Challenger 6.1L/5.7L -vs- 300c and charger 6.1L/5.7L

[quicky4JR.]

Thanks man! I apprciate it. I found a link within that thread that helped out alot with the specs C:\Documents and Settings\owner\Desk... V8 engine.mht

5.7L has 9.6:1 compression and the 6.1L has the 10.3:1 compression. Both are a little high for me and boosted applications but thats not a problem.

Now is there people who are making rods and pistons for these motors?

[RRHemi]

I believe that the 5.7 does not have the correct type of pistons for compressor applications. I would guess that the rest of the bottom is end probably not up to the task either. The 6.1 supposedly has a beefier bottom end. I have been reading that both motors are pulling a close second to LS-1 and LS-2 motors in the hot rodding market for newer V8s. I bet that soon if not now you will be able to get all the toys you want.

[quicky4JR.]

Originally Posted by RRHemi

I believe that the 5.7 does not have the correct type of pistons for compressor applications. I would guess that the rest of the bottom is end probably not up to the task either. The 6.1 supposedly has a beefier bottom end. I have been reading that both motors are pulling a close second to LS-1 and LS-2 motors in the hot rodding market for newer V8s. I bet that soon if not now you will be able to get all the toys you want.

Did some more reading in the link i posted earlier and these are the differences between the 5.7L and 6.1L

• The basic, deep-skirted engine block structure was redesigned with reinforced bulkheads to handle higher loads.

• To get more air in and out of the cylinders, SRT engineers bored out the diameter of each cylinder by approximately 3.5 millimeters in order to increase the total displacement from 5.7 liters to 6.1 liters. Cylinders are honed with torque plates to ensure a truer bore, to reduce friction and increase power.

• Oil squirters, aimed at the underside of each piston, are added to aid piston cooling for engine durability. A special oil pump pressure relief valve is added to accommodate the squirter oil flow.

• The oil pan and windage tray are modified to manage oil return to the pan sump at high engine speeds and improve power.

• Larger-diameter, flat-top pistons with high-load capability are specified to handle the SRT 6.1-liter HEMI’s compression ratio, which was increased to 10.3:1 from 9.6:1. Connecting rods are redesigned and make use of higher-strength powder metal material. New floating piston pins are introduced to handle higher loads.

• The SRT 6.1-liter HEMI’s crankshaft is forged from micro-alloy steel and rotates in tri-metal main bearings for high-load capability. The crankshaft damper is retuned for higher engine speeds.

• The SRT 6.1-liter HEMI features cylinder head ports designed with larger cross-sectional area. This allows 11 percent higher flow in the intake ports, and 13 percent higher flow in the exhaust ports.

• A billet steel, high-strength camshaft features more overlap and lift for better performance.

• Intake valves feature hollow stems and 2 mm larger heads compared to the 5.7L engine, allowing more air flow. The hollow exhaust valve stems are filled with sodium to dissipate heat efficiently. Premium valve springs with external dampers enhance the SRT 6.1-liter HEMI’s valvetrain and enable higher engine speed operation to 6,400 rpm. The valvetrain system enhancements allow the peak output engine speed to increase to 6,000 rpm from 5,000 rpm — a 20 percent increase.

• Engine breathing is improved with specially designed intake and exhaust manifolds.

• The cast aluminum intake manifold is designed with shorter, larger-diameter and tapered runners for high-speed tuning. Internal runners are core-dipped to smooth the runner finish and improve air flow.

• Fuel injector flow capacity is also increased by 14 percent over the 5.7-liter engine. Electronic throttle control is shared with the 5.7-liter HEMI, but breathes through a revised high-flow air cleaner box outfitted with a tuned resonator delivering a deep performance sound character (and good for an extra eight horsepower).

• Exhaust headers on the SRT 6.1-liter HEMI are individual tubes encased in a stainless steel shell. Exhaust runners allow increased gas flow while maintaining fast catalyst light-off, while adding 12 horsepower over the 5.7-liter engine’s cast manifolds.

• To control the combustion process, SRT engineers fine-tuned the engine management system using dual knock sensors with premium fuel.

The 6.1L is definitly alot better motor to boost. The forged crank is super strong (dont see it ever being a problem), the oil squirters are definitly a HUGE help (a must, IMO, for boosted applications), the rods are stronger (i wonder how much stronger) and the larger valves and head ports will flow more air and be better for the boosted applications.

The only problem I see is the high compression piston. Definitly to high for boost, hints thats why everyones boosting so low.

[Kelsey73]

quicky, how much hp are the guys w/ the supercharged srts making? also do you have any idea how much boost their running? I really want to do this, but don't want to tear up the motor.

[SIX-PAK]

Originally Posted by RRHemi

I believe that the 5.7 does not have the correct type of pistons for compressor applications......

I believe that they are changing the 5.7 R/T to the following :

The 5.7L Hemi engine is set for an upgrade, which is why the R/T Challengers will not arrive until the 2009 model year. Chrysler will have variable cam timing in place on these new-generation 5.7 engines, neatly leapfrogging most variable-valve timing systems. In addition to VVT and expanded MDS operating range, the HEMI’s fuel economy (~4%) and performance improvements (~10%) result from an increased compression ratio, an active intake manifold with long runners for low-end torque and short runners for high-rpm power, improved cylinder head port flow efficiency, and reduced restriction exhaust and induction systems. To raise the reliability and durability of the HEMI engine, other updates are crankshaft structural upgrades, a dual-mass crankshaft damper, floating pin piston design, valve spring design and oil pump capacity increase for VVT. The 2009 Dodge Ram will get 380 hp and 404 lb-ft of torque from the new Hemi and the Challenger numbers are expected be somewhat similar.

Above portion taken from : http://www.challengertalk.com/forums...-related-1426/

[quicky4JR.]

Originally Posted by Kelsey73

quicky, how much hp are the guys w/ the supercharged srts making? also do you have any idea how much boost their running? I really want to do this, but don't want to tear up the motor.

There's a vendor on charger forums who offers a supercharger kit for the 6.1L motor. It made 500Hp and 507tq on stock motor. They were only running 6psi (i wouldnt go any more then that myself on stock motor/compression). Here's a link to the kit SRT-8 Charger 6.1L Hemi Supercharger Kit: GS Motorsports

[quicky4JR.]

bump for some of the new guys who may be interested in this info

[rmfootball69]

There are a number of supercharger options out there. Vortech, techo, procharger, theyre all listed on these forums with great information if you search around a little.

[quicky4JR.]

Originally Posted by rmfootball69

There are a number of supercharger options out there. Vortech, techo, procharger, theyre all listed on these forums with great information if you search around a little.

yes this thread is from the dead before those kits were available but there is some good info in it as far as specs and info go.