3.5L or Hemi

If by "free-running" you mean non-interference, it is an interference
engine.

 

The engine is a variable displacement engine so it's not nearly as
inefficient as it could be. I'm not sure about the aerodynamics, the
Concord certainly looked more aerodynamic then the 300 but the 300 is
fairly low so it might not be as bad a problem as it appears. AWD hurts a
little but it's an absolute necessity, I wouldn't even consider a car
without AWD. If you live in a sunny state then RWD is a good choice, but
I live in New England.
[/QUOTE]

The hemi variable displacement is not effective in city driving.
The 300 obviously is not as aerodynamic as the Concorde and frontal area
is a big factor. Low ground clearance won't help.
Yes AWD is important if RWD is the other option.
I go everywhere with FWD, lots of winter driving to our western ski
hills.

 

The version in the Intrepid was de-tuned for regular, the version in
the 300M was tuned for mid-grade.

 

Which would explain why he has seen the bent valves when the belt broke.
Bent valves - free-running: mutually exclusive.

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
address with the letter 'x')

 

Its backyard mechanics like yourself Steve that keep me busy. The 4.7L
does have ROLLER ROCKERS part #53020742AC
and so please make sure you know what you are talking about before
your next post.

 

You are correct the 3.5L is an interference engine. My apologies

 

I took that to be his meaning too when I first read it, but, on
reflection, I think what he meant was that - yeah - it has rockers - but
not the type that can pop off. IOW - I don't think he was meaning that
it didn't have rockers.

Or it may be that he thinks what's there aren't technically rockers even
though they are *called* that.

Kind of like the point I've made before about valve lash adjusters being
mis-called "valve lifters" when technically they aren't since they
aren't directly in line with the valve stems and motion. The auotmotive
"culture" tends to use obsolete terminology for things that have changed
when the terminology no longer literally applies.

Another example: Steering knuckles. With front drive axles sticking
thru a hub/bearing assembly, the knuckle no longer itself contains a
"spindle", yet mechanics (and even technical manuals) to this day
continue to use the terms "steering knuckles" and "spindles"
interchangeably even though the latter term is technically incorrect for
the today's typical front wheel drive knuckle.

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
address with the letter 'x')

 

You should listen to a Toyota or Honda 6 cylinder engine.

 

The 300 w/3.5L has a 5 speed. Early 06's had the old 4 speed.
It's probably not as quiet as the Hemi because it has to work harder moving
the 4000lb car.
I had 2 test drives with the 3.5L and on one occasion it made a couple of
extra click sounds immediately after starting.
Is this normal? It went up to 2000rpms during starting and settled down to
600rpm after a few minutes of driving.

 

Steve, I have respectfully disagree with you. They were some of the
most reliable engines ever created! A head with no moving parts,
solid lifters that you could actually adjust, easy to work on,
relatively good mileage for their period of time(I get around 20
consistently). I had a 225 slant six in two cars: a 1970 and 1964
Dart, yes it was a great engine, but still, those old flatheads would
just keep running and going with regular maintenance. As you can see,
I am a little prejudiced! but I told my wife, I wish that her 2005 PT
Cruiser had a flathead engine, then it would really be a true
descedant of the Airflow! I also have had the 318, in a 67 Fury and
it was a great engine, but I have always been a big fan of the
straight engines. I had a gorgeous 52 Pontiac Chieftan with a
flathead six, so smooth you could not even hear it running! However,
Chrysler made its reputation on the flathead six and that engine
always outsold the eights. Look at the cars that were powered by it:
all Plymouth, Dodges, DeSotos and over 55 percent of Chryslers were
flat sixes. Guess I was born too late, would love to have a brand
new, straight from the showoom floor, 40-48 Chrysler with FluidDrive.
Since that won't happen short of a Twilight Zone episode, I will drive
my fully restored 40 Royal Coupe, even though it only has the
overdrive and not the FluidDrive. Still looking for one with
FluidDrive though!

 

And exactly how do roller followers "pop off?" Stud mounted Chevy-style
rockers popping off, I can see (and pulling out studs, and all sorts of
other nasty things typical of Chevies.) OHC roller rockers BREAKING, I
can see. Valve springs breaking, I can see too. But not OHC roller
followers "popping off".

 

I have. Exhaust-wise, they sound exactly like a Chrysler 3.5 and every
other 60-degree v6- blathery unless heavly muffled. Like I said, nature
of the beast, its inescapable. Usually Japanese v6s have more valve
train racket than the 3.5, although the best sounding (and arguably one
of the best, period) is the the Nissan v6.

 

Exactly. I'd love to know exactly how a roller follower ("rocker" if you
will- and I'm well acquainted with them as the 3.5 also has them) can
"pop off."

