Breaking in the 08 Hemi?
Admin formally known as 94rt10ohio
Joined: Apr 2005
Posts: 9,025
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From: Curtice, OH
RE: Breaking in the 08 Hemi?
300 miles. During which time no WOT from a standstill. Do not use cruise on the highway, vary you speeds on the highway. After 60 miles they recommend speeds of 50-55MPG, occasionally higher, but once again vary the speed.
If anyone else tells you different they did not read the manual and think they know more than the manufacturer of the motor.
If anyone else tells you different they did not read the manual and think they know more than the manufacturer of the motor.
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From: FREDNECK, MD
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Veteran
Joined: May 2008
Posts: 330
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From: Indianapolis, IN
Here's a controversial reply to stir up dissension among the ranks:
http://www.mototuneusa.com/break_in_secrets.htm
Disclaimer: My Hemi already had 27k miles on it, so I didn't use any method to break it in. I have followed the owner's manual for all of my other new vehicles.
joe
http://www.mototuneusa.com/break_in_secrets.htm
Disclaimer: My Hemi already had 27k miles on it, so I didn't use any method to break it in. I have followed the owner's manual for all of my other new vehicles.
joe
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Joined: Aug 2005
Posts: 3,313
Likes: 8
one of the more interesting stories
about the early days
of the 5.7 Hemi
was how a highly unusual...very hot...very severe
'Break In' procedure was used
(along with taking off the power steering pump that 90% of 5.7 had in 'the real world')
to make the HP rating go up to 345
so that a bunch of expensive advertising
already made up in advance
could still say
'One Hp per Cubic Inch'
When competitors to Dodge got their hands on
the new 5.7 and tested on their dynos they cried 'foul'
and said it did not live up to those advertised numbers,
it caused quite a fall-out
and led to a revision of the SAE testing
=======
Byline: Bill Visnic
Ward's Auto
The Society of Automotive Engineers announces at its annual World Congress last month significant new updates to improve the accuracy of the test standard auto makers have used for more than 30 years to rate the power and torque of light-vehicle engines in North America.
Equally important, the SAE also is introducing an all-new, voluntary test procedure designed to ensure power figures derived from the new standard are more reliable and common across the industry.
David Lancaster, General Motors Corp. technical fellow-GM Powertrain, and chairman of the SAE committee responsible for revising the standards, says engines tested under the new 2-stage system will list horsepower and torque figures with a new qualifier: SAE "Certified."
Since 1971, engine horsepower ratings have been published by auto makers as "SAE net." Lancaster says the "old" SAE standard that set forth the procedures for measuring horsepower - J1349 - has been updated to "remove ambiguity" in its language that left certain loopholes that could be exploited to exaggerate engine power.
In some past cases, manufacturers have taken advantage of J1349's loopholes to generate horsepower ratings that could be achieved under the rarefied conditions of an ideal testing environment - but were unlikely to be replicated in the real world.
Last August, the SAE finalized an updated version of J1349 that more precisely defines certain engine-operation parameters used when testing an engine to rate its horsepower and torque.
These stricter definitions, Lancaster says, close J1349's loopholes and ensure "a realistic condition the customer will actually see in the vehicle."
In concert with the updates to the J1349 engine-testing standard comes an important new component: a voluntary test procedure - witnessed by an independent third party - that must be undertaken to earn the new "Certified" rating. The voluntary certification test - SAE standard J2723 - was finalized March 31.
GM says it has the world's first production engine to bear the SAE "Certified" label for its horsepower and torque figures: the all-new LS7, a 7L OHV V-8 that powers the ultra-high-performance Corvette Z06 coming later this year.
It is unclear, however, how many manufacturers will perform the voluntary new J2723 certification test, or if they do, what strategy will apply for selecting which engines in an auto maker's existing powertrain portfolio will be selected to undergo the certification process.
GM, for one, is intensely committed.
"Within a couple of years, the vast majority of our engines will be SAE certified," says Lancaster.
Ford Motor Co. participated in the committee that updated the J1349 standard, and Frank Sadni, Ford director of V-engine engineering, and Jerry Beamer, Ford engine performance development manager, say Ford is testing a variety of '06 model engines in compliance with the new J1349 standard, but currently has no plans to put engines through the voluntary J2723 certification test. Ford, Beamer says, "is confident that our (internal) process for rating engines is very robust," and sees no need to have horsepower and torque figures verified by a third party.
Rating engines with the newly revised J1349 could cut at least a few horsepower from an engine's current rating. The new J1349 standard "says you have to (test the engine with) the same hardware that's in the vehicle," says Lancaster. That means, among other things, the hydraulic power steering pump now must be attached to the test engine - usually at the cost of a couple horsepower.
