valves there is a pair of candles (for one cylinder) - this scheme was originally (unlike the V8 PowerTech, where two candles appeared only in 2008).
Difficult? Not particularly by modern standards, but the combustion chamber turned out to be efficient (especially compared to the V8 Magnum and even the V8 PowerTech).
Naturally, a working volume of 5.7 liters is a rather large volume even for the 2000s (not to mention the current times). To improve environmental performance and reduce consumption in the engine, the MDS (Multi-Displacement System) system was used. It allows you to "turn off" half of the cylinders. This is done by controlling the flow of oil through the channels to the compensators of the pushers of the corresponding valves.
After switching, the compensators begin to work "idle", without opening the valves through the pushers. And, of course, the fuel supply and ignition are turned off in the corresponding four cylinders (two in one half of the engine, two in the other).
By the way, many people think that turning off the cylinders is done by constantly open valves. No, air compression losses are less than pumping losses, so it's more beneficial to keep the valves fully closed. In addition, the increased load on the remaining four cylinders causes even more throttle opening, which also further reduces pumping losses.
The MDS system was originally conceived at the design stage of the new Hemi series, but still it requires careful control, so it is customary to turn it off with a sufficiently serious preparation of the motors (small savings with uniform movement on the highway no longer bother). In addition, it was not originally on some versions of the motor (due to the specifics of the planned operation).
The first V8 Hemi 5.7 engines appeared on the Dodge Ram (as V8 Magnum 5.9 substitutes), then on the Dodge Durango. In the 2005 model year, they appeared on the Jeep Grand Cherokee WK / WH (third generation) and on LX platform cars (Chrysler 300C, Dodge Charger, Dodge Magnum). Power was approximately 325-345 hp. at 5000-5600 rpm - this is not very much by modern standards, but very good after the larger V8 Magnum 5.9. And the engine is not very picky about gasoline (mid-grade / plus-89 is recommended, but regular-87 is allowed).
In addition to the "civilian" version of 5.7l, from the 2005-2006 model years, the SRT-8 version of the engine appeared with a volume increased to 6.1l (by changing the cylinder diameter). The compression ratio has also increased.
This is a boosted version with stronger components (and without the MDS system initially). The fixed-length intake manifold is geared towards maximum power rather than high low-end torque (but it saves displacement here). Power was approximately 420-425 hp. at 6200 rpm.
This version was used in the Jeep Grand Cherokee SRT-8 (WK) and SRT-8 modifications on the LX platform (Chrysler 300C, Dodge Magnum, Dodge Charger, Dodge Challenger). The motor was produced until the 2010 model year, but there are still many fans of the 6.1l version, who consider it the most suitable for further boosting (including installing a compressor).
In 2009, the basic version (5.7l) received an update designed to improve efficiency and environmental friendliness. There was a system for changing the valve timing VCT. It is simpler than the option on, but only changes the camshaft phase relative to the crankshaft, but does not change the intake phase relative to the exhaust phase.
In addition, on which versions of the engine (depending on the car) a system for changing the geometry of the intake manifold appeared. As a result, power increased to 360-395 hp. The 5.7L V8 Hemi is still in production today, becoming the base V8 after the V8 PowerTech 4.7L left the market.
Since the 2011 model year, a 6.4 liter version of the engine (Apache) has appeared on cars, which is also known for its 392 cu.in inch volume. (due to badge 392 Hemi). It was originally intended to replace the 6.1L version on SRT-8 models (Jeep Grand Cherokee, Dodge Charger, Dodge Challenger), although it is believed to be closer to the 5.7L engine after the 2009 update than the previous 6.1L. The increase in volume (compared to 5.7l) is achieved by increasing both the diameter of the cylinders and the piston stroke. The power of SRT versions of 6.4l is about 470-485 hp.
The 6.4l engine even has VCT and MDS systems (but not on all modifications). In addition, a derated version of the 6.4L engine has been offered for medium and heavy Dodge Rams since the 2014 model year, where the goal is traction in the entire range, and not maximum power, which is "only" 366-410 hp. This is, in its way, a conceptual heir to the motor. Interestingly, the "heavy" 6.4l Hemi could be equipped with not one, but two electric generators (for 220 and 160 A), which is quite a rare occurrence on production cars.
