The Next Hemi Needs To Take A MAJOR Step Forward!
HTML-код
- Опубликовано: 27 дек 2024
- The recent news that the Hemi engine is back in production Dodge vehicles was great, but the new Hemi needs to evolve into something even more special, what will it be? Let me know your thoughts!
Contact me with business inquiries: sales@reignitedtx.com
follow me on Instagram @reignitedtx
They need to fix the lifter / Cam issues .
Really just a hellcat oil pump. The parts quality is always a gamble if they are not made in house.
Agreed FIX the Hemi-Tick from poor oil flow to the top end on start-up.
That's already been fixed
@@LancelotLink1The only way to improve it further is to remove the MDS solenoids. What they need to do is but more high quality lifters, or engineer the MDS to not block oil to the lifters when is 8 cylinder mode
@@flicksifyr6793 So its the MDS that's blocking the oil flow? Why can't they just start all over and redesign the block.
I think they need to make an updated version of the 4.7. Like you said maybe have a dohc and 5 liters. Nonetheless if they focus on American made quality whatever they do should succeed with Tim on their side again.
Got to bring the Hemi back.
They did...
I didn't like my Hemi. 13 MPG city driving and starting a loud ticking sound at 20K miles.
Good to see you sitting up and out of the hospital bed. Wishing you best of luck moving forward and a Merry Christmas!
Appreciate it!
@@ReignitedAuto first thing fix the oil gallies and better cam placement
@@billybobbob3003 New design entirely in my opinion. Use nothing from the current generation.
I am happy with the 6.4l other than the cam and lifter issues I love it. If they could re-design how that area is lubricated because its a reliable engine other than that being an off and on issue. Direct injection is fine if they add port injection with it.
It needs oil squirters for the lifters.
320 stainless headers.
Both port, and direct injection to prevent upper valve train carbon fouling.
We need an all motor high compression option.
I think direct + port fuel injection is a better option than direct injection only. The Viper cam-in-cam idea is great and should be implemented on a new mass production Hemi.
At the very least..
High volume oil pumps and 6.4 exhaust on ALL production Hemi engines. Get rid of MDS!!
Yes!
I would like to see an in-line 6 in the 3.8L to 5.0L range for auto and truck use. It should be a hemi design combustion chamber with intake manifold on one side and exhaust manifold on the other. Keep the intake manifold and starter mounting on one side and the other could have space for turbo boost equipment. Have the distributor at the front of the block for easy adjustment. 4-valve per cylinder perhaps with dual overhead cams or the cam arrangement you mentioned that was used in the late versions of the V10. Go to the V8 for larger displacement muscle car applications as you described. Make both types available as crate engines capable of mating to all existing Chrysler automatics and manual transmissions.
I am glad things are getting back on track. I think that if they get the hemi back in everything and then improve the hurricane and offer both a options they would have an amazing engine platform to give a lot of options to meet a lot of needs. The company could really have something going forward.
It really was that simple, and they dropped the ball...
1000% Agree. I would be interested in seeing how a "kinks worked out" Hurricane SO maybe working where the current pentastar is positioned. Moving from there I would be very interested in a 6.0L Hurricane, single turbo to replace the 6.4 Hemi in the HD segment. You might not even need the turbo on something that size.
@@briancavanaugh7604 6L hurricane based quad turbo v12 would be cool, but i assume u mean a 6L i6, which would also be pretty cool
I would like to see a 4.250" bore and a 3.00" stroke. 340 CI.
With room for future strokes up to 4.25"
340 flat plane crank hemi with a minimum 8k redline.
Large bore motors are difficult for emissions. However, the 7.3 Ford Godzilla v8 has a 4.22-inch bore.
Thanks for making videos again , I really enjoy your content I've learned a lot
I'm happy to be back, whether I can help people, or just to talk about interesting things in the industry. I appreciate you watching!
Separating intake exhaust will change the sound. That viper cam setup was a Lamborghini invention I believe. As for a dual cam it’s the future of the V8 and the pushrod motor is the inefficient past. The Coyote engine is basically a BMW configuration, sounds great makes great power and runs off pump gas.
More power, more reliability. All I want. Gass dont matter to me as long as it dont break its saving me money.
Have to agree that reliability has to be priority #1, which hasn't been the case with Stellantis products recently 😬
Could you explain why direct injection would be beneficial. Before buying my Challenger I really wanted a 6th gen Camaro. But the LT1 has direct injection and that was a deal breaker for me. From my understanding the gas doesnt clean the back of the valves which can cause problems down the line. Thanks for any advice.
