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V10 Engine Specifications
[1994 curves]
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[2001 curves]
Engine Type
488 cid 90' V-10 OHV 
Bore & Stroke
4.00 x 3.88 in. (101.6 x 98.6 mm.) 
Displacement
488 cu.in. (8.0 L) 
Compression Ratio 
8.4 :1 
Horsepower
310 hp @ 4100 rpm
Torque 
450 ft. lbs. (617 N.m) @ 2400 rpm 
Firing Order
1-10-9-4-3-6-5-8-7-2 
Lubrication
Pressure Feed - Full Flow Filtration 
(Direct Crankshaft Driven Pump ) 
Engine Oil Capacity 
7.0 Qts. (6.6 L) 
Cooling System
Liquid Cooled - Forced Circulation 
Cooling Capacity
21.75 Qts. (20.5 L) 
Cylinder Block
Cast Iron 
Crankshaft
Nodular Cast Iron 
Cylinder Head
Cast Iron 
Combustion Cambers 
Wedge - High Swirl 
Camshaft
Nodular Cast Iron 
Pistons
Cast Aluminum Alloy 
Connecting Rods
Forged Steel 
Spark Plugs: 14mm thread, 19mm reach, 16mm hex wrench, resistor
  Year   Manufacturer   Part No.   Stock Number Gap   Notes
1994-1999 NGK ZFR5F-11 2262 .045  
1994-1999 NGK PZFR5F-11 4363 .045 Platinum
Camshaft - Nodular Cast Iron
Bearing Number 1 2 3 4 5 5
Bearing
Diameter
mm 53.16-53.19 52.76-52.78 52.35-52.37 51.94-51.97 51.54-51.56 48.74-48.77
in 2.093-2.094 2.077-2.078 2.061-2.062 2.045-2.046 2.029-2.030 1.919-1.920
Journal Diameter mm 53.11-53.14 52.69-52.72 52.30-52.32 51.89-51.92 51.49-51.51 48.69-48.72
in 2.091-2.092 2.0475-2.0755 2.059-2.060 2.043-2.044 2.027-2.028 1.917-1.918

Diametrical Clearance: No. 1 & No. 3 - No.6   0.0254-0.0762 mm,  0.001-0.003 in
                                      No. 2                            0.0381-0.0889 mm,  0.0015-0.0035 in 

End Play:     0.127-0.381 mm,     0.005-0.015 in
Connecting Rods - Forged Steel
Bearing Clearance 0.005-0.074 mm,    0.0002-0.0029 in
Piston Pin Bore Diameter 24.940-24.978mm,    0.9819-0.9834 in
Side Clearance (two rods) 0.25-0.46mm,    0.010-0.018 in
Total Weight (less bearing) 744 grams,    26.24 oz
Crankshaft - Nodular Cast Iron

Connecting Rod

Journal Diameter . . . . . . . . . . . . .  53.950-53.975 mm,    2.124-2.125 in
Out of Round (max) . . . . . . . . . .    0.0254 mm,    0.001 in
Taper (Max) . . . . . .. . . . . . . . . .    0.0254 mm,    0.001 in

Diametrical Clearance

No 1 - No. 6: . . . . . . . . . . . . . . . . . . .  0.0127-0.0381 mm,    0.0005-0.0015 in
Max Allowable (No 1-6) . . . . . . . . . . 0.071 mm, 0.0028 in

End Play . . . . . . . . . . . . . . . . . . . . . . .  0.051-0.432 mm,    0.002-0.017 in
   Max Allowable . . . . . . . . . . . . . . . .  0.559 mm,    0.022 in

Main Bearing Journals

Diameter . . . . . . . . . . . . . . . . . . . .  76.187-76.213 mm,    2.9995-3.0005 in
Out-of-Round (Max) . . . . . . . . . . . 0.0254 mm,    0.001 in
Taper (Max) . . . . . . . . . . . . . . . . .  0.0254 mm,    0.001 in

Valves
Stem to guide clearance
  • 0.001- 0.003 inch
  • maximum allowable (rocking method) 0.017 inch
Guide Diameter (std) 0.313 - 0.314 inch
 
Intake
Exhaust
Face angle 45 degrees 45 degrees
Seat Angle 44.5 degrees 44.5 degrees
Seat Width 0.040-0.060"  (1.016-1.524mm) 0.040-0.060"  (1.016-1.524mm)
Head Diameter 1.915-1.925 inch
(48.640-48.900mm)
1.619-1.629 inch
(41.123-41.377 mm)
Length Overall 5.716-5.741 inch 5.730-5.755 inch
Stem diameter 0.311 - 0.312 inch 0.311 - 0.312 inch
Lift (Zero Lash) 0.390 inch 0.407 inch
Valve Timing

see table

Push Rod Length
6.915-6.935"   175.64-176.15mm

Valve Springs

  • Free length 1.967"   49.962mm
  • Installed height 1.64"  41.66mm
  • Spring Tension
    • Valve closed 81-89 lbs @ 1.640"
    • Valve open 190-210 lbs @ 1.216
  • Number of Coils 6.79
  • Wire Diameter 0.177" 4.50mm

General engine notes:

    The 8.0L 488 CID ten cylinder engine is a V-type, lightweight, single cam, overhead valve engine with hydraulic roller tappets. This engine is designed to run on unleaded fuel with a minimum octane rating of 87. Engine lubrication system consists of a rotor type oil pump mounted in the timing chain cover and gear driven by the camshaft. Oil is pumped through a full flow oil filter and feeds a main oil gallery, which then feeds oil to the main, rod and camshaft bearings . Passages in the cylinder block feed oil to the hydraulic lifters, which then suppl;y oil to the rocker arms through hollow pushrods. The cylinders are numbered from from to rear, with cylinders 1, 3, 5, 7, 9 on the left side and 2, 4, 6, 8, 10 on the right side.
    Cast iron alloy heads are held in place by 12 bolts. The spark plugs are located in the peak of the wedge between the valves.
    Die cast magnesium valve covers reduce noise and provide a better sealing surface.  The valve cover gasket is reusable.  Valves are arranged in-line and and inclined 18 degrees. Rocker pivot supports and valve guides are cast integral with the heads.
   Pistons are elliptically turned so that the diameter of the pin boss is less than the diameter across the thrust face. This allows for expansion under normal operating conditions. When the piston warms to operating temperature, expansion forces the the pin bosses away from each other, causing the piston to assume a more nearly round shape. All pistons are machined to the same weight regardless of size, to maintain piston balance. The piston pin is pressed into the connecting rod. All pistons have a special dry film coating baked onto the piston skirts to reduce friction.
    The multi-point fuel injection system consists of an electric fuel pump, fuel pressure regulator, and fuel filter, all mounted in the fuel tank; fuel tubes/lines/hoses between the tank and engine; fuel rail on the engine; fuel injectors on the intake manifold; accelerator pedal and throttle cable assembly. A separate fuel return line from the engine to the fuel tank is not used on the V-10. The fuel tank features a pressure relief/rollover valve and a pressure/vacuum fuel filler cap.  Also considered part of the fuel system is the evaporative emission control system, which is designed to reduce fuel vapor emissions from the fuel system.

PCM operation

    The PCM monitors various input signals from engine sensors, and then feeds its response to the engine control devices.  The PCM operates in two modes: Open Loop and Closed Loop.  

    The fuel injection has these operating modes:


This page would not have been possible without the help of Hank LaViers,
who graciously loaned me his extensive Mopar engine library

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Last Update: June 19, 2001