But the most powerful version of the V8 Hemi at the moment are the 6.2l Hellcat engines equipped with a compressor (drive supercharger).
The first version appeared since the 2015 model year on the Dodge Charger SRT Hellcat and Dodge Challenger SRT Hellcat cars of the same name (expected this year on the Jeep Grand Cherokee Trackhawk). This motor is new, originally made for a compressor (although compressors were privately installed on previous versions of the third generation V8 Hemi). The cylinder diameter of this engine is the same as that of the 6.4l version, but the piston stroke is reduced (to the piston stroke of 5.7l), so the volume has decreased to 6.2l.
IHI compressor capacity 2.4 liters (per revolution), overpressure up to 0.8 bar, motor compression ratio reduced to 9.5:1. Required gasoline: premium-91.
The MDS system is expectedly missing. Power is 707-717 hp. at 6000 rpm, this is even more than the Viper V10 8.4l.
This year, an even more severe, limited edition, but road-cleared version of the Dodge Challenger SRT Demon is introduced in the US.
(Dodge Challenger SRT Demon)
The forced version (2.7l compressor and other changes) of the Hellcat engine, as stated, develops up to 840 hp. (when using "racing" fuel-100) or up to 808 hp. (on premium-91 gasoline). The car itself is drag-tuned, in the maximum (but factory) mode, an amazing 9.65 s for a production road car at a distance of 1/4 mile is expected. On conventional premium-91 fuel, the expected result is about 9.9, which is also impressive.
If we talk about all third-generation V8 Hemi engines, then there are practically no cardinal shortcomings. There were very rare instances of valve seat loss on early years examples (similar to PowerTech Vs). Sometimes there is a strange sound of work, which, however, does not affect the characteristics. The MDS system loves clean and thin oil.
The motors are strong (6.1l is especially valued among used ones), so there are many "tuning" parts, compressors are installed. Cases of "laying" motors are more often associated precisely with improper forcing of motors (detonation, lean mixture, overheating, etc.).
In general, V8 Hemi is one of the weighty arguments for buying Chrysler cars. And some Chrysler cars in general, in my opinion, should be taken only with this engine, otherwise the whole point is lost.
Unlike the LA/Magnum and PowerTech, the Hemi series is alive (albeit Chrysler's only V8 variant), and is not going to leave the market now. Apparently, Hellcat motors (6.2l + compressor) will be a replacement for and, whose days are already numbered (a very old basis for modern restrictions).
Although the V8 Hemi is quite voluminous (minimum volume is 5.7 l), the developers have repeatedly stated that the engine turned out to be even more economical and lighter than the smaller V8 PowerTech 4.7 l or the old V8 LA / Magnum series, and even cheaper (!) In production.
But this is a "middle" engine to replace the 5.2l version. Whereas to replace the 5.9L engine (the "top" level), a new generation of V8 Hemi engines was created.
In general, in the history of Hemi, there are three generations of automotive engines. The first generation are motors from the 1950s. Then the Hemi trademark was not used, the motors were called FirePower / FireDome / RedRam depending on the car (Chrysler / Imperial, DeSoto or Dodge). But a number of design features allow them to attach to Hemi.
The second generation of Hemi was represented by a single engine, but which one: Hemi 426 (1964-1971), i.e. displacement 426 cu.in. - as much as 7 liters. Huge, even by the standards of that time, a motor for cars. And it's not just about the displacement, the engine itself was very large and heavy, for which he received the nickname "Elephant Engine". And it was put on cars. Together with their "competitor" Magnum 440 (7.2l - this is not the LA series, but the older and larger RB series) they are best known for the legendary Dodge Charger cars (muscle car 1966-1974) and Dodge Challenger (pony car 1969). -1974), but this is a topic for a separate discussion.
And so the third generation of Hemi appeared in 2003 and is still being produced.
In general, the word Hemi comes from the word "hemispherical" in reference to the (hemispherical) shape of the combustion chamber, but this is not quite technically correct. Modern Hemi do not have a truly hemispherical shape. A characteristic feature of all Hemi engines of different generations is the location of the valves in the combustion chamber.
