Ward’s 10 Best Engines 2006

[RoSonic]

Revista Ward's Auto a desemnat cele mai bune 10 motoare ale anului.
Acestea sunt:

Audi AG: 2L FSI turbocharged DOHC I-4 (Audi A3)

Audi AG: 4.2L DOHC V-8 (Audi S4)

BMW AG: 3L DOHC I-6 (330i)

DaimlerChrysler AG:5.7L Hemi Magnum OHV V-8 (Dodge Charger R/T)

Ford Motor Co.: 4.6L SOHC V-8 (Mustang GT)

General Motors Corp.: 2L supercharged DOHC I-4 (Chevrolet Cobalt SS)

General Motors Corp.: 2.8L turbocharged DOHC V-6 (Saab 9-3 Aero)

Mazda Motor Corp.: 2.3L DISI turbocharged DOHC I-4 (Mazdaspeed 6)

Nissan Motor Co. Ltd.: 3.5L DOHC V-6 (Infiniti G35 6MT)

Toyota Motor Corp.: 3.5L DOHC V-6 (Lexus IS 350)

(sunt date in ordine alfabetica)

[orlando]

motorul de pe chrysler 300 C nu a luat si el nik...
mi se pare un motor destul de bun mai ales ca are acea performantza de a merge in 4 cilindri si in 8 ca sa nu consume in orash asa de mult...kiar ma mir dar var un hemi

[SpeedeR]

2.0 tfsi rules

orlando..probabil tie ti se pare geva gen OAU chestia k motorul sa mearga in 4 din 8 k sa nu consume, dar iti zik eu k nu e

si t mai intreb cva.... hemi?! ce e asta?!

[the_mav]

hemicuda... asta e... si e desteapta chestia :P

rosonic, pune si criteriile jurizarii care au dus la aceste rezultate.

[Race]

motorul de pe chrysler 300 C nu a luat si el nik

DaimlerChrysler AG:5.7L Hemi Magnum OHV V-8 (Dodge Charger R/T)
Chrysler 300C,Dodge Charger si Dodge Magnum impart aceeasi platforma tehnica si aceleasi motoare.Deci,motorul din top exista pe 300C.

si t mai intreb cva.... hemi?! ce e asta?!

hemicuda... asta e... si e desteapta chestia

Cat imi plac fazele astea gen \"hai sa ma dau expert desi habar n-am\"...
Motorul Hemi de acum 40 ani de 426 cid (7 litri),montat pe multe modele MOPAR printre care si Plymouth Barracuda (de asta modelul se numea Hemi 'Cuda),nu are prea multe in comun cu cel actual,decat ideea conceptuala.Numele vine de la forma camerei de ardere (hemispherical).

[RoSonic]

The_mav, n-am gasit criterii exacte, cred ca a fost in functie de impresiile pe care le-au lasat.

Dar uite ca pun o lista cu toate motoarele pe care le-au avut in test si comentariile la ele:


Audi AG
3.2L FSI DOHC I-6 (Audi A6)
255 hp/243 lb.-ft.
For: Audi tech again impresses.
Against: Trifling cold-start issues.
Bottom line: Diesel without the baggage?

4.2L DOHC V-8 (Audi S4)
340 hp/302 lb.-ft.
For: Power density; staggeringly refined.
Against: Appetite for high-octane would shame a Hummer.
Bottom line: Totally corrupting.

BMW AG
3L DOHC I-6 (330i Performance Package)
235 hp/222 lb.-ft.
For: Makes V-6s feel like Mix Masters.
Against: We say again: needs more cubes.
Bottom line: Waiting for Valvetronic, DI.

3.2L DOHC I-6 (M3)
333 hp/262 lb.-ft.
For: With 104 hp/L, you have to ask?
Against: Edgy driveability; soon to die.
Bottom line: Technical masterpiece.

DaimlerChrysler AG
2.8L DOHC I-4 turbodiesel (Liberty)
160 hp/295 lb.-ft.
For: Vital economy boost for thirsty Liberty.
Against: Hardly the best diesel in DC bin.
Bottom line: Won’t convince U.S. drivers.

