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Chrysler PowerTech engine
Chrysler PowerTech engine
Chrysler PowerTech engine
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Chrysler PowerTech engine
Overview
Manufacturer
  • DaimlerChrysler AG (1999–2007)
  • Chrysler LLC (2007–2009)
  • Chrysler Group LLC (2009–2013)
Also calledNext Generation Magnum
Production1999–April 9, 2013[1]
Layout
ConfigurationNaturally aspirated 90° V6/V8
Displacement3.7–4.7 L; 225.8–286.7 cu in (3,701–4,698 cc)
Cylinder bore3.66 in (93 mm)
Piston stroke3.405 in (86.5 mm)
3.57 in (90.7 mm)
Cylinder block materialCast iron
Cylinder head materialAluminum
ValvetrainSingle overhead camshaft with 2 valves per cyl.
Valvetrain drive systemTiming Chain
Compression ratio9.6:1-9.8:1
Combustion
Fuel systemSequential MPFI
Fuel typeGasoline
E85
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output210–310 hp (213–314 PS; 157–231 kW)
Torque output235–334 lb⋅ft (32–46 kg⋅m; 319–453 N⋅m)
Chronology
Predecessor
Successor

The initial design development for the PowerTech V6 and V8 engine family was done by American Motors Corporation (AMC) and debuted in 1998 with credit to Chrysler. This was the first new V8 engine for Chrysler since the 1960s.[2] The companion V6 was basically the V8 with two fewer cylinders, another concept that originated at AMC before the company joined Chrysler.[3] These new engines had nothing in common with the Chrysler LA engine V8s, nor the Jeep 4.0 L "PowerTech" I6 engine.

A 4.7 L V8 came first, available in the Jeep Grand Cherokee, and a 3.7 L V6 version debuted in 2002 for the Jeep Liberty. The PowerTech V6 and V8 were direct replacements for Chrysler's Magnum series in the early 2000s, and were also used in the Dodge Ram and started in the 2000 Dodge Durango. They were not used in any cars, but were reserved for truck and SUV use. They are also known as Next Generation Magnum in Dodge applications.

The PowerTech V6 and V8 engines were produced at the Mack Avenue Engine Complex in Detroit, Michigan. E85 compatible versions of some PowerTech engines were developed and used in numerous Chrysler vehicles. On April 9, 2013, the last 4.7 L engine was built; ending 15 years of production with over 3 million units built.[1]

4.7

[edit]

The 4.7-liter version was the first of this family, appearing in the 1999 Jeep Grand Cherokee. The displacement is 4.7 L; 286.7 cu in (4,698 cc) with a bore and a stroke of 3.66 in × 3.405 in (93.0 mm × 86.5 mm). It has a cast iron block and aluminum heads with two valves per cylinder. It uses chain-driven Single overhead camshafts, one in each head. It originally produced 235 hp (175 kW) and 295 lb⋅ft (400 N⋅m) of torque. The 4.7 L V8 is available with four speed and five speed automatic transmissions and a 5 speed manual transmission.

The PowerTech was on the Ward's 10 Best Engines list for 1999.[citation needed]

4.7 HO

[edit]

A "High-Output" version of the 4.7 L PowerTech engine, producing 265 hp (198 kW) and 330 lb⋅ft (447 N⋅m) of torque, was introduced in 2002, first appearing in the Jeep Grand Cherokee Limited as an option and in the Jeep Grand Cherokee Overland as standard equipment.

This engine was discontinued after the 2008 model year, though the non high output 4.7L V8 engine continued to be available in all vehicles.