All Hemi engines are made with an overhead camshaft (OHV) with valve actuation via pushrods and rocker arms. For example, a picture of the Hemi 426 motor (second generation Hemi):
As you can see, the intake and exhaust valves are located at different angles (unlike the same LA / Magnum motors, where they are located in a row). This is a feature of Hemi motors.
So back to the third generation V8 Hemi (2003-present).
This is a brand new motor built from the ground up. V8 with traditional 90° camber. Like the V8 PowerTech, it has a cast iron block, aluminum block heads. But, this motor is considered to be lighter and more compact than the V8 PowerTech. I think this is the effect of PowerTech's simpler OHV valve timing versus SOHC.
The base engine is a 5.7-liter (345 cu.in., code name Eagle) engine - it appeared first, it is still being produced.
(V8 Hemi 5.7)
An atypical feature for modern engines is the use of an OHV gas distribution scheme. There is only one camshaft, it is located in the collapse of the block. It is driven by a chain, but the chain is relatively long, since the camshaft is intentionally raised up to reduce the length of the pushers (lighter parts - less inertia).
As befits Hemi, the valves are driven by pushers through rocker arms. And, of course, only two valves per cylinder.
But this motor retains the Hemi feature mentioned above, so the valves are located opposite each other in the combustion chamber:
(round combustion chamber before 2009 and oval after 2009)
On the sides of the valves there is a pair of candles (for one cylinder) - this scheme was originally (unlike the V8 PowerTech, where two candles appeared only in 2008).
Difficult? Not particularly by modern standards, but the combustion chamber turned out to be efficient (especially compared to the V8 Magnum and even the V8 PowerTech).
Naturally, a working volume of 5.7 liters is a rather large volume even for the 2000s (not to mention the current times). To improve environmental performance and reduce consumption in the engine, the MDS (Multi-Displacement System) system was used. It allows you to "turn off" half of the cylinders. This is done by controlling the flow of oil through the channels to the compensators of the pushers of the corresponding valves.
After switching, the compensators begin to work "idle", without opening the valves through the pushers. And, of course, the fuel supply and ignition are turned off in the corresponding four cylinders (two in one half of the engine, two in the other).
By the way, many people think that turning off the cylinders is done by constantly open valves. No, air compression losses are less than pumping losses, so it's more beneficial to keep the valves fully closed. In addition, the increased load on the remaining four cylinders causes even more throttle opening, which also further reduces pumping losses.
The MDS system was originally conceived at the design stage of the new Hemi series, but still it requires careful control, so it is customary to turn it off with a sufficiently serious preparation of the motors (small savings with uniform movement on the highway no longer bother). In addition, it was not originally on some versions of the motor (due to the specifics of the planned operation).
The first V8 Hemi 5.7 engines appeared on the Dodge Ram (as V8 Magnum 5.9 substitutes), then on the Dodge Durango. In the 2005 model year, they appeared on the Jeep Grand Cherokee WK / WH (third generation) and on LX platform cars (Chrysler 300C, Dodge Charger, Dodge Magnum). Power was approximately 325-345 hp. at 5000-5600 rpm - this is not very much by modern standards, but very good after the larger V8 Magnum 5.9. And the engine is not very picky about gasoline (mid-grade / plus-89 is recommended, but regular-87 is allowed).
In addition to the "civilian" version of 5.7l, from the 2005-2006 model years, the SRT-8 version of the engine appeared with a volume increased to 6.1l (by changing the cylinder diameter). The compression ratio has also increased.
This is a boosted version with stronger components (and without the MDS system initially). The fixed-length intake manifold is geared towards maximum power rather than high low-end torque (but it saves displacement here). Power was approximately 420-425 hp. at 6200 rpm.
This version was used in the Jeep Grand Cherokee SRT-8 (WK) and SRT-8 modifications on the LX platform (Chrysler 300C, Dodge Magnum, Dodge Charger, Dodge Challenger). The motor was produced until the 2010 model year, but there are still many fans of the 6.1l version, who consider it the most suitable for further boosting (including installing a compressor).
