Chrysler EER Specifications
| Engine Model: Chrysler EER |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve liquid-cooled gasoline |
| Total Displacement: 167 cu.in (2.73 L) |
| Rated Engine Power: 202 Hp (151 kW) at 6000 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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Introduced in 1998, the EER engine, more commonly known
as the 2.7-liter V6, was a cornerstone of Chrysler’s powertrain lineup for over
a decade. Its design prioritized a compact, rigid structure with a 60-degree
bank angle to minimize vibration and fit transversely in engine bays. The
engine’s aluminum cylinder block and heads contributed to a substantial weight
reduction compared to its iron-block predecessors, aiding vehicle dynamics and
fuel economy.
While its power output of 200-202 horsepower was competitive for its
displacement and class, the engine’s reputation was defined by its unique
thermal management system, where the water pump was driven by the timing chain.
This design, coupled with precise cooling system requirements, made diligent
maintenance paramount for longevity. The engine received a significant revision
in 2004, which included an improved water pump seal, a revised oiling system
with a larger sump, and a change to a lower-viscosity oil specification to
enhance cold-start protection and reduce internal friction.
Engine Type: 60° V6, liquid-cooled, naturally aspirated, four-stroke, gasoline.
Displacement: 2,736 cc (167 cu.in).
Bore: 86.0 mm (3.39 in).
Stroke: 78.5 mm (3.09 in).
Compression Ratio: 9.7:1 (1998-2004 models); 9.9:1 (2005-2010 models).
Firing Order: 1-2-3-4-5-6.
Fuel System: Sequential Multi-Port Electronic Fuel Injection (SFI) with a
returnless fuel system on later iterations.
Valvetrain: Dual Overhead Camshaft (DOHC), 24
valves (four per cylinder), with hydraulic lash adjusters and roller
finger followers.
Power Output:
200 hp (149 kW) at 5,800 rpm (1998-2004).
202 hp (151 kW) at 6,000 rpm (2005-2010).
Torque Output:
190 lb-ft (258 Nm) at 4,850 rpm (1998-2004).
192 lb-ft (260 Nm) at 4,000 rpm (2005-2010, with a broader torque
plateau).
Maximum Engine Speed: 6,400 rpm (early models); 6,600 rpm (later
models).
Ignition System: Distributorless, coil-on-plug (COP) with individual
ignition coils for each cylinder.
The cylinder block is constructed from a high-strength
aluminum alloy, a design choice that significantly reduces overall engine mass.
To provide a durable wear surface for the pistons and rings, the block is cast
with pressed-in, thin-wall gray iron cylinder liners. The block features a
deep-skirt design for increased structural rigidity and reduced noise,
vibration, and harshness (NVH).
The engine utilizes a cross-bolted main bearing cap configuration, where the
four main bearing caps are secured not only by vertical bolts but also by
horizontal bolts that thread into the block side walls. This design enhances the
rigidity of the bottom end, supporting the engine’s power output and operational
smoothness.
The cylinder heads are manufactured from an aluminum
alloy and employ a DOHC configuration with four valves per cylinder. The valves
are arranged in a pent-roof combustion chamber design to optimize volumetric
efficiency and flame propagation. The intake valves are larger in diameter than
the exhaust valves.
The valvetrain incorporates hydraulic lash adjusters that automatically maintain
zero valve clearance, eliminating the need for periodic manual adjustments. The
roller finger followers reduce frictional losses between the camshaft lobes and
the valve stems. Camshafts are driven by a single, silent-type timing chain
located at the front of the engine.
Number of Valves: 24 total (12 intake, 12 exhaust).
Valve Arrangement: DOHC, four valves per cylinder.
Valve Seat Material: Sintered iron alloy (intake and exhaust).
Valve Guide Material: Powdered metal.
The fuel system is a sequential multi-point electronic
fuel injection system. An electric fuel pump located within the fuel tank
delivers fuel to a rail mounted on the intake manifold. The engine control
module (ECM) commands each fuel injector to open individually, precisely
metering fuel in synchronization with the engine’s intake stroke for each
cylinder.
Later model years utilized a returnless fuel system, where the fuel pressure
regulator is integrated within the fuel tank module, simplifying the fuel line
routing and reducing fuel heating. The intake manifold is a three-stage
variable-length design (except for some early applications), using internal
runners of varying lengths to optimize airflow velocity and volumetric
efficiency across the engine’s operating range, thereby broadening the torque
curve.
The lubrication system is a full-flow, pressurized
system utilizing a gerotor-type oil pump. The oil pump is mounted internally and
driven directly by the crankshaft sprocket. A critical distinction exists in the
oiling system based on the oil pan design. Early engines utilized a shallow oil
pan with a capacity of 4.7 liters (5.0 quarts). In a significant revision for
the 2004 model year and beyond, Chrysler introduced a deep-dish oil pan that
increased total system capacity to 5.7 liters (6.0 quarts).