3.2L DOHC I-6 turbodiesel (E320 CDI)
201 hp/369 lb.-ft.
For: Thunderous torque; clatter mitigation.
Against: Exhaust can be a little stinky.
Bottom line: Does everything better than a gasoline equivalent.

3.5L DOHC V-6 (Mercedes SLK)
268 hp/258 lb.-ft.
For: Chesty torque; delicious exhaust.
Against: Heavy flywheel feel; unemotional.
Bottom line: Curiously un-fun.

5.7L OHV Hemi V-8 (Chrysler 300C)
340 hp/390 lb.-ft.
For: Feels totally unstressed at 60 hp/L.
Against: Heavy-handed torque management from tranny.
Bottom line: Indomitable.

5.9L OHV I-6 turbodiesel (Ram HD)
325 hp/600 lb.-ft.
For: 600 lb.-ft. is just stupid.
Against: Really too much for civilian missions.
Bottom line: Give us half of everything for a light vehicle.

Ford Motor Co.
2.3L DOHC I-4 (Focus ST)
151 hp/154 lb.-ft.
For: Good NVH; PZEV rating.
Against: Wheezy at higher rpm.
Bottom line: Chalk up one payoff from Mazda ownership.

2.3L DOHC I-4 (Escape Hybrid)
133 hp/129 lb.-ft.
For: Works well in hybrid duty.
Against: Doesn’t like hills. Even molehills.
Bottom line: We know we’re supposed to love it, but…

4.6L SOHC V-8 (Mustang GT)
300 hp/320 lb.-ft.
For: Beautifully adapted for muscle-car duty.
Against: Low redline; how about 6 gears?
Bottom line: Best $25,000 motor on earth.

5.4L SOHC V-8 (F-150)
300 hp/365 lb.-ft.
For: Ultra-mega refinement.
Against: Hitched to a heavy, heavy truck.
Bottom line: Held back by pudgy platform.

Fuji Heavy Industries Ltd.
2.5L turbo DOHC H-4 (Subaru Legacy GT)
250 hp/250 lb.-ft.
For: Stun-gun jolt when turbo spools.
Against: Boost not subtle; likes to drink.
Bottom line: Do Subaru buyers need this?

2.5L turbocharged DOHC H-4 (Subaru WRX STi)
300 hp/300 lb.-ft.
For: Can talk smack on V-8s.
Against: NVH only the “tuner crowd” could love.
Bottom line: Awesome, dude – for 15 minutes.

General Motors Corp.
3.6L DOHC V-6 (Cadillac CTS)
255 hp/255 lb.-ft.
For: Superb performance balance, NVH.
Against: Ignored by el-cheapo GM brass.
Bottom line: GM, get this in everything. Now.

4.2L DOHC I-6 (Chevrolet TrailBlazer)
275 hp/275 lb.-ft.
For: Intelligent engineering, manufacturing.
Against: Surely time for a few more horses.
Bottom line: See 3.6L V-6 above.

5.3L OHV V-8 (Chevrolet TrailBlazer EXT)
300 hp/330 lb.-ft.
For: Cylinder deactivation, hefty power.
Against: How often are half of those cylinders really gonna go quiet?
Bottom line: Tree-hugger distraction.

6L OHV V-8 (Chevrolet Corvette)
400 hp/400 lb.-ft.
For: Big numbers.
Against: Startlingly loud and ragged; not doing small-block any favors.
Bottom line: Pep Boys bait.

Honda Motor Co. Ltd.
2L DOHC I-4 (Acura RSX Type S)
210 hp/143 lb.-ft.
For: Sweetest 210 hp you’ll find.
Against: Not really an adult torque number.
Bottom line: Nobody does a better 4-cyl.

2.4L DOHC I-4 (Acura TSX)
200 hp/166 lb.-ft.
For: Deserves exhibit in the NVH museum.
Against: Typical Honda torque deprivation.
Bottom line: All anybody really needs.