4.7 PowerTech engine Jeep WJ

Applications:

2008 Revisions

[edit]

The 2008 Dodge Dakota and Ram pickup trucks, Dodge Durango and Chrysler Aspen SUV's, Jeep Grand Cherokee, and Jeep Commander came with a Corsair version of the FFV 4.7 L engine, with dual spark plugs per cylinder, a new slant / squish combustion system design, and 9.8:1 compression, raising power to 290–310 hp (216–231 kW) and 320–334 lb⋅ft (434–453 N⋅m) of torque. The 2008 4.7 also features other upgrades including a more aggressive camshaft profile, a 74 mm (2.91 in) throttle body, and an improved intake manifold with shorter runners.

3.7 EKG

[edit]
Chrysler PowerTech 3.7 L V6 in a 2005 Jeep Grand Cherokee

The EKG is a 3.7 L V6 version built in Detroit, Michigan. It displaces 3.7 L; 225.8 cu in (3,701 cc).[4] The bore and stroke measure 3.66 in × 3.57 in (93.0 mm × 90.7 mm). It is a 90° V engine like the V8, with SOHC 2-valve heads. It utilizes a counter-rotating balance shaft mounted between the cylinder banks to deal with vibration problems of the 90-degree V6 design, as well as use a 30-degree split pin crankshaft to fire the cylinders every 120 degrees. Output is 210 hp (157 kW) at 5200 rpm with 235 lb⋅ft (319 N⋅m) of torque at 4000 rpm.[4] It has a cast iron engine block and aluminum SOHC cylinder heads. It uses Sequential fuel injection, has roller followers, and features fracture-split forged powder metal connecting rods and an assembled reinforced plastic intake manifold.

The Chrysler 3.7 PowerTech engine used in the 2007–2012 Jeep Liberty KK used a wasted spark ignition system that uses one ignition coil to fire two cylinders.

3.7 Engine Specifications
Description Specification
Firing Order 1-6-5-4-3-2
Lead Cylinder #1 Left Bank
Compression Ratio 9.6:1
Oil Pressure at Idle 4 psi (25 kPa)
Oil Pressure @ 3000 RPM 25-110 psi (170-758 kPa)
Max Variation Between Cylinders 25%
Compression 170-225 PSI (1172-1551 kPa)
Cylinder Bore Diameter 3.6619 in. (93.013 mm)
Cylinder Out of Round (max) 0.003 in. (0.051 mm)
Cylinder Taper (max) 0.002 in. (0.051 mm)
Pistons
Piston Diameter 3.6605 in. (92.975 mm)
Piston Weight 12.87 oz. (365.0 grams)
Ring Groove Diameter No. 1: 3.282-3.273 in. (85.37-83.13 mm)

No. 2: 3.261-3.310 in. (82.833-83.033 mm)

No. 3: 3.302-3.310 in. (83.88-84.08 mm)

