Dodge Challenger R/T 5.7 HEMI

The most significant issue affecting the 5.7 HEMI across all years. The Multi-Displacement System (MDS) uses special lifters that can collapse and seize, causing the roller to damage the camshaft. Often announced by a ticking noise on cold start that persists or worsens. The issue is accelerated by extended idling, short trips, and using incorrect oil viscosity. All 16 lifters plus the camshaft typically need replacement together, as metal debris contaminates the oil system. Labor is approximately 20 hours due to partial head removal. Chrysler improved the lifter design in mid-2014 (larger needle bearings) and again in early 2019 with a new supplier and design. Pre-2014 cars are most susceptible. Post-2019 cars have the lowest failure rate. In Europe, expect higher costs due to parts import and specialist labor.

One of the most common HEMI issues across all applications. The dissimilar metals (cast iron manifold, aluminum cylinder head) create galvanic corrosion that weakens the bolts. Repeated heat cycling eventually snaps them. The rear passenger-side bolt is typically the first to go. Symptoms include an exhaust leak ticking sound, especially on cold start, that diminishes as the engine warms. Simple bolt extraction and replacement costs around €500, but if bolts break flush with the head, drilling and helicoil repair is needed. If the manifold itself is warped or cracked, full manifold replacement pushes costs to €1,500-2,500. Aftermarket stainless steel bolt kits reduce recurrence.

Chrysler recalled approximately 50,800 HEMI vehicles (Challenger, Charger, 300C) built from August 2008 to July 2012. The MDS cylinder deactivation creates adverse interactions with the timing chain system, causing the guide to fracture. If the chain breaks, the 5.7 is an interference engine, meaning piston-to-valve contact destroys the engine. The recall updated the timing chain components with stronger aluminum guides. Only affects automatic transmission models with 3.06, 3.73, or 3.92 rear axle ratios. Verify recall completion via VIN before purchase. If not completed, budget for the repair or walk away. Some 2013 models were later added to the recall.

Water pump failures are well-documented on the 5.7 HEMI, with some owners experiencing multiple replacements. The pump bearing fails, leading to coolant leaks and potential overheating if not caught early. Symptoms include coolant dripping from the weep hole, a whining noise from the front of the engine, or coolant temperature warnings. The issue was most common on 2008-2019 models and reportedly improved on 2020+ cars. The part itself costs €150-300, but labor in Europe at a US-car specialist runs €400-600. Some owners have had pumps fail as early as 40,000 km, though 80,000-120,000 km is more typical.

The 2011-2014 Challenger R/T models were subject to a recall for alternator failure. The alternator diodes were under-rated for the electrical load, especially on cars with electro-hydraulic power steering, heated seats, and rear defogger running simultaneously. Failure can happen suddenly while driving. Chrysler issued replacement 180-amp alternators under recall. On used cars, verify the recall was completed. Even post-recall, the alternator remains a wear item that typically needs replacement around 100,000-130,000 km. Replacement cost in Europe is higher than the US due to parts sourcing.

A common complaint across Challenger forums. The rear differential develops a whine, typically noticeable at highway speeds, that changes pitch with speed. Often caused by insufficient fluid from the factory (some owners found as little as 1.5 liters instead of the proper fill), premature pinion bearing wear, or ring and pinion gear noise. Dodge has a TSB (Technical Service Bulletin) for this issue. A fluid change with the correct friction modifier additive can quiet the noise significantly. If bearings are worn, differential rebuild or replacement is needed. Wheel hop (common on manual models) can accelerate differential wear.

At nearly 1,900 kg, the Challenger puts significant stress on front suspension components. Ball joints are reportedly the most common suspension repair item across the LX/LC platform family. Control arm bushings deteriorate and crack, causing clunking noises over bumps and imprecise steering. Symptoms include clunking over bumps, steering play, and uneven tire wear. Typically needs attention between 80,000-130,000 km. Replacement is straightforward but parts may need to be ordered from US suppliers if not stocked locally.