6.4L Engine - Service Information: Overview Dodge Challenger III рестайлинг

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The 6.4L HEMI 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. The heads incorporate splayed valves with a hemispherical style combustion chamber and dual spark plugs. 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. The 6.4L HEMI engine is a bored and stroked version of the 5.7L HEMI engine developed for SRT high performance vehicles. This engine shares the same architecture as the 2009 5.7L HEMI with the following Performance Upgrades

1. Increased Bore
2. Increased Stoke
3. 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

1. Variable Cam Timing (VCT) Cam Phasing System
2. Multi-Displacement System (MDS)
3. High Flow Ports
4. Increased Maximum RPM
5. Combustion Chamber Shape
6. Higher Compression Ratio

ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance.

These malfunctions may be classified as either performance e.g., (engine idles rough and stalls) or mechanical e.g., (a strange noise). For possible causes and corrections of malfunctions, refer to ENGINE MECHANICAL DIAGNOSIS CHART .

Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be isolated with the Service Diagnosis charts. For additional Information on diagnosis and testing, refer to the following tests

1. Cylinder Compression Pressure Leakage. Refer to «CYLINDER COMPRESSION PRESSURE LEAKAGE»(ref-489306-S10177815842012072600000) .
2. Cylinder Combustion Pressure Leakage. Refer to «CYLINDER COMBUSTION PRESSURE LEAKAGE»(ref-489306-S09951677452012072600000)
3. Checking Engine Oil Pressure. Refer to «CHECKING ENGINE OIL PRESSURE»(ref-489306-S23430728362012072600000) .
4. Cylinder Head Gasket Failure. Refer to «DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE»(ref-489306-S40523946942012072600000) .
5. Intake Manifold Leakage. Refer to «DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE»(ref-489306-S07718640412012072600000) .

OPERATION

The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the correct ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the combustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.

DESCRIPTION

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.

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1. Disconnect and isolate the negative battery cable (1).
2. Remove the air cleaner housing (5) and clean air tube (1). Refer to «BODY, AIR CLEANER, INSTALLATION»(ref-489306-S25803679822012072600000) .
3. Remove the cylinder head covers. Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-489306-S39512291222012072600000) . CAUTION: The piston must be at TDC, and both valves closed on the cylinder to be serviced. NOTE: The intake push rods can fall into the engine and become lodged in the oil pan, if removing intake rocker arm shaft, install the pushrod retainer (special tool #9070, Retainer, Push Rod) (1) to retain the intake push rods (2).
4. Install the pushrod retainer (special tool #9070, Retainer, Push Rod) (1) onto the cylinder head.
5. Clip the pushrods (2) into the pushrod retainer (1). CAUTION: The rocker shaft assemblies are not interchangeable between intake and exhaust. The intake rocker arms are marked with an "I".
6. Using the sequence shown in illustration, remove the rocker arm shaft bolts and remove the rocker arm shaft.
7. Install the rocker arm shaft adapter (special tool #9065B, Compressor, Valve Spring) (1).
8. Insert an air hose (2) into the spark plug hole and charge the cylinder with air. NOTE: A fulcrum assembly (1) must be rotated to the appropriate setting as marked on the tool for proper valve spring alignment. NOTE: All valve springs and seals are removed in the same manner. NOTE: Tap the top of the valve spring retainer to loosen the spring retainer locks.
9. Install the valve spring compressor (special tool #9065B, Compressor, Valve Spring) (1) and remove the intake valve retainer locks.
10. Release the valve spring compressor and remove the valve springs.
11. Install the valve spring compressor (special tool #9065B, Compressor, Valve Spring) (2) and the rocker arm adapter (special tool #9065-3, Adapter, Valve Spring Compressor) (1) and remove the exhaust valve retainer locks.
12. Release the valve spring compressor and remove the valve spring. NOTE: The valve springs are interchangeable between intake and exhaust.
13. Remove and discard the valve guide seal.

The crankshaft damper is used to control the resonance that is produced by the engine. The Noise, Vibration, and Harshness (NVH) created from the crankshaft can be controlled by dissipating the torque energy through the damper.

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The crankshaft damper on the engines is held to the crankshaft by means of a harden steel bolt. The damper is pressed onto a specific machined surface of the crankshaft.

