D_Nyholm said:
Just checking in to see if the internals of the SRT-8 motor is actually forged or not? I would assume that the crank is forged, but not too sure about the connecting rods and the pistons. Does any one here have any idea?
Would be nice to put a little 100-150 shot of nitrous and scare that E55 MB out there!!
Quite the engine!!! Here's some specs: (taken from this link:
http://www.allpar.com/cars/lx/srt8-chrysler.html
The new 6.1 liter Hemi engine
The 425 horsepower,
normally aspirated (no supercharger) 6.1-liter Hemi matches the
gross horsepower rating of the 426 Hemi engine exactly, albeit with lower torque (420 versus 490 lb-ft). It seems to beat the Elephant Engine's net horsepower, which has various sources have pegged at between 330 and (again) 425. In short, the 6.1 Hemi is the closest any V8 has come to the most successful stock racing V8 to come out of Detroit - and it gets better gas (and oil) mileage.
The SRT group uses traditional HEMI engine cues such as an orange-painted cylinder block and black valve covers. Greater power was achieved by boring the cylinders (increasing their diameter) by 3.5 mm each; they also increased the compression ratio from 9.6:1 to 10.3:1, and made other changes as detailed below.
Engine breathing was increased with new high-flow cylinder heads, a specially designed intake manifold, and exhaust “headers” with individual tubes encased in a stainless steel shell, all unique to the 6.1-liter Hemi. Larger diameter valves and reshaped cylinder ports in the heads maximize air flow. The intake manifold was designed with larger diameter runners for higher-speed tuning. Exhaust is routed through a larger-diameter (2.75-inch vs. 2.5-inch) exhaust system with 3.5-inch chrome tips.
Performance-oriented camshaft profiles were developed to balance total vehicle requirements, allowing more air in and out of cylinders. This increases performance and allows a higher top engine speed, 6,200 revolutions per minute (rpm) rather than the stock Hemi's 5,400 rpm. Intake and exhaust valve stems are hollow, and the exhaust valve stems are filled with sodium to help dissipate heat more efficiently.
The 6.1-liter Hemi V8 engine is further strengthened with redesigned components, including a reinforced engine block with increased coolant flow,
forged steel crankshaft, high-strength powdered-metal connecting rods, floating-pin pistons (cooled by oil squirters), and an oil pan modified for reduced oil foaming.
More information on the SRT 6.1 Hemi is on
our standard Hemi page.
Power is channeled through an A580 five-speed automatic transmission with specially calibrated driver-selectable range control. A heavy-duty four-flange prop shaft sends the torque from the transmission to an upgraded differential and axles.
Chrysler 300C SRT-8 cars ride and handling
Chassis setup for the Chrysler 300C SRT-8 is aimed at all-around performance with a number of enhancements, including tuned dampers, specially tailored spring rates and suspension bushings and larger-diameter anti-sway bars. New front and rear suspension knuckles contribute to a ride height lowered one-half inch from the Chrysler 300C. The Electronic Stability Program (ESP) has been specially tuned for the SRT-8’s performance handling characteristics.
The Chrysler 300C SRT-8 connects with the road via a new wheel and tire assembly consisting of 20-inch forged aluminum wheels shod with high-performance Goodyear F1 three-season tires (four-season tires are an available option) with asymmetrical tread. Tire dimensions are a beefy 245/45/20 in the front, and 255/45/20 in the rear.
Braking
The braking system was specially designed to slow and stop the car safely and predictably, while providing benchmark braking performance, setting a new standard for sedans in its class.
All four wheels feature stout performance calipers developed by Brembo and equipped with four pistons for even clamping performance. Up front, the Chrysler 300C SRT-8 has 360 x 32mm vented rotors, with 350 x 26mm vented rotors in the rear.
