Right !!!!! Thats what I said!!!!

Also... the lifter bore could be machined to large or the oiling hole in the casting is partially blocked thats why the need to replace the head.

if the lifter collapses the valve does not open causing a misfire.

There also could be a problem with the valve guide not getting oil, causing it to wear out or get loose and the valve not closing causing a misfire.

 

Well just as much as you hate the rumor mill on the internet(but that is what makes the internet fun) I hate the bs that comes out of service departments. Case and point, I have a little kia and the dealer sends me the coupons for service. And I get to laughing so hard at them. One of the coupons were for a Valve adjustment to my Kia Forte. I called the service writer and asked, "Valve Adjustment? What in the hell are you performing in this Valve Adjustment?" And his response was they set the lobe lash. I said, but I have hydraulic lifters. Just how are they going to do that? He said, hold on let me talk to one of the techs, he puts me on hold for 10 minutes and comes back, he said, Sir you are correct and that it was more of a inspection. And I said so your going to pull the head to inspect the valves? He said, well no....I'm not really sure what they do. Needless to say, they've never seen the car sense.

Here it is.. couldn't find a way to post the html from the email so I'll just do a copy and paste of the text from it.

Tune-up Special
$195.95

Replace Spark Plugs
Replace Air Filter
And
Adjust Valves <----- what the hell is this?


and then this one
Pick Your Oil Change
Good
Regular Oil Change
$19.95

Better
Synthetic Oil Change
$49.95

Best
Synthetic Oil
$68.95


Can someone tell me the difference between the Better and Best?


And then there is this one....
10% Off
Tire Rotation
Tire Alignment <------ What is a tire Alignment?
Balance Tires
Check Pressure

 

Lmfao. That was a good read.

 

If Chrysler is cooling the head first then it is a design flaw with the old heads and if these heads have ( what we use to call steam ports ) then maybe the NEW heads have larger steam ports for more coolant flow.

Just a guess or conjecture on my part

33

 

Well I might have digressed a little there, my point was that I don't know that the pentastar is using the most efficient methods for the exhaust. I think they found a way to get the cats up close so that they can perform well and lower emissions. It also has a great way of reducing the size of the exhaust manifolds, and we all know there isn't much room left in the engine compartment in the 2012. But the short primarys are always the performance killer. That's why the performance car guys love the long tubes. But the smog nazi's don't like the long tubes because the gases have cooled by the time it reaches the relocated cat and looses its efficiency. But pentastar doesn't even utilize a short primary, they've got mega short primaries. Having seen a performance difference between a short, mid, and long, I can only start to imagine just how much power could be found with a typical head instead of this merged exhaust porting.

 

Yea I kinda figured the metal was hot coming out, and the heater core feeder should be the hot coming out, and the composite would be the cooler liquid going in.

 

[QUOTE=RoysRig;3167781]Well just as much as you hate the rumor mill on the internet(but that is what makes the internet fun) I hate the bs that comes out of service departments. Case and point, I have a little kia and the dealer sends me the coupons for service. And I get to laughing so hard at them. One of the coupons were for a Valve adjustment to my Kia Forte. I called the service writer and asked, "Valve Adjustment? What in the hell are you performing in this Valve Adjustment?" And his response was they set the lobe lash. I said, but I have hydraulic lifters. Just how are they going to do that? He said, hold on let me talk to one of the techs, he puts me on hold for 10 minutes and comes back, he said, Sir you are correct and that it was more of a inspection. And I said so your going to pull the head to inspect the valves? He said, well no....I'm not really sure what they do. Needless to say, they've never seen the car sense.

That is what ruins the accuracy of the internet. I understand there are people who think they know what they are talking about but they really don't.

I didn't understand exactly know how the valve system worked in the Pentastar when I learned of this problem. I knew it was a hydraulic system but the way Chrysler called out the various component names and descriptions made it sound super exotic. After I dug a little deeper through internet research and through my past experience I realized it was nothing more then a normal hydraulic actuated system, and quite simple as well. Thorough research also helps you look much more intelligent when you go back to your dealer and you actually know what you're talking about.

In other words I didn't jump on to this thread and pretend I knew what I was talking about. Even though you people don't have a clue to who I am, I don't like adding inaccurate info to further confuse the situation.

This entire forum is to help people who are looking for answers to their problems. Wouldn't it be nice if we could actually help them, correctly based on our personal knowledge, and hard earned experience?

 

Well the real problem is coming from Chrysler's lack of forth coming information. All the little tidbits are very cryptic. So sometimes it's good to throw ideas out there, kind of a brain storm session, and develop our own hypothesis. And in my world that's a weekly event. Problems come up, get a bunch of people throwing out possibilities, so long as people keep an open mind, the problems eventually become quite clear. I think it's great that we are getting people like you that can give us first hand experience and valid data, but we have to always consider the fact that it may not be just one problem with the pentastar.

 

Yes I understand and practice brainstorming quite a bit at my job as well.

It's frustrating to understand the real problem in all of this. Although the lifters are being starved of oil we don't really know the actual reason why this is happening. I mentioned clogged oil galleries, but Chrysler is being very quiet about this and I would think they know exactly where and why the problem is occurring.

What's bothering me, and I just learned of this from this thread tonight; is the single exhaust passage out of the engine on each bank of cylinders. Chrysler says this will not cause any problems but I had planned on keeping my JKR for more then 100k miles. This may or may not be a very durable design. In my knowledge this is a brand new head design which means it probably was never done this way before.

I would like to know if anybody knows of any 3.6L Pentastar exceeding 100K miles yet. Our warranty may last that many miles but what modern engine do you know of that doesn't attain at least 150k without any problems? How about 200k; there are many engines that get to this level on a regular basis. Do you think the Pentastar will make it that far?

 

Well, this is my first Jeep, and one of the first things that kinda put me back on my heels was how much heat is created under the hood. Having a lot of V8's in my day and racing at Bandimere, I've never encountered so much heat being produced, especially from a mere v6. And I mention this being my first jeep because maybe someone else can tell me if the heat issue is in all models and years, or is it worse in the >2012? And I can't help but wonder if the extra distance that the exhaust has to travel to escape the area of the block/heads isn't soaked up in that travel. This new head really was an outside of the box design.