3L SOHC V-6 (Accord Coupe)
240 hp/212 lb.-ft.
For: The Honda of V-6s.
Against: Not always “on the cam.”
Bottom line: All anybody really needs, V-6 edition.

3L SOHC V-6/IMA (Accord Hybrid)
255 hp/232 lb.-ft.
For: Remarkable technology integration.
Against: Sometimes gets a little busy.
Bottom line: If you’ve got to go hybrid.

3.5L SOHC V-6 (Odyssey Touring)
255 hp/250 lb.-ft.
For: Manly minivan mill; VCM ain’t bad, too.
Against: Give us a minute.
Bottom line: Hey kids, was that a BMW we just passed?

3.5L SOHC V-6 (Acura RL)
300 hp/243 lb.-ft.
For: Sets new power-density standard.
Against: Can be thrashy.
Bottom line: Credible as a surrogate V-8?

Mazda Motor Corp.
1.3L Renesis Rotary (RX-
238 hp/159 lb.-ft.
For: Revs forever; sounds like no other.
Against: Torque would embarrass even Honda.
Bottom line: Refreshingly unique.

2.3L DOHC I-4 (Mazda 3s)
160 hp/150 lb.-ft.
For: Solidly engineered.
Against: Not overly ambitious.
Bottom line: Seems so normal.

Nissan Motor Co. Ltd.
3.5L DOHC V-6 (Infiniti G35)
298 hp/260 lb.-ft.
For: Storming power, expressive sounds.
Against: Straying from original qualities.
Bottom line: Possibly best V-6 ever built.

4L DOHC V-6 (Pathfinder)
270 hp/291 lb.-ft.
For: Probably best engine in the class.
Against: VQ dumbed-down for trucks.
Bottom line: ...we’re not amused.

5.6L DOHC V-8 (Titan)
305 hp/379 lb.-ft.
For: Wieldy torque.
Against: Too much designed-in racket.
Bottom line: Good hp, lose the macho.

Toyota Motor Corp.
1.5L DOHC I-4 Hybrid (Prius)
76 hp/82 lb.-ft.
For: Does what it’s supposed to do (mostly).
Against: Soapbox racers have more torque.
Bottom line: Can’t argue with success.

4L DOHC V-6 (Tacoma)
245 hp/282 lb.-ft.
For: Way better than Toyota’s old V-6.
Against: Power still behind the times.
Bottom line: Money in the bank for Toyota.

4.7L DOHC V-8 (Tundra)
282 hp/325 lb.-ft.
For: Serious power hike; premium feel.
Against: Nothing another half-L couldn’t fix.
Bottom line: Excuses no longer required.

Volkswagen AG
2L SOHC I-4 turbodiesel (Passat TDI)
134 hp/247 lb.-ft.
For: No-nonsense fuel economy.
Against: Weak, automatic only.
Bottom line: We want the Euro diesels.

Volvo Cars
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.

4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.

[RoSonic]

Bottom line: All anybody really needs.

3L SOHC V-6 (Accord Coupe)
240 hp/212 lb.-ft.
For: The Honda of V-6s.
Against: Not always “on the cam.”
Bottom line: All anybody really needs, V-6 edition.

3L SOHC V-6/IMA (Accord Hybrid)
255 hp/232 lb.-ft.
For: Remarkable technology integration.
Against: Sometimes gets a little busy.
Bottom line: If you’ve got to go hybrid.

3.5L SOHC V-6 (Odyssey Touring)
255 hp/250 lb.-ft.
For: Manly minivan mill; VCM ain’t bad, too.
Against: Give us a minute.
Bottom line: Hey kids, was that a BMW we just passed?

3.5L SOHC V-6 (Acura RL)
300 hp/243 lb.-ft.
For: Sets new power-density standard.
Against: Can be thrashy.
Bottom line: Credible as a surrogate V-8?

Mazda Motor Corp.
1.3L Renesis Rotary (RX-
238 hp/159 lb.-ft.
For: Revs forever; sounds like no other.
Against: Torque would embarrass even Honda.
Bottom line: Refreshingly unique.

