Gort...I loved the old Dodge Powerwagon. I used to drive one to Highschool. I just hated getting out to lock the hubs in the snow.

 

Yeah, I loved those things. I'm actually looking for one for sale at a good price right now. Nobody seems to want to part with them at this end of the country.

 

Gort:
A very educated reply, you are absolutely correct in the view of being locked out of your own property ( the business model of today ) and at the end of the day in your F-22 Rapter you won't get to stop and smell the roses, like you can in a Nieuport 28.

33

 

If you're smelling roses in EITHER of them, you're probably going to be picking some foilage out of your landing gear. Just sayin'.

 

Yeah, I've got a problem with that too, whether it's the software I run on my computers or the code in the PCM/TCM on the vehicle. It probably won't be long before we're all forced to "rent" our vehicles by the month, just like the whole subscription trend in software.

Note that I never said that the new stuff is perfect -- I just pointed out that I have personally had better reliability with the 90s+ design vehicles. I think that a lot of the new tech is a good thing (improved engine efficiency, computer control for better performance and features such as BLD, etc). I think that some of it is crap, though, and put on there only to make it cheaper/lighter or bring more revenue to the manufacturer, such as sealed ball joints, cheaper/lighter components in the suspension, thinner sheet metal, much higher use of plastic, etc. That stuff I could live without and I think it radically reduces the longevity of the vehicle (I think we're reaching the point where the entire vehicle is considered disposable).

I don't subscribe to the you-should-never-have-to-open-the-hood school of engineering (i.e. Japanese auto makers) nor do I think you need to open the hood daily unless you're using the vehicle hard. Ideally, I would drive something with the simplicity/ease-of-repair/durability of the 60s and early 70s designs and the efficiency/performance of the 21st century stuff -- but I doubt that's possible to construct.

 

"cheaper/lighter components in the suspension, thinner sheet metal, much higher use of plastic, etc..."

That's exactly why we're all replacing the plastic on our Wranglers...one steel part at a time.

 

Not trying double post so I would add what is and has happened to me in this thread. I had my first head replacement at 5K miles and now getting the SAME head replaced AGAIN at 9200 miles (4200 is all the "Replacement head" lasted before the issue returned again). The dealership called "Star" and told them the issue I am having again and "WHAM"....New head being shipped within a week and will be back under the knife again on OCT 1st! The first head was NOT the "Revised" head and this one will be.

Was told that the dealerships in the area are now replacing the same heads they replaced previously because they were not the newly revised ones that were replaced!!

To sum this up, trying to keep up with current production and replacing the heads they have already replaced once with what should of been the revised head the first time, I can only imagine Chrysler is and will struggle to keep up for well into 2013!

 

Just got my 2012 JK (prod Aug 11) back from a dealer in Milton, Ontario, Canada. The vehicle was taken in with ticking noise at 27000 km, (being a mechanic by trade for 20 years and reading the posts i approached the dealer with my concerns). I advised them of the on going issues with the Pentastar heads and the service advisors told me they haven't had any problems. Knowing engines i advised the dealer there was clearly a lack of oil pressure in the cylinder head and as a result the lack of pressure was causing the lifters to make noise. I was told by the dealer that the lifters were problems on some of the other vehicles and that they would replace them. Well 3 days later they call to tell me they were unable to crank the engine over despite doing the job over 2 additional times, based on advice from the tech support. The service manager told me that the exhaust camshaft would not turn when it was installed in the vehicle. I examined the camshafts personally only to find there was excessive wear on the camshaft lobes (misfire is caused by this as the valve will not open long enough for the engine to gather compression). The damage to the camshafts was clearly due a lack of oil (based on my mechanical expertise). Although the vehicle did not have a code in it for a misfire and was infact running well, the issue was well on its way and failure was imminent. The final result was a new cylinder head, 2 camshafts, set of lifters, and all the assorted goodies that go with this service, and being without the car for 15 days. Chrysler picked up the tab for the rental car and i got the car back today. I would also like to say that according to the techtalk on the Chrysler tech information network there were no indications of this problems and infact the service manager went on the internet to see the evidence and repair parts required to make the vehicle run right. I at least have to commend him for manning up to admit that I was in fact right when I brought the vehicle in and he thanked me for being reasonble during the period of time for the repair. Those of you who have the noise in the motor do not accept it as normal and have the vehcile repaired asap.

 

I don't notice the "tick" in my engine so much as the engine seems louder/rougher. I don't know how to explain it. I was just going to live with it, believing that only the "tick" or CEL would cause Chrysler to take me seriously. However, Chuck's experience makes me wonder if I should have my issue further investigated?

Was your engine running differently or rougher/louder?

 

Nope just the ticking, no codes only the noise from the lifters.