The American V-shaped engine Chrysler 2.7 appeared back in the 90s and was created on the basis of the original solution – a three-row timing chain.
The motor received an aluminum block, in which cast-iron liners are inserted. Curiously, its cylinder diameter is even smaller than that of 2.0-liter engines, as well as the piston stroke. Each of the cylinders has four valves and a pair of camshafts. Hydrocompensators are provided. The timing drive is chain, and the chain itself is plate, and the intake and exhaust camshafts for each of the cylinder heads are connected by short chains. Any other non-standard solutions are not provided. We can only remember the version of the motor for installation on Dodge Magnum, which received a controllable length of the manifold.
This engine was put under the hood and in the longitudinal plane and across. The former provides for a passive intake mounted on the right side. The odd-numbered cylinders are located underneath. The cylinder numbering starts from the crankshaft pulley side. With a transverse arrangement of the engine, the position of the intake manifold does not create problems with the change of spark plugs.
Main technical characteristics
| Characteristics | Parameter |
|---|---|
| Exact volume | 2736 cm³ |
| Power system | Injector |
| Power | 190 – 205 hp |
| Torque | 255 – 265 Nm |
| Cylinder block | Aluminum V6 |
| Cylinder head | Aluminum 24v |
| Cylinder diameter | 86 mm |
| Piston stroke | 78.5 mm |
| Compression ratio | 9.7 to 9.9 |
| Features | DOHC |
| Hydrocompensators | Yes |
| Transmission timing | Chain |
| Fasor regulator | No |
| Turbocharger | No |
| Oil type | 5W-30 |
| Oil volume | 5.4 liters |
| Environmental class | Euro 3/4 |
| Example service life | 330,000 km |
Application of Chrysler EER 2.7 liter engine
This engine was installed in various vehicles produced by Chrysler and Dodge from the late 1990s through the early 2010s. It was widely used in popular models including sedans, coupes, and crossovers.
| Model of vehicle | Period of production |
|---|---|
| Chrysler 300M 1 (LR) | 1998 – 2004 |
| Chrysler 300C 1 (LX) | 2004 – 2010 |
| Chrysler Concorde 2 | 1997 – 2004 |
| Chrysler Intrepid 2 | 1997 – 2004 |
| Chrysler Sebring 2 (JR) | 2000 – 2006 |
| Chrysler Sebring 3 (JS) | 2006 – 2010 |
| Dodge Avenger 1 (JS) | 2007 – 2010 |
| Dodge Charger 1 (LX) | 2006 – 2010 |
| Dodge Intrepid 2 (LH) | 1997 – 2004 |
| Dodge Journey 1 (JC) | 2008 – 2010 |
| Dodge Magnum 1 (LE) | 2004 – 2008 |
| Dodge Stratus 2 (JR) | 2000 – 2006 |
The first owners of this engine were Chrysler Concorde, Chrysler Intrepid, Chrysler 300M. A little later it was installed on Chrysler Sebring and some models of Dodge cars, for example, Avenger or Stratus. Even later it was used for cars with rear-wheel drive chassis, among them Chrysler 300C and the next representatives of Dodge – Charger and Magnum. The last American model with this motor was Dodge Journey, and in Europe, this 2.7-liter unit is found on Fiat Freemont or Lancia Thema, which are re-faced “Americans”.
Features and operation
The EER 2.7-liter engine stands out among its counterparts thanks to its aluminum cylinder block and the presence of a 24-valve cylinder head. The DOHC (double overhead camshaft) scheme used ensures high efficiency of the engine, improving its performance.
Despite its outstanding performance, the engine requires timely maintenance. The average life of the engine is estimated at 330,000 km, and quality and regularity of service is important.
This engine has been very popular on many models and has proven to be a reliable and durable power unit, suitable for both quiet and dynamic driving.
Reliability and problems
Its seeming simplicity gives the impression of incredible reliability and unpretentiousness, but in fact this is not the case. Already a few years after the beginning of production, this engine from Chrysler began to be called the worst child of motorists of the American brand. The most widespread problem, and critical, was the clogging of oil channels, after which the motor did not receive the necessary volume of oil and died. Up to 2010, a huge number of lawsuits were filed against the company to replace the power unit. At the same time, representatives of the manufacturer claimed that during 2002-2004 the power unit was improved, which should have eliminated the problem of clogged channels and provided quality lubrication. Among other things, the channels were made larger in diameter.