2.3L DOHC I-4 (Mazda 3s)
160 hp/150 lb.-ft.
For: Solidly engineered.
Against: Not overly ambitious.
Bottom line: Seems so normal.

Nissan Motor Co. Ltd.
3.5L DOHC V-6 (Infiniti G35)
298 hp/260 lb.-ft.
For: Storming power, expressive sounds.
Against: Straying from original qualities.
Bottom line: Possibly best V-6 ever built.

4L DOHC V-6 (Pathfinder)
270 hp/291 lb.-ft.
For: Probably best engine in the class.
Against: VQ dumbed-down for trucks.
Bottom line: ...we’re not amused.

5.6L DOHC V-8 (Titan)
305 hp/379 lb.-ft.
For: Wieldy torque.
Against: Too much designed-in racket.
Bottom line: Good hp, lose the macho.

Toyota Motor Corp.
1.5L DOHC I-4 Hybrid (Prius)
76 hp/82 lb.-ft.
For: Does what it’s supposed to do (mostly).
Against: Soapbox racers have more torque.
Bottom line: Can’t argue with success.

4L DOHC V-6 (Tacoma)
245 hp/282 lb.-ft.
For: Way better than Toyota’s old V-6.
Against: Power still behind the times.
Bottom line: Money in the bank for Toyota.

4.7L DOHC V-8 (Tundra)
282 hp/325 lb.-ft.
For: Serious power hike; premium feel.
Against: Nothing another half-L couldn’t fix.
Bottom line: Excuses no longer required.

Volkswagen AG
2L SOHC I-4 turbodiesel (Passat TDI)
134 hp/247 lb.-ft.
For: No-nonsense fuel economy.
Against: Weak, automatic only.
Bottom line: We want the Euro diesels.

Volvo Cars
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.

4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.

[the_mav]

DaimlerChrysler AG:5.7L Hemi Magnum OHV V-8 (Dodge Charger R/T)
Chrysler 300C,Dodge Charger si Dodge Magnum impart aceeasi platforma tehnica si aceleasi motoare.Deci,motorul din top exista pe 300C.

Quote:

si t mai intreb cva.... hemi?! ce e asta?!


Quote:

hemicuda... asta e... si e desteapta chestia



Cat imi plac fazele astea gen \"hai sa ma dau expert desi habar n-am\"...
Motorul Hemi de acum 40 ani de 426 cid (7 litri),montat pe multe modele MOPAR printre care si Plymouth Barracuda (de asta modelul se numea Hemi 'Cuda),nu are prea multe in comun cu cel actual,decat ideea conceptuala.Numele vine de la forma camerei de ardere (hemispherical).

uite cum facem sa fie fair play: tine-ti considerentele pentru tine, lasa chestia \"cu se da destept\" pentru altii care chiar cunosc.... n'am spus pt mine, ci pentru altii.

ca veni vorba de documentatie (sper ca lb engleza nu e o problema pt nimeni)

The 5.7-liter HEMI® Magnum V-8
Auburn Hills, Mich. -- While completely re-engineered from the legendary 426 HEMI V-8 that powered Chrysler muscle cars of the 1960s, two features earn the new 5.7-liter HEMI power plant its HEMI name.

·The hemispherically shaped combustion chamber designed to accommodate large valves and put the spark plugs close to the center of the combustion chamber

·The cross-flow valve arrangement that is perpendicular to the crankshaft Centerline

The HEMI® Heritage
Auburn Hills, Mich. -- The Chrysler Corporation stunned the racing world on Feb. 23, 1964, when stock cars equipped with its powerful 426 HEMI® engine swept the Daytona 500, taking first, second and third places in stock car racing's most prestigious event. The engine also set a new average speed record for the track of 154.33 mph.

While the engine’s life on the racing circuit was brief - NASCAR quickly imposed stricter engine specifications in an effort to level the playing field - that February day was enough to set the public clamoring for HEMI-style horsepower.

In 1966, Chrysler began offering a slightly tuned-down version of the 426 HEMI race engine (called the \"street HEMI\") as an option in Plymouth Belvederes and Dodge Coronets and Chargers. The era of the true muscle car had arrived.