Best advice is to put premium gas in it as well as seafoam (maybe an oil catch can as well) and you'll be golden, for me I just put premium in my Titan since the 5.6L Endurance V8 in it is direct injection only while the 5.0L Coyote V8 in the 2024 Mustang and F150 has direct and port injection.
5.0l, DOHC, 32 valve, VVT, direct injection, all aluminum block HEMI. The original HEMIs ranged from 241 CID (4l) to 392 CID (6.4l).
5:10 I had not seen the cam-in-cam design before. I love it! That together with direct injection, an aluminum block, and maybe eTorque would go a long way toward meeting gas mileage and emissions standards while keeping high performance.
Once Trump gets back in office he's going to roll back the emissions from the stupid EPA.
I think that a compacted graphite iron block will solve some of the strength/weight issues without the need to go to an aluminum block
I like it 👍
Great to see you again. Merry Christmas to you and your family
Thanks man, appreciate you watching!
Offset rods, fractures rods and mains, the cam in cam is cool, and really either port or direct. Obviously, it will be direct injection. I would love to see oil squirters and forged rods and crank. That would make for a strong and powerful engine while keeping the old school V8 architecture.
Hope you're feeling good, Merry Christmas. I'm asking Mopar Santa Kuniskis for a new hemi with new oil galley to get rid of the hemi tick. Forged crank and sleeves and heads buit for boost. Three versions a baby hemi 318 duster, 392 for trucks and the 6.2 for the charger challenger.
Thanks for watching!
@@ReignitedAutoa dual over head cam head like 5.0 coyote on a 5.7 Hemi. Should be good for 500ish hp
Glad to see you getting better, love the hemi, Merry Christmas to you and your family my friend 👍😁❤️
Thanks Dave!
Oil pan gasket got sheet metal blockage in the middle with cut out small square holes is blocking the crankshaft from push the oil from oil pan splatter to the top camshaft lifters at cold crank startup. Recall the oil pan gasket.
We need a fully aluminum modern 426 HEMI!
The big problem with this engine was the displacement on demand. I would only own one paired with a manual transmission as that was the only way you could get one without the cylinder deactivation nonsense.
Hell we’d take a V8 version of the pentastar v6 at this point 😂😂😂😂
But on a real note with current hp to cylinders…. 305hp/6 cylinders=50.8hp
50.8x8 cyl= 406hp and 4.8L 🤯
Outside of the monumentally stupid decision to put the oil cooler in the intake valley, the Pentastar is a great engine and that would be kinda cool.
They seriously** need to address the sub standard quality exhaust manifolds and hardware
First it was the bolts, then it was the manifolds. Cylinder heads cracking next? 😂
Start from square one on the oiling system. I saw a video that broke down how the "long" the oiling system is. It's fairly vulnerable to oil pressure. Also the current stock hemi how it benefits from a 392 or HD Melling oil pump.
My guess is they will only add direct injection to the current hemi to get it to the market in a hurry. Maybe a slight reduction in the bore diameter as well. A full up redesign will take too long and it would likely turn into a 5.0 coyote clone. The coyote is an expensive engine to build.
It's a non-starter though, the current engine can't come close to meeting new emissions standards. And even if they are relaxed during the current administration they'll still need a new one for the future. Gotta be a clean sheet redesign.
Id recommended a 5.5 liter. 340CI. Engine lineup high output turbo 4, NA inline 6, turbo inline 6, NA 5.5 340 Hemi, supercharged 5.5 340. Note the NA inline 6 for taxis, city police, base cars on a budget. Just my wishlist.
I dont mind direct injection or ohc etc. I just hope 2 things. Bellhousing pattern is same as SBM/Gen 3 Hemi and motor mount location is same as Gen3 Hemi 😁 Ofc aluminum block what could handle +1500hp without mods...
Great points I completely agree 👍
The customers are always right and they only want the hurricane in base models and a v8 of some sort that pumps out 800hp they can change the architecture twin cam turbos direct injection but it had better be better than before
There is nothing wrong with the hurricane it’s a solid engine IMO,where they went wrong was not having a v8option for there brand image ,if you look at ford f150 the majority of engines they sell are there sixes but the coyote is there if you want it
I'd like to see what a 6.0L Hurricane, maybe single turbo, could do in the 2500 and 3500 gassers....