In 2009, the basic version (5.7l) received an update designed to improve efficiency and environmental friendliness. There was a system for changing the valve timing VCT. It's simpler than the Viper V10 8.4 option, but only changes camshaft timing relative to crankshaft, not intake timing relative to exhaust.
In addition, on which versions of the engine (depending on the car) a system for changing the geometry of the intake manifold appeared. As a result, power increased to 360-395 hp. The 5.7L V8 Hemi is still in production today, becoming the base V8 after the V8 PowerTech 4.7L left the market.
Since the 2011 model year, a 6.4 liter version of the engine (Apache) has appeared on cars, which is also known for its 392 cu.in inch volume. (due to badge 392 Hemi). It was originally intended to replace the 6.1L version on SRT-8 models (Jeep Grand Cherokee, Dodge Charger, Dodge Challenger), although it is believed to be closer to the 5.7L engine after the 2009 update than the previous 6.1L. The increase in volume (compared to 5.7l) is achieved by increasing both the diameter of the cylinders and the piston stroke. The power of SRT versions of 6.4l is about 470-485 hp.
The 6.4l engine even has VCT and MDS systems (but not on all modifications). In addition, a derated version of the 6.4L engine has been offered for medium and heavy Dodge Rams since the 2014 model year, where the goal is traction in the entire range, and not maximum power, which is "only" 366-410 hp. This is, in its way, the conceptual heir to the Magnum V10 8l motor. Interestingly, the "heavy" 6.4l Hemi could be equipped with not one, but two electric generators (for 220 and 160 A), which is quite a rare occurrence on production cars.
But the most powerful version of the V8 Hemi at the moment are the 6.2l Hellcat engines equipped with a compressor (drive supercharger).
The first version appeared since the 2015 model year on the Dodge Charger SRT Hellcat and Dodge Challenger SRT Hellcat cars of the same name (expected this year on the Jeep Grand Cherokee Trackhawk). This motor is new, originally made for a compressor (although compressors were privately installed on previous versions of the third generation V8 Hemi). The cylinder diameter of this engine is the same as that of the 6.4l version, but the piston stroke is reduced (to the piston stroke of 5.7l), so the volume has decreased to 6.2l.
IHI compressor capacity 2.4 liters (per revolution), overpressure up to 0.8 bar, motor compression ratio reduced to 9.5:1. Required gasoline: premium-91.
The MDS system is expectedly missing. Power is 707-717 hp. at 6000 rpm, this is even more than the Viper V10 8.4l.
This year, an even more severe, limited edition, but road-cleared version of the Dodge Challenger SRT Demon is introduced in the US.
(Dodge Challenger SRT Demon)
The forced version (2.7l compressor and other changes) of the Hellcat engine, as stated, develops up to 840 hp. (when using "racing" fuel-100) or up to 808 hp. (on premium-91 gasoline). The car itself is drag-tuned, in the maximum (but factory) mode, an amazing 9.65 s for a production road car at a distance of 1/4 mile is expected. On conventional premium-91 fuel, the expected result is about 9.9, which is also impressive.
If we talk about all third-generation V8 Hemi engines, then there are practically no cardinal shortcomings. There were very rare instances of valve seat loss on early years examples (similar to PowerTech Vs). Sometimes there is a strange sound of work, which, however, does not affect the characteristics. The MDS system loves clean and thin oil.
The motors are strong (6.1l is especially valued among used ones), so there are many "tuning" parts, compressors are installed. Cases of "laying" motors are more often associated precisely with improper forcing of motors (detonation, lean mixture, overheating, etc.).
In general, V8 Hemi is one of the weighty arguments for buying Chrysler cars. And some Chrysler cars in general, in my opinion, should be taken only with this engine, otherwise the whole point is lost.
Unlike the LA/Magnum and PowerTech, the Hemi series is alive (albeit Chrysler's only V8 variant), and is not going to leave the market now. Apparently, Hellcat motors (6.2l + compressor) will also replace the Viper V10 series, whose days are already numbered (very old basis for modern restrictions).
Although the V8 Hemi is quite voluminous (minimum volume is 5.7 l), the developers have repeatedly stated that the engine turned out to be even more economical and lighter than the smaller V8 PowerTech 4.7 l or the old V8 LA / Magnum series, and even cheaper (!) In production.