The cylinder head configuration with a nearly centrally located spark plug in a hemispherically shaped combustion chamber gave the classic HEMI engine its name. This unique architecture has an inherent airflow that translates into big power.

The street HEMI came with dual, four-barrel carburetors mounted on an aluminum dual-plane intake manifold. The engine’s advertised horsepower and torque were 425 hp and 490 lb.-ft. of torque. However, many drivers claim the output was closer to 500 hp.

\"Prior to 1964, we were racing on the NASCAR circuit using a 426 Max Wedge (which had a wedge-shaped head design), but we weren’t having much success,\" recalls Bill Weertman, Chrysler’s manager of engine design at the time. \"Senior management wanted to change that. Our engineering team knew from previous experience with the HEMI design that it could produce the necessary power.\"

Indeed, Chrysler engineers assisted in the development of a HEMI engine that in 1965 set a new land speed record for a wheel-driven vehicle. The car, with four HEMI engines mounted in-line, set a two-way record of 409.277 mph on the Bonneville salt flats of Utah.

While for many the HEMI legacy began in the 1960s, Chrysler’s experience with the design dates back to the late 1930s, when engineers began experimenting with different types of engine designs in an effort to improve performance. During World War II Chrysler also developed a military aircraft engine equipped with a HEMI head.

In 1951, Chrysler introduced the HEMI V-8 engine to the public. The engine produced 180 hp, an impressive output in those days. The first cars to carry the new engine were the New Yorker and Saratoga lines. Between 1951-53, HEMI engines were offered on the Chrysler and Imperial, DeSoto and Dodge. Although the engines carried different names - \"Firepower,\" \"Firedome\" and \"Red Ram\" - and were manufactured in separate facilities, they shared a similar design approach with each engine having its own size range.

The 426 HEMI had little in common with these earlier versions except for the basic valve train arrangement and spark plug location, according to Weertman.

An expensive option at the time ($600-$800 on cars that had base prices of $2,300 to $4,200), the street HEMI was popular among car enthusiasts and those cruisers who wanted to have the biggest, baddest engine on the street.

\"If you were idling at a stoplight and the car next to you had ‘HEMI’ in its nameplate, there was no doubt who would be fastest off the line,\" said Weertman, who retired from Chrysler in 1987.

The street HEMI passed into history in 1971 as concerns about emissions and fuel consumption led to a major detuning of all high performance engines. About 10,000 426 HEMIs were manufactured for street use in the engine’s five-year run.

Still, the love affair with the original muscle car engine continues today through web sites and enthusiast magazines devoted to the HEMI. Today, restored true HEMI cars command very high price tags.

The next generation of Chrysler HEMI engines hits the road in the Dodge Ram pickups, the Chrysler 300C, the Dodge Magnum and the Jeep Grand Cherokee. The 5.7-liter HEMI Magnum V-8 combines the power synonymous with its ancestor with the performance, fuel efficiency and durability required of today’s engines.





Chrysler Group’s 5.7-liter HEMI® Magnum V-8 Out-Muscles the Competition
All-new engine for the 21st century based on classic engine from 'muscle car' era
Dual-ignition, drive-by-wire enhance efficiency, reduce emissions while providing massive torque and horsepower

Auburn Hills, Mich. -- The HEMI rides again.

The legendary engine that powered Chrysler’s muscle cars of the 1960s has been re-engineered and reborn as a modern high-performance, fuel-efficient and durable power plant known as the all-new 5.7-liter HEMI® Magnum V-8.



