replying to General Schvantzkoph, KC wrote:
I have a 99 , 300 m with 159,650 miles on it. Have had some issues with other
area's in this car. First two years it was flat beded in five times . Spent more time at the dealership being repaired in the first two years! Numerous other issues too. Last week driving at 55mph I started hearing this
terrible
noise coming from under the hood . Took it to a local repair shop and found out it has spun a bearing and atleast one if not more pistons are
hitting the
cylinder head. Any used engine put back in it would be a big gamble and probably throwing money away ! Still has other issues that needed to be looked
at and repaired. Definitely not very dependable !
Um, Steve -
Did you notice that "KC" started this thread on Saturday- by replying to
a post made in 2004?
Wow, 159,000 miles and it finally wore out.
Did you use synthetic oil or regular oil? Did you do oil changes on
schedule?
Just trying to anticipate what to look forward to since I am the
original owner of a 2000 3ooM with 42,000 miles.
replying to David Zatz, Larry Holcombe wrote:
Just had the timing belt/water pump etc. replaced on my 3.5L 2005
Pacifica but
it was running fine, just preventive maintenance at 111,000 miles. Great
car
and so far great trouble free engine and everything works like new. I do
add
injector cleaner about every six months. As best I can tell if you maintain the the 3.5 you've got a 250,000 to 300,000 mile engine.
Hmmm... wrote:
Can you elaborate on the "radical" design changes between the 1st and 2nd generation LH 3.5L? Just curious. I think I read something about 1st generation being non-interference, and that was changed in the 2nd generation?
The biggest change is that the first-genration had a cast nickel/iron
block, the second gen has an aluminum block with nickel/iron liners. The second gen also has coil-on-plug ignition, and is apparently now an interference engine due to changes either in the combustion chamber or
the piston compression height. However, very little (essentially
nothing) changed with the rotating assembly- still a forged steel crank,
nice long rods swinging short "slipper" pistons with a relatively low bob-weight (some other makers stick with taller pistons and shorten the
RODS which leads to greater side-loading on the cylinder walls and
higher stresses in the rod itself), cross-bolted mains (I believe with a
full block girdle in the aluminum version, not necessary in the iron version). All-in-all its one HELL of a fine engine. You don't hear much
about it because, like the 318, 383, 440, and slant-six before it, it
just goes out and does its job for hundreds of thousands of miles
without fancy advertizing.
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