The Chrysler Hemi engine series may be the most well-known in the entire globe. This is because the Hemi was used in many of the most recognizable vehicles from the 1960s and 1970s, including the Dodge Challenger and Charger, Plymouth Superbird and Jensen Interceptor, Hemi’ Cuda, and many more.
We’re going to discover how wonderful of a motor the 5.7L model is in this post, even though it has undoubtedly left its imprint on the auto industry.
The 5.7L Hemi has its problems and dangers, just like each machinery portion. However, in contrast to other engines, the 5.7L Hemi has comparatively few recorded issues.
We’ll demonstrate the 5.7L Hemi engine’s dependability in this post and some of the usual issues it encounters.
What’s A 5.7L Hemi?
Before getting into the details, let’s briefly discuss why the 5.7L Hemi is so special.
Hemi is an abbreviation meaning “hemispherical.” The top of the combustion compartment in a Hemi engine is rounded or hemispherical.
The tops of the combustion compartments in numerous other motors are flat. Why is this important?
A hemispherical motor is more effective than a flathead motor, without going too technical, because of the geometry of its layout. It wastes less energy by burning the fuel fully and increasing the pressure in the combustion compartment. In other words, the entire combustion process is more effective.
Chrysler has always produced engines with hemispherical designs, but the 5.7L Hemi is the most recent and sophisticated incarnation of this time-honored idea.
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The 5.7L Hemi Engine’s history and development
I believe it’s a reasonable idea to briefly discuss the authentic Hemi motors & how their design changed throughout the year before we get into the more significant concerns regarding the 5.7L Hemi’s dependability.
Hemi, which stands for hemispherical cylinder head, is an acronym denoting a head with an extremely efficient combustion compartment, less heat loss, & a high surface-volume ratio.
This design’s drawback is that it only supports two heavier, larger valves, eliminating the possibility of multi-valve arrangements.
The 1st Generation – FirePower
The original Hemi engines were created by Chrysler for the Republic P47 Thunderbolt World War II aircraft, while the first FirePower-branded Hemi was produced in 1950. The 180 horsepower produced by the 5.4L engine was outstanding at the time.
It had various designs depending on whatever sub-brand produced the engine. Imperial kept the FirePower name and design, while Dodge produced the Red Ram engine, and DeSoto reworked the Hemi to build FireDome.
At the time, Plymouth was the only manufacturer without a Hemi. Until 1958, the time it was temporarily suspended, the FirePower generation was in use.
The 2nd Generation – 426
In 1964, a second-generation hemispherical cylinder head motor was introduced. It became among the most recognizable engines ever created and was now officially known as the Hemi.
The number 426, which stands for the engine’s cubic inch displacement of 426, or 7.0 liters, is employed to differentiate it from the FirePower motor.
The 426 has a devoted fan base thanks to its involvement in NASCAR, strong power output at 350 net hp from the factory, mod-friendly layout, and the quality of the vehicles it was in. To show you the significance of this engine, I’ll merely list a few of the vehicles:
- Dodge Challenger
- Plymouth GTX
- Plymouth Superbird
- Dodge Super Bee
- Plymouth Barracuda
- Dodge Coronet
- Jensen Interceptor
- Jensen FF
- Dodge Charger
The 3rd Generation and The 5.7L Hemi
After being phased out for over three decades, Hemi engines came back in 2003. Although the revised cylinder design was no longer a true hemisphere, it was close enough to qualify as a Hemi.
Additional improvements include a dual-spark plug design that enhances combustion and lowers emissions and a coil-on-plug ignition system that eliminates the need for a distributor.
It’s interesting to note that the recent Hemi produces one hp per cub. An inch of power. The link is ideal because 5.7L equates to 345 cubic inches and the original Ram truck with the 5.7L Hemi produced 345hp.
It seems that since then, advances have improved the power above the 1:1 ratio.
In 2009, the 5.7L Hemi underwent revisions to add varying camshaft timing, which Chrysler refers to as varying valve timing.
In addition, a new revision to the cylinder heads was made to improve flow, and model-specific changes were made to the inlet manifold.
The following automobiles use the 5.7L Hemi engine:
- 2009 HEV & non-HEV Chrysler Aspen & Dodge Durango
- The 2022 Jeep Wagoneer
- Jeep Commander
- Jeep Grand Cherokee
- Ram 2500/3500
- Ram 1500 from 2009
- Dodge Challenger R/T
- Dodge Charger R/T
- Chrysler 300C/300S
- Dodge Durango from 2011
5.7L Hemi Engine Reliability?
Of course, now that we’ve covered a number of problems with the Dodge 5.7L Hemi, you’re probably wondering how dependable this motor is. The answer is that it’s quite trustworthy.