Facts and Features
-The 5.7-liter HEMI® Magnum V-8 engine is an internally balanced pushrod (OHV) 90-degree V-8. The cast iron block is a deep skirt and cross-bolted design with cylinder bore spacing the same as the engine it replaces.
-The aluminum cylinder features a two-valve per-cylinder, hemispherical combustion chamber with dual spark plugs and a coil over plug ignition for best-in-class airflow and power. At an impressive 345 hp and 375 lb.-ft of torque, the 5.7-liter HEMI cranks out 41 percent more power and 12 percent greater torque than the 5.9-liter Magnum V-8 it replaces. And the power plant is 56 pounds lighter than its predecessor.
-An Integrated Air Fuel Module (IAFM) incorporates the function of 26 individual components in the induction and fuel system, thereby reducing cost, weight and engine plant complexity.
-The 5.7-liter HEMI marks Chrysler Group’s first application of an electronic throttle control system in a rear-wheel-drive vehicle. The system uses a DC motor with reduction gears to open and close the throttle, for optimal control of the airflow into the engine.
-A combination of the 5.7-liter HEMI and the new 545RFE five-speed automatic transmission will improve fuel efficiency for the heavy-duty pickup by 8-10 percent over the 5.9-liter V-8.
-A systematic approach to sealing, using premium elastomeric materials and state-of-the-art practices, helps ensure a leak-free, weep-free engine.
-The power plant’s simple and efficient design means servicing and repairs are easier and less costly.



Specifications
Type and description Eight cylinders, 90-degree V-type, liquid cooled
Displacement 345 cu. in (5,654 cu. cm)
Bore x stroke 3.92 x 3.58 (99.5 x 90.9)
Valve system Pushrod-operated overhead valves, 16 valves, hydraulic lifters with roller followers
Fuel injection Sequential, multi-port, electronic, returnless
Construction Deep-skirt cast iron block with cross-bolted main bearing caps. Aluminum alloy heads with hemispherical combustion chambers
Compression Ratio 9.6:1
Power (SAE net) 345 bhp (257 kW) @ 5400 rpm, (61.0 bhp/L), 2500 series
Torque (SAE Net) 375 lb.-ft (50 Nm) @ 4200 rpm 2500 series
Max. engine speed 5,800 rpm
Fuel requirement Unleaded mid-grade, 89 octane (R+M)/2 - recommended
Unleaded regular, 87 octane (R+M)/2 - acceptable
Oil capacity 7 qt. (6.6L)
Coolant capacity 18.7 qt. (17.7L)

[the_mav]

In 1951, Chrysler introduced the HEMI V-8 engine to the public. The engine produced 180 hp, an impressive output in those days. The first cars to carry the new engine were the New Yorker and Saratoga lines. Between 1951-53, HEMI engines were offered on the Chrysler and Imperial, DeSoto and Dodge. Although the engines carried different names - \"Firepower,\" \"Firedome\" and \"Red Ram\" - and were manufactured in separate facilities, they shared a similar design approach with each engine having its own size range.

The 426 HEMI had little in common with these earlier versions except for the basic valve train arrangement and spark plug location, according to Weertman.

An expensive option at the time ($600-$800 on cars that had base prices of $2,300 to $4,200), the street HEMI was popular among car enthusiasts and those cruisers who wanted to have the biggest, baddest engine on the street.

\"If you were idling at a stoplight and the car next to you had ‘HEMI’ in its nameplate, there was no doubt who would be fastest off the line,\" said Weertman, who retired from Chrysler in 1987.

The street HEMI passed into history in 1971 as concerns about emissions and fuel consumption led to a major detuning of all high performance engines. About 10,000 426 HEMIs were manufactured for street use in the engine’s five-year run.

Still, the love affair with the original muscle car engine continues today through web sites and enthusiast magazines devoted to the HEMI. Today, restored true HEMI cars command very high price tags.

The next generation of Chrysler HEMI engines hits the road in the Dodge Ram pickups, the Chrysler 300C, the Dodge Magnum and the Jeep Grand Cherokee. The 5.7-liter HEMI Magnum V-8 combines the power synonymous with its ancestor with the performance, fuel efficiency and durability required of today’s engines.





Chrysler Group’s 5.7-liter HEMI® Magnum V-8 Out-Muscles the Competition
All-new engine for the 21st century based on classic engine from 'muscle car' era
Dual-ignition, drive-by-wire enhance efficiency, reduce emissions while providing massive torque and horsepower

Auburn Hills, Mich. -- The HEMI rides again.