I would also love nothing more then a new generation of hemi engines but not to negate all your years of experience and knowledge but I work at an independent shop and have been there for 8 years. We see a little bit of everything, but I have seen several gm v8s with caked up valves causing misfire issues. I would definitely not want to see it in a hemi. I do however like the idea of the viper camshaft
I love my 5.7, I was thinking of getting a 6.4 before Cummins put in the 6.7 gasser into the rams and removing the 6.4 hemi.
318 = 5.2 litres decent engine with dual over head cams and all the refinements of modern engines could fill the bill nicely
Plus it would fit with the "legacy" of the Chrysler 318. I like it.
Yes...they did dual overhead cam in the 60s....no more lifter issues
but the lifter issue is easy to fix, they made it work with the old magnum v8, just need to do pushrod oiling like they used to, a direct shot of oil to the cam and lifters.
@nn-dj2nu the less mass you have in the rotation cycle of the engine....less restriction...more power...more RPM
I just want it to stay NA and above 6L for displacement with the Viper trick cam shaft you mentioned. Also would love for it to be port and direct injection like the 4DS system Toyota uses.
Could be a pretty sweet engine!
Merry Christmas everyone! Hope the recovery continues for you Sky!
If I were redesigning the hemi, here is how I would do it, along with my reasoning. I am not a fan of some of these things for performance reasons, and the aftermarket could address these, but these are what I would choose if I was an engineer that was tasked with building an engine with CAFE requirements, cost, packaging and reliability in mind.
1. I would make it out of Aluminum, because fuel economy is a function of weight, and a cast iron block is very heavy. Going a step further, I would die-cast it, which makes it even lighter. Dodge had problems with the pentastar early on, but got the bugs worked out by now.
2. I would actually increase displacement, namely with larger pistons. I would probably shoot for a 370/6.1L but leave enough bore spacing to build a 426/7.0 (Granted, would probably need longer stroke and shorter rods). My reasoning is an article I read a while back when GM was working on the c7. They wanted to make it get better gas mileage, and they looked at a lot of things. They discovered if they went with a larger displacement engine, they could run MDS (GM Calls it AFM) more often because a 3.1L V4 has more torque than a 2.85L V4 (I'm comparing the 6.2 to the 5.7 for those not doing the math). But yes I would have MDS - I know it is not popular at all, but between GM using it for a long time (And their failures) and Dodge (With their failures) a clean sheet design could be made fixing those issues. Why larger pistons? The hemi is tall and wide. Increasing stroke makes it even taller/wider. Boring out the cylinders a little bit doesn't add to the size in a meaningful way. Plus it allows for the valves to be larger and not as shrouded by a small cylinder bore.
3. I would without a doubt go with mechadyne's cam-in-a-cam technology as you mentioned. The VVT on both sides is really needed to help with emissions and it helps with torque as well, particularly with the V4 mode. The Hemi head is already quite large out of necessity, so adding even more bulk with cams would make for an engine that would be hard to fit in an engine bay.
4. I would cast the heads with the exhaust manifold in the head. This is becoming more prevalent for a number of reasons. You have less points of failure, as in no more (individual) manifold bolts to back out or break. One less gasket to fail or blow out. More compact for the engine compartment. Allows for the cats to be even closer to the exhaust port to "light off" faster, which significantly helps with cold start emissions. Makes it lighter because the exhaust "manifold" is now basically made out of aluminum.
5. I would consider going with a 3 valve per cylinder arrangement. Whether it be via a "forked" rocker arm, or separate pushrods. I would have to mull it over as it adds complexity and may not be needed with VVT. But I would definitely keep the idea on the table for sure. I'd look into ditching the shaft rocker arms, although I doubt it would be cheaper, so it probably wouldn't make it to production. But the ability to set valve preload on the engine - perfectly - other than "hoping" the stacked tolerance is tight enough to use something non-adjustable like the shaft style is attractive.
6. I would integrate a variable length intake design. I can't remember if the existing has this or not, but the ford coyotes do with a series of butterfly valves. This allows for better torque at lower RPMs, which again, helps when in MDS mode.
7. I would consider using a "BAS" (Belt-Alternator-Starter) design. GM did it a while back with at least one engine. My guess is it wasn't all that great, but I would look into it. Why? For one thing, you save weight as a single device functions two different ways. Also allows for start/stop functionality with improved starting speed. You can technically call it a mild hybrid if you feed it power as it's running. Again, thinking low RPM torque and emissions here.