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The HEMI® Engines incorporate various crankshaft vibration dampers depending on the engine application. And can be removed depending on the application used.

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Finding the proper puller for the application will ensure no damage will come to the damper. The flange puller is used by installing 3 bolts into the pre-tapped holes in the damper.

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Some pulleys that do not have bolt holes can be removed with a three jaw style (special tool #1023, Puller).

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1. Disconnect the negative battery cable (1).
2. Drain the cooling system. Refer to «STANDARD PROCEDURE»(ref-489282-S15090009642012072600000) .
3. Remove the upper radiator hose clamps (1) and remove the upper radiator hose (2).
4. Remove the oil cooler hose clamp (3) and remove oil cooler hose (4) and position aside.
5. Remove the accessory drive belt. Refer to «BELT, SERPENTINE, REMOVAL»(ref-489282-S33381563422012072600000) .
6. Remove the cooling fan assembly. Refer to «FAN, COOLING, REMOVAL»(ref-489282-S31342832962012072600000) . NOTE: When installing the puller tool, ensure the bolts are fully threaded through the entire crankshaft damper.
7. Remove the vibration damper bolt.
8. Install the puller tool (2) making sure the bolts are fully threaded through the entire crankshaft damper.
9. Remove the crankshaft damper (1).

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1. Using (special tool #10387, Installer, Vibration Damper), install the threaded rod (1) onto the crankshaft (2).
2. Tighten the threaded rod (4) until it is seated to the face (3) of the crankshaft.
3. Position the damper (2) on the crankshaft.
4. Install the press washer, bearing, washer, and the press nut onto the threaded rod.
5. Using Damper Installer (1) and a deep well socket, press the damper onto the crankshaft till seated.
6. Install the vibration damper bolt.
7. Position the (special tool #10386, Holder, Vibration Damper) (2), onto the vibration pulley (3).
8. Tighten the bolt to 250 N.m (184 ft. lbs.).
9. Install the accessory drive belt. Refer to «BELT, SERPENTINE, INSTALLATION»(ref-489282-S14236788572012072600000) .
10. Install the cooling fan. Refer to «FAN, COOLING, INSTALLATION»(ref-489282-S41352265202012072600000) .
11. Install the oil cooler hose (4) and clamp (3).
12. Install the upper radiator hose (2) and clamp (1).
13. Refill the cooling system. Refer to «STANDARD PROCEDURE»(ref-489282-S15090009642012072600000) .
14. Connect the negative battery cable (1).

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1. Remove the transmission. Refer to «REMOVAL»(ref-489308-S25665785932012072600000) .
2. Using the sequence shown in illustration, remove the flexplate (1) retaining bolts.
3. Remove the flexplate.

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.

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1. Use Cylinder Indicator (special tool #C-119, Cylinder Indicator) (2) to correctly measure the inside diameter of the cylinder bore (3). A cylinder indicator capable of reading in 0.003 mm (0.0001 in.) increments is required. If a cylinder indicator is not available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore (4). Start perpendicular (across or at 90°) to the axis of the crankshaft at point A and then take an additional bore reading 90° to that at point B. NOTE: The coated pistons, piston pins and connecting rods are pre-assembled and serviced as an assembly.
3. The piston and rod assembly is specific for the left cylinder bank (odd numbered) and the right cylinder bank (even numbered) and must not be interchanged.
4. The coating material (1, 2) is applied to the piston after the final piston machining process. Measuring the outside diameter of a coated piston will not provide accurate results. Therefore measuring the inside diameter of the cylinder bore with a cylinder indicator is MANDATORY . To correctly select the proper size piston, a cylinder indicator capable of reading in 0.003 mm (0.0001 in.) increments is required.
5. Piston installation into the cylinder bore requires slightly more pressure than that required for non-coated pistons. The bonded coating on the piston will give the appearance of a line-to-line fit with the cylinder bore.

The crankshaft rear oil seal is integral to the crankshaft rear oil seal retainer, for more information, refer to the following

1. Diagnosis and Testing: Refer to «Engine/Engine Block/RETAINER, Crankshaft Rear Oil Seal - Diagnosis and Testing»(ref-489306-S05539967412012072600000) .
2. Removal: Refer to «RETAINER, CRANKSHAFT REAR OIL SEAL, REMOVAL»(ref-489306-S13921574062012072600000) .
3. Installation: Refer to «RETAINER, CRANKSHAFT REAR OIL SEAL, INSTALLATION»(ref-489306-S26541592472012072600000) .