The legendary engine that powered Chrysler’s muscle cars of the 1960s has been re-engineered and reborn as a modern high-performance, fuel-efficient and durable power plant known as the all-new 5.7-liter HEMI® Magnum V-8.



Facts and Features
-The 5.7-liter HEMI® Magnum V-8 engine is an internally balanced pushrod (OHV) 90-degree V-8. The cast iron block is a deep skirt and cross-bolted design with cylinder bore spacing the same as the engine it replaces.
-The aluminum cylinder features a two-valve per-cylinder, hemispherical combustion chamber with dual spark plugs and a coil over plug ignition for best-in-class airflow and power. At an impressive 345 hp and 375 lb.-ft of torque, the 5.7-liter HEMI cranks out 41 percent more power and 12 percent greater torque than the 5.9-liter Magnum V-8 it replaces. And the power plant is 56 pounds lighter than its predecessor.
-An Integrated Air Fuel Module (IAFM) incorporates the function of 26 individual components in the induction and fuel system, thereby reducing cost, weight and engine plant complexity.
-The 5.7-liter HEMI marks Chrysler Group’s first application of an electronic throttle control system in a rear-wheel-drive vehicle. The system uses a DC motor with reduction gears to open and close the throttle, for optimal control of the airflow into the engine.
-A combination of the 5.7-liter HEMI and the new 545RFE five-speed automatic transmission will improve fuel efficiency for the heavy-duty pickup by 8-10 percent over the 5.9-liter V-8.
-A systematic approach to sealing, using premium elastomeric materials and state-of-the-art practices, helps ensure a leak-free, weep-free engine.
-The power plant’s simple and efficient design means servicing and repairs are easier and less costly.



Specifications
Type and description Eight cylinders, 90-degree V-type, liquid cooled
Displacement 345 cu. in (5,654 cu. cm)
Bore x stroke 3.92 x 3.58 (99.5 x 90.9)
Valve system Pushrod-operated overhead valves, 16 valves, hydraulic lifters with roller followers
Fuel injection Sequential, multi-port, electronic, returnless
Construction Deep-skirt cast iron block with cross-bolted main bearing caps. Aluminum alloy heads with hemispherical combustion chambers
Compression Ratio 9.6:1
Power (SAE net) 345 bhp (257 kW) @ 5400 rpm, (61.0 bhp/L), 2500 series
Torque (SAE Net) 375 lb.-ft (50 Nm) @ 4200 rpm 2500 series
Max. engine speed 5,800 rpm
Fuel requirement Unleaded mid-grade, 89 octane (R+M)/2 - recommended
Unleaded regular, 87 octane (R+M)/2 - acceptable
Oil capacity 7 qt. (6.6L)
Coolant capacity 18.7 qt. (17.7L)

[the_mav]

Specifications
Type and description Eight cylinders, 90-degree V-type, liquid cooled
Displacement 345 cu. in (5,654 cu. cm)
Bore x stroke 3.92 x 3.58 (99.5 x 90.9)
Valve system Pushrod-operated overhead valves, 16 valves, hydraulic lifters with roller followers
Fuel injection Sequential, multi-port, electronic, returnless
Construction Deep-skirt cast iron block with cross-bolted main bearing caps. Aluminum alloy heads with hemispherical combustion chambers
Compression Ratio 9.6:1
Power (SAE net) 345 bhp (257 kW) @ 5400 rpm, (61.0 bhp/L), 2500 series
Torque (SAE Net) 375 lb.-ft (50 Nm) @ 4200 rpm 2500 series
Max. engine speed 5,800 rpm
Fuel requirement Unleaded mid-grade, 89 octane (R+M)/2 - recommended
Unleaded regular, 87 octane (R+M)/2 - acceptable
Oil capacity 7 qt. (6.6L)
Coolant capacity 18.7 qt. (17.7L)

[NOS]

Un motor diesel cu performante foarte bune... care bate unul pe benzina este cel de pe BMW 330d

[sil4tuning]

nu este de uitat si audi cu cel de 4.2 diesel > acesta este locul I la Nm si altele ...