8. I would do a dual injector setup. Individual direct injectors, but also possibly a dual single port injector. Similar to GM's terrible CPI (Central port injection) used in the vortec 4.3 engines. Less fuel injectors than dual per cylinder, and really the primary reason for port injectors is improved cold start emissions, and to keep back of intake valves clean. If I am remembering some articles I've read on DI, the cold start is particularly bad, because the fuel atomizes quite poorly when the engine is cold, so they have to inject a very, very rich mixture.
9. I would give the engine wideband O2 sensors like Ford does with the coyotes. This allows for e85 burning, which is something some people look for, but also allows for lean burn modes during cruising.
10. I would violate the anti-mass-airflow-sensor policy at Dodge. (With some exceptions like the Hellcat Engine). MAF, while harder to tune, allows for more precise metering of air, instead of trying to infer using a set of tables that are always a compromise based on production tolerances, and expected wear of engine components.
11. I would probably get some help with the SkyAktiv Mazda engineers on a super high compression ratio. Nothing helps Volumetric Efficiency (VE) more than a higher compression ratio. It is very tricky to do it right, and to keep it right on the cutting edge of knock, especially on 87-octane fuel (Even harder with the oxygenated crap gas sold out west). I would target 13-13.5:1 compression ratios.
13. I would look into licensing total seal piston ring technology. Less blow-by = better emissions and a very small efficiency boost. I have not read any studies on it, but I would presume total-seal rings would also help minimize fuel dilution from DI.
14. I would run a variable pressure oil pump. I dislike these (Greatly) but every efficiency improvement helps. If I'm not mistaken, this is already on the Hemi.
15. I would run a vacuum pump on it. I do not believe the current Hemi's have them, instead they rely on lousy VE (Fret not, all engines with throttle blades have horrible VE at low throttle angles) at low speeds to draw a vacuum. Running a vacuum pump improves ring seal, and allows you to tune engine for much better VE at lower speeds (The Pentastar for example has a vacuum pump).
Note: As much as a throttle-bladeless setup is desired for the aforementioned VE (BMW's valvetronic uses this and I _think_ Fiat's multi-air does as well), in my mind, the valvetronic et al. systems are way too complicated for an inexpensive engine designed for the masses that (let's be honest) struggle with just changing their oil every 10k miles.
I heard it was going to be similar to a VR6 engine design displacing 4.0L sporting direct injection, dual overhead cams, and 5 valves per cylinder, totaling 8 cylinders. It will also have a 2.2L blower with sequential turbochargers (lifted from the i6) integrated into the cylinder heads. Lastly, there will be an electric motor attached to the front of engine providing low-end torque boost in addition to a very limited hybrid capability. To handle all of this power, the internals will be forged as this little "hellion" will spin to 8500 rpm. Nothing I wrote is Spandau Ballet, but I hope everything you have mentioned is!!!
Hay Sky what do you think about losing the cam altogether use valve actuator's and control the lift and deration electronically ?
I think the next generation will basically be the same as what they did last time. Last time someone bought a LS and said let's mostly copy this thing except make the valve covers way more annoying to take off. This time someone is gonna buy an LT and say let's copy this again.
BMW and VW use shift cam technology, so there's that. Direct injection, yes. 4 valves per cylinder would help with emissions and efficiency, pushrod or OHC. They could do a cam in head design that BMW used too, if they wanted to keep the height down. Not crazy about losing a lot of displacement. I guess we'll find out soon enough.
If they put the hellcat engine in the new charger I think that would be a killer car.
Agreed, and it should take quite a bit of weight out of the vehicle when they lose the battery pack.
This maybe jumping off a bridge but! Taking the pentastar V6 design and add two cylinders. Make the heads a true Hemisphere design like the HEMI, so then it would be a true HEMI in design. Drop the canister oil cooler design, for either a crank driven or an electric oil pump design to keep pressure and volume up as soon as you turn the key as like an electric fuel pump. And also drop the cast in head exhaust manifold design of the pentastar for true exhaust manifolds so you can run headers.
The biggest weak point of pentastar V6 is its canister oil cooler design. The pentastar is a great little engine and I believe a good base for a redesign into a V8. It’s lightweight and compact and has the overhead cam design. With some beefed up features and additional cylinders it could be just the ticket?
Would be cool if dodge new generation motors were high revving hemi engines. Maybe even flat plan crank versions.
