Understanding Turbocharging for the 5.7 Hemi

The 5.7 Hemi, introduced by Dodge in 2003, is a 345-cubic-inch pushrod V8 that delivers strong low-end torque and a broad powerband. While naturally aspirated versions produce around 375-395 horsepower, forced induction with a turbocharger can push outputs well beyond 600-800 horsepower, depending on the setup. Turbocharging not only boosts peak power but also dramatically improves the engine’s volumetric efficiency, allowing it to burn more fuel and generate more torque across the rev range. However, the 5.7 Hemi’s iron block (in most applications) is strong, but the factory pistons and connecting rods become limiting factors above 600 wheel horsepower. A well-chosen turbocharger, along with proper fueling and tuning, transforms the driving experience without sacrificing drivability if matched correctly.

Key Factors When Choosing a Turbocharger

Selecting the right turbo for a 5.7 Hemi involves more than just picking a brand. Several technical specifications and real-world considerations dictate how well the turbo will perform in your specific application:

  • Boost Pressure and Power Target – Higher boost yields more power, but the 5.7 Hemi’s factory internals typically limit safe boost to around 8-10 psi on a properly tuned setup. For higher boost, forged pistons and rods are essential.
  • Compressor and Turbine A/R Ratio – The A/R ratio influences spool characteristics. Smaller A/R ratios spool faster but can choke top-end flow; larger A/R ratios shift power to higher RPM. For a street 5.7 Hemi, an A/R around 0.70-0.85 on the turbine side is common.
  • Compressor Map and Flow Range – Matching the turbo’s flow map to the engine’s airflow needs is critical. The 5.7 Hemi at 6,000 RPM and 10 psi requires roughly 600-700 CFM (around 45-55 lb/min). A turbo with a compressor map showing a broad efficiency island in this range will provide good response and thermal efficiency.
  • Response and Transient Behavior – Twin-scroll or ball-bearing turbos spool faster, reducing lag. For street driving, response often matters more than peak power.
  • Durability and Material – Turbine wheel materials (Inconel, titanium aluminide) affect heat resistance and longevity. Ball-bearing center housings reduce friction and improve transient response.
  • Installation Complexity – Manifold design, intercooler piping, oil and coolant lines, wastegate placement, and blow-off valve location all influence ease of installation. Kits are available from companies like Hellion, but many enthusiasts piece together custom setups.
  • Cost – Turbocharger prices range from $800 (for a basic journal-bearing unit) to over $2,500 for premium ball-bearing or billet-wheel turbos. Supporting mods (fuel system, intercooler, tuning) often cost more than the turbo itself.

Garrett Turbochargers

Garrett Motion (formerly Honeywell) has been a powerhouse in turbocharging for decades. Their turbos are found on everything from factory diesel trucks to high-horsepower race cars. For the 5.7 Hemi, Garrett offers several series that balance response and top-end flow.

  • Garrett GTX3582R Gen II – A 62mm inducer billet compressor wheel with extended tip technology. Flows up to 78 lb/min, capable of 800+ horsepower with proper fueling. The Gen II features a dual ball-bearing CHRA and a 0.82 or 0.92 A/R turbine housing. Spools quickly on 5.7L engines, reaching full boost around 3,800 RPM.
  • Garrett GTX3076R Gen II – Slightly smaller 58mm inducer, flows about 65 lb/min. Excellent for street-driven Hemis targeting 600-700 horsepower. Full boost near 3,500 RPM, making it very responsive.
  • Garrett G Series (G35-900, G40-1150) – Newer lineup with advanced aerodynamics. The G35-900 uses a 68mm compressor and flows 90 lb/min, while the G40-1150 pushes over 100 lb/min. These are for extreme builds but still offer good spool thanks to low inertia wheels.

Garrett’s ball-bearing technology reduces lag significantly compared to journal-bearing designs. Their cast-turbine housings are available in standard and twin-scroll configurations, allowing for optimized exhaust pulse separation on the 5.7 Hemi’s two-plane crankshaft. For more details, see the official Garrett product page: Garrett Performance Turbochargers.

BorgWarner Turbochargers

BorgWarner is a top-tier OEM supplier and aftermarket manufacturer. Their EFR (Engineered For Racing) series is particularly well-regarded for forced-induction V8s due to its advanced materials and integrated features.

  • BorgWarner EFR 7163 – A 58mm inducer with a 71mm turbine. Flows about 68 lb/min, supporting up to 700 horsepower. The EFR features a titanium aluminide turbine wheel (low inertia), dual ball-bearing, and an integrated blow-off valve and wastegate. Spools extremely fast on 5.7L, often seeing boost by 3,200 RPM.
  • BorgWarner EFR 8374 – 62mm inducer, 83mm turbine, flows 78-85 lb/min. Ideal for the 750-900 horsepower range. Despite its size, the titanium turbine and ball bearings keep spool reasonable (full boost around 4,000 RPM).
  • BorgWarner EFR 9180 – 65mm inducer, 92mm turbine flapper, flows over 95 lb/min. For those aiming at 1,000+ horsepower with fully built internals.

One standout feature of the EFR series is the inclusion of a billet compressor wheel, ported shroud (for surge mitigation), and a monolithic turbine housing that reduces weight and thermal mass. The integrated components simplify piping and reduce leak paths. For factory five.7 Hemis with a single turbo, the EFR 7163 offers a near-ideal balance. Visit BorgWarner’s aftermarket site for more information.