Piston Pin Diameter 0.9455-0.9456 in. (24.017-24.020 mm)
Piston Pin Clearance 0.0002-0.0005 in. (0.006-0.015 mm)
Piston Ring Gap
Top Compression Ring 0.0076-0.0142 in. (0.20-0.36 mm)
Second Compression Ring 0.0146-0.0249 in. (0.37-0.63 mm)
Oil Control Ring (Steel Rails) 0.0099-0.30 in. (0.25-0.76 mm)
Piston Ring Side Clearance
Top Compression Ring 0.0020-0.0037 in. (0.051-0.094 mm)
Second Compression Ring 0.0016-0.0031 in. (0.040-0.080 mm)
Oil Control Ring 0.0007-0.0091 in. (0.019-0.229 mm)
Piston Ring Width
Top Compression Ring 0.057-0.058 in. (1.472-1.490 mm)
Second Compression Ring 0.057-0.058 in. (1.472-1.490 mm)
Oil Control Ring 0.017-0.018 in. (0.445-0.470 mm)
Connecting Rods
Bearing Clearance 0.0002-0.0017 in. (0.006-0.044 mm)
Side Clearance 0.004-0.0138 in. (0.10-0.35 mm)
Piston Pin Clearance 0.0006-0.0011 in. (0.015-0.028 mm)
Bearing Bore Out of Round (max) 0.0002 in. (0.004mm)
Total Weight (No Bearing) 21.588 Ounces (612 Grams)
Crankshaft
Main Bearing Journal Diameter 2.4996-2.5005 in. (63.488-63.512 mm)
Main Bearing Clearance 0.00008-0.0018 in. (0.002-0.048 mm)
Main Bearing Out of Round (max) 0.0002 in. (0.282 mm)
Main Bearing Taper (max) 0.0004 in. (0.006 mm)
Connecting Rod Journal Diameter 2.2798-2.2792 in. (57.908-57.892 mm)
Connecting Rod Bearing Clearance 0.0002-0.0011 in. (0.006-0.044 mm)
Connecting Rod Bearing Out of Round (max) 0.0002 in. (0.005 mm)
Connecting Rod Bearing Taper (max) 0.0002 in. (0.006 mm)
End Play 0.0021-0.0112 in. (0.052-0.282 mm)
Camshaft
Bore Diameter 1.0245-1.0252 in. (26.02-28.04 mm)
Bearing Journal Diameter 1.0227-1.0235 in. (25.975-25.995 mm)
Bearing Clearance 0.001-0.0026 in. (0.025-0.065 mm)
End Play 0.003-0.0079 in. (0.075-0.200 mm)
Valve Timing
Valve Overlap 25.7°
Intake
Opens (Before Top Dead Center) 5.6°
Closes (After Top Dead Center) 240.1°
Duration 245.7°
Exhaust
Opens (Before Top Dead Center) 241.5°
Closes (After Top Dead Center) 20.1°
Duration 261.6°
Valves
Face Angle 45°-45.5°
Head Diameter
Intake 1.9103-1.9205 in. (48.52-48.78 mm)
Exhaust 1.4516-1.4618 in. (36.87-37.13 mm)
Length (Overall)
Intake 4.4666-4.4965 in. (113.45-114.21 mm)
Exhaust 4.5244-4.5543 in. (114.92-115.68 mm)
Stem Diameter
Intake 0.2729-0.2739 in. (6.931-6.957 mm)
Exhaust 0.2717-0.2728 in. (6.902-6.928 mm)
Stem-to-Guide Clearance
Intake 0.0008-0.0028 in. (0.018-0.069 mm)
Exhaust 0.0019-0.0039 in. (0.047-0.098 mm)
Valve Lift (Zero Lash)
Intake 0.472 in. (12.00 mm)
Exhaust 0.472 in. (12.00 mm)
Valve Springs
Free Length
Intake 1.896 in. (48.18 mm)
Exhaust w/ Damper 1.973 in. (49.2 mm)
Spring Force (Closed Valve)
Intake 74.53-82.72 lbs. @ 1.5795 in (332.0-358.0 N @ 40.12mm)
Exhaust w/o Damper 80.031-88.57 lbs. @ 1.54 in. (356-394 N @ 39.12 mm)
Spring Force (Open Valve)
Intake 213.2-233.8 lbs. @ 1.107 in. (948.0-1038.0 N @ 28.12 mm)
Exhaust w/o Damper 196.5-214.9 lbs. @ 1.057 in. (874-856 @ 27.12 mm)
Number of Coils
Intake 7.30
Exhaust 7.15
Wire Diameter
Intake 0.1878 x 0.1496 in. (4.77 x 3.80 mm)
Exhaust 0.1843 x 0.1464 in (4.66 x 3.72 mm)
Installed Height (Spring Seat to Bottom of Retainer)
Intake 1.579 in. (40.12 mm)
Exhaust w/ Damper 1.579 in. (40.12 mm)
Cylinder Head
Gasket Thickness 0.0276 in. (0.7mm)
Valve Seat Angle 44.5°-45.0°
Valve Seat Runout (max) 0.002 in. (0.051 mm)
Valve Seat Width
Intake Exhaust
0.0698-0.0928 in. (1.75-2.36 mm) 0.0673-0.091 in. (1.71-2.32 mm)
Guide Bore Diameter 0.2747-0.2756 in (6.975-7.00 mm)
Cylinder Head Warpage (Flatness) 0.002 in. (0.0508 mm)


