Introduction: The 5.7 Hemi Supercharged Build

The Chrysler 5.7-liter HEMI V8 has become a staple in the performance world, powering everything from Dodge Chargers and Challengers to Ram trucks and Jeep Grand Cherokees. Its hemispherical combustion chambers and robust iron block provide a solid foundation for forced induction. For enthusiasts targeting the 550+ horsepower mark without stepping up to the 6.1 or 6.4 HEMI, a properly built 5.7 HEMI with an Edelbrock supercharger offers a reliable and cost-effective path. This guide walks through every phase of the build – from selecting the right supercharger and supporting components to tuning and testing – so you can achieve proven, streetable power that transforms your vehicle.

Before diving into the parts list, it’s important to understand what you’re working with. The 5.7 HEMI has been produced in several generations, each with its own strengths and weaknesses. The early “Eagle” engines (2009–2012) brought variable valve timing (VVT) that improves low-end torque but adds complexity. Later generations (2013+) use the same basic architecture but with improved cylinder heads and cam profiles. The Edelbrock E-Force supercharger system is designed to work with both, but we will focus on the most common builds using the 2009–2023 Eagle engines.

Understanding the 5.7 HEMI Foundation

Key Design Advantages

The 5.7 HEMI’s hemispherical combustion chambers allow the spark plug to be centered, promoting a more uniform flame front and reducing the chance of detonation. Combined with the dual spark plugs per cylinder and relatively high-flowing cylinder heads (especially the later Eagle versions), the engine responds exceptionally well to boost. The cast-iron block is strong enough to handle 550–600 hp reliably, though rods and pistons become the weak points at higher power levels.

Critical Differences: Pre-Eagle vs. Eagle

  • Pre-Eagle (2003–2008): Non-VVT, mechanical fuel pump, smaller intake ports, and lower compression (9.6:1). These engines require a different supercharger bracket and lack VVT, which simplifies tuning but makes them less responsive down low.
  • Eagle (2009+): VVT, advanced multi-displacement system (MDS) in some models, higher compression (10.5:1), significantly better cylinder heads, and electronic throttle control. The Eagle is the preferred starting point because it flows more air and makes more power per pound of boost.

For a supercharged build, the Eagle’s higher compression might seem counterintuitive — but with proper intercooling and fuel system upgrades, you can run 6–8 psi of boost safely and easily eclipse 550 horsepower. The Edelbrock E-Force system is specifically engineered for the Eagle 5.7 HEMI, so we will focus on that platform.

Choosing the Right Supercharger: Why Edelbrock E-Force

Supercharger Types for the HEMI

Three main types of superchargers can be fitted to a 5.7 HEMI: centrifugal, twin-screw, and roots-style. Each has trade-offs in power delivery, packaging, and cost:

  • Centrifugal (e.g., ProCharger, Vortech): Acts like a belt-driven turbo, making power high in the RPM range. Easy to install but requires ducting and may have less low-end torque.
  • Twin-Screw (e.g., Whipple, Kenne Bell): Produces boost almost instantly, excellent low-end torque. More expensive and often requires hood modifications.
  • Roots-Style (Edelbrock E-Force): Positive-displacement design with an intercooled manifold. Provides immediate throttle response and a broad power curve. The E-Force is engineered as a complete system with a cast-aluminum intake manifold that houses the intercooler cores, making installation straightforward.

For a 550+ hp street build, the Edelbrock E-Force strikes the best balance between power, drivability, and reliability. It comes as a complete kit with the supercharger, intercooler, injectors, fuel pump booster, and a calibration file (pre-tune). You can purchase a direct-fit Edelbrock E-Force kit for the 5.7 HEMI that supports up to 600 crank horsepower with the included tune.

Boost Levels and Intercooling

The E-Force system displaces 2.3 liters of air per revolution and typically produces 6–8 psi on a stock 5.7 HEMI with the included pulley. The integrated air-to-water intercooler keeps intake temperatures low, reducing the risk of detonation. For 550+ whp (wheel horsepower), you may want to run the smallest available pulley (around 85mm) to push boost closer to 9–10 psi. However, at that point, supporting mods become critical.