The Multi Displacement System (MDS) selectively deactivates cylinders 1, 4, 6, and 7 to improve fuel economy. It has two modes of operation

1. 8 cylinders for acceleration and heavy loads
2. 4 cylinders for cruising and city traffic

The main components of the Multi Displacement System are

1. Unique MDS camshaft
2. Deactivating roller lifters
3. 4 control valve solenoids
4. Control valve solenoid wiring harness
5. Oil temperature sensor

Cylinder Deactivation

1. Trap an exhaust charge from a normal combustion event
2. Normal combustion event
3. Deactivate the exhaust valve
4. Deactivate the intake valve
5. Piston is an air spring
6. Cylinders deactivated in firing sequence

Cylinder Reactivation

1. Normal combustion event
2. Activate the exhaust valve
3. Activate the intake valve
4. Empty the cylinder
5. Cylinders reactivated in firing sequence

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 (3) is located under the intake manifold.

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The Variable Valve Timing (VVT) assembly is actuated with engine oil pressure. The oil flow to the VVT assemblies are controlled by an Oil Control Valve (OCV). The OCV consist of a Pulse Width Modulated (PWM) solenoid and a spool valve. The PCM actuates the OCV to control oil flow through the spool valve into the VVT assemblies. The VVT assembly consists of a rotor, stator, and sprocket (Phaser) (2). The stator is connected to the timing chain through the sprocket. The rotor is connected to the camshaft. Oil flow in to the VVT assembly rotates the rotor with respect to the stator, thus rotating the exhaust camshaft with respect to the timing chain and intake camshaft. An infinitely variable valve timing position can be achieved within the limits of the hardware. The CMP monitors the position of the camshaft with respect to the crankshaft and provides feedback to the PCM.

The oil pressure sensor uses the following three circuits

1. Signal circuit to the PCM
2. Sensor ground circuit through the PCM
3. 5 volt reference circuit from the PCM

The oil pressure sensor returns a voltage signal back to the PCM with reference to oil pressure. Ground for the sensor is supplied by the PCM.

The oil pressure sensor is located on the right side of the engine block. The sensor screws into the engines main oil gallery.

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1. Disconnect and isolate the negative battery cable.
2. Remove the accessory drive belt. Refer to «BELT, SERPENTINE, REMOVAL»(ref-489282-S33381563422012072600000) .
3. Remove the upper generator mounting bolt.
4. Raise and support the vehicle.
5. Remove the belly pan retainers (1) and remove the belly pan.
6. Remove the lower generator retaining bolts (1).
7. Lower the vehicle.
8. Position the generator aside to gain access to the oil pressure sensor.
9. Disconnect the oil pressure sensor electrical connector (1).
10. Remove the oil pressure sensor (1).

The oil temperature sensor uses the following two circuits

1. Signal circuit to the PCM
2. Ground circuit from the PCM

The oil temperature sensor is a Negative Thermal Coefficient sensor. The resistance of the sensor changes as oil temperature changes. This results in different output voltages back to the PCM.

The oil temperature sensor is located on the right side of the engine block.

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1. Disconnect and isolate the negative battery cable.
2. Remove the accessory drive belt. Refer to «BELT, SERPENTINE, REMOVAL»(ref-489282-S33381563422012072600000) .
3. Remove the generator upper mounting bolt.
4. Raise and support the vehicle.
5. Remove the belly pan retainers (1) and remove the belly pan.
6. Remove the generator lower mounting bolts (1).
7. Lower the vehicle.
8. Position the generator aside to gain access to the oil temperature sensor.
9. Disconnect the oil temperature sensor electrical connector (1).
10. Remove the oil temperature sensor (1).

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 exhaust manifolds collect the engine exhaust gases exiting the combustion chambers and then channels the exhaust gases to the exhaust pipes/catalytic converters.

The timing chain tension is maintained by routing the timing chain through the tensioner assembly. The tensioner assembly consists of two chain guide shoes. One shoe is fixed in place and the other is spring loaded to maintain the correct timing chain tension.