This 'the tick' is common for 2009+ Hemi V8s with the MDS system. As for today, some owners are faced with a strange ticking sound in the modern 5.7L Hemi engine coming from the valvetrain. In 2007, Chrysler solved this problem by installing updated springs. There was one well-known problem with the dropping/cracking of valve springs in early Hemi engines. Below are the most common 5.7 Hemi problems and issues.ДҐ.7L HEMI tick problems. But in the real world, nothing is perfect, and there is no ideal engine that doesn't break. If not, Chrysler wouldn't have used it on some of their flagship cars and trucks for nearly 20 years. In general, the third-generation Hemi V8s don't have any significant design flaws, and the 5.7 Hemi is a good, reliable, and solid engine. Let's talk about how good the Chrysler 5.7 Hemi engine is. The compression ratio was increased to 10.5:1.ДЄfter the 4.7-liter V8 PowerTech was discontinued in 2013, the 5.7L Hemi motor became the base V8 engine option.Д¬hrysler 5.7L Hemi Problems and Reliability While the original heads have round 85cc chambers with squish shelves, the new ones have 65cc oval chambers. The D-shaped exhaust ports have a raised roof. The new, larger, and almost square intake ports flow 14% more air than previous rectangular ones. Starting from 2009, some models feature an electronically controlled, variable length of the intake runner (the active intake).Д¬ylinder heads have undergone significant changes. There are dual-mass crankshaft damper, reinforced connecting rods, and new pistons for the narrower ring pack. The redesigned engine block comes with a new, very durable crankshaft, which by the way, is still made of cast iron (a 53021300BB casting). The biggest thing was the implementation of the variable valve timing (VVT), which required three additional oil passages and an extended front cam bearing in the block. Significant changes have been made to improve the efficiency and stability of this big engine. In 2009, Chrysler released the revised 5.7L Hemi (5.7 Eagle). There is also an electronic throttle body (drive-by-wire). The diameter of intake valves is 2.00 inches (50.8 mm), of exhaust valves - 1.55 inches (39.4 mm). This system turns off the fuel in four cylinders (two in each bank) and keeps intake and exhaust valves closed by controlling the flow of oil through the lifters of corresponding valves. The 5.7 Hemi has been designed with a cylinder deactivation system called MDS (Multi-Displacement System) to reduce fuel consumption and emissions. The engine is also equipped with beehive valve springs and roller-style hydraulic lifters. The camshaft actuates intake and exhaust valves by pushrods via rocker arms. The HEMI-shaped chambers now have a flatter design with squish shelves on both sides, increasing efficiency and reducing emissions. The 5.7 Hemi engine has aluminum cross-flow cylinder heads with two valves and two spark plugs per cylinder. The timing chain is relatively long as the camshaft is intentionally raised to reduce the length of the pushers (lighter parts mean less inertia). The chain-driven camshaft is located between cylinder banks. After the revision in 2009, pistons were equipped with narrow piston rings - 1.20/1.20/2.0 mm ring pack. Up through 2008, pistons had wider rings - 1.50/1.50/3.0 mm rings. It uses powdered metal connecting forged rods and lightweight aluminum, skirt-coated pistons. The crankshaft made of cast nodular iron is supported by four bolts per main bearing. Like the 4.7L PowerTech V8, the 345 Hemi engine has a cast-iron cylinder block with a deep-skirt design and a 90-degree angle between cylinder banks. The 5.7L power unit was a completely new engine designed from scratch.

6.1 hemi bolt torque specifications