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Old 04-30-2011, 07:30 PM
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6.4 hemi specs

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

----------------------------------------------------

TRANSMISSION: W5A580 FIVE-SPEED AUTOMATIC
Availability Standard with 6.4-liter HEMI engine
Description AutoStick driver interactive manual control and electronically-modulated torque
converter clutch
Gear Ratios
1st 3.59
2nd 2.19
3rd 1.41
4th 1.00
5th 0.83
Reverse 3.16
Final Drive Ratio 3.70:1 – ZF Electronic Limited Slip Differential
Overall Top Gear 3.07
TRANSFER CASE: MP 3010
Availability Standard with 6.4-liter HEMI engine
Type Single-speed, electronic proportioning
Operating Modes Full-time 4WD
Torque Split, Front/Rear Variable - 50/50 Snow and 35/65 Sport and Track
FRONT AXLES
Differential Type Conventional
Availability Standard with 6.4-liter HEMI engine
Ring Gear Diameter 7.7 (195)
Axle Ratio 3.70:1
REAR AXLES
Differential Type Electronic Limited Slip Differential (ELSD)
Availability Standard with 6.4-liter HEMI engine
Ring Gear Diameter 9 (230)
Axle Ratio 3.70:1
Attached Files
File Type: pdf 2011_392_hemi_specs.pdf (47.6 KB, 51 views)
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  #2  
Old 04-30-2011, 08:02 PM
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Re: 6.4 hemi specs

thanks Mr.
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Old 05-01-2011, 07:27 AM
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Re: 6.4 hemi specs

Thanks a lot Scott for the information! This is going to be awesome once it comes out!
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  #4  
Old 05-01-2011, 08:13 AM
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Re: 6.4 hemi specs

Cool stuff! Thanks for posting, Scott.
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  #5  
Old 05-08-2011, 05:05 PM
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Re: 6.4 hemi specs and drivetrain discussion

Lets discuss what is known about the 2012 Jeep SRT8's drivetrain---


ENGINE-392 Hemi with the addition of the new cam-phaser/VVT and MDS technology to help on fuel consumption. What Im hearing is that the 392 is underrated and is capable of 1500 hp and is very easily modified.


TRANNY-

Yep...the Nag-1...same as the 06-10 Jeep SRT8. There are plenty of modded Nag-1's available from Paramount and SHR. Easy upgrade.




TRANSFER CASE

MP3010

No idea about this. Anyone have any info?


Axles


front is 3.07:1

is it an open diff?

rear is 3.70:1

9" ring gear
IRS with frame mounted diff
3.70:1 final ratio
ELSD-electronic limited slip-How will this react to all the power and tq?
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  #6  
Old 05-08-2011, 08:12 PM
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Re: 6.4 hemi specs and drivetrain discussion

BUMP - Yes lets discuss people! Good topic here. One thing I noticed not that it matters really, but the 3.07 ratio is the same front as all the 3.7L WKs from previous years instead of the 3.73 in the rest of them so interesting choice there.

I know that with the ELSD we are going to LOVE the twistys more! I know its better for circuit/racing use simply due to the fact that in the turns the wheel with more grip is going to get the power so unlike the Dana 44 in the old SRT8 we should in theory be able to hit turns harder and hold through and get out better. PLUS the fact that its now IS in the rear rather than a silly solid rear! Thats going to be the big factor but in combo with the rigid chassis, ELSD and suspension tuning system, this thing should be railed! Imagine just dropping it a little, OMG! Obviousley weight and stiffness and suspension all play a factor but the ELSD certainly cant hurt Also should be good for the mud/snow etc etc, I expect this thing to be UNSTOPPABLE pending clearance isn't to much of an issue

Also fact that its electronic means it will be using sensors and some other gismos to monitor wheel slip so it should in theory be very fast and accurate

Also, here's a cool thread from the red site about someone convertin the Dana 44 to a Viper LSD setup, hybrid unit but cool read. If I wasn't supposed to post a "redsite" link, feel free to remove it guys

http://www.************.com/forums/s...t=13172&page=2



Quote:
Originally Posted by Scottina06 View Post
Lets discuss what is known about the 2012 Jeep SRT8's drivetrain---


ENGINE-392 Hemi with the addition of the new cam-phaser/VVT and MDS technology to help on fuel consumption. What Im hearing is that the 392 is underrated and is capable of 1500 hp and is very easily modified.


TRANNY-

Yep...the Nag-1...same as the 06-10 Jeep SRT8. There are plenty of modded Nag-1's available from Paramount and SHR. Easy upgrade.



TRANSFER CASE

MP3010

No idea about this. Anyone have any info?


Axles


front is 3.07:1

is it an open diff?

rear is 3.70:1

9" ring gear
IRS with frame mounted diff
3.70:1 final ratio
ELSD-electronic limited slip-How will this react to all the power and tq?
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  #7  
Old 05-09-2011, 12:23 PM
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Re: 6.4 hemi specs

http://cgi.ebay.com/ebaymotors/MP301...0#ht_794wt_941

BUMP - heres the MP3010 tcase, not sure if its identical but maybe someone could pick it up and tear it down to see what what she looks like inside
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  #8  
Old 05-09-2011, 12:26 PM
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Re: 6.4 hemi specs

wonder what vehicle that is from? it doesnt say in the auction. We could sorta compare the hp its putting out, reliabilty and what kind of mods that vehicle is running and what hp is possible before this unit needs upgraded.
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  #9  
Old 05-10-2011, 12:18 PM
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Re: 6.4 hemi specs

I read around, seems it comes out of a 2011 Escalade, not sure, I guess they have AWD? Don't know a thing about them other than they're nice as hell inside and out haha

Seems its also a commonly used GM t-case but I just cant find any specifics on what, going to search some diff cars from GM and see if I can get a list.

edit: its official part# Is the MP3010-NP0, not sure what that means, maybe its different?

Cars to use it have been the Chevy Avalanche, the Yukon Denali, still looking around.
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Old 06-18-2011, 02:52 PM
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Re: 6.4 hemi specs

any more info?
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Old 10-05-2014, 03:25 AM
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Re: 6.4 hemi specs

good info, thanks for sharing
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