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Here’s an example of complications when designers did not do their job well.
Troubleshooting a no-start, I determined spark plugs were fouled from repeated unsuccessful starts. So needed to remove plugs and burn fouling off or install new ones.
Except Chrysler designers stuffed the engine in so tight that it is extremely difficult to remove all rear plugs from inside engine compartment – in the past I and others raised the vehicle, and did the re-re slowly and carefully as operating blind. (See http://www.keithsketchley.com/caraplug.htm.)
Fortunately I took a new look at access and found that by removing and relocating things I could work from the front – I’ve added that to my plugs web page.
Some Allpar members suggested unbolting forward engine mount to rotate engine forward to try to get more clearance, but I think the radiator would need to be removed, and other mounts fiddled.
The engine is a stuff job as the 3.3L Chrysler is bigger in at least some dimensions than the 3.0L Mitsubishi, I don’t know about the 4-cylinder engines. A big part of the access problem is that the 3.3’s manifold projects well aft, whereas it should have been more centralized and higher as there is space below the hood.
Nevertheless, the engine compartment is full of examples of poor access that could have been avoided by proper installation design, notably:
That’s on top of things that are somewhat more understandable, such special tools needed to rotate idler to re-re serpentine belt (due length of engine/transverse location only a slim bar with short socket fits), access to coolant temp sensor (requires removal of coil pack – couldn’t it be mounted higher?), access to camshaft position sensor, and access to crankshaft position sensor (though some locations of interfering pieces are questionable).
Troubleshooting a no-start, I determined spark plugs were fouled from repeated unsuccessful starts. So needed to remove plugs and burn fouling off or install new ones.
Except Chrysler designers stuffed the engine in so tight that it is extremely difficult to remove all rear plugs from inside engine compartment – in the past I and others raised the vehicle, and did the re-re slowly and carefully as operating blind. (See http://www.keithsketchley.com/caraplug.htm.)
Fortunately I took a new look at access and found that by removing and relocating things I could work from the front – I’ve added that to my plugs web page.
Some Allpar members suggested unbolting forward engine mount to rotate engine forward to try to get more clearance, but I think the radiator would need to be removed, and other mounts fiddled.
The engine is a stuff job as the 3.3L Chrysler is bigger in at least some dimensions than the 3.0L Mitsubishi, I don’t know about the 4-cylinder engines. A big part of the access problem is that the 3.3’s manifold projects well aft, whereas it should have been more centralized and higher as there is space below the hood.
Nevertheless, the engine compartment is full of examples of poor access that could have been avoided by proper installation design, notably:
- several cases of hoses and sensors and vacuum taps in places that impede reaching down the back of the engine, could have been avoided. Examples include the hose to the PCV valve, the projecting boss the valve is connected to (why a 2+ inch projection instead of a simple threaded hole a tee could be screwed into?), the MAP sensor screwed into the back of the manifold, and a bracket that makes it very difficult to grip the RH spark plug wire to take it off.
- A/C tube routing impedes removal of RF spark plug, could have been routed differently.
- Coolant temperature sensors hidden under coil pack.
- Coil pack awkward to remove because tubes and wiring harness are poorly routed.
- Relays and modules hidden behind various areas of the dash, requiring removal of screws to get at (in contrast to those in the power centre and the ECM and TCM under the hood).
That’s on top of things that are somewhat more understandable, such special tools needed to rotate idler to re-re serpentine belt (due length of engine/transverse location only a slim bar with short socket fits), access to coolant temp sensor (requires removal of coil pack – couldn’t it be mounted higher?), access to camshaft position sensor, and access to crankshaft position sensor (though some locations of interfering pieces are questionable).