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The 4.7 Liter “Next Generation” and “Semi-Hemi” V8 Engine (Dodge - Jeep)

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The 4.7 Liter “Next Generation” and “Semi-Hemi” V8 Engine (Dodge - Jeep) The 4.7 Liter “Next Generation” and “semi-Hemi” V8 Engine (Dodge - Jeep) Chrysler’s first truly new V-8 since the 1960s, the “Corsair” 4.7 had better power, gas mileage, and emissions than the 5.2 liter engine it replaced; a new truck V6, the 3.7 , was based on it, replacing the 3.9 liter V6 based on the 5.2. The engine was reportedly designed as a replacement for the venerable 4-liter AMC I-6, with the 3.7 to replace the AMC 2.5. EGR and knock sensors were added in 2005. In 2007 (model year 2008), Chrysler replaced the 4.7 liter V8 with a new version. Power went from 230 hp to 290 hp (and up to 320 lb-feet of torque) with that move; gas mileage went up, and noise and vibration went down. The new 4.7-liter V-8 features 5.7-Hemi features such as two spark plugs per cylinder, with a high 9.8:1 compression ratio, and better port flow; but it has a new slant/squish combustion system design. Refinements included significant revisions to the induction system, reduced reciprocating mass via a lightweight piston/rod assembly, and reduced accessory drive speed. A new normally open valve lash adjuster system smooths the engine at idle, while electronic throttle control is needed for new stability systems. The engine will be manufactured at the Mack Avenue Engine Complex in Detroit. Chrysler's New Cammer: Mopar’s first all-new production V8 in 41 years By RICK EHRENBERG. Copyright © 1999 by Rick Ehrenberg. Used by permission. This article covers the 1999-2007 version. The new 287 is just that, new, sharing almost nothing but a heritage with the ol'reliables. For starters, it's the first true production Mopar V8 mill to incorporate aluminum cylinder heads ( okay, we know about the 1965 A-990 Hemi ) a plastic intake manifold, and magnesium valve covers. Nothing is re-hashed here, and the combustion chambers are almost hemispherical ! And, although it might take a year or two, we'll bet that variants of this powerplant - the "C" engine? - with more or less cylinders, and varying internal dimensions will replace virtually all RWD gasoline powerplants now in the Chrysler stable. In other words, this is a real milestone. So let's take a detailed tour of what's what, what fits what, and start some good rumors about where DC will take this engine in the future. We'll begin at the lower extremities. Bottom end of the Corsair 4.7 Virtually all dimensions of the cast-iron block are new. The bore spacing is reduced from the 1955-1998 small block's 4.46 to 4.09" - this an indicator of how large the new engine eventually could (or could not) be enlarged to. Basic bore size is 3.66," larger yes, than a 273 (by a mere 0.030) but smaller than all the other A-engines - the 318, even going back to the 1950s, was always 3.9." Why ? Small bores are easier to clean up for emissions. Speaking of bores, the roundness is held to a maximum of 0.00015", and taper to 0.0006" - virtually race engine specs. Deck height is 9.09," compared to 9.60 for the ol’ LA mill. As a even more profound indicator of jest how new the new design really is, even the offset of the LH cylinder bank is reduced. Like the current LA-based V10, the 287 doesn't use individual main-bearing caps. Instead, what Chrysler calls a 'bedplate' (girdle to us old hotrodders) clamps all five mains at once, adding rigidity while reducing noise and vibration. The bedplate is high-tech even to the material - compacted graphite iron. It is sealed to the block with the old standby: RTV silicone sealer. Incidentally, this bedplate is such a beefy piece that disassembly is almost like 'splitting the cases' on a motorcycle engine. The crankshaft is nodular cast iron, hardened and microfinished. A one piece rear main seal, similar to the 2.2L design, seals to the outside of the 100 mm o.d. rear flange, which is an 8 bolt, one-offset pattern, in Chrysler performance tradition. Main journals are 2.5" diameter, identical to the 318/340 (the 360 is 2.81"), and are crossdrilled. Rod journals are 2.0", 1/8" smaller than the 318's 2.125. All journals have rolled fillets, a significant step taken, in the best racing engines, to prevent stress cracks from forming. Balance is better than 18 gm/cm, and torsional vibrations are looked after by a modern 3 spoke-style snout dampener, with most of the weight placed where it will do the most good - at the