Chrysler EZH Specifications
| Engine Model: Chrysler EZH |
| Engine Type: 4-cycle 8-cylinder OHV 16-valve liquid-cooled gasoline |
| Total Displacement: 345 cu.in (5.65 L) |
| Rated Engine Power: 360-395 hp (268-295 kW) at 5600 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Chrysler EZH engine represents a significant
evolution within the third-generation HEMI engine family, serving as the
5.7-liter V8 powerplant that debuted for the 2009 model year. Building upon the
foundational “Eagle” architecture, the EZH designation distinguishes this
variant by the integration of dual-independent Variable Valve Timing (VVT), a
sophisticated enhancement over its predecessor.
This engine was engineered to deliver a compelling combination of robust power
output, refined drivability, and improved fuel conservation, achieved through
the strategic implementation of the Multi-Displacement System (MDS). Its
architecture maintains the iconic hemispherical combustion chamber design while
incorporating modern materials and precision manufacturing, establishing itself
as a cornerstone of Chrysler’s powertrain lineup for over a decade across a
diverse range of passenger cars, muscle cars, sport utility vehicles, and
light-duty trucks.
The EZH engine is a 90-degree, naturally aspirated V8 configuration operating on
a four-stroke gasoline cycle. Its valvetrain adheres to the overhead valve (OHV)
pushrod layout, actuating two valves per cylinder for a total of 16 valves.
Total displacement is precisely 5,654 cubic centimeters, commonly referred to as
5.7 liters or 345 cubic inches. The cylinder bore measures 99.5 mm, with a
piston stroke of 90.9 mm. The compression ratio is established at 10.5:1. The
fuel delivery system utilizes sequential multi-point electronic fuel injection,
with each cylinder receiving a precisely metered charge.
Power output varies by application and model year calibration, ranging from 360
to 395 horsepower (268 to 295 kW) achieved at 5,600 rpm. Peak torque spans from
390 to 410 lb-ft (529 to 556 Nm), delivered between 3,950 and 4,000 rpm. The
manufacturer recommends mid-grade 89-octane fuel for optimal performance, though
87-octane is acceptable. The ignition system is distinctive, employing two spark
plugs per cylinder for a total of 16 spark plugs, a design intended to optimize
flame propagation across the hemispherical combustion chamber, enhancing
combustion efficiency and reducing emissions.
The cylinder block is constructed from cast iron,
providing a rigid foundation essential for managing the high cylinder pressures
and mechanical loads inherent to the engine’s design and displacement. This
deep-skirt design incorporates cross-bolted main bearing caps, which contribute
to the structural integrity and durability of the lower end.
The block features a 90-degree cylinder bank angle and utilizes a pressed-in,
thin-wall cast iron liner for each cylinder bore. It is configured to
accommodate the MDS hardware, with specific oil galleys designed to supply the
deactivation solenoids and latching pins within the lifters. The engine’s timing
drive is a robust single-row silent timing chain system mounted at the front of
the block, driving the camshaft located within the block’s valley.
The cylinder heads are manufactured from aluminum alloy
to reduce overall engine mass and facilitate efficient heat dissipation. The
combustion chambers retain the hemispherical (HEMI) design, which allows for
large valve diameters and nearly straight, efficient intake and exhaust ports.
Each cylinder head houses two valves per cylinder, with intake valves measuring
50.8 mm (2.000 in) in diameter and exhaust valves measuring 39.4 mm (1.550 in).
The valves are actuated by a conventional pushrod system, with the camshaft
acting upon hydraulic roller lifters, which in turn push hollow pushrods that
actuate aluminum roller rocker arms. The EZH cylinder heads are distinguished by
their accommodation for the dual-independent VVT system, which utilizes camshaft
phasers on both the intake and exhaust camshafts within each cylinder head,
allowing for independent adjustment of valve timing relative to crankshaft
position.
The fuel system operates as a returnless, sequential
multi-point electronic fuel injection system. A single in-tank electric fuel
pump delivers fuel at a regulated pressure to the fuel rails mounted on each
cylinder head. Each fuel rail supplies six injectors (for V8 applications) that
are individually fired by the Powertrain Control Module (PCM) in precise
synchronization with each cylinder’s intake stroke.
The system uses a fuel pressure sensor to maintain optimal delivery pressure
across all operating conditions. The MDS functionality integrates with the fuel
system by ceasing fuel delivery to the four deactivated cylinders, concurrently
with the deactivation of their valves, to maximize fuel economy during periods
of low engine load.
