He took it to his friend, who is a fleet mechanic for the Arvada Police that has already replaced the springs in six of their fleet trucks and discovered this issue. To early to tell but I hope this will be the last issue I have with this issue. No vehicle should have as many problems as this one. You do not have to remove the heads! Can you get them read and post them? All the wiring appeared to be in excellent shape, no visible damage and the wires and connections were all nice and clean. Since your problem appears to be mechanical, simply making the system not work any more would not help, in my opinion. The Mercedes uses a sequential fuel delivery system that cuts fuel to the cylinders that are deactivated. You say the engine gets quiet when the oil pressure drops—can you tell me what the oil pressure is when the problem is occurring and what it is when it goes away? Shut it down and restarted it, same thing.
I thought it was a bad coil but ended up being the rubber boots that come off the coil was split and was causing the misfire against the inside of the head. Power output varies depending on vehicle model and ranges from 240kW to 290kW. Mine likes Amsoil synthetic 5W-20 very well. When the intake valve lifter reaches the base circle of the camshaft lobe, the valve spring force is reduced, allowing the locking pins to move, deactivating the intake valve. I wanted to thank everyone for there responses with my current issue with the 6 cylinder miss fire that I posted.
Went out and started it about a week later and a very loud and noise started banging and popping from the left side of engine. The manufacturer recommends the use of 89 octane for optimum performance. The new Chrysler engines utilize MultiAir, a variable valve timing and lift technology which allows for separate timing of each cylinder. In the latest breed of cylinder deactivation systems, the engine management system is also used to cut fuel delivery to the disabled cylinders. The Check Engine light will illuminate, and the engine may vibrate more than it normally does.
I removed the bolt from the hold down clamp and am able to slight spin the solenoid. What does the oil cap say, and what have you been using? A lot of the 5. The repair corrected the issue for only about 2,000 miles. Anyone have a trick on getting these suckers out? Honda's system works by deactivating a bank of cylinders, while the Chrysler Hemi shuts off every other cylinder in the firing order. It only does it when the engine is cold. A pegged oil gauge does not sound normal.
By doing this you don't skew the solenoid and make it crooked in the bore. Switching between V8 and V4 mode is accomplished in less than 250 milliseconds, making the transitions seamless and transparent to the vehicle operator. So we took off all the coil packs and check the ohms and check and rechecked the plugs. I just let it rattle and bang but the warmer the engine got the quieter it got. There is a spring plate to orient the rollers. Check engine light is on.
The first is for the pushrod design which uses solenoids to alter the oil pressure delivered to the lifters. No automaker attempted the same trick again until Mercedes-Benz experimented with their Multi-Displacement System V12 in the late 1990s. The spark plug positions on each cylinder are very sensitive to fouling. A tip I picked up was to tap the top of the old solenoid with a rubber mallet. I fill up my 97 Ram 5. When its cold the engine misses and has lifter noise and pops every now and then. If not change it first.
So make a long story short. During normal engine operation the two arms are joined by a locking pin. Deactivation occurs durring the compression stroke of each cylinder. Luckily it only has 1100 miles on it and has never been revved past 4800 rpm's yet. Interestingly, Chrysler like Mercedes teamed with Eberspaecher to design an exhaust system to maintain a V8-like rumble even when 4 cylinders are deactivated. Although the attempts to use variable displacement technology failed in the past, automakers have been able to overcome the problems that occurred using new advancements in computers. In their collapsed state, the lifters are unable to elevate their companion pushrods under the valve rocker arms, resulting in valves that cannot be actuated and remain closed.
If necessary, they will then add more oil or perform an oil change. My Charger didn't seem to care, as long as it wasn't on 87, it was fine. Once the lifter collapses, the camshaft is disengaged from the pushrod and valve - and the cylinder is deactivated. The camshaft phaser replaces the standard camshaft sprocket. I did that and it worked like a charm. If you have verified coil and injector are not the problem, this is prob what the is causing the problem. .
You can run regular, but when you do, you stress the cylinder head and its components. I have read that people tend to break the solenoids while trying to remove them because they can be stubborn. Not sure what that will do to the mileage but I dont expect it to change to drastically. New Cam and now it runs fantastic! Deactivation of cylinders is achieved by releasing a synchroniser pin that normally interlocks the cam follower and rocker arms. Failing to clean out a restricted oil passageway is a good way to do a lot of expensive work that will not actually solve the problem. Got the truck back from the dealer after the last repair and parked it.
Due to this, I bypassed all of them, they were more time consuming than actually pulling the intake manifold to test the solenoid itself anyway. I took it elsewhere and had a new filter and 5w20 oil put in the engine. However I already broke one trying to pull up on it with a small screwdriver for leverage. So the trick is breaking them, lol. So the gist of it is they think the system that disables 4 of the 8 cylinders is malfunctioning and causing the miss and the noise? I just didn't think that was the issue to be honest.