No cams like a KOENIGSEGG!
EGGZACTLY !!
Everything has DOHC , so at least that
How about stepping up to the type of system used on a Koenigsegg. Its called the freevalve system. No cams needed. No pushrods, no lifters, no rocker arms...etc. saves weight and loweres drivetrain drag/power losses.
Make the engine a 5.5 liter. But have it so its a stroker type engine to help with torque, since these manufacturers cant get aeay from making heavy cars..lol. need the torque to get the mass moving swiftly. Hell, they could probably keep the same displacement really. 5.7, 6.2, 6.4....use the free valve setup, and do a few other things. Update the exhaust a bit, use lighter weight materials throughout the car. Incorporate driveline components that actually compliment and allow the engine to work more effectively and efficiently. Im willing to bet duel mileage will increase 30-35% over what the playform does now. To see the new age hemi getting 21-25mpg in the city, 34-37 hwy, while still making 450-550hp (n/a) would be a nice step up.
if you want to drive up the cost to near supercar levels, sure.
"Freevalve" is hilariously non existent on any production engine......
.
@@SaintAndSinner99 they've done that already ..lol.
I love the thought on this, and I agree it would be awesome. But I don't think that they could scale it up to mass production standards and keep the reliability in it. Would definitely be a talking/selling point though!
Not sure but I think Stellantis might have a patent for electronic controlled intake and exhaust valves.
A lightweight block with billet internals would be nice. Maybe turbo charged directly injected Hemi?
I wanna see high horsepower, a definitive solution for the tick out of the box per say. Also Christmas wish a brand new line of vipers.....that was my dream car as a kid and when my dad was a salesman for dodge 9 year old me got to ride in one and I fell in love
They need to completely drop the current engine design altogether and start with something completely new.
@ReignitedAuto agreed
Can you imagine the size of the heads and valve covers on a dohc hemi? Lol there would be more mass in the top end than the bottom end
They need to step forward, but I hope they don't bury the past to do so. We have been is a great era of horsepower, and I hope we can keep it going. Merry Christmas !!
I never see any carbon issues on the 1.3 or 2.0 engines. Obviously they did something right with the oil separator on those. It's really just everyone else that is having the carbon build up issues
do you like the 3.6 as an engine? and how much longer will they keep using it?
I'd love a little 4.6 or 4.7 Hemi (283 - 289 cu in). Be a potent little power plant
I'd like a little v8, but don't call it a Hemi, call it something else.
I agree with a lot of your points. DI will happen for sure. How about an aluminum block to save some weight like Ford and GM V8's have had for decades now.
One more thing I'd like to see Dodge be a trailblazer in: ditch the old spark plugs we've had since forever and go with Plasma ignition! That WILL be the next big leap forward in ICE efficiency. Why can't Dodge be the first?
Ya I totally missed on not including the aluminum block, which I do believe will happen. Now I need to look into plasma ignition!
most engines are actually dual injected..they have DI and MPI...they use both depending on load..it has vastly mitigated the DI intake coking issues.
Fix the lifter/valve train issues and it could be a solid 250K mile power plant. Gift it crank, rod and cam roller bearings and you may be able to extend oil change intervals to 20K or beyond. An emission evacuation system in piston ring lands would possibly help keep v8s 10s 12s etc viable for years to come. Ring land one of the last remaining regions difficult to clean up emissions. Cylinder shape/design of Gen 3 hemis already mimics high performance motorcycle engines (pentroof chambers). Give the G3 little brothers a v6 & L4 of same architecture for base option vehicles etc.
I would hire a team of head experts such as Matt Bieneman, Darin Morgan, Jon Kaase, etc. to design the new cylinder heads and intake and come up with ideas for the Chrysler engineers to work out.
Always smart to include people that actually know what they're doing. So we pretty much know that's not going to happen 😂
Just call up YAMAHA !!
Needs direct and port injection with hellcat oil pump or better cam location or oiling .
No variable oil pump with rubber belt oil bath and need to be closed deck block and iron cylinder liners with metal oil pan and most importantly a dipstick!!!
Dual over head cam needs to be non interference timing belt designed after the 2uz fe v8 or just completely copy the 2uz v8 altogether with upgraded rods!! These aspects would make ford and Chevy step up there game.
I think a non supercharged 6.2 would be an interesting take. Offer the 6.2 in non and in supercharged varients. It would save money in manufacturing for sure. What are your thoughts on that?
