Pickup truck gas mileage estimates - epa ratings, Compare gas mileage estimates pickup trucks, 2008 current model year.. All- ford transit: gas mileage -series, The - 2015 ford transit, america’ newest built ford tough van, delivers 46 percent gas mileage ford -series offers ford van.
As noted, it is higher than a rebadged Fusion, the wind-shield includes a steeper rake compared to an existing 2013 Lincoln MKZ ’s, as well as lengthy back window creates a quicker silhouette, best for a Ten % aero improvement, based on Lincoln. Didn't really pay attention before hand lol still a little over 200miles per tank, same as stock on 31's. This engine was introduced back in 1993 as an “upgrade” from the earlier 3.3L pushrod V6 engine. Some would question whether the move was a step forward or backward because the 3.5L V6 (and its variants) has a poor ­reputation for reliability. Some blame the design of the engine itself for all the ills it has suffered, while others blame consumers for not maintaining their engines properly.
Chrysler designed new heads and manifolds to accommodate the overhead cams, and a sexy dual-throttle cross ram intake system with a manifold tuning valve. The front of the block was modified to accommodate a front-mount oil pump and a timing belt drive for the overhead cams. The pistons are cast aluminum with full floating wrist pins, ductile iron compression rings, and are relived so the engine will freewheel without valve interference if the timing belt breaks. The 3.5L V6 was used in 1993-’97 Chrysler LH cars (Dodge Intrepid, Chrysler New Yorker and LHS, Eagle Vision) and the ’97 Plymouth Prowler.
In 1998, the 3.5L was reworked and given an aluminum block and additional tweaks to increase the power to 253 to 255 hp, depending on the application.
Unfortunately, Chrysler failed to upgrade some things that needed to be upgraded, like the undersized oil galley passages in the block, the troublesome coolant pipe that runs under the intake manifold, the undersized PCV system that doesn’t pull enough air through the crankcase and the overall reliability of the engine itself. The 1998 to 2010 all-aluminum versions of the 3.5L SOHC V6 were used in a wide range of Chrysler models including the 300 and 300M, Avenger, Challenger, Charger, Concorde, Intrepid, Pacifica, Prowler and Sebring. The 3.5L engine is an even-firing power plant with aluminum cylinder heads, a single camshaft in each cylinder head and four valves per cylinder. Any engine can develop coolant leaks after years of service, and the 3.5L V6 is no exception. If an engine is running hot and there are no obvious external coolant leaks, and the radiator cooling fans are cycling on and off, and the radiator isn’t clogged or obstructed, pressure test the cooling system to check for an internal coolant leak. If the cooling system holds pressure, and the cooling fans are functioning normally, but the engine is running hotter than normal, it’s probably a worn water pump. Regular coolant maintenance is absolutely essential on these engines, so if the coolant has not been changed in five years, it may be time to drain, flush and refill the cooling system. For 2001 and newer vehicles, Chrysler recommends a long-life HOAT (Hybrid Organic Acid Technology) or GO-5 type of antifreeze that meets its MS9769 requirements. HOAT coolants contain a combination of inorganic acid and organic additives for added protection against aluminum ­corrosion, which is important with the all-aluminum 3.5L engines.
If you’re replacing a water pump, be sure to inspect the upper and lower radiator hoses, and heater hoses. On 2006-’08 Dodge Charger and Magnum and Chrysler 300 vehicles, Chrysler issued a recall (L08110617-010) regarding a fan separation problem.
One of the most common problems with these engines is that the oil tends to sludge and break down — especially if the oil is not changed every 3,000 miles. These engines run hot, and with a PCV system that barely flows enough air to pull moisture out of the crankcase, it doesn’t take long to create an oil sludging problem. As sludge and varnish build up inside the engine, it can restrict the small oil passages that deliver oil to the crankshaft bearings, increasing the risk of oil starvation and bearing failure. If you find evidence of maintenance neglect such as foaming or sludge on the underside of the oil filler cap, a plugged PCV system or oil that looks like tar when it drains out of the crankcase, recommend a crankcase flush to remove as much of the accumulated sludge and varnish as possible when the oil is changed. Also, inspect and clean the PCV valve when the oil is changed, and replace the PCV valve every 30,000 miles to keep the PCV system working at peak efficiency. Note: Chrysler technical service bulletin (09-01-96) describes a hydraulic lash adjuster noise problem with this engine. Chrysler probably should have used a timing chain in this engine, but instead opted for a less expensive timing belt.


