Chrysler ESF Specifications
| Engine Model: Chrysler ESF HEMI |
| Engine Type: 4-cycle 8-cylinder OHV 16-valve liquid-cooled gasoline |
| Total Displacement: 369.7 cu.in (6.06 L) |
| Rated Engine Power: 425 Hp (315 kW) at 6200 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection (SFI) |
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The Chrysler ESF HEMI is a 90-degree V8,
overhead valve (OHV), 16-valve gasoline engine. This 6.1-liter engine
represents a high-performance, naturally aspirated variant within
Chrysler's third-generation HEMI engine family. Production for this
specific engine code occurred from 2005 through 2010. The ESF engine is
a dedicated performance powerplant, distinct from the standard 5.7L
HEMI, and was developed for the SRT (Street and Racing Technology)
division. It is an interference engine design.
The engine employs a deep-skirt cast-iron cylinder block with
cross-bolted main bearing caps and aluminum cylinder heads. The defining
HEMI characteristic is its hemispherical combustion chambers paired with
a pushrod-actuated valvetrain. The 6.1L HEMI delivers high specific
output and a broad torque curve, with engineering focused on increased
airflow, higher compression, and strengthened internal components
compared to the 5.7L base engine. This engine is used exclusively in
rear-wheel-drive and all-wheel-drive performance applications.
Engine Type: 90-degree V8, liquid-cooled, four-stroke gasoline engine.
Bore: 103.0 mm (4.055 in).
Stroke: 90.9 mm (3.579 in).
Displacement: 6059 cc (369.7 cu.in).
Compression Ratio: 10.3:1.
Firing Order: 1-8-4-3-6-5-7-2.
Cylinder Numbering: Left bank (cylinders 1-3-5-7) is the front bank;
cylinder 1 is at the front of this bank. Right bank (cylinders 2-4-6-8)
is the rear bank.
Engine Rotation (viewed from the front): Clockwise.
Fuel Requirement: Premium unleaded gasoline, 91 pump octane minimum (93
octane recommended).
Power Output: 425 Hp (315 kW) at 6200 RPM (SRT8 applications).
Torque Output: 420 lb-ft at 4800 RPM (SRT8 applications).
Maximum Engine Speed: 6400 RPM (fuel cut-off).
Oil Pressure (at operating temperature): 35-45 psi at 2000 RPM (minimum
10 psi at idle).
The cylinder block is manufactured from cast iron using a high-strength
alloy. It is a deep-skirt design that extends well below the crankshaft
centerline for exceptional rigidity. The block incorporates six-bolt
main bearing caps. Each main cap is secured with four vertical bolts and
two lateral cross-bolts, resulting in a total of six fasteners per cap
to control crankshaft flex and bearing cap movement under high load.
The crankshaft is a forged steel unit with a 72.6 mm (2.86 in) main
journal diameter and a 67.1 mm (2.64 in) rod journal diameter.
Connecting rods are forged steel with fracture-split powdered metal
caps. Pistons are hypereutectic aluminum alloy with a full-floating
piston pin retained by spiral locks. Piston rings consist of a steel top
compression ring, a cast-iron second compression ring, and a three-piece
stainless steel oil control ring.
Each cylinder bank is equipped with a separate aluminum alloy cylinder
head. The heads feature the signature hemispherical ("Hemi") combustion
chambers, which allow for large, opposed valves and a centrally located
spark plug. The valvetrain is an overhead valve (OHV) pushrod design. A
single camshaft, located in the valley of the block, operates the valves
via hydraulic roller lifters, pushrods, and non-adjustable rocker arms.
The cylinder heads use individually mounted valve seats and bronze valve
guides. Valve springs are designed for high-RPM operation. The cylinder
head casting and port design are specific to the 6.1L application,
featuring larger intake and exhaust ports than the 5.7L HEMI.
Valve Arrangement: OHV, 2 valves per cylinder (16 total).
Intake Valve Head Diameter: 55.0 mm (2.165 in).
Exhaust Valve Head Diameter: 44.0 mm (1.732 in).
Intake Valve Stem Diameter: 8.0 mm (0.315 in).
Exhaust Valve Stem Diameter: 8.0 mm (0.315 in).
Valve Lift (Intake): 13.0 mm (0.512 in).
Valve Lift (Exhaust): 12.0 mm (0.472 in).
Valve Lash (Clearance): Hydraulic roller lifters; no manual adjustment.
Camshaft Drive: Single roller chain with a mechanical tensioner.
The fuel system is a sequential multi-port electronic fuel injection
(SFI) system. The system is a returnless design. Primary components
include dual in-tank electric fuel pumps, a chassis-mounted fuel filter,
tubular steel fuel rails, and eight injectors. Fuel pressure is
regulated by a diaphragm-type pressure regulator integrated into the
fuel filter housing or fuel pump module.
The engine employs an electronic throttle control (ETC) system with an
80 mm (3.15 in) diameter throttle body. The engine control strategy
includes an aggressive ignition timing map and a specific fuel
calibration to suit the high compression ratio and premium fuel
requirement.
Fuel Injection Type: Sequential Multi-Port Fuel Injection (SFI).
Fuel Pressure (at rail, static): 58 psi (400 kPa) with key on/engine
off.
Fuel Injector Flow Rate: 315 cc/min at 43.5 psi (39 lb/hr).
Fuel Injector Resistance: 11.5-13.5 ohms.
Throttle Body Bore Diameter: 80 mm (3.15 in).