Applications

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Chrysler PowerTech engine

View on Grokipedia
from Grokipedia
The Chrysler PowerTech engine is a family of overhead-cam V6 and V8 gasoline engines initially designed by (AMC) and completed by after its 1987 acquisition of AMC, featuring a cast-iron block with aluminum heads, single overhead per bank, and two valves per , produced from 1999 to 2013 for and applications. Introduced in 1999 with the 4.7-liter V8 variant in the , the PowerTech series was designed as a modern replacement for Chrysler's older pushrod engines like the 318 cubic-inch V8 and the AMC-derived 4.0-liter inline-six, aiming to provide improved efficiency and power for light-duty trucks and midsize SUVs. The lineup expanded in 2002 with the addition of the 3.7-liter V6, both engines sharing a common architecture including a rigid bedplate design for the V8 and a 90-degree V-angle for enhanced balance and durability. Production of the 4.7L V8 concluded in 2013 at Chrysler's Mack Avenue plant in , marking the transition to the newer Pentastar V6 family, while the 3.7L V6 ended in 2012. Key design elements across the PowerTech engines include sequential multi-port , coil-on-plug ignition, and hydraulic lash adjusters, with the 4.7L V8 offering displacements of 4,698 cc, bore of 93 , stroke of 86.5 , and initial output of 235 horsepower at 4,800 rpm and 295 lb-ft of at 4,000 rpm, later receiving high-output variants including a 2002–2007 version with 265 hp and 330 lb-ft, and a revision with 310 hp and 330 lb-ft via twin spark plugs and revised 9.8:1 compression. The 3.7L V6, at 3,701 cc with a bore of 93 and stroke of 90.8 , delivered 210 hp at 5,200 rpm and 235 lb-ft at 4,000 rpm, emphasizing for in a more compact package. Both variants prioritized reliability through powder-forged connecting rods and a focus on minimal , though they required regular like oil changes every 6,000 miles using 5W-30 synthetic to reach lifespans exceeding 200,000 miles. The PowerTech engines powered a range of vehicles including the , , and ; Dodge Ram 1500, Dakota, , and Nitro; Chrysler Aspen; and , providing a balance of performance for daily driving and moderate up to 7,000 pounds in certain configurations. Notable for their role in Chrysler's lineup during the early 2000s, the engines faced common issues such as premature valve seat wear from overheating and stuck hydraulic lash adjusters, often mitigated through aftermarket hardened components or diligent cooling system upkeep. Despite these challenges, the PowerTech family remains valued in the used market for its robust construction and versatility in off-road and work applications.

Overview

History and Development

The PowerTech engine family traces its origins to development work initiated by (AMC) in the 1990s, as a modern overhead-cam V8 intended to supplant the company's aging pushrod V8 designs from the era—the first entirely new V8 architecture for the lineage since that time. Following 's acquisition of AMC in 1987, the project transitioned seamlessly to Chrysler oversight, with the 4.7 L V8 version debuting in 1999 as the inaugural member of this new family, distinct from prior Chrysler A-series and LA-series blocks. The design emphasized a shared architecture that later enabled derivation of a V6 variant by removing one bank of cylinders, providing a scalable platform for and applications while replacing the Magnum family of engines. Production commenced in 1998 at the newly expanded Mack Avenue Engine Complex in , , where the facility's Engine Plant II was specifically tooled for the PowerTech lineup. The 4.7 L V8 entered service that year in the Jeep Grand Cherokee (WJ), serving as its optional powerplant and marking a key upgrade for the midsize SUV. The 3.7 L V6 followed in 2002, debuting in the as a base engine option and extending the family's reach to lighter-duty vehicles. In the mid-2000s, Chrysler introduced E85-compatible flex-fuel variants of select PowerTech engines to support growing demand for alternative-fuel capabilities, initially targeting fleet sales before broader retail availability. Over its 15-year run, the Mack Avenue plant assembled more than 3 million PowerTech units across V6 and V8 configurations. Production wound down in April 2013, with the final 4.7 L V8 marking the end of the line as Chrysler shifted resources to the more advanced Pentastar V6 family for improved efficiency and emissions compliance.