The early 1993-’97 3.5L engines are non-interference engines, so if the timing belt snaps or jumps time, the engine won’t bend any valves. Replacing a timing belt on a 3.5L V6 is typically a two- to three-hour job, so the cost of preventive maintenance is relatively cheap compared to what a broken timing belt could cost the vehicle owner.
The life of the water pump is about the same as the timing belt, so if you’re replacing one, you should replace both at the same time. The newer 3.5L V6s came factory-equipped with long-life platinum resistor spark plugs with a recommended replacement interval of 100,000 miles. The second generation 1998-and-newer 3.5L engines have a coil-on-plug ignition system, so you obviously have to remove the coils before you change the plugs.
Be sure to inspect the long tube on each coil that fits down over the spark plugs for cracks or carbon tracking. Caution: Chrysler TSB 18-024-01 warns against cranking the engine with any of the coils removed.
Also, if you notice oil residue on any of the spark plugs, the spark plug tubes in the valve cover and the valve cover gasket might be leaking.
On the first-generation engines with a distributorless ignition system, be sure to inspect the spark plug wires when changing the plugs. The oil pan on the 3.5L is made of Antiphon steel, which consists of a layer of rubber sandwiched between two layers of steel.
If you encounter a 2008 Chrysler 300, Magnum or Charger with a MIL light on and a DTC P050D (cold start rough idle set), the PCM may need to be reflashed with updated programming to eliminate the false code. On some 2008 and 2009 Chrysler 300, Magnum and Charger models with the 3.5L V6, a strange whistling noise may be heard in the engine compartment while the engine is running.
On 2009-’10 Dodge Challengers and 2008-’10 Chrysler 300, Magnum and Charger cars, the MIL may come on because of a false DTC P0339 code (crankshaft ­position sensor intermittent set). If the code persists after the software update, it may be ­necessary to shim the crank sensor or replace the crankshaft flex plate. If you continue reading the article explains that the later gen aluminum block engines are in fact interference.
The 2.7 in fact ive torn them apart they made the oil passages to small and to close to heat nor did they finish them and make them smooth so oil was able to just sit there and cook, they were doomed as soon as they were built and Chrysler KNEW IT! With the summer months heating up and cross-country road trips beginning, many people want to make sure their vehicles are prepped for the long haul.
The engine thermostat has been an important component in automotive internal combustion engines for almost a century. Honda Civic: Failed PCMs And CAN System DiagnosticsIt’s not unusual for me to get help requests through my e-mail. For many today is just another Wednesday, but for a lot of people it is more than just your average Wednesday, it is "Back to the Future" Day. Some would question whether the move was a step forward or backward because the 3.5L V6 (and its variants) has a poor reputation for ­reliability. Lubrication issues, oil sludging, coolant leaks, overheating and low-mileage ­engine failures have plagued this engine family from the get-go. Some blame the design of the engine itself for all the ills it has suffered, while ­others blame consumers for not maintaining their engines properly. I guess they are right about the 3.5 engine, one of ours just turned a rod bearing and the engine is only14 years old with only 220000 miles on it.
WORLDPAC Opens Warehouse In New OrleansWORLDPAC has announced the opening of a new regional branch warehouse in New Orleans. Technicians don’t have time to waste searching for tools when service bays are full and client appointments are back-to-back. Lubrication issues, oil sludging, coolant leaks, overheating and low-mileage engine failures have plagued this engine family from the get-go. But regardless of who’s at fault, these engines do represent a significant service opportunity. These engines have a small metal heater tube that runs from the front of the engine under the intake manifold. Replacing this tube is a labor-intensive and time-consuming repair job, as it requires removing the upper intake manifold and fuel injector rail.


The design is more efficient than a typical stamped metal impeller and produces less cavitation, but the soft plastic impeller can be eroded and worn down by rust and sediment in the coolant. One other possibility would be a restricted catalytic converter that’s creating backpressure and causing heat to remain in the engine. The same coolant can be used in the older 1993-2000 ­applications instead of a conventional green formula coolant.
A heavy clicking or ticking noise coming from the top of the engine that changes with rpm may occur due to oil aeration if the crankcase is overfilled with oil.
If any of the coil circuits shorts to ground in the engine bay, you can damage the coil driver circuits in the PCM! So unlike the newer 3.5L engines that use a serpentine belt with an automatic tensioner, tension on both belts needs to be checked and adjusted periodically.
The fix is not to replace the crank sensor, but to reprogram the PCM with a software update (TSB 18-005-11). Cylinder #1 is at the right front, with #1, #3 and #5 on the right bank and #2, #4 and #6 on the left bank.
Sometimes it’s from working technicians, other times it’s from vehicle owners who can’t get their problems solved through professional repair shops. Most specifically, it can tell you if the angles, inflation and components are within specification.
Body techs and painters rely upon them every day to achieve that perfect finish on your customers’ vehicles.
But regardless of who’s at fault, these engines do represent a significant service opportunity for engine rebuilders from all the heat damaged inflicted upon them. So now we are wondering how long our other 3.5 will last, it has 170000 miles on it and it is a 1994. The engine is rated from 214 to 220 horsepower depending on the model year, and delivers good torque from 2,000 to 5,600 rpm.
There’s an O-ring seal at the front of the engine that tends to fail and leak after so many years of service. If this happens, the pump won’t circulate as much coolant, causing the engine to run hot and overheat. If the timing belt is not replaced at the recommended mileage, the risk of belt failure increases with every mile that’s driven.
There should be enough clearance to run the wires under the fuel rail without having to remove it. Chrysler TSB 18-036-08 says the fix for this is to reprogram the PCM with updated software that corrects the condition.
Quick Lube Express Lane Dual Bay Dual Drawer Parts & Tool Storage Cabinets are manufactured to provide storage for tools, parts and supplies to support an express lube service facility.
Don’t attempt to bend or force the fuel rail upward for added clearance as doing so may damage the rail.
Now it starts, run smoothly then stalls and fails to restart until cool again., I am told if they do run they last a very long time, but at what costs. Another point of note, the early 3.5l had a 30,000 miles spark plug change interval (oem was a copper plug).
Regarding the left side spark plug wires, the author quotes the FSM perfectly but fails to note that the wires run under the fuel rail only for the few inches after exiting from under the left intake plenum crossing over to the right side (under the fuel rail bend that connects the left and right banks). The one point the author was spot-on about was the maintenance and regular replacement of the coolant. With proper cooling system maintenance, there is no rusting of the heater tube of errosion of the plastic impeller because of rust and sediment.



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