PS> My dad says junk it. My mom says fix it. There you go! :-o
If I had that problem I’d sell it off , and find a similar vehicle w/a less complicated engine configuration. Loose the cylinder deactivation function complexity. Maybe there’s another version of the JGC that has a less complex engine design. Might have to yield some mpg and/or HP, but at least it won’t be sitting waiting on repairs.
A diy’er with a lot of engine-take-apart-experience might like to buy such a vehicle as yours as a hobby project.
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Too complex? The 5.7-liter Chrysler engine only has one camshaft, many V bank engines have four camshafts.
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You’re one of the MOPAR experts here. What’s your advice to OP? Sell it or fix it?
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Probably all depends on the type of driving you will be doing, if the flaw is in idling and low rpms and that is the type of driving you do, well you don’t need a Hemi anyway, but if you drive a lot and not in the very low rpms and don’t do so much idling, then repair it and make sure to keep the oil changed and enjoy driving a Hemi… Our Police department has been using mainly Chargers for years with no issue, but they are always driving around, never sit very long idling (running radar etc)…
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Why would anybody want a vehicle that depends on how you drive it?
You don’t have control over that situation.
Tester
Big difference in if you work 1/2 miles from home and the drive is a 30 mph commute, and you let your vehicle warm up for 10 minutes every morning and swing by Starbucks or McDonalds for your morning coffee/food and have to idle while in line, then someone that drives 20+ miles to work after only warming up for one minute and doesn’t stop for food/coffee on the way in and it is all interstate when the traffic is flowing good everyday (mostly)… So you do have control over your driving situation… Retired and don’t go anywhere much anymore, or working across town, BIG differences…
That video was great. My favorite part was when he kept saying “On top of that…”. One sin after another…
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It was a good video for the most part, but oil splashing on the cam for lube?? Most racers and some hotrodders use windage trays to keep oil away from the crankshaft, and what about the dry sumps? They are not splashing oil from the pan onto the crankshaft then to the camshaft… 
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There are numerous design approaches to oiling. I guess it all boils down to how effective is a given approach? If you can get all the oiling an engine needs from pressurized oil galleries and splash oiling is a detriment, then that is a viable approach. It does appear this particular engine design cannot rely much, if at all, on splash/drip lubrication. So the oil galleries delivering pressurized oil to the various parts better be up to the task. It appears they may not be. To the guy’s point, I don’t see how that lifter body gets enough lubrication to support an oil film around its entire circumference. Perhaps there are more oiling ports that are just not visible? I am more familiar with Chevy engines, particularly big blocks and there are provisions for splash/drip lubrication in those designs augmenting the pressurized delivery. Lack of cam/lifter lubrication in those is more related to maintenance issues than design…
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Yea, 2 friends that are mechanics said fix it… new cars are junk and have many more components to worry about breaking … .
I believe this is a multi-port fuel injection system with 2 sets of O2 sensors. So only 3 of the cylinders are getting a rich mix? The ones on the same bank as cyl #6 (the toad lifter) ?
That indeed may be the case. Hard to say, the manufactures generally don’t publish their algorithm’s specifics. Every vehicle is different. My Corolla’s injectors are batch fired, all of them at once. Other vehicles fire each injector individually at the best time in the 4-stroke cycle. For cylinder deactivation, the computer must have a way to prevent certain injectors from firing. But not sure if there any engine designs that inject more gas into one cylinder than the other actives ones.
I wouldn’t say new cars are junk. They seem to be well designed, using robust precision-sized materials. If anything new vehicles seem better in that respect compared to older vehicles. Where new vehicles go wrong imho is the unnecessary complexity. Ideally you’d like a vehicle only as complex as you require, and not more. Complexity breeds unreliability.
Einstein said something similar about scientific theories. Make them as simple as possible to explain the lab findings, but not simpler
That’s usually how they are. The oxygen sensor has to be close to the engine, so it’s not possible to have just one on a V engine. If he disconnects the oxygen sensor on that bank it won’t go extra rich due to the clean air getting mix with it.
If a valve is broken and the bad cylinder is not pumping air, then the O2 sensor can be left in place.
You will be very disappointed when you look for a 3rd or 4th O2 sensor on my old 1999 Dodge Grand Caravan, cause it only has one up and one down stream O2 sensor(s) on the 3.3L V6 engine…
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That’s good to know. So it’s just bank 1 then I assume.