The new 6.4L engine - more details plus specs! - Dodge Challenger Forum: Challenger & SRT8 Forums
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#1 (permalink) Old 11-19-2010, 07:33 PM
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The new 6.4L engine - more details plus specs!

The 6.4L HEMI engine is a bored and stroked version of the 2009 5.7L HEMI engine developed for SRT high performance vehicles.

Compiled by RS For ChallengerTalk.com 11/19/2010

The 6.4L VVT HEMI (392 CID) eight-cylinder SRT high performance engine is a 90° V-Type, deep skirt, lightweight cast iron block with aluminum heads, single cam, overhead valves, and hydraulic roller lifters.

This engine shares the same architecture as the 2009 5.7L HEMI with the following Performance Upgrades:

Increased Bore (103.9 mm (4.09 in.)
Increased Stoke (94.6 mm (3.72 in.)
Increased Valve Sizing

The 6.4L HEMI engine also has improved horsepower, torque and fuel economy as compared with the 6.1L HEMI engine. This is achieved with the larger displacement and the following Technical Improvements:

Variable Cam Timing (VCT) Cam Phasing System
Multi-Displacement System (MDS) (auto trans only)
High Flow Ports
Increased Maximum RPM
Combustion Chamber Shape
Higher Compression Ratio (10.9:1)

The 6.4L engine is equipped with Variable Valve Timing (VVT). This system uses an Oil Control Valve (OCV) to direct oil pressure to the camshaft phaser assembly. The camshaft phaser assembly advances and/or retards camshaft timing to improve engine performance, mid-range torque, idle quality, fuel economy and reduce emissions. The OCV is located under the intake manifold.

The heads incorporate splayed valves with a hemispherical style combustion chamber and dual spark plugs.

The engine oil cooler is engineered for maximum cooling efficiency with no restriction in oil flow. The oil cooler is a stack plate design coolant-to-oil heat exchanger. The oil cooler is mounted between the oil filter and the engine block. The oil cooler uses the radiator coolant system; coolant is circulated through two coolant hoses to maintain a consistent engine oil temperature.

The intake manifold is made of a composite material and features a dual shaft Short Runner Valve (SRV) system to maximize both low end torque and peak power. The SRV is bolted to the rear of the intake manifold and can be service separately from the manifold. The manifold uses a single plane sealing system with individual port seals and a separate PCV port seal to prevent leaks.

The exhaust manifolds are tube in shell air gap design to maximize durability and performance. The exhaust manifolds are made of stainless steel stamped shells and stainless steel tubes with a powdered metal outlet. A layered graphite over perforated steel manifold gasket is used to provide sealing to the cylinder head.

The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter spring maintains consistent lubrication control to the valve stems. The intake valve stem seal has a smaller valve spring seat compared to the exhaust valve stem seal. The intake and exhaust valve stem seals are identified by different colors.

The pistons are made of a high-strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods are made of forged powdered metal with a “fractured cap” design. A floating piston pin is used to attach the piston and connecting rod.

Four dual-nozzle oil jets are bolted to the cylinder block underneath the main oil gallery. The jets connect with an oil-tight fit to the main gallery through lubrication passages. Each oil jet helps cool the two opposing pistons.

The cylinders are numbered from front to rear; 1, 3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank.

The firing order is 1-8-4-3-6-5-7-2.


MDS (auto transmission models only)

The Multiple Displacement System (MDS) provides cylinder deactivation during steady-speed, low-acceleration and shallow grade climbing conditions to increase fuel economy.

MDS can provide a 5-20% fuel economy benefit when operating in four-cylinder mode depending on driving habits and vehicle usage. For EPA rating purposes the fuel economy is 8-15% higher than if the engine was operating on eight cylinders at all times.

MDS is integrated into the basic engine architecture requiring these additional parts:

Unique MDS camshaft
8 deactivating roller lifters
4 control valve solenoids
Control valve solenoid wiring harness
Oil temperature sensor



6.4L Spec sheet attached (PDF)

--RS
Attached Files
File Type: pdf 2011_392_hemi_specs.pdf (47.6 KB, 1082 views)
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#2 (permalink) Old 11-19-2010, 07:48 PM
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Nice info, RS. Looks like room for improvement :-)

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#3 (permalink) Old 11-19-2010, 08:59 PM
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Great info, just disappointed that the pistons and connecting rods are not forged.

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#4 (permalink) Old 11-19-2010, 11:17 PM
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Wow great info on the spec sheet RS! Thanks for posting that up.
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#5 (permalink) Old 11-20-2010, 12:20 AM
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Originally Posted by Speed Racer View Post
Great info, just disappointed that the pistons and connecting rods are not forged.
Sorry for my ignorance but were they forged in the 6.1? Are the metals used meant to perhaps reduce weight and allow higher RPM?

Also, no mention of oil spray piston cooling for the 6.4. Maybe not required or cutting corners/cost?

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#6 (permalink) Old 11-20-2010, 07:23 AM
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I still can't figure out how the automatic (with MSD) is getting nailed for the gas guzzler tax and the manual isn't. I know manual is generally more efficient, but you would think the MSD would make more difference.
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#7 (permalink) Old 11-20-2010, 07:31 AM
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Thanks for posting the info at least we have a better understanding of what inside the new 392
sure wish they had sprung for forged pistons and rods...


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#8 (permalink) Old 11-20-2010, 07:35 AM
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Quote:
Originally Posted by deezlman View Post
Sorry for my ignorance but were they forged in the 6.1? Are the metals used meant to perhaps reduce weight and allow higher RPM?

Also, no mention of oil spray piston cooling for the 6.4. Maybe not required or cutting corners/cost?
to answer your question no they were not...no we will still be limited to the valve train not being adjustable and the VVT is a good set-up IMO
I never bought into the spray oiler maybe the wrist pins have been improved...
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#9 (permalink) Old 11-20-2010, 07:35 AM
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Quote:
Originally Posted by deezlman View Post
Sorry for my ignorance but were they forged in the 6.1? Are the metals used meant to perhaps reduce weight and allow higher RPM?

Also, no mention of oil spray piston cooling for the 6.4. Maybe not required or cutting corners/cost?
Pistons and rods are not forged in the 6.1 either, was hoping the entire bottom end would be forged in the new 392 so that folks that want to add a blower can safely add more then 8lbs boost without worries.
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#10 (permalink) Old 11-20-2010, 07:45 AM
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It's about saving money mostly and still reach a goal.
By using as much of the 5.7 stuff and process allows one assembly line, they don't care about end user upgrades and durability beyond stock.
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