Good evening everyone and everyone!
Some time ago, I already wrote my review here about the '98 Grande. Time passed, the car went and I can’t say anything bad about it. Everything is super, except for fuel consumption :-)
But then something happened that I had been waiting for so long. He became the owner of the new Grand with a 5.7 liter engine. There is no special point in talking about the dynamics, probably everyone understands that this is a hurricane. And for those who do not understand, then for comparison: X5, Cayenne and other cars of this class nervously smoke behind. Although in fairness I note that Cayenne goes nose to nose up to 70.
Fuel consumption in a very active mode, measured 29l per hundred, if quiet and without straining, then the city is 20-22, the highway is 15l. In the active driving mode, it eats oil .... probably it should be so.
Reliability: for all the time that I use this car, almost nothing broke. The bulbs in the dashboard burned out, the lock of the rear left door jammed, the battery ran down because the climate relay was covered and the stove worked all night. There were some misunderstandings with the radio, but everything went by itself. Mostly electronic problems. The mechanics are working very well so far.
Comfort: black leather, climate, automatic, sufficient softness, almost no roll compared to the car 98g. Visibility is normal, although at first it was necessary to get used to the A-pillars. There are a lot of places for the driver, and although some note an insufficiently comfortable driving seat (they say you slide off), I think it’s just a lie or you need to eat less. With a height of 180 cm and a weight of 75 kg, I am quite comfortable.
Patency: of course it's not Gelik and UAZ, BUT! Where Gelik rides, Chirok rides, where Gelik gets stuck, Chirok gets stuck there. With all that, we were specifically looking for places that were complex, liquid, free-flowing, focusing on the capabilities of Gelik. We found only one place where the Grand passed. A slippery slope with wet grass... Hand on heart, we can honestly say that the Grand can really do a lot. The main thing is to approach wisely and not try to do it, as in the joke "Look, boys, how I can do it."
Didn't make any modifications. Put only rubber AT. I fill the 98th, but you can safely pour the 95th. Consumption does not increase, only the dynamics falls. Oil Mobil 5W40. In the razdatka and box with bridges, what should be. Everything changes at the service of the officials.
The machine is very satisfied. It is not a shame to go to the city and ride to the lake through the woods. Purely subjective: Zhyp should remain zhyp, and the new one has some kind of slack that can be traced under ordinary suv. I'm not going to sell the old Grand. This car with its charisma is reliable as hell. I use it for field trips.
Chrysler Hemi engines, better known by the Hemi brand name, are a series of eight-cylinder V-twin powertrains using a hemispherical combustion chamber.
The hemispherical (i.e. spherical) combustion chamber allows two valves per cylinder to be placed at an angle, facing each other. This type of arrangement leaves a significant space in the combustion chamber for the use of large valves, which in turn are able to increase the flow area of the valve gap. From the materiel, we know that by increasing the cross section of the valve gap, both purging and filling of the cylinders are improved, giving stable engine operation at high speeds. In theory, these features will undoubtedly have a positive effect on increasing the output power as a whole, but in practice, efficiency losses in the form of an incompletely burned air-fuel mixture directly on the exhaust valves are not ruled out. Plus, because of their lack of quenching, hemispherical combustion chambers are more sensitive to fuel octane.
History of the Hemi engine
Chrysler was developing its first Chemi engine for the Republic P-47 Thunderbolt fighter-bomber. The V16 engine with the unpretentious name XIV-2220 had a power of 2500 hp. (1860 kW), bypassing in all respects the already existing radial Pratt & Whitney. Having successfully completed the tests in 1945, it never went into production. However, Chrysler engineers gained valuable research and development experience.
FirePower OHV V8
Chrysler is applying its military experience with a hemispherical combustion chamber to build the first overhead valve powertrain. The engine was released in 1950 under the name "FirePower" (translated from English. "Fire power"), had a useful volume of 5.4 liters on 8 cylinders with a V-shaped arrangement and was rated at 180 hp. (134 kW).