Other Notable Brands

Precision Turbo & Engine (PTE)

Precision Turbo is a staple in the domestic performance world, especially for LS and Hemi platforms. Their Gen2 line features billet compressor wheels with proprietary aerodynamics. Common models for the 5.7 Hemi include the 6266 (62mm, 66mm turbine, 70 lb/min), the 6466 (64mm, 66mm turbine, 80 lb/min), and the 6870 (70mm, 85 lb/min). Precision turbos come in both journal-bearing (race) and ball-bearing (street) configurations. Ball-bearing versions, called "CEA" (Competition Engineered Aerodynamics), command a premium but spool noticeably faster. Precision is known for robust construction and a wide range of A/R options for T4 and T6 flanges.

Turbonetics

Turbonetics has been in the turbo business for decades, offering the T-Series (e.g., T-4, T-6) and the more modern N-T series. Their turbos are often used in street/strip applications. For the 5.7 Hemi, the Turbonetics T-6 66/68 (66mm compressor, 68mm turbine) is a common choice, flowing enough for 700-800 horsepower. Turbonetics also provides complete turbo kit manifolds and downpipes for the Hemi, simplifying installation. They use journal bearings in most models, but ball-bearing options are available.

Holset

Holset, a brand under Cummins, is known for extreme durability. Originally designed for diesel trucks, Holset turbos like the HX40 and HX52 are often repurposed for high-horsepower gasoline builds because they are cheap and virtually indestructible. The HX40 can support 500-600 horsepower, while the HX52 can handle over 900 horsepower. However, they are journal-bearing and have slower spool compared to modern ball-bearing units. They also require custom oil line fittings and often need a rebuild or upgraded compressor wheel for gasoline use. Holsets are a budget-friendly option for those willing to trade response for cost savings. Check out the Holset official site for specifications.

Installation and Supporting Mods

Turbocharging a 5.7 Hemi requires more than just bolting on a turbo. Here are the essential supporting modifications:

  • Exhaust Manifolds and Headers – Most turbo kits use custom stainless steel headers that merge into a single collector for single-turbo setups, or twin-collectors for twin-turbo setups. Look for equal-length runners to reduce exhaust reversion.
  • Intercooler and Piping – An air-to-air intercooler is essential to lower intake temperatures. A 3-inch or 4-inch core with a large frontal area is typical. All piping should be mandrel-bent aluminum with silicone couplers.
  • Fuel System – Stock fuel injectors and pump cannot support boost beyond ~5-6 psi. Upgrade to at least 60 lb/hr injectors (use 80-100 lb/hr for higher horsepower) and a larger in-tank pump (e.g., Walbro 450 lph) or an inline booster pump. For E85, flow requirements increase by 30%.
  • Wastegate and Blow-off Valve – A properly sized external wastegate (38-45mm for single turbo, 40-50mm for twin) controls boost reliably. Choose a blow-off valve capable of handling the boost level (e.g., 50 mm or 60 mm BOV) to prevent compressor surge.
  • Engine Management and Tuning – The 5.7 Hemi ECU can be flashed via DiabloSport, HP Tuners, or Holley EFI systems (for carbureted or standalone setups). Tuning is critical to avoid knock and lean conditions. A good tuner will dial in fuel maps, timing, and boost control.
  • Cooling System – Increased heat from boost demands a higher-capacity radiator and possibly an oil cooler. The 5.7 Hemi already runs warm; adding a turbo exacerbates heat soak.
  • Internal Engine Upgrades – If targeting over 600 whp, replace the factory pistons (cast hypereutectic) with forged units (e.g., Wiseco, Diamond) and use forged connecting rods (e.g., Manley, Callies). ARP head studs are also recommended to keep the heads clamped.

Cost and Value Comparison

Turbocharger pricing varies widely. Ball-bearing Garrett or BorgWarner EFR units typically cost $1,600 to $2,800. Precision ball-bearing models range from $1,800 to $2,500. Journal-bearing versions (Precision race, Turbonetics, Holset) are $800 to $1,400. However, the total installed cost of a turbo system (including manifolds, intercooler, piping, fuel system, and tuning) often runs $6,000 to $15,000, depending on DIY labor vs. professional installation.

If budget is a primary concern and you are willing to accept slower spool, a Holset HX40 can be a viable starting point for under $500. For a turnkey street terror with instant response, a Garrett GTX3582R Gen II or BorgWarner EFR 7163 represent the best balance of performance and reliability.

Final Recommendations

  • Street/Track (500-650 whp): Garrett GTX3076R Gen II or BorgWarner EFR 7163. Both spool quickly and deliver usable power on factory engine internals with proper tuning.
  • High-Performance (650-850 whp): Garrett GTX3582R Gen II, BorgWarner EFR 8374, or Precision 6466. These require upgraded pistons/rods, a larger intercooler, and a high-flow fuel system.
  • Extreme (850+ whp): Garrett G40-1150, BorgWarner EFR 9180, or Precision 6870. Full forged bottom end, standalone ECU, and race fuel or E85 are mandatory.
  • Budget Build: Holset HX40 or HX52 paired with a quality low-pressure fuel system and a safe tune around 8-10 psi. Accept slower spool but enjoy low cost.

No matter which turbo brand you choose, invest in professional tuning to ensure the engine lives a long life. For additional reading, consult resources like Engine Builder Magazine’s Hemi turbo guide or the Hardline Performance Hemi turbo kit information.

Conclusion

Equipping the 5.7 Hemi with a turbocharger unleashes its fullest potential. Garrett and BorgWarner lead the pack with advanced ball-bearing turbos that offer exceptional response and durability, while Precision, Turbonetics, and Holset provide viable alternatives for different power goals and budgets. Carefully match the turbo’s flow characteristics to your intended power level and supporting modifications, and always prioritize a reliable tune. With the right turbo and supporting systems, your 5.7 Hemi can deliver exhilarating performance for thousands of miles.