Even after weighing the positives and negatives of this motor, you will find that it’s a very trustworthy engine.
The 5.7L HEMI V8’s remarkable operational durability is one of its benefits. In addition, this division has been put through the same rigorous quality & reliability testing that the Chrysler Group used to establish the 3.7 V6 and 4.7 V8 as industry standards during the design & manufacture phase.
Dodge Ram & Jeep Cherokee trucks are powered by 3.7 V-6 engines, whereas 4.7 V-8 engines power Dodge Durango pickups, Dodge Dakota, and Ram Jeep Grand Cherokee.
The 5.7L HEMI engine’s manufacturing warranty lasts seven years or 112000 miles (in the United States). The 11 million miles of consumer testing (CEM) that went into creating this warranty, which includes the 200,000-mile average motorist endurance test, makes it the most thorough engine testing program in Chrysler Group history.
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What Are The 5.7L Hemi Engine’s Common Issues?
Although the Chrysler Hemi motors have a lifespan of hundreds of thousands of miles, the lineup has been plagued by issues that have led to costly and fatal failures.
1. Multi-Displacement System (MDS)
The Multi-Displacement System is a part of contemporary Hemi engines. When traveling at a steady, consistent pace, the MDS turns off four of the engine’s cylinders. This system’s goal is to increase fuel efficiency, and in most cases, it succeeds.
There are grievances about the system as a whole rather than significant issues with the MDS. Some Hemi owners claim that the MDS on their engine effortlessly deactivates and reactivates. However, the MDS doesn’t work properly for some people at all.
Some owners claim that when the engine shuts down and reactivates the cylinders, there is a loud droning sound. When the vehicle has an aftermarket exhaust system, this droning sound is even more noticeable
2. Gas Mileage
The Hemi V8 has a lot of positive qualities; however, it is debatable whether the design was current when it was first introduced. One of the 5.7l Hemi’s major flaws is its poor gas mileage, even according to official statistics.
With the 5.7l Hemi, a brand-new Ram 1500 can go 15 miles per gallon in the town and 22 miles per gallon on the interstate. The actual numbers are lower, particularly when under strain or while being pushed harder
3. Exhaust Manifold Bolts
The exhaust manifold nuts ultimately snapping on the portions of the manifold that link to the back two cylinders is another problem that practically every 5.7l Hemi owner will experience at some point. One theory for this frequent issue is that the back two cylinders burn hotter than the others because they are farther back in the engine room and hence more difficult to cool.
Some folks believe that the Hemi tick we previously discussed could occur as a result of these bolts failing. But, again, nothing in this situation is conclusive.
Although replacing the manifold bolts won’t cost as much as fixing the lifter and camshaft, it’s still a problem that you’ll probably have to pay for on your own. Around $500 is the typical price for new gaskets, replacement bolts, and labor.
4. Hemi “Tick”
5.7l An “Hemi tick” issue is common with Hemi engines.
Some people think this tick isn’t a concern. This group of individuals asserts that it is merely a feature of the motor’s pushrod design.
Since a pushrod motor has more moving parts, so a little additional sound isn’t unusual. According to this perspective, the ticking shouldn’t in and of itself be a problem as long as the motor isn’t running at top speed constantly.
Others, however, contend that the tick is a real issue that can be linked to a variety of causes, such as malfunctioning valves, lifters, or fuel.
However, a conclusive explanation for what makes the Hemi tick is difficult, if not impossible, to come up with. Simply put, there doesn’t appear to be agreement on this ticking noise.
The Hemi tick has also been linked to broken exhaust manifold fasteners, which brings us to the following typical problem with the 5.7L Hemi.
5. Lifter and Camshaft Failure
Chrysler updated the 5.7L Hemi in 2009 and gave it the name Eagle to set it apart from its predecessor. Unfortunately, despite all the improvements the patch made, such as eliminating the valve seat drop, it also included the Hemi tick, a catastrophic engine flow.
A recognizable and common problem with Hemi engines is the tick. When the engine is at the proper working temperature for the lifter, you will begin to hear an irregular ticking sound.
I’ll attempt once more to describe the issue as clearly as possible. Overhead cams are not used in Hemi engines; instead, a pushrod-style valve control system is used. The hydraulic or spring tension pulls the lifters down while the cams push them upward.
You’ll notice misfires caused by lifter collapse or hear the distinctive Hemi tick when lifters start to fail. It’s normal to experience performance concerns, including stalling, shaking, and rough starts.
If discovered too late, the whole cost of the damage from the lifters might reach $5,000. On engines with about 100,000 miles on them, the problem has occurred.