426 hemi
1964 saw the introduction of the most recognizable engines in automotive history, the 7.0 liter Hemi (426 cu. in.). At that time, being the largest and most productive powertrains for passenger cars in general and NASCAR racing in particular. The 426th HEMI on the dynamometer showed a result of 433.5 horsepower and 640 Nm of torque, but only 425 forces flaunted in the passport data. Understating the actual technical characteristics was a well-known practice of American automakers, sometimes "mistakes" reached up to 100-150 hp. in favor of the owner. This allowed car enthusiasts to significantly save on the insurance policy, and race drivers to have a small "head start" over their rivals. In the end, only 11,000 of these engines were produced for sale, everything was due to increased requirements for the design and dimensions of the engine compartment, and also because of the relatively high cost, no one considered fuel consumption then.
The 426th Hemi was optionally installed on the Dodge Coronet (1966-1970), Dodge Charger (1966-1971), Dodge Dart (1968), Plymouth Barracuda (1968-1971), etc.
5.7 HEMI
The 5.7L Hemi was released for the 2003 model year for the Dodge Ram 1500, 2500, and 3500 pickups, replacing the 5.9L Magnum engine. A year later, Chrysler made this block available for all models of the 2004 Dodge Ram, Dodge Durango, 2005 Chrysler 300C, Dodge Magnum R/T, 2005 Jeep Grand Cherokee, 2006 Dodge Charger R/T and 2009 Dodge Challenger R/T.
With the base setting of 5.7 L, the Hemi produced 345 hp. (257 kW) with a maximum torque of 540 Nm. Thanks to all sorts of variations, the performance of this block could fluctuate insignificantly (+/- 20 hp) in one direction or another.
6.1 HEMI
Chrysler is soon revising its previous powertrain, increasing the volume of the combustion chamber and focusing on cooling. The cast aluminum intake manifold is now factory tuned for high RPM performance. A forged crankshaft, lightweight pistons, and reinforced connecting rods added durability to the new engine. 6.1 HEMI use area limited to Chrysler 300C SRT-8 (2005-2010), Dodge Charger SRT-8 (2006-2010), Jeep Grand Cherokee SRT-8 (2006-2010) and Dodge Challenger SRT-8 (2008-2010) .
6.4 HEMI
Chrysler's 2005 release of the 6.4 liter Hemi sets a new record for high performance V-8 units. Power 6.4 HEMI is rated at 532 horsepower (391 kW) at 691 Nm of torque. Its base is an iron cylinder block with aluminum alloy pistons. This engine has been available for mass production since 2007 under the name "392 Hemi". Similarly to its “brothers”, the 392nd Hemi undergoes certain factory upgrades and settings for various models, modifications, as well as all kinds of “special versions” of cars. Currently, Chrysler LLC uses this engine for its most productive cars - SRT8 Dodge Challenger, SRT8 Dodge Charger, Chrysler 300C and. And what will be the next power unit, I hope we will see soon!
Drawbacks:
- poor environmental performance
— sensitivity to fuel octane number
Advantages:
Responsiveness throughout the rev range
+ reliability and durability
Sources:
- Chrysler 300C SRT8 FEATURE AVAILABILITY. CHRYSLER GROUP LLC, 2007. Dodge Challenger SRT8® 392 Specifications. CHRYSLER GROUP LLC, 2011.
The second generation of Chrysler's hemispherical combustion engines were created purely for racing and received the working name Race Hemi. Motors of enormous power and considerable volume (7 liters) began to dictate their conditions in the North American races. At one time, they were even removed from the Daytona 500 competition. The organizers obliged Chrysler to release an urban version of the engine with characteristics suitable for civilian use. Thus, the version of Street Hemi was born. Both engines had a lot in common, starting with the basic architecture (which is the basis for most modern drag racing cars) and ending with the main details (rods, forged pistons, etc.). The difference was in the intake and exhaust manifold.
The city version was equipped with an aluminum intake manifold and a four-chamber exhaust pipe, the racing version was equipped with an intake manifold with a supercharger piston pump and four chambers on the exhaust pipe. In addition, the civilian version had two four-barrel carburetors, cast-iron cylinder heads, a reduced stroke camshaft and reduced compression ratio, while the racing version had a single carburetor, high compression ratio and aluminum cylinder heads. For the road version, softer valve springs were provided and valve travel was reduced, which increased engine life. All other details were identical, including the design of the chamber vault with two candles. According to the documents, the city version of the Hemi was derated to 425 hp, in fact, the real power was 500. The last engine of this series was released in 1971 and was installed on the Dodge Charger R\T.
