The 2.7 "LH" motor, such a thing as a good one? Tricks? Mods?

[RoadWarrior222]

Hey folks,

I keep seeing 2.7 engined cars way cheaper than other motors, due to their horrible reputation I guess. Maybe because it was also the low end motor on some bodies. Anyway, it would seem to fit in with my desire for good efficiency, and "value" in a used car.

So, did the supposed fixes for timing tensioner and sludge issues in the early 00s actually work?

How do you spot a bad one or a good one easily?

I'm probably aiming at around a 2005-2010ish vehicle do older parts swap around for any performance boost, Intakes etc?

They sold the Journey in Europe with the 2.7 ... kinda thinking it would be nice in that, not as gutless and thrashy as the 4 cyl, not as thirsty as the 3.5..... though I'd probably have all kinds of fun trying to figure that swap out electronics wise.

I'm chasing my tail a bit, keep going "Want Magnum, not wintery enough, want magnum" etc.

Well, lmk what's up with these, thanks,


RW222

[GLHS60]

2.7's were one of the nicest all around engines ever, despite their reputation. The main problem was the internal water pump and original water pump gasket failure. The sludge issue was the water pump gasket leaking coolant slowly into the crank case and catastrophic failures were when the gasket leaked enough to suddenly fill the crank case with coolant. The water pump had two weep holes that leaked externally if the water pump seals were the problem, but the pump its self was rarely the problem. The original water pump gasket was a plate with sealant embedded in it and that was the cause of most complaints. The up dated version was a conventional style gasket with matching pump. For whatever reason, Chrysler never identified this problem and it was a well kept secret. To add to the misery, some mechanics who replaced water pumps, didn't realize the gasket was the plate, and left it in place while installing a new water pump, causing more issues. Finally, many repair kits had a cam gear with an incorrect cam sensor notch and the engines wouldn't start after re assembly. Its probably safe to assume that most 2.7's that are still on the road have been repaired or are newer versions with the up dated parts. Lastly, there was a plastic coolant manifold on top, with a sensor attached, that looked like a thermostat housing and they would start seeping every few years, so replacement would be considered regular maintenance.
2.7's are an eager, economical little engine, and a vehicle with a nice one could be a bargain due to their bad reputation.

Thanks
Randy

[dwh4784]

I passed on an Intrepid recently because of 2.7 fears. Justified or not I just couldn't do it.

In researching the sludge issue it sure looks like if you dropped the pan you would be able to tell if it was in trouble. The pics posted online are nasty!

[Vigo]

I want another 2.7 Magnum. I had no issues with mine to ~115k other than the leaking coolant outlet they all have (which is also cheap and easy).

And when i say i want another 2.7 Magnum, i dont mean i want a 3.5 or a 5.7 or a 6.1 Magnum. I actually want another 2.7L Magnum. I certainly wouldnt mind if someone swapped in an NAG1 trans for me, though.

[GLHS60]

Finally, another 2.7 fan, they're kind of like Turbo Mopars, some folks just don't appreciate them but some understand!!!


Thanks
Randy

[shadow88]

I completely understand your points, Randy and you're bang on. I had a 2001 2.7 sebring 4 door (u.s. stratus) that hit over 330,000 kms before I just decided a 4 cylinder commuter car was better for me. As a matter of fact, the transmission low/reverse clutch was starting to give up, so I flipped it for just over scrap value.

That car was owned by my dad since it had 4200 kms on it and it saw oil changes every 4000kms (free at the dealer I worked at) for it's entire life. I'm certain that was a big key as to why it didn't sludge up and die.

[RoadWarrior222]

I remember also during that time, I was fighting sludge in other engines, I think the oil spec of the time, SG or whatever was commonly available had just taken some additive out, and made oils more prone to sludging. However, by the time SJ was common it was "fixed" again... but I remember cursing the oils and having to do engine flush treatments every other change.

[Vigo]

My feeling about the 2.7 is that since the chamber and valvetrain are so similar to the neon head, it's basically guaranteed to be capable of way MORE power, and the same rpm, given that the crank, rods, and pistons can handle it. I think the first step someone needs to take is put some turbo-friendly pistons in one and boost it. I suspect the engine is a powerhouse waiting to be exploited once you change the pistons and add boost.