For that reason, most auto makers are likely to continue to publish ratings for existing engines derived via the "old" J1349 standard whenever practicable.
"When J1349 was originally written, we were running with carburetors and (mechanical) distributors," says Lancaster. And, he adds, "the standard never said the intent (of J1349) was to give a customer a representative number. Having good, solid (engine power and torque) numbers provides a lot of benefit to us in the industry."
also
SAE Tech Briefs
The return of the HEMI
The new HEMI engine from Chrysler is its first application of an electronic throttle control system in a rear-wheel-drive vehicle. Chrysler Group engineers considered as many as a dozen different engine types before determining the best vision for improving the performance parameters associated with a 5.9-L Magnum V8 that powered 2002 Dodge Ram pick-up trucks was a new HEMI, a successor to the street-legal HEMI that ended production in 1971. As powerplant for the 2003 Dodge Ram 2500 and 3500 pick-ups, the 5.7-L V8 engine with a two-valve hemispherical combustion chamber (origin of the HEMI name) produces 41% more power and 12% greater peak torque than the 56-lb (25-kg) heavier 5.9-L V8.
The HEMI also improves idle quality, fuel economy, and engine-out emissions. "We did extensive studies—more than we'd done on any other engine program—to find an alternative configuration to replace the 5.9-L V8," said Robert Lee, Director of Rear Wheel Drive Engine Engineering for the DaimlerChrysler Corp. in Auburn Hills, MI.
Engineers evaluated more than 30 characteristics—including port flow, natural frequencies, packaging, functional metrics, and injector-to-valve distance—of various engine designs. "The keys to this HEMI are the ports, the airflow, and the valve placement," said Lee.
HEMI Magnum, an internally balanced pushrod 90° V8, features a cast-iron block and aluminum alloy heads. The 5.7-L HEMI represents the Chrysler Group's first application of an electronic throttle control system in a rear-wheel-drive vehicle. For optimal control of the engine airflow, the system uses a dc motor with reduction gears to open and close the throttle.
An integrated air fuel module, supplied by Siemens VDO Automotive Corp., is housed in a seven-piece molded composite shell. "If sourced as we did on previous engine programs, there would have been 26 individual components coming from multiple suppliers," said Lee.
HEMI underwent numerous tests. For instance, more than 11.9 million customer equivalent miles (CEMs)—including 200,000 CEMs-plus durability test miles—were conducted. During a 260-h period, the HEMI was deep-shock, thermal-tested: the full throttle running engine was heated to 240°F (115°C) then hit with coolant temperatures of -20°F (-29°C).
Sixteen engines were tested to double life or beyond, and the first 1000 engines were dynamometer tested at the new Saltillo Engine Plant II in Saltillo, Mexico. Plant production capacity is 440,000 units a year.
- Kami Buchholz
about the early days
of the 5.7 Hemi
was how a highly unusual...very hot...very severe
'Break In' procedure was used
(along with taking off the power steering pump that 90% of 5.7 had in 'the real world')
to make the HP rating go up to 345
so that a bunch of expensive advertising
already made up in advance
could still say
'One Hp per Cubic Inch'
When competitors to Dodge got their hands on
the new 5.7 and tested on their dynos they cried 'foul'
and said it did not live up to those advertised numbers,
it caused quite a fall-out
and led to a revision of the SAE testing
=======
Byline: Bill Visnic
Ward's Auto
The Society of Automotive Engineers announces at its annual World Congress last month significant new updates to improve the accuracy of the test standard auto makers have used for more than 30 years to rate the power and torque of light-vehicle engines in North America.
Equally important, the SAE also is introducing an all-new, voluntary test procedure designed to ensure power figures derived from the new standard are more reliable and common across the industry.
David Lancaster, General Motors Corp. technical fellow-GM Powertrain, and chairman of the SAE committee responsible for revising the standards, says engines tested under the new 2-stage system will list horsepower and torque figures with a new qualifier: SAE "Certified."
Since 1971, engine horsepower ratings have been published by auto makers as "SAE net." Lancaster says the "old" SAE standard that set forth the procedures for measuring horsepower - J1349 - has been updated to "remove ambiguity" in its language that left certain loopholes that could be exploited to exaggerate engine power.
In some past cases, manufacturers have taken advantage of J1349's loopholes to generate horsepower ratings that could be achieved under the rarefied conditions of an ideal testing environment - but were unlikely to be replicated in the real world.
