Chrysler 5.7L 345 HEMI Engine Specifications, Issues, and Reliability.

5.7 HEMI Info

Chrysler released the third generation of Hemi engines in 2003. The first engine introduced was a 345 cubic inch / 5.7-liter V8 gasoline Hemi for the 2003 Dodge Ram pickup trucks. The 5.7L Hemi (codenamed Eagle) replaced the 5.9-liter V8 LA/Magnum engine. Over the following several years, this 345 Hemi engine became available in a variety of Chrysler vehicles, including the Dodge Durango, Chrysler 300C, Dodge Magnum R/T, Jeep Grand Cherokee, Dodge Charger, and others. Let’s take a closer look at the 5.7 Hemi engine architecture, including typical issues, dependability, and lifetime.

Chrysler’s 5.7L 345 HEMI Overview

The 5.7L engine was entirely new, developed from the ground up. The 345 Hemi engine, like the 4.7L PowerTech V8, has a cast-iron cylinder block with a deep skirt and a 90-degree angle between cylinder banks. The crankshaft, composed of cast nodular iron, is held by four bolts per main bearing. It has powdered metal connecting rods and lightweight aluminum, skirt-coated pistons. Up to 2008, pistons used broader rings (1.50/1.50/3.0 mm). Following the 2009 redesign, pistons were supplied with thin piston rings (1.20/1.20/2.0 mm ring pack). The chain-driven camshaft is placed between the cylinder banks. The timing chain is unusually lengthy because the camshaft is purposefully increased to shorten the length of the pushers.

The 5.7 Hemi engine has aluminum cross-flow cylinder heads with two valves and two spark plugs per cylinder. The HEMI-shaped chambers now feature a flatter form with squish shelves on both sides, which improves efficiency and lowers emissions. The camshaft activates intake and exhaust valves via pushrods connected to rocker arms. The engine also has beehive valve springs and roller-style hydraulic lifters. To minimize fuel consumption and pollutants, the 5.7 Hemi was equipped with a cylinder deactivation technology known as MDS. This system shuts off the fuel in four cylinders (two in each bank) and maintains the intake and exhaust valves closed by managing the flow of oil via the lifters of the respective valves. The diameter of the intake valves is 2.00 inches (50.8 mm), while the exhaust valves are 1.55 inches (39.4 mm). The intake manifold is manufactured from plastic. There is also an electronic throttle body (driving by wire).

2009+, 5.7 Eagle Version

Chrysler introduced a redesigned 5.7L Hemi (5.7 Eagle) in 2009. Significant improvements have been made to the efficiency and stability of this large engine. The major change was the adoption of variable valve timing (VVT), which necessitated three more oil passageways and an expanded front cam bearing in the block. The revised engine block has a new, more robust crankshaft, which is still composed of cast iron (53021300BB casting). There is a dual-mass crankshaft damper, stronger connecting rods, and revised pistons to accommodate the thinner ring pack. Starting April 2009, certain versions include an electronically controlled, variable length intake runner (active intake).

The cylinder heads have received major alterations. The new, bigger, nearly square intake apertures move 14% more air than the old rectangular ones. The D-shaped exhaust vents have a high ceiling. The intake valves are 2 millimetres bigger. The original heads had circular 85cc chambers with squish shelves, whilst the later ones had 65cc oval chambers. The compression ratio was raised to 10.5:1.

After the 4.7-liter V8 PowerTech was phased out in 2013, the 5.7L Hemi became the standard V8 engine choice.

Chrysler 5.7L Hemi Issues & Reliability

Let’s discuss how wonderful the Chrysler 5.7 Hemi engine is. In general, the third-generation Hemi V8s have no major design defects, and the 5.7 Hemi is a good, dependable, and sturdy engine. If not, Chrysler would not have utilized it on some of its iconic vehicles and trucks for over two decades. However, in the actual world, nothing is flawless, and there is no ideal engine that does not fail. The following are the most prevalent 5.7 Hemi difficulties and troubles.

Three Most Common 5.7 HEMI Problems

Here’s a summary of the most typical issues with Chrysler/Dodge 5.7 engines:

• Ticking noise
• Short spark plug lifespan
• Frequently damaged exhaust manifold bolts.

The Tick Problem

There was a well-known issue with valve springs dropping/cracking in early Hemi engines. In 2007, Chrysler addressed this issue by installing new springs. As of today, several owners have reported hearing a weird ticking sound from the valvetrain of their contemporary 5.7L Hemi engine. This “the tick” is typical on 2009+ Hemi V8s equipped with the MDS system. However, quiet ticking is natural and appropriate, and has no effect on anything. If the sound grows more clear and includes metallic tones, it’s time to be concerned. This might suggest malfunctioning lifters and seized lifter rollers. In addition to ticking, this problem may be accompanied by a misfire and the check engine light. If you leave this alone for too long, you will undoubtedly end up with a broken camshaft and a lot of metal shavings in the oil.

It is also worth mentioning that the cylinder deactivation system (MDS) is very sensitive to oil conditions. To prevent difficulties, always adhere to the oil change schedule and use the appropriate oil.

5.7 HEMI Misfire/Spark Plug Longevity

OEM spark plugs don’t last very long. They should be replaced every 30,000 to 40,000 miles in Chrysler’s 5.7 Hemi. It may also be a nightmare dealing with an ignition-related misfire since the Hemi V8s have two spark plugs per cylinder. Furthermore, it will quadruple the maintenance effort, and a pack of 16 contemporary spark plugs is not inexpensive.

Exhaust manifold bolts are not strong enough.

The most frequent issue with the 5.7L HEMI is a broken exhaust manifold bolt. Some owners claim having encountered this problem many times. Usually, the back passenger manifold bolt is the first to fail. Some assume that this is due to the fact that this is the hottest portion of the engine. The exhaust manifold warps and bends, as do the brake bolts.

Chrysler 5.7L 345 HEMI Reliability Summary:

So, is the 5.7 Hemi engine still reliable? It isn’t the greatest, but it outperforms the worst engines. Problems will arise at some time in the engine’s life, particularly if it has a high mileage (150-200k). Overall, the 5.7L Hemi is a reliable, fun-to-drive engine. A well-maintained 5.7 Hemi engine may last between 250,000 and 300,000 kilometers. Unfortunately, even well-maintained HEMI engines may cause serious issues for certain individuals.