Building the Engine: Essential Components for 550+ Wheel Horsepower

A stock long-block 5.7 HEMI can handle 500–550 crank horsepower with a conservatively tuned supercharger, but to guarantee 550 whp (roughly 650–670 at the crank), you will need to strengthen the rotating assembly. Here’s a comprehensive component list:

Short Block Upgrades

  • Forged Pistons: The stock hypereutectic pistons are the weak link. Upgrade to forged 2618 aluminum pistons (e.g., Diamond, JE, or Mahle) with a 9.5:1 compression ratio to reduce detonation sensitivity. The 0.030 overbore is common to allow for clean-up machining.
  • Forged Connecting Rods: Stock powdered-metal rods bend past 600 hp. Use H-beam 4340 steel rods (e.g., Manley, Callies) rated for 800+ hp.
  • ARP Main and Head Studs: Upgrade the stock four-bolt mains with ARP 2000 or L19 main studs. ARP head studs (not bolts) are essential when running over 8 psi to prevent head gasket failure.
  • King XP Main and Rod Bearings: These provide better clearance control and oil film strength.
  • Stock Crank: The factory 5.7 HEMI crank is forged steel and rated for 800+ hp, so it can be reused if in good condition. Have it polished and checked for straightness.

Fuel System Upgrades

The stock fuel system on a 5.7 HEMI cannot supply enough volume for 550 whp. You need increased flow and pressure to maintain the air-fuel ratio under boost:

  • Fuel Injectors: Recommend injectors sized for 750–850 cc/min (72–80 lb/hr). The Edelbrock kit includes 60 lb/hr injectors, but for higher power you should upgrade to 80 lb/hr units from Five-O Motorsport or Injector Dynamics.
  • Fuel Pump: The stock in-tank pump is inadequate. Use a Walbro 525 or 535 lph drop-in pump (for 2009+ cars) or an external pump setup with a boost-referenced fuel pressure regulator. The Edelbrock kit includes a voltage booster for the stock pump, but that is only good for ~600 crank hp.
  • Fuel Lines and Rails: Factory lines may be restrictive. Upgrade to -6AN feed line and a return-style regulator if your ECU allows return-style tuning. For simplicity, you can keep the returnless system with a boost-a-pump, but change the filter.

Air Intake and Exhaust Flow

  • Cold Air Intake: The Edelbrock E-Force requires a specific intake tube. If buying the full kit, it includes a high-flow airbox and an oversized cone filter. For additional airflow, port the throttle body to 102–105 mm (or upgrade to a BBK billet throttle body).
  • Exhaust System: Long-tube headers (1 ⅞-inch primary, 3-inch collector) reduce backpressure and scavenge heat. Use a 3-inch cat-back system with X-pipe for minimal restriction. Avoid catted mid-pipes if you are tuning for higher boost, as cats can melt under aggressive timing.
  • Intercooler Pump and Heat Exchanger: The Edelbrock kit comes with a water-to-air system, but the heat exchanger is small. Upgrade to a larger front-mount heat exchanger (e.g., AFE Power or the Edelbrock dual-pass unit) and a high-flow Bosch pump to keep IATs down during repeated pulls.

Step-by-Step Build Process

Whether you are building a fresh engine from a short-block or modifying a running vehicle, the process follows a logical sequence. Use a factory service manual for torque specs and detailed procedures.

  1. Remove the Engine: On most HEMI swaps, removing the engine is easier than working in the car. If you are keeping the vehicle intact, be prepared for tight clearance around the firewall.
  2. Disassemble and Machine Block: Clean, bore, and hone the block. Install main studs, align-hone the mains if necessary, and measure clearances.
  3. Assemble Short-Block: Install pistons on rods, ring gap for boosted application (0.022–0.026 top ring), and install bearings with proper clearance. Torque rods to spec.
  4. Set up Cylinder Heads: Port-match intake runners, mill heads slightly if needed to achieve desired compression, install larger valves (2.08 intake, 1.60 exhaust) and dual valve springs capable of 0.600+ lift. Lap valves and check spring pressure.
  5. Install Heads and Timing: Use MLS head gaskets, ARP studs, and the HEMI-specific timing chain alignment tool. Set camshaft timing per VVT phaser clocking instructions. (Retarding the cam by 2–4 degrees can help spool the supercharger, but it’s best left to a tuner.)
  6. Mount the Supercharger: Follow Edelbrock’s instructions. The E-Force mounts directly to the intake manifold. Torque the supercharger bolts in sequence, connect the intercooler hoses, and fill the cooling system with distilled water and coolant additive (no antifreeze if racing).
  7. Fuel and Electrical: Install the fuel pump, injectors, and pressure regulator. Wire the liquid intercooler pump to a keyed source. If using a stand-alone ECU (e.g., Holley Terminator X), you will need to re-pin the factory harness.
  8. Final Assembly: Attach the throttle body, intake tube, headers, and all sensors. Prime the oil system by removing the valley cover and cranking with no spark plugs until oil pressure registers.