Idle Speed Control: Managed by the electronic throttle body and engine
control module.
Idle Speed (base, in neutral): 650 ± 50 RPM.
The lubrication system is a pressure-fed, high-volume design with a
gerotor-type oil pump. The oil pump is mounted inside the front engine
cover and is chain-driven directly from the crankshaft snout. The system
incorporates a screw-on, disposable full-flow oil filter mounted on the
left side of the block. Oil is drawn from a baffled cast-aluminum oil
pan, pressurized, filtered, and distributed through main galleries.
The system features piston cooling jets, which spray oil onto the
underside of each piston to manage thermal loads. Oil passages feed the
crankshaft main and rod bearings, camshaft bearings, lifters, and chain
tensioner. A high-capacity oil cooler, integrated with the engine
coolant radiator, is standard equipment to maintain stable oil
temperatures under high-performance use.
Oil Pump Type: Gerotor-type, crankshaft-driven.
Oil Capacity (with filter change): 7.0 US quarts (6.6 liters).
Oil Capacity (dry fill): 7.5 US quarts (7.1 liters).
Oil Filter Type: Spin-on disposable, full-flow.
Relief Valve Opening Pressure: 70 psi (483 kPa).
Oil Type (recommended): API certified SM or later, 0W-40 or 5W-40 full
synthetic viscosity meeting FCA Material Standard MS-10725.
Oil Change Interval (normal service): 6,000 miles (10,000 km) or 6
months under severe service conditions.
The cooling system is a pressurized, high-capacity pump-driven system
with a dual-pass aluminum radiator. A belt-driven, centrifugal water
pump provides circulation. The system employs a dual thermostat housing:
a primary 180°F (82°C) thermostat for engine coolant and a secondary
195°F (91°C) thermostat dedicated to the integrated engine oil cooler
circuit.
This design allows the oil to reach operating temperature quickly while
providing precise thermal management for both fluids. Coolant flows
through the block and cylinder heads. An electric cooling fan module
with two fans provides high airflow at low vehicle speeds.
Cooling System Type: Pressurized, pump-driven, with dual-thermostat
control.
Coolant Capacity: 14.0 US quarts (13.2 liters) - varies by vehicle
application.
Primary Thermostat Opening Temperature: 180°F (82°C).
Radiator Cap Pressure Rating: 21 psi (145 kPa).
Water Pump Drive: Serpentine accessory belt.
Coolant Type: Ethylene-glycol based HOAT (Hybrid Organic Additive
Technology) coolant, specifically meeting FCA Material Standard MS-9769.
| Intake and Exhaust Systems |
The induction system uses a large, low-restriction airbox and a
composite intake manifold with long, tuned runners designed for high-RPM
power. The exhaust system features tubular stainless steel exhaust
manifolds (headers) with 1.75 in (44.5 mm) primary tubes, which are less
restrictive than the cast-iron manifolds on the 5.7L engine. The engine
uses a dual exhaust system from the manifolds rearward.
The ignition system is a coil-on-plug (COP) design. Eight individual
ignition coils mount directly atop each spark plug. The Engine Control
Module (ECM) provides individual coil control. The system uses dual
knock sensors (one per bank) to monitor for detonation and allow for
optimal ignition timing. Spark plugs are platinum-tipped with a service
life of 30,000 miles (48,000 km).
Overall Length: 780 mm (30.7 in).
Overall Width: 810 mm (31.9 in).
Overall Height: 750 mm (29.5 in).
Approximate Dry Weight: 240 kg (529 lbs).
Service Intervals:
Engine Oil and Filter Change: Every 6,000 miles (10,000 km) or 6 months
under severe service (high-performance driving, towing, extreme
temperatures). More frequent changes are recommended for track use.
Spark Plugs: Replace every 30,000 miles (48,000 km).
Engine Air Filter: Inspect every 12,000 miles (19,000 km); replace as
required, more frequently in dusty conditions. Coolant: First
replacement at 10 years or 150,000 miles (240,000 km), then every 5
years or 50,000 miles (80,000 km) thereafter.
Accessory Drive Belt: Inspect every 30,000 miles (48,000 km); replace at
first sign of wear, cracking, or glazing. Timing Chain: Not a scheduled
maintenance item; inspect for wear if unusual noise is present.
Cylinder Head Bolts (M11): Tighten in a specific multi-step sequence
using the torque-to-yield method. Final torque is 50 Nm (37 lb-ft) plus
an additional 90-degree turn plus a final 90-degree turn.
Main Bearing Cap Bolts (vertical): 122 Nm (90 lb-ft).
Main Bearing Cap Cross-Bolts: 54 Nm (40 lb-ft).
Connecting Rod Cap Nuts: 55 Nm (41 lb-ft) plus an additional 90-degree
turn.
Crankshaft Damper Bolt: 285 Nm (210 lb-ft).
Camshaft Sprocket Bolt: 122 Nm (90 lb-ft).
Rocker Arm Shaft Bolts: 28 Nm (21 lb-ft).
Spark Plugs: 17.5 Nm (13 lb-ft).
Oil Pan Drain Plug: 27 Nm (20 lb-ft).
Oil Filter: Hand-tighten 3/4 to 1 turn after gasket contact.
The Chrysler ESF engine was installed
exclusively in SRT performance models:
Dodge Charger SRT8 (2006-2010).
Dodge Challenger SRT8 (2008-2010).
Chrysler 300C SRT8 (2005-2010).
Jeep Grand Cherokee SRT8 (2006-2010).
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