inside the Eagle (09+ 5.7)

[Fargo59]

***EDIT: this thread has been added to the knowledge base, you can find it here: http://www.lxforums.com/board/showth...48#post1873048
we now resume our regularly scheduled programming.****

with work being slow for the last couple days, i decided to sign myself up for some "continuing education" with chrysler's training. Cam in block Phase 2. Covers the 3.3/3.8, 5.7/6.1, and 8.4 engines. needless to say, majority of the time was invested in the updates for the new hemi's, codenamed Eagle.

firstly, a lot has changed, we all knew about the variable cam timing, and i quoted the master tech earlier on that topic.

all next generation 5.7L engines receive Variable camshaft timing, or VCT. if you are familiar with the system on the Viper 8.4L engine, the one on the 5.7L engine will look familiar. The PCM controls VCT based on a number of inputs. Included in these is an oil temperature sensor to help the PCM determine when to actuate the solenoid on the oil control valve. That is attached to the block behind the timing cover. The PCM operated the valve by means of pulse width modulated signals which can range from zero to 100%. when the pcm is changing cam phasing, pressurized oil flows from a passage in the block into the oil control valve. from there it is directed into one of the two passages in the camshaft number one bearing journal. the oil then flows to one side of the vanes in the camshaft phaser. oil on the other side of the vanes is exhausted via the other camshaft passage. at zero percent duty cycle, the valve directs oil to the advance dise of the vanes, which results in a fully advanced cam phaser. at 100% duty cycle, oil is directed to the retard side. this results in a timing of about 36 degrees BTDC. at 50% oil is directed to both sides, and maintains the current cam phaser position.

Its a very interesting design but apparently only designed to negate the use of the EGR valve. there is performance potential though.


The block has been revised to house the Oil control valve, a duty cycled solenoid placed in the block, facing the back side of the cam sprocket. three new oil passages were added to facilitate the cam phasing, and a much larger #1 cam journal is used as it also is used as an oil passage to the hydraulic cam phaser. the oil pump is new, a higher output than previous models, and is NOT compatible with the previous versions. chrysler said so, and i even tried on an 03 hemi. it will not work. the timing chain is different as well, colored links appear to be gone, replaced with lazer etched rectangles on the links. of course, number of links appears to have changed as well due to sprocket size differences too.

the timing chain tensioner is now a spring loaded piston, not the leaf spring powered tensioner as used before, the tensioner is no longer part of the thrust plate either.

for the most part, the crankshaft appears to be the same as previous versions, connecting rods look similar as well though some early models (like the one i "tested" on) had full floating wrist pins. sources said it was planned, but scrapped early, apparently early production versions made it, but are expeced to all be in the durango hybrid engines.

Pistons: for the most part, nothing ground breaking. shorter piston skirts, less dome, and now 1mm compression rings.

now for the useful stuff.
Cylinder heads. big changes here, new closed chamber heads have smaller chambers (duh) than previous engines , 66.3cc in fact vs 84.9cc. even smaller than the 6.1's with 73.0cc. bolting these on to a previous hemi without modification would result in nearly a 12:1 compression ratio. valves are slightly larger. intake is 2.05" vs 2.00". exhaust is the same. both valves have a longer stem though. new bee hive valve springs, identical on both intake and exhaust are now in use, and seem to mimic what we have been doing in using the 6.1 exhaust springs across all valves. pushrods have changed as well, they are now approximately 4mm longer, putting them very close in length to the 6.1's pushrods.

ports appear to have a 6.1 sized window on the intake side, as well as a 6.1 style D shape on the exhaust. a quick comparisson with a 6.1 exhaust manifold looks like it was nearly a perfect match.

tappets: i wouldnt normally cover this, but i actually made notes in class because of this. they have been revised for higher lift with proper MDS actuation. the stock cam lift now is approximately equal to that of the spartan/sparrow cams currently available. both of which are supposed to be the border line of MDS capacity. the new lifters do this constantly in factory form. further more, they are backwards compatible. they will drop right in to an older 5.7 (or any previous hemi built with MDS)

intake manifold: this is a gray area, as there are approximately 4 or 5 different manifolds available for use on the eagle. the trucks use an active intake version where as the cars do not. the active intake allows the ram to have 390 horsepower and 404 ft*lbs of torque by giving it short and long runners in the intake. a very cool design, but nothing groundbreaking, v6's have it as well.

these are the active intake, from the ram, durango (non hybrid) and aspen (non hybrid).

Exhaust manifolds. again, different depending on models, but seem to have a slight advantage over previous engines. looks like they spread a bit more, as well as clearer ports and possibly larger midpipes than the older hemi's.


well, enough food for thought now, when i get the cd to work in my desktop, i'll try and copy some images and charts.

[imahemi]

very cool Chris!!!!

[LXF_09232010]

Nice stuff. Does the new truck intake fit under an lx model?

[Fargo59]

doesnt look like it. aside from having a vertical throttle body, the intake appears to be too tall. rough estimate would make it about an inch or two taller.

[HEMI~C~]

Nice write up..... you don't know how many hours of in the garage R&D you have saved folks. The lifters sound like a great upgrade for the 5.7 guys or 6.1 guys who want to go MDS.

Other than combustion chambers, are there any other impediments to bolting the heads on?

Chris

[Fargo59]

nothing physical that i can see. from my conversations with some vendors here, theyre already in the works with it. might actually be a nice "upgrade" for 6.1 owners wanting more compression. im not sure if the dome in the combustion chamber of the 03-08 5.7 would contact the head. remember i was being paid to tear these down, not mix and match. they put up with my messing around to an extent but wouldnt let me walk out with an engine or two.

[Blown7]

Thanks for taking the time to make a thread to educate us. I for one appreciate it as some of this info cannot be gleaned from the service manuals.

[rander]

Very cool write up for sure Chris. Educational for sure.

[BIGDAVE]

The intake has peaked thoughts in my head.Is it elec controled or vacuum?
BIGDAVE

[Fargo59]

the intake is electronic, very similar in design to the 3.5's intake but only uses a short runner only.

[Token]

Somebody give Chris some beans for me... I need to spread some around before I can again.

[bigjim]

Thank you Chris, keep it coming!

Will do Dave!

[TorRed #1179]

Thanks for the info Chris. Wonder how long it will be before the truck style intake is made for the LX/LY platform?

[Fargo59]

68048074AB in case anyone is wondering. the throttle body does point up though. making a hood that fits could be a problem.

[mhigham]

I think the heads and the tappets would be the easiest and most worthwhile upgrades. Nearly 12:1 with E-85 and call it a day. They can keep the pistons though.....

Mike