Mopar Remanufactured Parts

Perhaps another title for this article could be something like “break it” or “crash it” or “wear it out!” In the normal use of automotive vehicles, we do all of these things, but they sound somewhat negative. If you normally drive your vehicle 20,000 miles per year and have owned the vehicle for five to seven years, then you have 100,000 to 140,000 miles on the vehicle and engine. With that many miles, it may be time to rebuild it. If you get in a severe accident or crash, the vehicle may be hit hard enough to break something in the driveline. If this damage happens to break an ear or corner off the engine block, then you’re going to have to do something to fix it.

There are many ways to repair an engine. It is quicker and faster to replace the whole engine assembly, but upgrading to a performance crate engine is not the only solution. Taking the current engine out of the vehicle and rebuilding it takes a lot of extra time that is normally required by the machine shop and engine builder. Having a second Mopar® Reman engine assembly ready saves lots and lots of time.

MOPAR REMAN V-6 LONG BLOCKS

Product Features:

• New Pistons, Pins and Rings
• New Timing Chain
• New Main, Connecting Rod and Cam Bearings
• New Lifters
• New Gaskets and Seals
• Remanufactured Block, Cylinder Heads, Crankshaft, Connecting Rods, Camshaft, Oil Pump, Valves, Valve Covers, Oil Pan and Pickup Tube

All major cast iron components are magnafluxed for cracks. All other components are remanufactured to Chrysler Group LLC Engineering specifcations or replaced with O.E. parts.

As a general topic, heavy repair would include transmissions and torque converters but we’re going to limit it to engines. There are crate engines, long blocks, short blocks and bare blocks. A crate engine is generally a complete assembly and designed for added performance. They are carried by Mopar Performance. A short block assembly is a partial engine assembly that tends to include a block, crank, rods and pistons. A long block is a short block with cylinder-head assemblies. Typically in both these assemblies, the cam(s) are included, but check with your dealer to be sure on any specific engine.

On the performance side, the only customers that seem to want a bare block are hardcore racers. However, most street customers want an assembly—the question is, “Which one?” We’ll recommend a long block but we will hold the explanation until later in this article. A long block is much less expensive than a complete engine assembly and a reman long block costs less than other types of assemblies. The term reman is short for remanufactured parts and Mopar has a complete line of reman engines including short blocks and long blocks, but not bare blocks. Mopar Reman parts offer cost advantages, and because they are backed by Mopar, they have a very good warranty which means reliability and dependability for the customer plus you know that they are built to OEM (Original Equipment Manufacturer) specifications.

We’re going to limit this discussion to V-6s more or less, because Mopar Reman has such a complete line that there isn’t enough room to cover them all. We picked V-6s because they are very popular engines.

All engines can end up damaged or worn out from too many miles, or poor maintenance or many other causes. We look at engines as assemblies that can go almost any way the customer might desire, like street rods or street machines and many other custom applications. These customers also require an assembly like a long block.

One of our favorites is the 2.7L V-6 (R1627024 – 2004 model) which is a 60-degree V-6, all aluminum engine, which means it is very lightweight and very compact. It uses a DOHC (double-overhead cams) style head and is rated near 200 hp from the factory. With 165 cubic-inches (2.7L converted), that makes the output over 1 hp/cubic-inch which means it is a very high-performance engine even in stock trim. These engines are generally used only in passenger cars from 1998 to present. Another interesting engine is the 3.3L V-6, (R1633436 – 1997 LH Body) commonly used in minivans and passenger cars (1990 and newer) which is also a 60-degree design. The 3.3L engine and its brother the 3.8L (R0638480 – 2000 minivan) are wedge head designs or OHV (pushrod engines). The 60-degree aspect makes it a smaller overall package and easier to install in small engine compartments.

The 3.7L V-6 is mainly a Jeep® and Dodge truck engine (R2637044 – 2004 truck) and was produced 2002 and later. It is a 90-degree design and therefore is slightly larger overall than the aforementioned V-6s. It uses a SOHC (single overhead cam) which yields a very good valve layout in the cylinder head but performance parts are scarce. Note: this is the little brother of the 4.7L V-8 (R2637044 – 2004 Dakota), a very good engine. The only in-line 6 or I-6 in the Chrysler line-up since around 1990 is the 4.0L Jeep which was produced up through 2006 (R2640411AA – 1991 Jeep) and is also available.

The long block is defined as a short block with cylinder heads. The reman program also carries complete heads as a separate item. For example, 2.7L V-6 DOHC heads – R6627089 (right) and R5627089 (left), both for 1998–99 models. Note that most DOHC engines have left and right heads. This is also true on the 5.7L HEMI – R6857034AB (right), R5857034AB (left). The main reason for selecting long blocks in the above section is that they come with heads. You can swap manifolds or replace for custom applications but you need heads. Heads tend to wear out faster than other parts of the engine and are prone to damage from poor maintenance or abuse.

Engine Tech Tip

If you plan to swap any of these engines, be sure to take the production fuel system and the complete wiring harness from the production vehicle to be used in your new project.

LIGHT REPAIR

GENERIC PCM

Replacement part no. R5114082AA

Mopar typically ships a remanufactured Powertrain Control Module (PCM) pre-programmed with the vehicle specific calibration or “software” preloaded. However, this particular module will not be pre-programmed when received from Mopar. A generic part allows one part number to account for many different vehicle applications. In the past there would be over 40 different PCM part numbers released for these specific 300M/Concorde/Intrepid (LH) and Pacifica (CS) vehicle applications; now one part number covers them all.

If you have ordered GENERIC PCM part no. R5114082AA for either an LH or CS vehicle, the module must be programmed to the vehicle specific software using the DRBIII® scan tool via TechCONNECT. The vehicle cannot be driven until this programming is complete. Over the counter sales of this PCM must take this into consideration as the purchasing customer may not be aware of this. This is important from a customer satisfaction perspective as a return trip to the servicing repair facility can be avoided by explaining this in advance of purchase.

Special attention is needed when using the DRBIII scan tool for reprogramming as the module ID screen will indicate the PCM as a 2004 CS when in fact the module is for both a 2004 CS and 2002–2004 LH. For clarification call the 1-800-86-MOPAR tech line for additional information.

PCM TECH TIPS

If your vehicle is a 2002 LH and the original PCM part number begins with “04” the technician should use the 2002 LH Part Number Reference chart (call 1-800-86-MOPAR for more info) to determine the corresponding “NEW” part number. This new number from the chart should then be entered into the Tech Tools application as the original part number.

CAUTION: Extreme care must be taken when programming a calibration into a generic PCM. Do not randomly select a calibration. Once a calibration is selected and programmed, the controller cannot be reprogrammed to a different calibration. The module can only be reprogrammed to a more recent version of that calibration.

When flashing a 2002–2004 LH vehicle the BCM (Body Control Module) may need to be disconnected if experiencing failures during the flash of the transmission portion of the PCM. The BCM will need to be disconnected after the module ID portion of the flash is complete.

If the flash process is interrupted/aborted, the flash should be restarted. It will then be necessary to remove any old flash reprogramming files from the DRBIII memory. To clear the memory, go to the MAIN MENU, power up the DRBIII and then perform a cold boot.