5.7 Hemi Engine for Sale | OEM Chrysler 5.7L V8 OHV

Description

Engine Background

The Chrysler 5.7L Hemi (also called the 345 Hemi after its 345 cubic inch displacement) is the third-generation Hemi V8 produced by Chrysler and Stellantis from 2003 through the 2026 model year, when production is being phased out. It was developed as a modern interpretation of the legendary 1951 to 1971 Hemi V8s, returning the hemispherical combustion chamber design with two spark plugs per cylinder for improved combustion efficiency. The 5.7L Hemi has been the standard V8 in a long list of Dodge, Ram, Chrysler, and Jeep vehicles, from the Ram 1500/2500/3500 pickup trucks to the Charger R/T and Challenger R/T muscle cars to the Jeep Grand Cherokee and Wagoneer SUVs.

The 5.7L Hemi architecture is a 90-degree V8 with a deep-skirt cast iron block, cross-bolted 4-main bearing caps for added rigidity, aluminum cylinder heads with hemispherical combustion chambers, OHV pushrod valvetrain with hydraulic roller lifters, two valves per cylinder, two spark plugs per cylinder (16 total) with coil-on-plug ignition, and sequential multi-port fuel injection. Bore and stroke is 3.917 x 3.578 inches (99.49 x 90.88 mm) for a total displacement of 5,654 cc. The bell housing pattern matches the classic Chrysler small block (6 bolts, top center bolt eliminated), making it relatively swap-friendly into older Mopar applications.

The 5.7L Hemi was significantly revised in 2009 with the Eagle update, which is the single most important distinction in 5.7 Hemi sourcing. Pre-Eagle (2003 to 2008) produces 335 to 345 horsepower with 9.6:1 compression and 85cc open combustion chambers. Eagle (2009 onward) produces 357 to 395 horsepower with 10.5:1 compression, 65cc closed oval combustion chambers, larger intake ports flowing 14 percent more air, Variable Cam Timing (VCT), an updated Multi-Displacement System (MDS) that runs in 4-cylinder mode about 40 percent of cruising time, reinforced connecting rods, and a narrower piston ring pack. Eagle heads will physically bolt to a Pre-Eagle block but the intake manifold bolt pattern differs.

A documented used OEM 5.7L Hemi with verified generation, MDS status, VVT status, lifter condition, and donor history is the right replacement for any Ram 1500/2500/3500, Charger R/T, Challenger R/T, Durango, Grand Cherokee, 300C, Magnum R/T, Aspen, Commander, or Wagoneer owner. We document the generation (Pre-Eagle vs Eagle), MDS configuration, VVT status, donor vehicle, and inspect lifter condition (critical for the Eagle MDS lifter failure pattern) before shipping every order.

When Replacement Becomes Necessary

• Hemi tick: persistent ticking noise from the valvetrain, often traced to failed hydraulic lifters or worn camshaft lobes (the most common 5.7 Hemi failure, particularly on Eagle MDS units)
• Broken exhaust manifold bolts causing exhaust leak (often sounds like a tick when cold), very common on all generations
• Cracked valve springs (resolved by Chrysler under recall on early Eagle units, but high-mileage units may still develop the issue)
• Oil consumption beyond one quart per 1,000 miles, typically PCV system or ring wear
• Loss of compression on one or more cylinders from valve seat or ring wear
• P0301 through P0308 misfire codes, often coil-on-plug failure or fouled plug
• Knocking under load, bottom-end bearing wear on high-mileage units
• Coolant in oil from head gasket failure (rare but documented on overheated units)