Design Features

The Chrysler PowerTech engine family employs a 90-degree V-engine configuration for both its V6 and V8 variants, which are naturally aspirated designs optimized for and applications. This architecture provides a compact layout suitable for longitudinal mounting while maintaining balance and packaging efficiency in rear-wheel-drive vehicles. The engines replaced the previous Magnum series in these segments, offering improved refinement and emissions compliance. Central to the design is a durable engine block paired with lightweight aluminum cylinder heads, enhancing thermal management and reducing overall weight compared to all-iron predecessors. The valvetrain features a single overhead (SOHC) per cylinder bank, driving two per via roller rocker arms for reduced friction and wear. Hydraulic lifters and lash adjusters maintain precise without manual adjustments, contributing to quiet operation and longevity. The timing system utilizes a , with dual chains—one per bank—for reliable synchronization of the camshafts to the crankshaft. Fuel delivery is handled by sequential multi-port (MPFI), which optimizes efficiency across the operating range, while compression ratios range from 9.0:1 to 9.8:1, depending on the variant and year, to balance power and fuel economy. For the V6 variant, smoothness is achieved through a gear-driven, counter-rotating mounted between the cylinder banks to counteract first-order inertia forces, alongside a 30-degree split-pin offset that enables a 120-degree firing interval, simulating the even of a V8 for reduced . The V8 shares the core and timing elements but omits the balance shaft due to its inherent balance in the 90-degree layout. In later production years, was introduced to integrate with vehicle stability systems, replacing cable-operated throttles for more precise airflow management. These engines demonstrate broad compatibility with 4- and 5-speed automatic transmissions, as well as select 5-speed manual units, facilitating their use across diverse , , and platforms.

3.7 L V6

Specifications

The Chrysler 3.7 L PowerTech V6 engine has a displacement of 3.7 L (3,701 cc), achieved with a bore of 93.0 mm and a stroke of 90.7 mm. It features a cast-iron block and aluminum cylinder heads with a single overhead camshaft (SOHC) valvetrain configuration, two valves per cylinder, and a 90-degree V-angle. The engine delivers 210 hp (157 kW) at 5,200 rpm and 235 lb⋅ft (319 N⋅m) of torque at 4,000 rpm, with a of 9.6:1 initially, updated to 9.7:1 from 2005 onward along with a new cam profile and piston rings. It employs sequential multi-point (MPFI) and chain-driven timing, with production spanning 2002 to 2012.

Applications

The 3.7 L PowerTech V6 debuted in 2002 in the Jeep Liberty (KJ generation), serving as the base engine through 2012. It was used in the Dodge Ram 1500 pickup truck from 2002 to 2008, the Dodge Dakota midsize pickup from 2005 to 2011, and the Dodge Durango midsize SUV from 2004 to 2009. Additional applications include the Dodge Nitro midsize SUV (2007-2009), Chrysler Aspen full-size SUV (2007-2009), Jeep Grand Cherokee (WK generation, 2005-2010), Jeep Commander (2006-2010), and Mitsubishi Raider pickup (2006-2009). Production ended in September 2012 at the St. Louis South plant, transitioning to the Pentastar V6 family.

