Swap a L Crank Into a L Hemi For HP - Hot Rod Network
Back in the early '90s, when Chrysler realized that it would need a new truck motor to replace its / Magnum engines to meet the coming. Read so many different things about all types of vvt cams and just I'm also willing to invest in intake manifold and throttle body if it meets my goals. . https:// guiadeayuntamientos.info As delivered from the salvage yard, our L Hemi test motor came Before running the Hemi on the dyno and performing a cam swap, we.
That is enough airflow to support over hp on a modified normally aspirated Hemi application.
Hemi Horsepower Helper: Horsepower Cam Swap
Why all the talk about head flow on a cam test? Since the Hemi motor already offered adequate displacement, compression and head flow, all it needed was more aggressive cam timing to show some serious gains. Basically you have a motor that has everything BUT a performance cam.
When you add the right cam to a Hemi, you end up looking like a hero. We recognized that the power gains would be greater on a 6. Before swapping cams, we had to select a suitable test motor.
Rebuilding the L HEMI - Engine Builder Magazine
The after market is full of various crate and performance Hemis, but we decided to go the low-buck route and snag one from a local wrecking yard. Hemis were available in a variety of different applications, but our 5.
Like GM, Dodge trucks handily out sold their Hemi-powered performance cars, so look for a truck motor when searching for a project power plant. As delivered from the salvage yard, our 5. Compared to the popular 5.
Swap a 6.1L Crank Into a 5.7L Hemi For 440 HP
Long-tube headers would be ideal, but we did the next best thing by ditching the factory truck manifolds in favor of a set of SRT8 manifolds. After running the stock cam to establish a baseline, off came the valve covers to provide access to the rocker shafts. These applications must run the MDS solenoids. The non MDS motors can use the simple plastic plugs.
Before running the Hemi on the dyno and performing a cam swap, we replaced the factory valve springs with springs from the COMP Cams catalog and filled the crankcase with Lucas 5W synthetic oil. Run in otherwise stock trim, the 5.
Illustrating that the Hemis know how to produce more than just peak horsepower was the fact that torque production from the 5. After the baseline runs, off came the factory damper using an LS damper removal tool. Next came the front cover to allow access to the timing chain, gears and oil pump. This change allowed them to add an oil passage that connected the main oil gallery to the oil control valve that directed oil to the phaser through the front cam journal.
The cam bore for the front journal was increased by about 0. The new block was a DK casting.COMP Cam 274 Compilation (HEMI GenIII)
The last three digits of the part number and suffix are stamped in the back of the rear cam journal. The most noticeable difference is the length of the tapered area in front of the main journal that creates the step that locates the crank gear on the snout. It was extended by about 0.
RODS The powdered metal, forged rods were supposedly redesigned to make them stronger, but they look just like the early ones except for a slight difference in the balance pad on the big end. The oil control valve provides pressurized oil to the phaser thru these five passages that are aligned with the corresponding holes in the cam.
Other than that, it appears to be the exact same piston that even has the same identification numbers on the inside of the skirts. It sits up higher than the old one, too, because the crank gear was moved out further on the snout.
The fourth cam fits all the cars and Jeeps with automatic transmissions along with the new Durango that was based on the Grand Cherokee platform starting in The last one is for the Aspen and Durango hybrids that were built in limited numbers in The rocker pedestals were raised up nearly 0. You can see the difference on the one on the left. The VVT lifters are easy to identify because the flats on both sides are wider and the top is chamfered to make it easier to install them in the plastic yokes.
That means the valves are longer, too. All of the rest of the VVT applications create EGR by retarding the cam to leave some residual exhaust gas in the cylinders.
They were modified internally to accommodate the high lift cams used in these engines, too. The new rods were redesigned stronger because the VVT motors make more horsepower. Look for the tabs that stick out on both sides of the balance weight. They have a 65cc oval, closed chamber instead of the 85cc hemi chamber that was used for the early heads, so the compression ratio was increased from 9.
Rebuilding the 5.7L HEMI
The intake valves are slightly bigger at 2. Both valve stems are longer because the rocker pedestals were moved up higher on the head to make room for the new exhaust ports. The new, square intake ports flow CFM at 0.
The left head is a DE and the right one is a DD casting.