So heres the story... Thought my dakota was bigger than it was and thought the puddle was shallower than it was.... long story short the motor ingested a couple gallons of water and siezed... no... not just hydro locked, thinking it bent a rod or something.
With the plugs out I cant even wiggle the crank (via pipe wrench on the harmonic balancer). Its locked up bigger than hockey.
I asked my neighbor (who is a mechanic) and he said that rebuilding motors is a thing of the past and I should just look to replace the whole motor... yeah... $1500 later. So I'm thinking about trying to fix it my self, as the rod didnt go through the block or anything.
Anyone got any tips or advice before I go hogwild un-pluggin and un-screwin!?
Depending on what I run into to fix it... this may be the begining of the "Budger Minded Bullet Proof Dakota" build.
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Last edited by bump187; 04-21-2009 at 12:51 AM.
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It took me a while to talk my self into fixing it, so I thought degreasing the motor may help.
It didnt, so I though washing it might help.
Nope still nothing, so I vacumed and cleaned the inside, stood back and realized it MAY be worth fixing.
I dropped the oil (3 days old) and was very much full of water. Drained the coolant (3 months old!) and that was still good (to be expected). Soaked each cylinder with fogging oil in hopes of rust prevention and then began twisting bolts.
I swear I took out 30-40 bolts and all I got out were the damn valve covers! Gonna wait till its light out (doing it in my driveway cuz my shop is full of jetskis and snowmobiles right now) and see what the hang up is. My knowledge of vehicle motors is mostly "thoeretical" and has very little expirence to back it up, so this is a learn as we go expirence! Haha... we'll hope for the best!
You can pick up a junkyard motor for $250(here anyways), I definitely wouldn't bother redoing a water logged motor. That's just me.
If and when you do start taking things apart, have a spare table and some labels. Label EVERYTHING you remove, where it goes and what bolts come with it. Trust me, if you don't they disappear. DAMHIK.
Havent found a local motor yet. going to try to look around a little further out, but I have yet to find anything for under $600 with less than 150,000 on it and would need to be shipped as well.
Does anyone know if it is the same 318 that was in the rams? would one of those fit?
I found a TBI 318 out of a 90 ram... something tells me no, but anyone?
Anyone got a swapable motor chart?
Any 5.2 from '92 on will work in your truck (from the dakota, ram, even ram van, etc). Any 5.9 from '93 on will also work. The 5.9 block is externally identical to the 5.2, so it would be a dircet "plug and play" swap. You don't want to swap in a motor prior to the years I listed because they were the old LA blocks and the TBI only had 1 injector, so your computer wont run them... and they were less efficient and had less power.
__________________
Quote:
If you ain't breakin' stuff, you ain't drivin' hard enough
Quote:
Don't argue with an idiot. He will drag you down to his level and beat you with experience.
Havent found a local motor yet. going to try to look around a little further out, but I have yet to find anything for under $600 with less than 150,000 on it and would need to be shipped as well.
Does anyone know if it is the same 318 that was in the rams? would one of those fit?
I found a TBI 318 out of a 90 ram... something tells me no, but anyone?
Anyone got a swapable motor chart?
Maybe I just find a 360...
Don't waste your time with an LA block (pre '92) it's more money to swap in.
Going with a 360 you'll need to swap other things then just dropping the motor right in.
Ah, I found the answer from allpar, yeah I was right...
Quote:
Chronology of the LA series Chrysler V8 engines
(Thanks to Stephen Havens)
In 64 1/2 the 273 was released as a new lightweight compact V8 for the A-body, requiring notches in side of block to clear the power steering pump. It had 2bbl mechanical cam forged crank and 8.8:1 pistons.
1965 - 273 recieves more agressive cam and 4bbl with 10.5:1 pistons; these will remain through 1966.
1966 - bolt angle on the intake changes; 64 and 65 heads and intake are unique.
1967 - 318 released with hydraulic cam, forged crank, 2bbl carb, 9 : 1 pistons; truck motors recieve water heated intake with no exaust crossover.
1968 -
273 gets hydraulic cam and loses forged crank
4bbl 318 loses forged crank
no more water heated intake on trucks
340 released with forged crank, 4bbl, hydraulic cam (in 1968, only the 4 speed cars got a more agressive cam in the 340, automatic cars got a cam that the next year would become standard in high performance small block mills). New heads, larger ports and valves first year for the dual plain intake 4bbl only.
1969 - last year for the 273
1970 - 340 gets Six-Pak, revised pushrod holes on these J heads for more meat in the intake runners. Also, T/A blocks with thicker webs for the ability to install 4 bolt mains on 2 3 and 4.
340 gets smaller valved J heads (previously all 340 except the six pack got X heads; Six=Pak J heads were machined for larger valves)
1973 - last year for 340, all 2bbl intakes become dual planes with EGR valves; before all intakes were single plane except 340 4bbl manifolds
1974 - 360 gets 340 cam carb and intake and is dubbed the E58 police engine. In 1975, the 360 is rated at 230 hp @ 4400 rpm, 300 lb-ft @ 3,600 rpm.
1978 - 318 gets 360 heads, cam, intake, and carb; the E48 is born. The 318 gets a lighter carburetor with “solid fuel metering” and the 360 gets additional throttle return springs. Second Generation Lean Burn debuts on both. California cars get a four-barrel 318.
1979 — the 360 E58’s compression is dropped to 8.0:1 (from 8.4) and horsepower drops to 195 @ 4,000, with torque at 280 @ 2,400 rpm. The engine ceased car production in late 1980; in 1979 it was in the Volare, Aspen, Cordoba, Newport, and New Yorker.
1983 - 318 police head released, larger than 360 combustion chamber, added water passages for cooling
1985 - Federal 318s went to a roller cam and lifters unless they had the four-barrel carburetor.
1986 - 318 receives high swirl heads
1987 - 3.9 is developed from 360
1988 - 318 get hydraulic roller cam; 3.9 and 318 get throttle-body fuel injection
1989 - 360 gets hydraulic roller cam
1992 - Magnum appears on 3.9 and 318 (5.2)
1993 - Magnum 360 (5.9) appears
1999 - 4.7 V-8, the LA family's replacement, appears on the Grand Cherokee, with slow phase-in planned for other models (including V-10 and possibly V-6 derivatives).
2002 - The 318 is gone, leaving the 360 as a high-power option on pickups until the Hemi is available. A larger Viper V-10 replaces the original.
2003 - Truck V-10 cancelled; Viper V-10 continues the LA design into 2004, and is used in the Ram SRT-10.
2007 - Rumor says a new Viper V-10 will be introduced, worked over by McLaren.
__________________
Quote:
If you ain't breakin' stuff, you ain't drivin' hard enough
Quote:
Don't argue with an idiot. He will drag you down to his level and beat you with experience.
Tearing into my 318... gonna need advice!!
