Ultraspontane
Member
My Chevy 4.3 is seeming a heck of a lot better after reading this thread. ?
Looks like we've narrowed it down to the 3.0 and 2.3.
Looks like we've narrowed it down to the 3.0 and 2.3.
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Part of my issues maybe exacerbated by the fact that I deploy and the truck sits for months at a time. A vehicle being driven regularly probably goes a long way toward preventing that. This coming rotor and pad change will be the second since the truck was new. Something I didn’t have to do with my drum brake equipped vehicles until they were 12 or so years old.I have had rear disk brakes on my dd since 2003 and my Ranger since 2011. Not sure what extra maintenance is required compared to a 4 liter time bomb.
Heck, mom's '02 Explorer had both and the 4.0 blew up before they had any rear brake issues.
You'll be happier with the 3.0. Its still weak compared to a 4.3 but not nearly like a 2.3 would be.My Chevy 4.3 is seeming a heck of a lot better after reading this thread. ?
Looks like we've narrowed it down to the 3.0 and 2.3.
I usually get about 50k out of a set of pads and 100k out of a set of rotors.Part of my issues maybe exacerbated by the fact that I deploy and the truck sits for months at a time. A vehicle being driven regularly probably goes a long way toward preventing that. This coming rotor and pad change will be the second since the truck was new. Something I didn’t have to do with my drum brake equipped vehicles until they were 12 or so years old.
Yeah, I'd love a nice OBS Ford with either a 4.9, 5.0, or 5.8. Problem is, can't find decent ones around here in my price range. They're all beat to shit and ate up with rust.You'll be happier with the 3.0. Its still weak compared to a 4.3 but not nearly like a 2.3 would be.
Did you consider what i said about a 4.9L F150?
You'll be happier with the 3.0. Its still weak compared to a 4.3 but not nearly like a 2.3 would be.
Rust is a killer for sure. But keep in mind that rangers are just as, if not more prone to it. Plus the pre 97 ford fullsizes usually dont seem to catch it in cruicial areas.Yeah, I'd love a nice OBS Ford with either a 4.9, 5.0, or 5.8. Problem is, can't find decent ones around here in my price range. They're all beat to shit and ate up with rust.
Wasnt aware of that.The 2.3 dtec has more power than the 3.0...
I get about 27-30 MPG in my '02 Duratec. It all depends on where I drive... I can go a full tank and never hit the freeway once.3700 for an 01 seems pretty steep.... Not sure what pricing is around you but one like that should be around the 2-2500 dollar mark at best. I have the 3.0 and it is fine. Plenty of power to pull a decent sized trailer and mine has been pretty reliable lately. Main culprit on the 3.0's are the camshaft synchronizer. It's not too bad to replace. I did mine on my lunch break plus a few other odds and ends that needed touched up under the hood and the part was only around $100 or so. Gas mileage sucks on a 3.0 automatic (I get 17 on good days). Not sure about the 2.3 duratec. I had the 2.3 in a 96 and it got killer gas mileage. When that truck was my mom's she would put around and never break speed limits and she could get 500 miles on a full tank (20 gallons) which is really good for an extended cab truck. It had the 5 speed too.
Yeah, I’m getting no where near that, even with biannual inspections, cleaning, and lube.I usually get about 50k out of a set of pads and 100k out of a set of rotors.
A couple of corrections on that. While some (not all) 4.0 SOHC's do have a balance shaft, it is not where the camshaft would be on a 4.0 OHV. It is mounted on the bottom of the engine below the crank and is spun by a chain directly off of the crankshaft. All 4.0 SOHC's do have a jackshaft where the camshaft was on an OHV engine. The jackshaft is turned by the crank and it then turns the two cams, one from the front (driver's side), the other from the back (passenger's side). The oil pump is driven off of a dummy distributor housing that the pump shaft inserts into (this) which the jackshaft turns. It does not run off of the crankshaft.The timing chain cassette problems with the 4.0 SOHC were starting to taper off by 03 but they're no picnic to fix if they fail. I'd rather possibly deal with the cassettes once than deal with the extra maintenance every year to keep the rear disc brakes functional. An 03 also does not have traction control, another plus. The Germans caused the timing cassette problem when they decided to convert the 4.0 ohv to sohc, they didn't want to have 2 mirror image cylinder head castings that would have allowed both chains to be in the front- or even both cams driven by a single chain. They stuck a balance shaft where the cam used to live and drove it by a chain from the crank, drove the left cam off the front of the balance shaft, drove the right cam off the rear shaft, and then added a 4th chain to drive the oil pump off the crank. Typical Rube Goldberg/German engineering-overcomplicated and unnecessary. They had finally fixed all the oil leak problems they had built into the 4.0 ohv by using cheap gaskets, I can't believe they couldn't have increased the power while staying ohv cheaper and simpler with a little more compression and a little better breathing. Cheap and simple are foreign concepts to the Germans. A perfect example of cheap and simple would be the 300 six.