The power unit attachment equipment is quite reliable, no serious problems with its performance have been noted. To exclude jamming of the throttle valve, it should be cleaned periodically (once in 2 years). There are no complaints about the individual ignition coils.
Oil pressure sensor
For the control of oil pressure in the engine is responsible for the sensor of the original design, it is distinguished not only by this, but also by mediocre reliability, in many cases it lives no more than 50 thousand kilometers. It is not excluded that a frank defect was put into the series.
The signal to the presence of problems is the periodic inclusion of the light bulb of insufficient pressure in the system. The sensor itself is gradually fogged with oil, which gets on the electrical connector.
Problems with oil are among the most common in Chrysler 2.7, so in the case of signaling the light bulb should be checked immediately. It is possible that the sensor is serviceable, but the oil intake is clogged or the oil pump does not give the necessary performance.
Motor cooling
On motors with longitudinal installation, it is often common for leaks to appear on the plastic splitter. It has two fittings on it, through which the coolant enters the heat exchanger. Cracks appear on the body or simply break off the connector. If you do not notice in time that there is no more antifreeze in the system, the engine is easy to overheat with all the consequences that follow. On the market today you can buy such splitters-analogues made of aluminum.
For motors with a transverse arrangement in the underhood space, leaks appear on the tee at the cylinder-head, inside which there is a sensor for determining the temperature of antifreeze. This happens after about 200 thousand kilometers. In the original version, these tees are plastic, but on the market you can find aluminum versions from other manufacturers.
The version of the engine after the upgrade does not provide for the presence of a tee, here for cooling the oil passes through the heat exchanger. From it to the spacer above the filter goes a pair of tubes, which are also prone to cracks, especially near the exhaust manifold, from which a large amount of heat comes.
VGC valve
All versions of this engine, without exception, provide for the presence of ventilation of crankcase gases with the simplest possible valve, inside which a locking ball is installed. The difference is only in the location of this valve, it is located on the branch pipe leading from the valve cover. Valve replacement is required in cases where, when the engine is switched on, it is clearly visible how air is actively sucked into the system through the place for installing the oil dipstick in the withdrawn position.
Pompa
Another problem area of this power unit. The quality of manufacture of the pump on the Chrysler 2.7 is as mediocre as possible. From the point of view of design, there is nothing special in it, but engineers have arranged it as unsuccessfully as possible. It acts as a parasitic roller of the timing chain drive. As a result, the pump takes on itself all the vibrations arising in the process of rotation of four camshafts. In addition, a very impressive in size and weight chain creates additional loads. As a result, failure is as common as possible.
Nevertheless, the survivability of the pump is about 150-180 thousand kilometers, not such a bad indicator. Along with wear, cooling leaks are possible in places where the gaskets are installed. It is not excluded option, in which the shaft bearing is destroyed, there is a backlash in the work and the gland is no longer able to cope with its task. In the case of leaky pumps, cooling is in the engine sump, ignoring this fact can lead to unfortunate consequences.
The process of changing the pump is very labor-intensive, comparable in degree of complexity with the change of the timing chain.
The pump impeller is made of composite materials, so its destruction cannot be excluded. Cases of pump jamming or broken shaft also occur, but very rarely. In both cases, the consequences for the engine are catastrophic.
Buying an original pump for motors up to 2008 will cost about 270-370 dollars, but there are Chinese substitutes on sale for 35-65 dollars. Copies more expensive will cost 90-150 dollars, but in all cases you will have to make a purchase under the order.
In 2007, the engine was updated, in this version it is used on Chrysler Sebring, Dodge Journey, Dodge Avenger. The pump of this engine has changed. Its cost in the original version is about 270 dollars and is also available to buyers only with delivery to order.
GTM chain
For this engine, the timing chain is provided by a plate chain. This means that it has surfaces for engagement with the pulley only on the inside. This is a feature of any slotted chain, no matter what engine it is fitted to.
In cases where the V-shaped engine provides for a single chain, it will be of the roller and bushing type, covering simultaneously the crankshaft and camshaft pulleys, as well as the parasitic roller, located at the same level with the cylinder camber. Such solutions are used in their engines by representatives of Mercedes, Volkswagen AG, Toyota and some other brands. The main reason for this choice is the double-sided nature of the chain itself, as a result of which it can easily cling to the working surfaces of the stars with either side.
