Posted on 08/07/2015 10:23:54 PM PDT by Cowman
Why would Chrysler take the two most bulletproof engines known to man (the 318 truck block and the Jeep 258 six) and replace them with a fragile as glass 4.7 psychadellic SPAGETTI infected, non adjustible, Windows based, software nightmare???
Then, they put on an EGR system that is completely unnecessary and the EGR valve is in the worst possible place to service or test!!
Rant off ... That is all
Well, their TV Ads recommends putting a Viagra pill in the gas tank. Have you tried that yet, cowman?
Only when I need to carry 2X10X16’s
LEAK DETECTION PUMP MONITOR (IF EQUIPPED) The leak detection assembly incorporates two primary functions: it must detect a leak in the evaporative system and seal the evaporative system so the leak detection test can be run. The primary components within the assembly are: A three port solenoid that activates both of the functions listed above; a pump which contains a switch, two check valves and a spring/diaphragm, a canister vent valve (CVV) seal which contains a spring loaded vent seal valve. Immediately after a cold start, between predetermined temperature thresholds limits, the three port solenoid is briefly energized. This initializes the pump by drawing air into the pump cavity and also closes the vent seal. During non test conditions the vent seal is held open by the pump diaphragm assembly which pushes it open at the full travel position. The vent seal will remain closed while the pump is cycling due to the reed switch triggering of the three port solenoid that prevents the diaphragm assembly from reaching full travel. After the brief initialization period, the solenoid is de-energized allowing atmospheric pressure to enter the pump cavity, thus permitting the spring to drive the diaphragm which forces air out of the pump cavity and into the vent system. When the solenoid is energized and de energized, the cycle is repeated creating flow in typical diaphragm pump fashion. The pump is controlled in 2 modes: Pump Mode: The pump is cycled at a fixed rate to achieve a rapid pressure build in order to shorten the overall test length. Test Mode: The solenoid is energized with a fixed duration pulse. Subsequent fixed pulses occur when the diaphragm reaches the Switch closure point. The spring in the pump is set so that the system will achieve an equalized pressure of about 7.5” H20. The cycle rate of pump strokes is quite rapid as the system begins to pump up to this pressure. As the pressure increases, the cycle rate starts to drop off. If there is no leak in the system, the pump would eventually stop pumping at the equalized pressure. If there is a leak, it will continue to pump at a rate representative of the flow characteristic of the size of the leak. From this information we can determine if the leak is larger than the required detection limit (currently set at .040” orifice by CARB). If a leak is revealed during the leak test portion of the test, the test is terminated at the end of the test mode and no further system checks will be performed. After passing the leak detection phase of the test, system pressure is maintained by turning on the LDP’s solenoid until the purge system is activated. Purge activation in effect creates a leak. The cycle rate is again interrogated and when it increases due to the flow through the purge system, the leak check portion of the diagnostic is complete. The canister vent valve will unseal the system after completion of the test sequence as the pump diaphragm assembly moves to the full travel position. Evaporative system functionality will be verified by using the stricter evap purge flow monitor. At an appropriate warm idle the LDP will be energized to seal the canister vent. The purge flow will be clocked up from some small value in an attempt to see a shift in the 02 control system. If fuel vapor, indicated by a shift in the 02 control, is present the test is passed. If not, it is assumed that the purge system is not functioning in some respect. The LDP is again turned off and the test is ended.
And this is for a completely unnecessary system that is only there so the state has an excuse to approve of your exhaust.
Anybody got a 63 Rambler you're not using? I think it's time to trade up.
I think there is some sort of government mandate that it needs to be put someplace where it cannot be accessed so nobody can mess with the system such as cleaning and maintaining it.
Especially with 35" tires, my Jeep is not a sportscar. I don't accelerate fast enough for the 2016 Camaro behind me at the traffic light.
Still, I love Jeeps. They are incredible machines, especially the Rubicon.
I guess the engine change is a partial answer to the criticism.
LOUD VALVES SAVE LIVES!
The 4.7 came about when the Germans were pulling the strings.
Why did Ford bump the old 289 and Chevy the 283? Some things will never be known....
I have a '74 boat with a 318. The valvetrain has always rattled above 2500 rpm. A couple of years back, I had to replace the original engine and used a rebuilt '89 318.
The boat engine runs backwards, so I looked for a reverse rotation (roller) cam for the '89. None are available. I took only the cam, the lifters, the pushrods, the rocker arms, and the distributor from the '74 engine, and installed them in the '89 engine to reverse it's rotation. I carefully inspected each item to assure it was in perfect shape.
The new engine rattles above 2500 rpm. It sounds absolutely no different then the '74.
I am still seething over the $700 control module that was causing my right headlight to not work on my ‘04 RAM. I would like to meet the “engineer” that replaced a simple fuse and relay with a GD computer card and punch them in the face.
Two acronyms explain it CAFE and EPA.
I was a dyed int the wool Mopar owner. until I bought a 1996 Chrysler LHS. Overall a decent car that drive well, but it was a true POS or should I say LHS (lousy hunk of s***) the transmission failed at 73K miles just outside the warranty period. When I went to have it repaired I was told that it was not a serviceable part and needed to be replaced. I was livid. Who ever heard of a transmission you can’t repair? I got one from a junk yard and installed it myself (what a production that was) and sold the car a few weeks later.
Never bought another one. I’m a Toyota guy now.
The only work I’ve had to do on my Toyotas is consumables...brakes and tires.
Walk away from the Chryslers.
...and yet, I just bought my third Jeep. I own a ‘96 RHD cherokee, an ‘06 Liberty, and an ‘07 Liberty with a RHD kit.
I’m getting away from Fords and Chevys. The Chevy’s always ran well, but littered the earth with parts that just fall off, break, etc. The Fords are built a little better, but those danged 4.0 engines.... Every 4.0 I have owned has cracked the head, including my current one I still own. IF I could put that Jeep inline 6 in the Explorer, it’d be a pretty decent vehicle.
Yea, but only old men with $ will be buying the young man’s Hellcat (and then try to flip it at a profit to even older men in a few years). Damn you, Barrett-Jackson.
It’s not just Chrysler but ALL auto makers. Why would Ford abandon the equally good 4.9L I-6 and replace it with a 4.6L V-8 that shoots spark plugs through the hood? In my opinion the inline 6, whether Jeep’s 258, Chrysler’s Slant Six, Ford’s 300 or Chevy’s 250 were the best engines ever made. They lived too long and that was the reason for their demise.
it has to be the government union complex that came up with that little bit of brilliance
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