Tuning for Maximum Performance and Safety

ECU Options

The factory ECU can be reflashed by a reputable tuner using HP Tuners or DiabloSport. For a supercharged Eagle engine, you must disable MDS (if present) and adjust spark timing for boost. A dedicated stand-alone ECU like the Holley Terminator X HEMI simplifies wiring and offers full control, but it requires a complete harness swap.

Whichever route you take, a professional dyno tune is non-negotiable. HP Tuners has a large repository of HEMI calibrations, but every combination is unique. Expect to spend 3–5 hours on the dyno to dial in the air-fuel ratio (target 11.5–11.8:1 at wide open throttle) and ignition timing (start conservative at 14–16 degrees before top dead center and retard under boost).

Tuning Variables to Watch

  • Fuel Trims: Ensure short-term and long-term trims stay within ±5% at part throttle. A vacuum leak will cause lean conditions.
  • Knock Retard: Use a knock sensor to monitor detonation. HEMIs have good factory knock control, but with forged pistons that ring tends to be louder – verify with a headphone-like device.
  • Oxygen Sensors: Wideband O2 sensors are essential for tuning. The Edelbrock calibration is a “canned tune” that may not account for altitude, temperature, or header changes – do not rely on it for 550+ whp.
  • Torque Management: The factory ECU uses torque-based tables. A proper tune disables torque reduction during shifts to avoid ignition cuts.

Performance Testing and Expected Results

After tuning, a chassis dynamometer will tell you exactly what you’ve built. A 5.7 HEMI with the Edelbrock E-Force, forged internals, headers, and proper fuel system typically produces:

  • Wheel Horsepower: 550–590 whp (on a Dynojet)
  • Wheel Torque: 540–580 lb-ft
  • Boost Level: 9–10 psi on the smallest pulley
  • Peak Power RPM: 5,800–6,200 (with stock cam)

If you upgrade the camshaft to a mild blower cam (e.g., 226/236 duration 0.570 lift), you can push power into the 620–640 whp range. However, the stock VVT phaser limits aggressive cam profiles. For simplicity and reliability, the factory cam works well.

On the road, expect instant throttle response with a linear power curve. The car will pull hard from 2,500 rpm to redline, easily breaking traction in lower gears. Quarter-mile times in a 3,800-lb car should fall into the 10.8–11.4-second range depending on traction and transmission.

Potential Challenges and Reliability Considerations

Heat Management

Superchargers generate heat through compression. The water-to-air intercooler is effective, but during prolonged heavy driving (track days, desert runs) the intercooler water temperature rises. Upgrade to a Dewitt’s radiator with an oversized heat exchanger and consider an oil cooler. Use a 180°F thermostat and a high-flow electric fan shroud.

Knock and Detonation Risk

With 9–10 psi on 93 octane pump gas, you are at the edge of safe detonation. Use 100 octane unleaded race fuel or a methanol/water injection system (e.g., Snow Performance) for added safety. Do not exceed 11 psi on pump gas without piston-to-head clearance confirmation.

Transmission Strength

If you are running an automatic (5-speed NAG1, 6-speed 8HP or AS69RC), the torque converter and clutches become the next weak point. A 550-whp 5.7 HEMI will destroy a stock 545RFE in short order. Upgrade to a billet torque converter, reinforced clutches, and a transmission cooler. Manual transmissions (Tremec TR-6060 or the newer TR-6070) can handle the power with a good clutch (e.g., McLeod RXT dual-disc).

Conclusion

Building a 5.7 HEMI supercharged engine that consistently makes 550+ horsepower with Edelbrock boost is a rewarding project that delivers immediate driving thrills. By starting with a healthy Eagle engine, choosing the Edelbrock E-Force supercharger kit, reinforcing the short-block with forged internals, upgrading the fuel and exhaust systems, and investing in professional tuning, you will end up with a reliable and powerful vehicle that can hold its own against larger-displacement competitors.

Remember that no amount of power is worth an engine failure. Take the time to clearancing parts, use proper assembly techniques, and verify every tune parameter on the dyno. With careful planning, your 5.7 HEMI will not only hit the 550 hp goal but provide years of enjoyment.

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