Chrysler has gone its own way, and decided to increase the width of the chain by a couple of links, so that it during the work grabbed also the pump. The latter has the widest pinion, while the pulleys have standard single-row stars.
On average, the service life of this chain with three rows is about 200-250 kilometers, not so little. As it wears out, it begins to stretch. A characteristic sign of the appearance of stretching is the visibility of the rubber ring of the hydraulic tensioner rod. You can see it after removing the right valve cover. In the normal state of the chain this ring is not visible, but if the chain is stretched, it becomes visible. The ring may break and end up in the sump, but then as a reference point you can look at its seat, represented by a shallow groove. Thus, a visible ring or its seat is a signal that the chain needs to be changed urgently.
Chain kits are different for motors before and after 2008. In the original, complete sets are offered along with the gears. It is not only problematic to find them, but you will have to pay at least 1 thousand dollars. For comparison, a set of analogs will cost 320 dollars, and the drive timing set without gears is about 250 dollars.
Many owners of cars with engines Chrysler 2.7 2007-2010 years carry out after 150 thousand replacement of the pump, at the same time carrying out and changing the timing chain. For analog chains, the safety margin is about 150-200 thousand. To install the chain, all the necessary marks are applied to the stars, and on the chain itself, the places of overlap on the marks are marked with arrows. For camshaft chains, key links are color-coded.
Hydro tensioner
The hydraulic chain tensioner deserves special attention. It is identical for all engines regardless of the year of manufacture.
It is located on the right head, and on the very first motors of 1998, the cover was originally absent, in its place was just a bolt with a seat for the hydraulic tensioner. It played the role of support and cover at the same time. There is no oil supply to it, the tensioner is factory filled with oil for the entire period of service, but there is a refueling hole in the housing, into which oil enters from above by gravity. In turn, a small recess in the cover is provided for the oil supply. During the operation of the power unit, the tensioner rod movement is carried out in the longitudinal plane, and the ball, responsible for closing the hole, slightly moves away, allowing the next portion of oil to be sucked in.
The reliability of such a hydraulic tensioner is not the most record-breaking, there is another nuance – long storage of the car. With the engine shut off, the tensioner is in a compressed state, it can crack and lose all the oil. The tension will drop and the chain will jump when you try to start the engine.
There have been recorded cases when the chain jumping as a result of hydraulic tensioner failure occurred directly while the car was moving. Pistons in this case hit the valves, leading to their deformation.
To exclude the tensioner collapse American Chrysler engineers proposed to use the original limiter, installed on the inside of the cylinder-head with bolt fastening. The main essence of this device is to exclude the possibility of chain slack. Even if the tensioner is removed, the chain will rest on the limiter and will not sag below the critical level.
With such a limiter, it is even possible to change the tensioner if it fails or jams. There have been many cases when the chain noise indicated the need for urgent tensioner replacement, but the car was still driving for some time, actually on the limiter.
The presence of such an option in the engine is simply necessary, so do not save $65 and order the part for your car.
Headers
The heads are aluminum with a roller and bushing chain connection. The owner’s desire to save money on oil changes will definitely affect the rate of wear of the camshaft bed, first of all it concerns the shafts located in the right head.
The service life of the engine oil caps is about 250 thousand kilometers after which they begin to lose their elasticity. Together with the appearance of leaks, oil burning begins.
Cylinder block
The block is characterized by a minimum distance between the cylinders, as a result of which the engine itself turned out to be quite compact. If there is a workable cooling, there are no problems with the penetration of the gasket. In general, the element, as well as the cylinder head, car owners do not cause problems.
Wear of liners
Earlier it was already said that at one time the engine received the humiliating title of the worst development of Chrysler motorists, but here it should be noted that the problems with oil zakoksarovka were associated with both its not the best quality and significant intervals of change. If you do not save on quality and change the oil after a mileage of 7.5 thousand kilometers, there will be no problems with the condition of the liners. In the sale you can find liners for main journals with connecting rods of two sizes (standard and 1st repair).
Conclusions
It is necessary to admit honestly, the reputation of this engine is tainted, but most of the problems have been left behind. Yes, some solutions are really non-standard, for example, the location of the pump or the choice of the type of timing chain. The main problem, however, is carrying out repairs. Original spare parts are almost impossible to get, even under the order. If they can be found, the price tag will be very serious.