Last August, the SAE finalized an updated version of J1349 that more precisely defines certain engine-operation parameters used when testing an engine to rate its horsepower and torque.
These stricter definitions, Lancaster says, close J1349's loopholes and ensure "a realistic condition the customer will actually see in the vehicle."
In concert with the updates to the J1349 engine-testing standard comes an important new component: a voluntary test procedure - witnessed by an independent third party - that must be undertaken to earn the new "Certified" rating. The voluntary certification test - SAE standard J2723 - was finalized March 31.
GM says it has the world's first production engine to bear the SAE "Certified" label for its horsepower and torque figures: the all-new LS7, a 7L OHV V-8 that powers the ultra-high-performance Corvette Z06 coming later this year.
It is unclear, however, how many manufacturers will perform the voluntary new J2723 certification test, or if they do, what strategy will apply for selecting which engines in an auto maker's existing powertrain portfolio will be selected to undergo the certification process.
GM, for one, is intensely committed.
"Within a couple of years, the vast majority of our engines will be SAE certified," says Lancaster.
Ford Motor Co. participated in the committee that updated the J1349 standard, and Frank Sadni, Ford director of V-engine engineering, and Jerry Beamer, Ford engine performance development manager, say Ford is testing a variety of '06 model engines in compliance with the new J1349 standard, but currently has no plans to put engines through the voluntary J2723 certification test. Ford, Beamer says, "is confident that our (internal) process for rating engines is very robust," and sees no need to have horsepower and torque figures verified by a third party.
Rating engines with the newly revised J1349 could cut at least a few horsepower from an engine's current rating. The new J1349 standard "says you have to (test the engine with) the same hardware that's in the vehicle," says Lancaster. That means, among other things, the hydraulic power steering pump now must be attached to the test engine - usually at the cost of a couple horsepower.
For that reason, most auto makers are likely to continue to publish ratings for existing engines derived via the "old" J1349 standard whenever practicable.
"When J1349 was originally written, we were running with carburetors and (mechanical) distributors," says Lancaster. And, he adds, "the standard never said the intent (of J1349) was to give a customer a representative number. Having good, solid (engine power and torque) numbers provides a lot of benefit to us in the industry."
also
SAE Tech Briefs
The return of the HEMI
The new HEMI engine from Chrysler is its first application of an electronic throttle control system in a rear-wheel-drive vehicle. Chrysler Group engineers considered as many as a dozen different engine types before determining the best vision for improving the performance parameters associated with a 5.9-L Magnum V8 that powered 2002 Dodge Ram pick-up trucks was a new HEMI, a successor to the street-legal HEMI that ended production in 1971. As powerplant for the 2003 Dodge Ram 2500 and 3500 pick-ups, the 5.7-L V8 engine with a two-valve hemispherical combustion chamber (origin of the HEMI name) produces 41% more power and 12% greater peak torque than the 56-lb (25-kg) heavier 5.9-L V8.
The HEMI also improves idle quality, fuel economy, and engine-out emissions. "We did extensive studies—more than we'd done on any other engine program—to find an alternative configuration to replace the 5.9-L V8," said Robert Lee, Director of Rear Wheel Drive Engine Engineering for the DaimlerChrysler Corp. in Auburn Hills, MI.
Engineers evaluated more than 30 characteristics—including port flow, natural frequencies, packaging, functional metrics, and injector-to-valve distance—of various engine designs. "The keys to this HEMI are the ports, the airflow, and the valve placement," said Lee.
HEMI Magnum, an internally balanced pushrod 90° V8, features a cast-iron block and aluminum alloy heads. The 5.7-L HEMI represents the Chrysler Group's first application of an electronic throttle control system in a rear-wheel-drive vehicle. For optimal control of the engine airflow, the system uses a dc motor with reduction gears to open and close the throttle.
An integrated air fuel module, supplied by Siemens VDO Automotive Corp., is housed in a seven-piece molded composite shell. "If sourced as we did on previous engine programs, there would have been 26 individual components coming from multiple suppliers," said Lee.
HEMI underwent numerous tests. For instance, more than 11.9 million customer equivalent miles (CEMs)—including 200,000 CEMs-plus durability test miles—were conducted. During a 260-h period, the HEMI was deep-shock, thermal-tested: the full throttle running engine was heated to 240°F (115°C) then hit with coolant temperatures of -20°F (-29°C).
Sixteen engines were tested to double life or beyond, and the first 1000 engines were dynamometer tested at the new Saltillo Engine Plant II in Saltillo, Mexico. Plant production capacity is 440,000 units a year.
- Kami Buchholz