30 years later, Chrysler re-introduced a hemispherical engine in its cars, it was the Hemi with a volume of 5.7 liters and 345 hp. It was installed on Dodge RAM, Dodge Magnum Jeep Grand Cherokee, Chrysler 300C and others. An innovative cylinder deactivation system was introduced to save fuel and conquer the European continent.
Chevy Small Block
The Chevrolet small block is one of GM's most successful engines, and one of the top 10 ICEs built in the 20th century. In fact, this is a smaller modified version of the famous Cadillac OHV, which could no longer adequately compete on the race track and among city cars. The first Chevy Small Block with a volume of 4.3 liters appeared in 1955 and was installed on the Chevrolet Corvette. The name "Small Block" and the nickname "Mouse Motor" (mouse motor), he deserved due to its compact size. However, this did not prevent him from showing outstanding results on the race track, leaving competitors behind. With this engine, the unification of power plants within the General Motors concern began. If earlier each division was engaged in the development of its own motors and completed its models only with them, then with the advent of the "Small Block", the company changed its policy and all engines created within the concern are its integral property, which means they can be installed on any brand of the concern, depending on the instructions manager.
Subsequently, they decided to make Small Block the main engine of the company and over 90 million units have been produced throughout its history. By the way, it is still produced, but since 2003 it has not been delivered to the main conveyor. At the time of its release, the Small Block had a lighter build than its predecessor and cheap valve trains that, against all odds, proved to be worthy, making the Corvette America's premier sports car. The peculiarity of the engine is its versatility, since most parts are interchangeable, regardless of the year of manufacture. In addition, a simple and cheap engine design allows you to swing the weakest in the Small Block line from 180 to 1000 hp. This is why it is popular among enthusiasts and hot roders.
Chevy Big Block
Since the beginning of the 60s, the American market has suffered a trend in the growth of cars in volume and carrying capacity, which has provoked many companies to develop more powerful engines. In this regard, GM began to develop a new engine, which later became known as the Chevy Big Block. Although in America large-volume V8s have always been called "Big Blocks", this one surprised many (still surprises). At that time, three modifications were delivered to the line with volumes of 6.5; 7; and 7.4 liters. Huge engines became an icon of American drag racing and the main engine for most pickups of those years. All "Big Blocks" Chevrolets are divided into two series "W" and Mark IV, the latter, in turn, a modified version of the first. They differed in the location of the valves and the geometry of the combustion chamber.
The valve angle has been changed relative to the center line of the cylinder, which gave an impressive increase in power due to the better filling of the combustion chamber. Following the valves, they changed the angle of the spark plugs. Everything else was almost the same, even the main bearings, which allowed the installation of crankshafts from short-stroke motors. The Mark IV featured a high-performance lubrication system with channels inside the engine walls rather than the outer tubes of the others, plus new babbitt-coated liners. The Big Block in the Mark IV version was the most reliable V8 of those years, thanks to the four-point fastening of massive connecting rod caps, a forged steel crankshaft and an impressive crankcase. Currently, the Chevy Big Block is not delivered to the conveyor, however, the Chevrolet Performance division produces Big Blocks with a volume of 9.4 liters and a power of 720 hp.
And for a snack Shelby Cobra Jet. The Cobra engine is nothing more than an improved version of the famous Ford FE. Ford FE was produced in volumes of 5.4; 5.7; 6.4; 6.6 and 7 liters, each of which was finalized in the Shelby American studio. The entire refinishing process was built around increased valve seat area for quick filling of the combustion chamber and advanced Ram Air intake system, plus the addition of custom parts designed by Carroll Shelby. As a result, a 7-liter Ford FE, instead of the standard 375 hp. issued 610 (according to the passport 550). These characteristics helped Ford to win a series of major victories on the American racetracks, as well as to overtake Ferrari with their famous V12 at the 24 Hours of Le Mans.