I hope you are having a great Christmas, I hope relaxing and having fun with your family.
I don't think that ICE engines will be completely gone ever, at least short term ever anyway. Overhead cams would be a good option to move towards, but just adds complexity, more failure points. My mind wanders and I wonder if there would be a way to design an electronic valve mechanism and eliminate the cams. I know likely not feasible.... Keeping a V8 would be really great, but I don't think it will be an option for very long.
Appreciate it Walter! I still think the V8 can be viable long term but that requires the government to be reasonable with their standards moving forward. And we all know that's impossible 😄
@ReignitedAuto I was just watching a video discussing why compact pickups aren't available anymore. Showed a chart based on a formula that gave the MPG based on the footprint of the vehicle. Was very interesting how the smaller vehicles need to get higher mileage. The guy was saying that it's why they are making more larger vehicles. It was also being discussed that the MPG standard test is older and makes it easier to get the numbers to meet the required rating. Unless I didn't understand what he was describing. Also they can go through the testing, get a value under the test conditions, and real world MPG does not get the same results.
Seems to me there is a lot going on behind the scenes that not everyone is privy to.
Here is the video I am referring to: ruclips.net/video/azI3nqrHEXM/видео.htmlsi=MCImSaJ9oxn2OLYY
@waltergrasmick5615 definitely a lot of games being played behind the scenes.
@@ReignitedAutoYou won't have to worry about that once Trump gets back in office and rolls back the EPA emission standards.
Bringing the hemi back is ok, me personally would love to see manuals come back in cars, especially the trucks.
Totally on board with that. Interesting fact, the latest manual trans that was available in the diesel trucks was actually not rated for the amount of power the engine was making, so the manual trucks are detuned slightly.
@ReignitedAuto i actually have a 2004 2500 with the 5.7 and the nv4500. Only one I've seen. Diesel is nice but outta my price range lol
@@ReignitedAuto speaking of which, my nv4500 has a leak somewhere, I've seen where the dealership says just to use automatic transmission fluid, any input on what to use to keep it full until I can get it fixed?
@@H.R.6688 yep, ATF+4 is the recommended fluid 👍
@@ReignitedAuto ok thanks, hope you get better, that stuff sucks. I have degenerative disk disease in my lower back.
TK's garage mansion that they might be bringing the Magnum engine back and I think that engine is the one that will be a smaller displacement double overhead cam design based on a European engine
I love the Hemi, but I think the LS, Godzilla and Viper motor have proven that an inline valve head can make power and is probably more economical. I think a V8 based around the Viper motor and head would be a good direction. I love the idea of using the cam in cam tech, that didn’t cross my mind. Maybe even make it a feature of the SRT engines and keep the “generic” lower end motors more economical by using a more traditional cam. I would add I hope it isn’t DOHC, too much money in those.
Today's Hemi isn't a true Hemi anyways so make them with double overhead cams.
DOHC V8's are historically a train wreck. Talk to a few ford guys about them😅
@@2CabrasLocas I never heard anything really bad about the DOHC Coyote 5.0. I heard it was a good engine.
Hemi aluminum 5.7L, dual direct/port injection, needs to match the Coyote in hp/torque. This engine can sit between the Hurricane H.O. and S.O., similar to Fords Ecoboost 3.5/2.7L and the Coyote sitting in between them. However, not sure if manufacturers are willing to do this, next administration may only be 4 years, they will not want to start, stop and start again on different paths on future engines, especially if they are all trying to get synergy globally. Ford and GM can afford to do this, but can Stellantis?
I'm skeptical myself, but cautiously optimistic.
I've seen other comments addressing the low oil volume at idle and lifter failure thing. Was this already addressed? I have a 2022 Ram 1500 with the 5.7. My oil pressure at idle (at N.O.T.) never goes below 35 psi. According to other videos, it's typically much lower on previous models.
Hellcat oil pump and add an electric turbocharger like the Honda V3. Don't use a lead acid or lithium battery though, use curved graphene supercapacitors from Skeleton technologies. Just upsize the alternator and remove the radiator pulley with a redesigned V6 electric fan to remove the continuous parasitic drag.
You only need boost for 0-60mph or under heavy acceleration. On demand boost would be insane rather than the weird electric etorque system they already tried. Engine is fine, what is needed for both fuel economy and power is more air. Also less expensive than a supercharger setup, fewer moving parts and the parts that are there are high reliability.
