Chrysler 3.7L V6 PowerTech Engine (Specs, Reliability & Issues)
Updated: May 3
The Chrysler 3.7L V6 PowerTech (also known as the 3.7 EGK and the Dodge 3.7L Magnum) is a six-cylinder gasoline engine that was produced by Chrysler from 2002 to 2012.
Previously exclusively available in the Dodge Ram pickup truck, this 3.7L engine is now now available in the Jeep Liberty/ Cherokee, Jeep Commander, Jeep Grand Cherokee, and Dodge Dakota.
PowerTech engines were only utilised in trucks and SUVs, and were never used in passenger automobiles. Let's take a closer look at the 3.7L PowerTech engine design, covering common difficulties, reliability, and longevity.
The 3.7-liter PowerTech/Magnum engine is a two-cylinder version of the 4.7-liter V8. Like the PowerTech V8, the 3.7L V6 engine has a cast-iron cylinder block with a 90-degree angle between the cylinder banks. This angle was kept in order to combine two engines and save money on production.
All V6 engines with a 90-degree design are affected by a crankshaft configuration problem. By employing one crankpin for two cylinders that are opposite one other, you may make a V8-style crankshaft.
It is simpler and more trustworthy, but it has an ignition issue in the cylinders due to an unequal rotation: 90 - 150 - 90 - 150 - 90 - 150 (720 degrees total).
The engine has a 30-degree split pin crankshaft to promote even burning (every 120 degrees).
To deal with first-order inertia forces, a gear-driven counter-rotating balance shaft is added between the banks. The engine has fracture-split, forged powder metal connecting rods and lightweight aluminium pistons.
This 3.7 V6 is distinguished by aluminium cylinder heads with two valves per cylinder, spark plugs in the middle of the cylinder, and single overhead camshafts on each cylinder bank. Each camshaft is driven by its own timing chain.
Cams use roller rocker arms with hydraulic valve clearance adjustments to regulate the intake and exhaust valves.
The cylinder heads are protected from top by stamped steel cylinder head covers. Individually adjustable runners for each cylinder are shorter on the lightweight composite material (plastic) three-piece intake manifold than on the 4.7L V8 engine.
Two knock sensors located under the intake manifold prevent pre-ignition. The engine uses electronically controlled sequential fuel injection and electronic ignition.
In 2004, the JTEC engine control unit was phased out in favour of the NGC ECU, which also regulates the automatic transmission.
In 2005, the 3.7-liter PowerTech engine was redesigned. The 2005+ version has a 9.7:1 compression ratio, updated combustion chambers, a new cam profile, new piston rings, and plastic cylinder head covers.
The most recent change, made in 2007, was the addition of an electronic throttle body and exhaust gas recirculation (EGR).
The PowerTech V6 engines were later phased out in favour of the 3.6-liter Pentastar V6 engines, which were more technically advanced and had a 60-degree cylinder block design.
Manufacturer: Chrysler’s Mack Avenue engine plant, Detroit, Michigan
Production years: 2002-2012
Cylinder block material: Cast iron
Cylinder head material: Aluminium
Fuel type: Gasoline
Fuel system: Sequential fuel injection
Number of cylinders: 6
Valves per cylinder: 2
Valvetrain layout: SOHC
Bore: 93.0 mm (3.66 in)
Stroke: 90.7 mm (3.57 in)
Displacement: 3,701 cc (225.8 cu in)
Type: Four-stroke, naturally aspirated
Compression Ratio: 9.8:1, 9.7:1 - 2005+
Power: 210 hp (157 kW) at 5,200 rpm
Torque: 235 ft-lb (319 Nm) at 4,000 rpm
Firing order: 1-6-5-4-3-2
Engine oil weight: SAE 5W-30 (SAE 5W-20 from 2007)
Engine oil capacity: 4.7 litres (5.0 qt)
Oil change interval: 6,000 miles (10,000 km) / 6 months
Applications: Dodge Ram 1500, Dodge Dakota, Dodge Durango, Dodge Nitro, Jeep Liberty/Cherokee (KJ, KK), Jeep Grand Cherokee (WK/WH), Jeep Commander (XK), Mitsubishi Raider
Reliability & Issues
The 3.7-liter six-cylinder engines from PowerTech are very reliable and long-lasting.
Only a little of rough operation in terms of vibration and noise, as well as relatively high fuel consumption when compared to providing power, may be mentioned, however the difference between 3.7 V6 vs. 4.7 V8 MPG is almost non-existent (close to 2-3 MPG).
The PowerTech series has two common difficulties with V6s and V8s. Clogged lash adjusters are the first. This may cause the rocker to move out of its operating position, causing the related valve to shut completely, decreasing engine performance.
Thick oil or extended intervals between oil changes are the culprits.
The second problem is more prevalent in eight-cylinder engines, although it may happen in V6s as well. The valve seats in the aluminium head are not firmly secured, and when the engine overheats, the odds of particular valve seats popping out increase considerably.
Keep a watch on the timing chains and tensioners, the water pump, and the crankcase ventilation system, don't overheat the engine, don't use too thick oil, and don't wait too long to change the oil. Engines with a 3.7 V6 have a 200,000-mile life expectancy (320,000 km).