This change, along with a revised oil pick-up tube, was implemented to improve
oil circulation, enhance cooling of the internal components, and mitigate slosh
during cornering. The recommended oil viscosity for engines built before 2004 is
5W-30, while engines from 2004 onward are specified for 5W-20 to ensure proper
flow through the updated oil galleries and the hydraulic lash adjusters.
The cooling system is a pressurized, liquid-cooled
design. A unique and defining feature of the EER engine is the water pump
configuration. The water pump is not driven by an external belt; instead, it is
mounted to the front of the cylinder block and driven internally by the timing
chain. This arrangement required a specific maintenance procedure for the
cooling system.
The system utilizes a cross-flow radiator with an electric cooling fan. Coolant
circulates from the radiator through the water pump, into the cylinder block, up
through the cylinder heads, and through the heater core and thermostat before
returning. Maintaining the correct coolant concentration and regular changes are
imperative to prevent corrosion and cavitation that could compromise the water
pump seal, which is a critical service item on this engine.
| Intake and Exhaust Systems |
Intake System: A three-stage variable intake manifold
(VIM) was standard on most applications. It used a system of vacuum-actuated
valves to alter the length of the intake runners, optimizing low-end torque and
high-end horsepower.
Exhaust System: Dual stainless-steel exhaust manifolds route gases into a single
exhaust system with a catalytic converter. The system is monitored by upstream
and downstream heated oxygen sensors for closed-loop fuel control.
Electrical System: A 12-volt, 120-140 amp alternator
(depending on application and vehicle equipment) provides charging capability.
The ignition system uses a coil-on-plug (COP) design, eliminating spark plug
wires.
Crankcase Ventilation: A Positive Crankcase Ventilation (PCV) system routes
blow-by gases from the crankcase into the intake manifold for combustion.
Dry Engine Weight (complete, without fluids): 142 kg
(313 lb).
Overall Length (from front of timing cover to flywheel mounting face): 610 mm
(24.0 in).
Overall Width (across cylinder heads): 650 mm (25.6 in).
Overall Height (from bottom of oil pan to top of intake manifold): 690 mm (27.2
in).
Oil Capacity (including filter): 4.7 liters (5.0
quarts) for shallow-pan engines; 5.7 liters (6.0 quarts) for deep-pan engines
(2004+). Engine Oil Specification: API-certified, SAE 5W-30 (pre-2004); SAE
5W-20 (2004+).
Coolant Capacity: 9.0 to 9.5 liters (9.5 to 10.0 quarts), depending on radiator
and heater core configuration. Coolant Type: Ethylene-glycol-based,
phosphate-free, HOAT (Hybrid Organic Acid Technology) formulation, such as Mopar
G-05.
Spark Plug Type: Champion RC10PYPB4 or equivalent double-platinum. Spark Plug
Gap: 0.99-1.09 mm (0.039-0.043 in). Spark Plug Replacement Interval: 160,000 km
(100,000 mi).
Idle Speed (in drive, automatic transmission): 550-650 rpm. Compression Pressure
(minimum, with engine warm): 1,000 kPa (145 psi), with a maximum variation of
25% between cylinders.
Cylinder Head Bolts (10 mm): 35 Nm (26 lb-ft).
Main Bearing Cap (Vertical Bolts): 70 Nm (52 lb-ft).
Main Bearing Cap (Cross Bolts): 27 Nm
Connecting Rod Cap Nuts: 27 Nm (20 lb-ft).
Intake Manifold (Upper to Lower): 12 Nm (106 lb-in).
Intake Manifold (Lower to Cylinder Head): 25 Nm (221 lb-in).
Exhaust Manifold to Cylinder Head: 23 Nm (17 lb-ft).
Camshaft Sprocket Bolt: 100 Nm (74 lb-ft).
Spark Plugs: 27 Nm (20 lb-ft).
Water Pump (to Timing Chain Cover): 28 Nm (21 lb-ft).
Timing Chain Tensioner: 28 Nm (21 lb-ft).
Oil Pan Bolts (Shallow Pan): 12 Nm (106 lb-in).
Oil Pan Bolts (Deep Pan): 15 Nm (133 lb-in).
Oil Filter Adapter: 55 Nm (41 lb-ft).
Flywheel/Flexplate to Crankshaft: 95 Nm (70 lb-ft).
Chrysler 300 (2005-2010) - including the 300C in some
non-US markets.
Chrysler 300M (1998-2001) - primarily for the European market.
Chrysler Concorde (1998-2004).
Chrysler Intrepid (1998-2004) - badged as both Chrysler and Dodge.
Chrysler Sebring (2001-2010) - sedan and convertible models.
Chrysler Sebring JS (2007-2010).
Dodge Avenger (2008-2010).
Dodge Charger SE (2006-2010).
Dodge Intrepid (1998-2004).
Dodge Journey JC (2008-2012) - in non-US markets.
Dodge Magnum SE (2005-2008).
Dodge Stratus (2001-2006) - sedan model.
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