The lubrication system is a high-capacity, full-flow
filtration design utilizing a gerotor-style oil pump mounted internally to the
engine front cover, driven directly by the crankshaft. Total system capacity,
including the oil filter, is 7.0 quarts (6.6 liters). The specified lubricant is
5W-20 full synthetic engine oil, mandated for the correct operation of the MDS.
The oil pump is designed to deliver high flow at low engine speeds to ensure
rapid pressure buildup to the MDS solenoids and lifters. An oil cooler is often
integrated into the system on applications with higher towing or performance
demands. The system incorporates a baffled oil pan to maintain consistent oil
pickup under dynamic driving conditions.
The cooling system employs a pressurized, sealed design
using a mixture of distilled water and ethylene-glycol-based antifreeze. Total
coolant capacity varies by vehicle platform, with a range from approximately
13.0 to 15.0 liters (13.7 to 15.8 quarts) dependent on the radiator and heater
core configuration. The water pump is a centrifugal type, mounted to the engine
front cover and driven by the engine’s accessory serpentine belt.
The thermostat is a 195°F (91°C) unit, regulating coolant flow to maintain
optimal engine operating temperature. The system is designed to provide uniform
cooling to the aluminum cylinder heads and cast iron block, managing the thermal
demands of the VVT and MDS systems to ensure consistent component operation and
longevity.
The ignition system is a coil-on-plug (COP) design with
a separate ignition coil for each of the 16 spark plugs. The PCM controls
ignition timing individually for each cylinder, adapting to fuel quality and
engine conditions. The engine management system employs a sophisticated
electronic throttle control (ETC) for precise airflow regulation.
The VVT system utilizes oil pressure to actuate camshaft phasers, with control
solenoids for each of the four camshafts (intake and exhaust per bank) allowing
the PCM to adjust valve overlap and timing across a range of up to 50 degrees of
crank angle.
The MDS system deactivates the intake and exhaust valves for four specific
cylinders (1, 4, 6, and 7 in the firing order) by using special hydraulic
lifters that collapse under oil pressure, effectively converting the engine to a
V4 configuration under light load conditions. The engine’s firing order is
1-8-4-3-6-5-7-2.
Engine dimensions are dependent on ancillary
components, but the basic assembly length from the front of the crankshaft
pulley to the rear of the cylinder block is 711 mm (28.0 in). Width across the
cylinder head covers is 686 mm (27.0 in).
Height from the bottom of the oil pan to the top of the intake manifold is 711
mm (28.0 in). The complete engine assembly weight, inclusive of intake and
exhaust manifolds, fuel system, and all essential ancillary components, is 215
kg (474 lb).
The spark plug replacement interval is 160,000 km
(100,000 miles). Spark plug type is a proprietary resistor-type with a gap
specification of 1.0 mm (0.040 in). Engine oil and filter change intervals are
directed by the vehicle’s Oil Life Indicator system, with a maximum interval of
16,000 km (10,000 miles) under optimal conditions.
The engine air filter replacement interval is generally 48,000 km (30,000 miles)
but is subject to driving conditions. The engine coolant is a long-life
formulation requiring replacement at 240,000 km (150,000 miles) or ten years,
whichever occurs first. The timing chain is designed for the life of the engine
under normal operating conditions and has no specified replacement interval.
Cylinder head bolts are tightened in a multi-stage
process using torque-to-yield (TTY) methodology. The initial stage is 54 Nm (40
lb-ft). A subsequent stage involves a 90-degree turn, followed by a final
90-degree turn. Main bearing cap bolts (cross-bolts included) are torqued to 108
Nm (80 lb-ft) plus an additional 90-degree turn. Connecting rod cap nuts are
tightened to 27 Nm (20 lb-ft) plus an additional 90-degree turn.
Camshaft phaser bolts are tightened to 100 Nm (74 lb-ft) plus a 90-degree turn.
Intake manifold bolts are torqued in sequence to 12 Nm (106 lb-in). Exhaust
manifold bolts are torqued to 27 Nm (20 lb-ft). Spark plugs are torqued to 16 Nm
(12 lb-ft). The rocker arm shaft bolts are torqued in sequence to 27 Nm (20
lb-ft).
Chrysler 300C (2009 to 2023 model years).
Dodge Charger (2009 to 2023 model years).
Dodge Challenger (2009 to 2023 model years).
Dodge Durango (2011 to 2024 model years).
Jeep Grand Cherokee (2009 to 2022 model years).
Ram 1500 (2009 to 2024 model years).
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