 

Plus you hear different things. A decibel meter can say one engine is
quieter, and yet it can seem louder to most people depending on the type
of noise. The Hemi has a pleasant 'burbly" v8 exhaust note, but all v6s
have a rasp that most people find grating. The 6.2 liter Hemi in the
SRT-8 has a deliberately LOUDER exhaust system, yet I find it the most
pleasing-sounding of the 3. The 5.7 is a bit too muffled, the 3.5 is,
well, a v6.

Not very descriptive- what kind of "click" sounds? On some Chrysler
products, you can hear the evaporative emission control solenoids
clicking around doing their job after startup. And on most, you can hear
the variable duty cycle solenoids in the transmission working when you
select a gear.

It should settle out within about 20-30 seconds of startup, just like
every other modern computer-contrlled EFI engine does.

 

As the Geico commercial says, "its kinda like the queen asking if you
want to have dinner at the palace or at the castle. Either way, you're
having filet mignon." I can't disagree TOO much with you, because the
flatheads are certainly rugged. And I love the fact that they're as
smooth as an electric motor in the way they pump out the torque. There's
a 50's vintage "cherry picker" crane in the materials yard at the lab
where I work, powered by Chrysler industrial flathead and fluid drive.
Still in regular use any time its needed. There are also still a lot of
airport tugs running around with them.

But on the other hand, the slant-6 and 318 do have some longevity
advantages. Not the least of those is a full-flow oil filtration system
which the flatheads lack (flathead Chryslers are often fitted with
full-flow filters, but only a portion of the oil pump's output passes
through the filter on each cycle through the engine). The later engines
also have stronger crankshafts (particularly the 318, which is both
shorter and stronger). And just empirically, my experience is that you
see more 300,000 mile plus 318s and slants than you do flatheads.
Finally I respectfully disagree that solid lifters are a longevity
advantage, I think hydraulics have the advantage there because you never
get burned valves from a valve clearance that was either set to tight or
became too tight due to valve stem stretch.

 

Steve,
Yes, we have much more in agreement than we do in disagreement. I am
just sick that Chrysler might disappear in this crappy deal, a great
marque going or gone. Chrysler engines and transmissions were known
as being "bulletproof" and I would think we agree on that point. My
mother put a lot of miles on her 67 Plymouth with a 318 and my stepdad
had a 61 Dart Phoenix, the one with the weird curved back upon itself
fins. It had a 318 also, and he loved that car! My grandfather would
never buy any car other than a Dodge six going back to the early
forties. He loved FluidDrive because he hated to shift, but liked to
use the SafetyClutch as a footrest! My 49 Windsor with a 265 c.i. six
and FluidDrive was smooth as glass, I drove it down from Ontario to
South Florida, it took 5 days! but it was a great trip on the
backroads of America. Vent windows in the front and rear doors, comfy
seats and a split windshield really brought back great memories.

 

Thank you Steve.
You are very knowledgeable.
I will choose the 3.5L because of high gas prices and the cheaper cost.
How is the 5 speed automatic? I have read that it is more reliable than the
4 speed.

 

The 300C is one of the best cars on the market for the price especially
since it comes fully loaded and you get autostick Mercedes transmission,
steering and suspension components. It really is comparable to cars selling
for $20K more. Especially suitable for lower mileage drivers who appreciates
a quality ride with all the options.

The hemi variable displacement is not effective in city driving.
The 300 obviously is not as aerodynamic as the Concorde and frontal area
is a big factor. Low ground clearance won't help.
Yes AWD is important if RWD is the other option.
I go everywhere with FWD, lots of winter driving to our western ski
hills.[/QUOTE]

 

It is a good value car of it's type, but not what the consumers want in
adequate volume now with the increasing gas prices.

Poor Chrysler is still trying to sell new 2006 large vehicles here at
about 30% off list: Pacifica, 300, 300C and large engined large trucks.
It will soon be time for the 2008 models and those 2006 models are
looking stuck in the dealers hands.
I hope the write off of these models doesn't have to be done again at a
lower value.
The prices are low enough for me, but they are not the vehicle I want.

 

To clarify - my statement was based on the 30% off of the list price that I
paid for a new 2005 300C fully loaded for $32K. - heated leather,
navigation, sunroof, memory powered seats/steering/peddles/mirrors, backup
sensors, Boston sound, 350 HP, mds for hwy economy..
Fine for me since I only drive about 12000 KM a year. The money saved at the
front end more than pays for extra fuel consumption over the next 5 years as
compared to an import with all those features. To top it off it doesn't
require premium fuel. I also increased warranty to 5 yrs B/B and 7 yrs p/t
for very little extra cost. Seems like a no brainer at that price. What am I
missing here ?