4.7 L V8

Specifications

The Chrysler 4.7 L PowerTech V8 engine has a displacement of 4.7 L (4,698 cc), achieved with a bore of 93 mm and a stroke of 86.5 mm. It features a cast-iron block and aluminum cylinder heads with a single overhead camshaft (SOHC) valvetrain configuration shared with the related 3.7 L V6 variant. In its initial production from 1999 to 2001, the base variant delivered 235 hp (175 kW) at 4,800 rpm and 295 lb⋅ft (400 N⋅m) of torque at 3,200 rpm, with a compression ratio of 9.0:1 and a redline of 5,600 rpm. Mid-cycle updates from 2002 through 2007 maintained base output at 235 hp and 295 lb⋅ft of torque, while the high-output variant provided 265 hp and up to 330 lb⋅ft, depending on the vehicle application, while maintaining the core architecture. The engine employs multi-point fuel injection (MPFI), transitioning to a returnless fuel system in 2005 for improved efficiency and emissions control. From 2006, select models offered flex-fuel capability, allowing operation on blends up to 85%. Production of the 4.7 L V8 spanned 1999 to 2013.

Common High-Mileage Issues

Pre-2008 variants of the 4.7 L PowerTech V8 are prone to several high-mileage issues, particularly beyond 150,000 miles with inadequate maintenance. These include:
  • Valve seat drop, where exhaust valve seats loosen and fall into the cylinder due to overheating, potentially causing catastrophic engine damage.
  • Oil sludge buildup, which can restrict oil passages, leading to lifter damage or timing chain issues, often from neglected oil changes or low-quality oil use.
  • Timing chain stretch or tensioner failure, resulting in rattling noises, misfires, or severe internal damage.
  • Oil leaks from valve covers or the rear main seal, contributing to low oil levels and accelerated wear.
  • Overheating due to neglected coolant maintenance, which can warp cylinder heads or blow head gaskets.
  • Carbon buildup on intake valves and pistons, reducing engine efficiency and causing misfires.
  • Head gasket problems arising from thermal stress and overheating.

High Output Variant

The High Output (HO) variant of the 4.7 L PowerTech V8 was introduced in 2002, initially as an option in the Limited and standard equipment in the Overland trim, with later availability in the 1500 starting from 2007. It produced 265 hp (198 kW) at 5,200 rpm and 330 lb⋅ft (447 N⋅m) of at 3,600 rpm. Key enhancements over the base V8 architecture included a higher-flow intake manifold for improved air volume, revised profiles to optimize and lift, and ECU tuning for better fuel mapping and ignition advance. These modifications raised the to 9.7:1 with high-compression domed pistons and added dual knock sensors for refined operation under load. The HO variant was offered from 2002 to 2008 in select and models, such as the Ram 1500, Dakota, , and Grand Cherokee, serving as an optional upgrade to boost towing capacity and overall performance in trucks and SUVs. Early versions were not E85-compatible, with flex-fuel capability introduced later around 2004 for select applications.

2008 Revisions

In 2008, introduced mid-cycle revisions to the 4.7 L PowerTech , applying the updates across all variants for the . These changes focused on improving combustion efficiency, power output, and emissions performance while maintaining the engine's overall architecture. The primary technical modifications included new cylinder heads designed to accommodate dual spark plugs per cylinder (16 total), which promoted a more complete burn and reduced emissions. Additional updates encompassed a revised intake manifold with shorter runners for better , lightweight pistons, forged steel connecting rods, a more aggressive profile, and an increased of 9.8:1. These enhancements built on prior high-output tuning without incorporating . The revisions yielded notable performance gains, with output at 302–310 hp (225–231 kW) at 5,650 rpm and 329–330 lb⋅ft (446–448 N⋅m) of at 4,000 rpm, varying slightly by application. Emissions improvements from the dual-plug system and optimized combustion enabled compliance with (ULEV) standards in applicable markets. These updated 4.7 L V8 engines remained in production until 2013, powering various Chrysler, Dodge, and Jeep vehicles during that period.