6. Valve Seat Drop
The valve seat drop is the most critical issue with Hemi engines manufactured from 2003 to 2008. Uncertainty surrounds the cause; some blame high RPMs, while others point the finger at engine overheating. However, a temperature increase after a hot engine has been shut off is what’s most likely to be the reason.
Whatever the source, Chrysler is to blame for the problem since it has affected engines with as few as 60,000 miles on them. Since there are no symptoms, the problem could arise at any time, irrespective of mileage or maintenance.
But what occurs if the valve seat collapses? To put it simply, the engine block’s valve section descends into the block and makes contact with the pistons. The ensuing collisions are so severe that the piston, the valve seat, the valves, and the piston rings will all be destroyed.
Once the shrapnel from one shattered cylinder goes through the intake towards another, spreading the damage across the V8, the issue only worsens. The cylinder walls will also sustain damage as the deformed pistons rub against the sides.
The damage is probably so severe that finding a replacement engine is the only financially sound option.
How Durable Is A 5.7L Hemi Engine?
Numerous testimonials of the 5.7L Hemi surviving far over 200000 miles—a few even over 300000—can be found on car forums. It’s also important to note that these reports pertain to earlier Hemi motors.
Chrysler has continuously upgraded this engine; thus, contemporary Hemis should survive at least as long as it did before.
The 5.7L Hemi can go a long way if you replace your oil frequently and conduct other standard maintenance. You can anticipate a 5.7l Hemi to endure a very long time with proper maintenance.
Generally speaking, you’ll probably get nickeled and dimed by other pieces of the car long prior to the Hemi failure.
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Frequently Asked Questions
The finest V8 engine—5.7L Hemi—is it the best?
A Chrysler Hemi V8 is a wise investment, and the 5.7-liters model is among the best. Even without upgrades, it has approximately 400 horsepower, which is sufficient. It is just a rare beast of a V8, equally at home in a premium car in a large metropolis and a truck used on a construction site.
When did the 5.7L Hemi experience cam problems?
There is a significant probability that the 2011 Ram pickup you are considering will have a cam/lifter issue if it has a 5.7L Hemi motor. This motor is reported to start making a ticking sound behind the dashboard after 100,000 miles.
The 5.7l HEMI burns oil, right?
There’re a few possible causes for the oil burning in your 5.7l Hemi engine. Owners frequently have problems with valves, heads, & overflow, which mechanics may address. To stay ahead of problems before your vehicle starts smoking, have technicians inspect these areas every time you get an oil change.
What drawbacks do HEMI engines have?
The HEMI engine’s major drawback is that each cylinder can only have two valves. Since the chamber’s top is rounded, there isn’t much room for more valves than a handful to fit.
Furthermore, compared to a four-cylinder engine, these valves will not be able to deliver as much airflow.
The 5.7l Hemi ticks for what reason?
Broken or loosened exhaust manifold bolts are one potential source of the Dodge Ram Hemi tick (this is the most typical answer), faulty spark plugs (this is the 2nd most typical answer), and Camshafts with a roller rocker.
Why were Hemi motors no longer produced?
Hemi V8 motors and Dodge performance vehicles are a potent mix, but according to the CEO of Dodge, the Hemi will soon be replaced by electrified variants. The majority of automakers are currently moving toward electrification, according to Autoblog, because of the pressure surrounding emissions regulation.
Is a Hemi engine superior to a standard motor?
A HEMI motor typically (but not all the time) has hemispherical combustion chambers and cylinders with domed heads rather than conventional flat heads. This arrangement can provide more motor power than a traditional engine thanks to a higher compression ratio that enhances the combustion process.
What motor will take the place of the 5.7l Hemi?
The GME T6, also known as the Global Medium Engine Turbocharged 6, will take the place of the Hemi V8. All cars built on Stellantis Global’s medium platform, such as the Dodge Charger & Challenger, will use it.
The HEMI 5.7Litres engine is a powerful piece of machinery. The pushrod method has been used for about a century and is extensively tested. Additionally, the 5.7L HEMI, in particular, has been in operation for about 20 years. If Dodge, Chrysler, & Jeep have been using this motor for so long, something must be right.
However, it is prone to several typical design problems like any other engine. The most meaningful one is engine tick, which on a 345 HEMI might mean a lifter roller or lifter failure. If that happens, it’s a major problem that costs money. Unfortunately, on the internet, it’s probably been somewhat exaggerated.
Otherwise, keep an eye out for regular HEMI engine exhaust manifold bolt issues. Although it’s usually not a big deal, for some people, it happens two-three times, or more, which can be annoying.
The potential impact of MDS on longevity is still mostly unproven. Furthermore, 16 spark plugs leave a lot of room for misfire issues brought on by worn-out, outdated plugs. Keep up with maintenance, and don’t neglect the fundamentals.