Worked in electronics and electrical in industry after 22 years Navy then back to college then went into industry. I wonder why in the hell the automotive industry totally ignores a very rugged and reliable hydraulic control alternative, that being stepper motors. Practically every system that demanded rapid and accurate controls that had to be reliable have shifted from hydraulics to electrical. We had some machines in a niche product, our older machines were first equipped with Hydraulic controls, as when they were built that is all there was. They required constant attention and upkeep. We progressed from hydro mechanical controls over to electronics, drives and servo or stepper motors. We could run the machines at a much higher production speed with drastically increased controlled movements. So why not use a stepper motor, or servo motor system to control the cam fine tuning? Actually you could remove the cams totally and advance into electronically controlled valve systems. A simple high pressure hydraulic system with bi-directional valve controlled by a computer. Valve timing would be precise and easy to adjust valve lift and duration with software on the fly.
Some real 'pie in the sky' suggestions without taking into account costs. A next gen Hemi will need to be multi-platform, volume engine for it to make financial sense. It will also need to be emissions and CAFE compliant. That leaves the same options that most other volume automakers have already chosen over a decade ago: downsized, 4 valve and turbocharged. Which offers amazing headroom for power increases if done right. But then again, cost and packaging becomes a concern. For forced induction, it is hard to justify displacements larger than 5L. Boost should be moderate, intercooling liquid to air sub-loop. Boosted engines can be very complimentary with hybrid systems. Aluminum block and heads to save weight. Basically you end up where most other larger displacement engines have in the last 20 years..oh well.
I would be interested in a 7.2 or 7.3 liter with cam in cam
While we're adding to the unlikely wish list to Santa, I'd like a 3.5-4.0 liter DOHC straight 6 with dual injection for better low end torque and fuel economy than the Pentastar.
Don't underestimate the capability of the HO Hurricane though. I know it's a little shy on displacement and only has direct injection, but I truly believe it's going to be a good engine.
Aluminum block at least as an option.
Agreed, totally missed on not including that in the video. 👍
I would possibly do a Viper cam with SoA pistons in my 5.7
Merry Christmas
Thanks for watching!
For the hemi. Add two bolt mains. Better cam tech and dual fuel inject ( direct and port) better piston.
I think the v10 viper should be dual OH cam plant plain crank 😂
The problem with all these engine upgrades is it complicates the engine so much that no DIY person can possibly work on them………
You're not wrong Eric, obviously most of the small displacement engines have been that way for awhile now, very complex. It's a guarantee that any new Hemi will be more complex, but hopefully at it's core still just a v8. If they end up going small displacement v8 with turbos then it's game over for the average enthusiast.
Cam in cam design could help with cost, i hope chrysler goes that route. dohc will just make the engine more expensive to buy and maintain.
A 6.0L CGI block V8 with a gear driven DOHC would be great step forward.
I love the idea and it would be very reliable, but not sure that the resulting noise from the gear drive would be acceptable to them. Hmm...
@ I’d compromise with a chain driven timing system if it was a deal breaker, 😉.
That would no longer be a hemispherical combustion chamber " Hemi"
@ At this point with all the competition from Ford with their GT350 heads and GM’s ZR1 5.5L cylinder heads, SRT needs to get back together and come up with something that can hold their own against these two.
Hemi don't have to be pushrod
If it has GDi, I am not in the least bit interested. I will pass on the fuel dilution, the coked up intakes, and in 2027 GDI engines have to have particulate filters as well. Ask the diesel guys how much they like there particulate filters and regen!
Maybe it needs to look like a Cummins octane engine
Can we put a REAL oil pump on it at a minium?! So no more cam failures?
If they do make a GEN four hemi they should make it a real true hemispherical combustion chamber with domed Pistons and heads cause then it would be the correct time to call it a hemi
Need to make a alum block
5.7 hemi dohc👀
It could be awesome, but it might be as wide as the whole car 😄
Would you be interested in changing an oil pump on a 2024 Durango 392
Need a couple of 4 cylinder and V6 engines that are naturally aspirated ! Toyota has been doing if for years with massive success ! Honda need some naturally engines also. Say no to the turbocharger !!
I wouldn't care if they moved on from the Hemi name and brought back the Magnum with a DOHC. I know....Hemi. But, these haven't really been Hemi's anyways. The only thing they share with the Hemi's of old is the value orientation. I want to see a modern, modular engine design. Maybe bring back a pushrod big block 426 to replace the 6.4 in the HD trucks and some limited use in cars. That'd be cool. Since they need something to replace that tired 6.4 in the HD trucks to compete with the Ford 7.3 and GM 6.6.