What to Know Before You Buy

• Pre-Eagle versus Eagle is the critical distinction: Pre-Eagle (2003 to 2008) has 9.6:1 compression and open-chamber heads. Eagle (2009 onward) has 10.5:1 compression, closed-chamber heads, VCT, and updated MDS. Heads will physically bolt to either block but intake manifold geometry differs. We document generation on every order.
• MDS status matters: MDS (Multi-Displacement System) cylinder deactivation lifters are the primary failure point on Eagle units. Non-MDS units (some HD truck and police interceptor calibrations) avoid the issue entirely. We disclose MDS configuration on every order.
• Exhaust manifold bolts break: across all generations, exhaust manifold bolts shear off into the cylinder head over time, particularly on the rear bolts hardest to reach. Plan to address broken bolts at installation regardless of donor service records.
• Hemi tick has multiple causes: lifter failure (MDS or non-MDS), broken exhaust manifold bolts, and worn camshaft lobes all produce ticking sounds. Diagnosis at installation matters before assuming the worst.
• Donor vehicle matters: police and fleet truck 5.7 Hemis often see harder duty cycles than passenger car units, but typically have documented service history. Charger and Challenger units may have track history. We disclose donor application on every order.

5.7 Hemi Variants by Year and Vehicle

Verified configurations across the Pre-Eagle and Eagle production runs:

What Ships and What Does Not

Direct-Fit Vehicle Applications

Known MDS Lifter Failure Pattern

Not sure if this fits? Call us. We verify generation and MDS configuration before every order ships.

Search Terms Buyers Use

Used OEM Versus Specialist Rebuild

For a Ram 1500, Charger R/T, Challenger R/T, Durango, Grand Cherokee, or other 5.7 Hemi application on a reasonable budget, a documented used unit with generation verified and lifter condition inspected is the cost-effective path. For a high-mileage truck approaching 200,000-plus miles or a build targeting forced induction, a specialist rebuild with a fresh camshaft, new MDS-delete lifters, refreshed bearings, and updated valve springs is the better long-term investment. Rebuilt 5.7 Hemis with MDS delete and updated cam typically run $6,500 to $9,500 from established Mopar specialist shops.

Inspection Workflow

• Compression test logged across all 8 cylinders with uniformity reported
• Generation confirmed: Pre-Eagle (2003 to 2008) or Eagle (2009 onward)
• MDS configuration documented: with or without Multi-Displacement System
• VVT status disclosed on Eagle units
• Lifter condition inspected, the Hemi’s signature failure mode addressed up front
• Exhaust manifold bolt status checked for broken or seized fasteners
• External oil leak survey at valve covers, front and rear seals, oil pan
• Donor vehicle and service history documented where available

Pre-Purchase Buyer Notes

• Match generation to your vehicle: Pre-Eagle to Pre-Eagle, Eagle to Eagle. Intake manifold bolt patterns differ between generations even though heads physically bolt to either block.
• Consider MDS delete at installation: replacing MDS lifters with non-MDS units and tuning the ECU to disable MDS eliminates the primary 5.7 Hemi failure mode. Adds $400 to $700 to the install but pays back in reliability.
• Plan exhaust manifold bolt service: broken bolts are extremely common. Drilling and extracting broken bolts before the engine goes in is far easier than after.
• Service the cooling system: replace the thermostat, inspect hoses, and refill with HOAT-spec coolant per Mopar specification. The 5.7 Hemi is sensitive to cooling system condition.
• Spark plugs are due every 30,000 miles: the 5.7 Hemi runs 16 plugs (two per cylinder). Plan the service interval and use the correct gap and heat range.

Why Buy From Part Nests

• Generation confirmed: Pre-Eagle (2003 to 2008) or Eagle (2009 onward) documented before payment
• MDS configuration disclosed up front
• VVT status documented on Eagle units
• Lifter condition inspected, the signature 5.7 Hemi issue addressed
• Exhaust manifold bolt status checked
• All 8 cylinders compression-tested with uniformity reported
• No core return required
• Free crated freight delivery to every state
• 15 day replacement warranty against internal defects
• Call us to speak with someone who tracks Pre-Eagle versus Eagle differences, MDS lifter failure patterns, and Mopar Hemi application matching