Applications

The 4.7 L PowerTech V8 engine debuted in 1999 in the Jeep Grand Cherokee (WJ generation), where it was offered for model years 1999–2004 in both base and high-output (HO) variants, with the HO version available starting in 2002. It was subsequently installed in the 2002–2009 Dodge Ram 1500 full-size pickup truck, initially in base form and with the HO variant added from 2002 onward. The engine powered the 2001–2009 Dodge Durango midsize SUV, again in base and HO configurations. In the Dodge Dakota midsize pickup, the 4.7 L was used from 2000–2007, with the HO variant available 2005–2007. It appeared in the 2006–2009 Chrysler Aspen full-size SUV and the 2006–2010 Jeep Commander, as well as the second-generation Jeep Grand Cherokee (WK), both in base and later HO variants. Flex-fuel capability, allowing operation on E85 ethanol blends, was introduced in 2006 for the Ram 1500 and Grand Cherokee models. Production of the 4.7 L PowerTech V8 concluded in with its final use in the Ram 1500, after which it was phased out in favor of newer engines. Throughout its run, the engine was favored in trucks and SUVs for its towing capacity of up to 7,000 pounds when properly equipped. Power output varied from 235 to 310 horsepower across revisions and applications.

References

  1. https://www.motorreviewer.com/engine.php?engine_id=181
  2. https://www.motorreviewer.com/engine.php?engine_id=180
  3. https://www.motortrend.com/news/163-news130410-chrysler-builds-final-v-8
  4. https://www.ramforumz.com/threads/confused-about-the-4-7-engine-specs.153196/
  5. https://heavydutypartscompany.com/understanding-the-chrysler-3-7l-and-4-7l-engines-addressing-the-common-intake-valve-seat-issue/
  6. https://www.motales.com/engines/LA-based/Next-Generation.php
  7. https://www.allpar.com/threads/9-times-non-amc-vehicles-used-amc-engines.244067/
  8. https://connercreekgreenway.org/history/auto-history/
  9. https://www.motortrend.com/reviews/1999-jeep-grand-cherokee-3
  10. https://www.tomorrowstechnician.com/engine-series-rebuilding-liberty/
  11. https://www.motorverso.com/dodge-4-7-engine/
  12. https://www.allpar.com/threads/anybodys-experience-with-the-3-7-litre-v6-engine.241043/
  13. https://www.engine-specs.net/chrysler/powertech-4-7l.html
  14. https://www.allpar.com/threads/dodge-4-7-to-jeep-4-7-swap.161386/
  15. https://www.engine-specs.net/chrysler/powertech-3-7l.html
  16. https://www.motortrend.com/news/163-news120718-chrysler-ending-production-of-3-7-liter-v6-in-september
  17. https://jeepspecs.com/models/jeep-grand-cherokee/jeep-grand-cherokee-wj/engine-specifications/
  18. https://www.allpar.com/d3/reviews/2000/jeep-grand-cherokee.html
  19. https://www.brakeandfrontend.com/jeep-fuel-problems-needn-t-be-an-uphill-battle/
  20. https://fraserengineco.com/4-7l-chrysler-dodge-jeep-engines/
  21. https://www.jeepforum.com/threads/staking-4-7l-valve-seats.4398931/
  22. https://www.dodgeforum.com/how-tos/a/dodge-ram-2002-2008-common-engine-problems-394281
  23. https://www.simivalleychryslerdodgejeepram.com/blogs/5737/dodge-4-7-engine-life-expectancy
  24. https://jeepspecs.com/research/engines/47-powertech-v8-engine-guide/
  25. https://media.stellantisnorthamerica.com/newsrelease.do?id=7337&mid=62
  26. https://www.eureka.patsnap.com/blog/the-4-7-dodge-engine-unveiling-power-secrets/
  27. https://www.ramforumz.com/threads/who-is-towing-with-a-2009-4-7l-i-have-questions.212971/
  28. https://www.promarengine.com/chrysler-3-7-4-7-engine.php
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