outer diameter. The stroke is 3.405", a shade longer than the 273-340 was at 3.31, but shorter than the 360's 3.58. Still we'd call it a 'short stroke' engine. Looking briefly at the block, there is room for some stroke increase. Having the cam out of the way helps a lot. Carrying on a performance small-block tradition begun with the 1968 340, all bearings are bi-metal Federal Mogul aluminum alloy. As in all production small blocks, only the upper half of the mains are grooved. Unlike the previous smallblock, however, thrust isn't taken by a lip on #3 main. Instead, two (front and rear) separate 180-degree thrust bearing/washers float on the top half of the usual (for Mopar) #3 main journal. Connecting rods. Yes! The long-rod Mopar tradition continues. The 6.12" length, same as all LA engines have always been, puts rod/stroke ratio at a very favorable 1.80, better than the current 360, and only a shade worse than the 273-340. But the traditional forged steel rod is gone. Now you'll find powder-forged metal cracked rods [until model year 2008, when they switched to 36MnVS4 forged steel — thanks, Chris). In this process, first used by Chrysler in the 2.0L SOHC Neon engine, the rods are produced and machined in one piece. Then the caps are literally cracked off, guillotined if you will, resulting in an absolutely perfect mating surface that almost lock together, preventing cap walk. Fasteners are hardened M9 capscrews threaded directly into the rod, no nuts are used. Rod weight is 556 grams, compared to 726 to 758 grams for various production LA- engine rods. 0.945" wrist pins, weighing in at 143 grams, are press-fit in the rods. Compression ratio is "blueprint" (and advertised) at 9.5:1, and typically measures 9.0:1. Regular (87) fuel is recommended. But the design allows for high-compression domed pistons in the future. [Webmaster note: these are used on the high output version, though this is a single-vehicle engine: Grand Cherokee only.] Pistons are cast aluminum, have moly coated skirts for break-in scuff resistance, and weigh 366 grams. They are fitted at 0.0008-0.0020" skirt clearance - rather snug but nothing unusual for a street engine. The usual 3-groove ring pack is used (.062/.062/.120") but in addition to the common plasma-moly-filled top rings, the second ring is chrome. Oil rings are chrome as well, with a stainless expander. Bucking the current trend, the oil ring tension is rather high (12 lbs) allowing good oil control even in high-mileage engines. In fact, the spec for the 95th percentile customer is 150,000 mile useful life. In the never ending quest to reduce emissions, the distance from the top ring groove to the top of the piston has been reduced to only 1/8th of an inch, making these areas susceptible to excess wear and heat. To combat this, the top ring land, and the area from the land to the head, are hard anodized. No oversized pistons are available, and the replacement pistons/rods are supplied only as an assembly. Can you say aftermarket? The oiling system isn't radical, using a clever design first seen on the AMC V8s: the georotor-type pump is mounted in the timing cover, and is driven off the crank snout. Direct drive, unlike the current LA engine, which, if you think about it, is a nightmare. The oil pump drive torque comes off the crank nose, through the chain, to the cam, back through the full length of the cam, through a bevel gearset to the intermediate shaft, and then through a hexagonal drive to the pump itself. Whew ! Can you say, simplified ? The new, block mounted pump has a 75 psi relief valve, and a displacement of approx 1 cubic inch per revolution. The oil pan is stamped steel, includes a windage tray (integral with the pan gasket) and has a capacity of 5 quarts plus one in the filter. Pump clearances are designed for the recommended 5W30 oil. Topside - 4.7 liter “Next Generation” Heads They are Chrysler's first real production light-alloy V8 cylinder heads. Semi-permanent mold aluminum castings, the heads break no new ground but are nonetheless state-of-the-art. Head bolts are 11mm, but the meat is there for a future upgrade to a performance version 12mm. The head bolt pattern is the same for each cylinder (and almost perfectly square at 4.00 x 4.10"), and retains the traditional LA 10 bolt per head arrangement. A super quality 3 layer laminated stainless steel gasket seals the deal. The heads are 'handed' - ie. not interchangeable side to side, mostly because the ports are in a different order left to right.
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