Here is what i'd like to see, Keep the 5.7 and maybe the 6.2 (The hellcat i think) The 6.4 is the superduty gas option in my opinion, drop it and redesign a new (gen 5 maybe) to go bigger. My aim is taking on the Godzilla 7.3L ford engine and the reason is it brings us into the true (Not third party stroked) 426 hemi that can be used as a true gas super duty option a big stroke high torque mammoth that like the 7.3 also has the option for performance endeavors as well. With the government and DOGE probably dismantling the EPA as well as limiting the power of CARB maybe we can have the option of performance with efficiency government in anything is bad, commercial interest in performance and efficiency will make the next gen anything better
It's definitely going to be VERY interesting the next couple years to see if the government is going to let the leash off a little bit. Let's keep these horsepower wars going!
If you want what the Coyote has, then 4 valves/cylinder is it. I recall an Engine Masters event (when it was real and Popular Hot Rodding had it) let the Coyote in the. I just blew everything away. There's no getting around it. Of course, the logical conclusion is that 4 valves comes with dual overhead cams. And, 4 valve has been around since early on.
I realize this in not the lineage of the Hemi, so I guess it comes down to what the company thinks the Mopar fans will accept vs knowing that they have to get much more efficient and cleaner.
With that, to save the company, they need to get real as to vehicles that meet the utilitarian needs of the consumer as that is the market that allows them to put out the toys. Example, my 2000/2001 Caravans with 180 hp got 26 mpg on the highway and was more than enough power. My 2011 if careful will get 21/22. Frankly, 286 hp is not needed. Yes, it's a kick when the pedal is tromped, but...and now you can't even get a caravan.
I'm not an SUV person, I find them useless as a family vehicle and realize I'm in the minority. Though, I loved my 1998 2500 quad cab V10 with the camper package. Had all the power toys inside, plain on the outside. It was my tool. Unfortunately with only 109K on it, the frame rotted even though I took car of it. Then 2 new Dorman trans cooler hose just fell off while on the highway. F'n Dornman! That was it for the truck.
Ok, my xmas rant. Merry Christmas and Happy New Year. It should be the year I finally get my 65 Imperial Coup on the road.
They'll probably make it run on strawberry deusche😂. I'm sure it will be locked software, all bean counter designed to fail components and Lame.
😄I sure hope not, but recent events have not given me a ton of hope lol.
I believe it when I see it, Remember they are getting rid of Old product sitting on the lots, If they have a Engine it's not proven other than the Virtual or Computer world, They're not getting rid of the EV Charger body. They are going to push it, My motto is anything different will sell or move, Dodge needs to put both Engines in the Charger ik ik you don't want 2 engines competing with each other, Like the title of the video shows it, If Stellantis thinks it's going to use the same V8 5.7 6.4 6.2 trio they are tripping, Ford & GM have multiple power trains US designed, I'm wondering do they even reputable Engineers that are American or did they get rid of them, Remember they Disbanded SRT or can TK Get those guys back together. I'm a Chrysler Guy thru & thru
It pains me to say it but it must be said, The 4 cam 5.0 V8 is the most sophisticated to come from the US in years, Both FORD & GM have multi cam V8s, I put Ford 1st because their V8 is mass produced GMs ZO6 is not so that's why GM is 2nd.
Dodge cannot come back with the geriatric OHV 5.7 it's regular form. I believe Dodge cannot afford to bring a new V8 to market because they are scrambling to get back some market share, basically I believe they cannot afford a major Catastrophy with a New engine failing as they are rebuilding & restructuring
Anyway how long will it be before they build a newer technology V8
I wanna see this, I don't think they can pull it off with said Engine line up they have at the present.
GEN IV HEMI huh I wanna see where this goes
🤔🤔🤔
Whatever this next v8 is I need it to be at least 318 ci.
I hope they bring back the 5.7 to the ram 1500
A 5.2 dohc with direct injection is my guess.
Naaahh, EFI.... And if there is a new hemi it probably be a short run of 5 to 10yrs. So odds are they will make it compatible with after market parts. No VVT (trash), no dual cams.... Maybe a turbo hemi.
Oh please bring back the Hemi.
compromise on the DOHC thing, double cam in block. see ford 427 calliope prototype for an example
cam in cam also works, but DCIB would be interesting too