New Hemi Engines 2003-Present: How to Rebuild
(as of Jan 20,2022 10:26:54 UTC – Details)
From the Publisher
Larry Shepard delivers thorough instructions for each crucial step of the rebuilding process. He shows you how to perform compression and leak down testing to accurately assess the health of the engine. Disassembly and comprehensive inspection instructions are provided so you can determine and remedy any underlying problems. Expert insight allows you to select the ideal parts package for your rebuild, whether OEM replacement or compatible and complementary high-performance parts are selected. The most pertinent information for the latest machining practices is provided, so you can coordinate with the machine shop to return the block, head, intake, and other surfaces to like-new condition. Assembling the cylinder heads as well as accurately measuring, checking clearances, and test fitting parts is detailed, so you’re sure all components are within spec and ready for final assembly. Comprehensive step-by-step instructions are provided for assembling all components into a complete engine.
Is it Time to Rebuild?
There are several styles of compression gauges. This one has a short piece of hose that threads into the spark plug holes. The extra-long reach of the plug shouldn’t cause any problems as long as the O-ring seals to the plug seat.
On the 2009 and newer engines with variable valve timing (VVT), the cam sprocket has a phaser attached to the front of the cam sprocket. The phaser replaces the windowed dish. Do not remove the phaser from the cam sprocket.
The machine shop will use a dial-bore gauge to measure the exact bore size of each cylinder. The dial-vernier can give you a quick answer if there is a question relating to the block being overbored at an earlier date or previous rebuild or a 5.7L block being passed off as a larger version.
Because the Gen III Hemi is shorter, narrower, and much lighter than earlier Hemis, it makes a great engine swap choice (an A-body shown). The close shock towers presented a problem for the Gen II Hemi and RB big-blocks.
The aftermarket offers many Gen III Hemi cranks from basic service to 4.00- to 4.050-inch strokers. The rods and pistons must be matched to the crank for stroker applications. The crank wheel must match the sensor mounted in the block and the ECM that is in the vehicle.
The machine shop will usually return the block with the main caps installed. The main caps have cast-in numbers or were marked at disassembly. Unless the engine suffered a failure, there is no reason to change the main caps.
Measure the crank end play and record. Do this after the piston and rod assemblies are installed. Set the dial indicator on the pan rail with the indicator on the flat face of a counterweight and somewhat parallel to the crank centerline.
Publisher : CarTech; Illustrated edition (February 2, 2019)
Language : English
Paperback : 144 pages
ISBN-10 : 1613254474
ISBN-13 : 978-1613254479
Item Weight : 1.1 pounds
Dimensions : 8.5 x 0.38 x 11 inches