Dodge

Suport engine with a jack under oil pan..remove top right motor mount..remove two bolts that hold POWER STEERING PUMP to the engine bracket..remove bolt that holds BELT TENSIONER to engine bracket..3 or 4 more bolts that hold ENGINE BRACKET to ENGINE..remove ENGINE BRACKET from ENGINE..remove TIMING COVERS..Loosen TIMING BELT TENSIONER...Release SPRING...(Water pump is driven by the timing belt) Remove Timing belt..Remove Water Pump...replace...RE-TIME!..Put back together..be sure to RE-TIME, if you want the car to run again, anyway.. Not an easy job..I hate working on this car.

The 1996 has 12 valves, they did not start putting the 24 valves in the pickup until 1998.5. Hope this helps.

The Dodge V6 is almost 400 lbs.

ATF+4 is an Automatic Transmission fluid but it is possible that it is used in some Chrysler Manual Transmissions. Check your owner's manual or call a Chrysler dealer to be sure.

Hi

Well, you have your answer: you have a cylinder misfiring. You need to know which one it is and why.

Taking two pieces of stick, or a pair of WELL INSULATED rubber-handled pliers, start the engine and take off the first plug wire. If that cylinder is good, the idle will get much worse, and it will probably even stall, so you know that one is firing if the engine does not change. Keep going through the plug wires until you pull the wire and nothing changes. That's the bad cylinder.

Pull the plug and look at it, and compare it to the sample photos that usually appear in the workshop manual. If the electrode has burned away you have a different problem than if the plug is fouled with burned oil, or if it is soaking wet with gasoline that it should be burning but isn't.

If you recently changed all the plugs, did it run allright for a while, then go bad again, or did changing the plugs make no difference? Because that would indicate something more likely wrong with something else and not the plugs themselves.

Is your intrepid equipped with the 3.5 liter engine? If so you likely have an air intake plenum gasket leaking. The fact that the pcm has stored a misfire code for cyl # 5 should give you a starting point to check for this condition. With the engine running at normal idle speed in park briefly spray some aerosol carb cleaner at the area where the intake plenum (upper ) is bolted to the lower intake (at #5 cylinder intake runner). If the engine smooths out when sprayed or the idle rpm increases or decreases noticably then you need to remove the upper plenum & look for a section of the gasket cracked & sucked inward, or missing entirely. This is a common condition on the 3.5. if the plenum gasket seems to be intact & no change is noted with the carb spray then you may have an issue with the fuel injector on #5 cylinder. Good luck!

Factory service manual. The back of your owners manual should have info for ordering one.

The brake light switch on almost all vehicles is located behind the brake pedal lever.

A Dodge Durango does not have a timing belt. It has timing chain. If the timing cover chain gasket is leaking it is normal to change it while changing the water pump.

They were not built with one.

They were not built with one.

there is a bolt off to the right off the sensor take it out and it should just pull right out.

if you are facing the engine, its on the bottom left side of the the engine. Close to radiator.

5w30

Some axles have adjusters on the inside that need loosened, others require a spreader to spread the axle assembly enough for removal.

One or both of you're drive axle bearings is dry

You slowly remove it

It is on the lower driver side of the engine.

1-8-4-3-6-5-7-2 Enjoy....

It depends on the price of the Resistor Pack and how hard it is to get to. Some are fairly easy to replace and some are difficult. It is a simple repair once you find the resistor pack. I would suspect a minimum of $150.

I had the same question, and I found out you have to add it under the truck on the side of transmission you have to unbolt a plug and fill to the top... 4 quarts of synthetic. Hope this helps. Dan

It is on the back of the engine, just to the side of the distributor.

6

You may have the main switch turned on for the light. If the main switch is on, closing the door will not result in the light going off.

The years following World War II brought upon new designs for performance. Chrysler had to find a way to increase power without increasing compression, which would require higher octane fuel. The key was thought to be in the better designed cylinder head, perhaps hemispherical with conventional valve-in-head. Using hemi heads would increase thermal and volumetric efficiency, as well as provide a low surface-to-volume ratio (thus minimizes loss due to combustion-chamber deposits). Why was this design not used earlier in autos, see as it has been around since at least 1904? Complexity and high costs did not allow easy mass production, and this rugged design loved high octane gas. Chrysler teams researched every engine available, and the hemi head design proved to be the most powerful and efficient model they could find. The 426 Hemi engine was designed and built with a very short deadline, but that did not stop it from being the most well-built engine ever made. The engine had a max vertical separating load of 18,800 lb @ 7200 rpm along the crankshaft center line. Frank Bialk had the job of designing the new main bearing caps, which he took advantage of the deep skirt walls by adding cross bolts through the block into the caps. With this, the engine block skirt helped the main bearing caps in resisting the loads. Bolting the heads to the block is crucial to get max power. The hemi heads were designed with an extra bolt, the fifth head bolt, to give it the extra strength. The position of that bolt was going to be directly in the way of the pushrods and intak port, which would restrict power. Again, Frank Bialk came up with a design to bring the bolts up from the bottom instead. The new pattern worked extremely well, and the Hemi engine was put into production. While the Hemi is an extraordinary beast, it does have its limitations. The big disadvantage is in the really high RPM range. With the valves opposing each other, cylinder pressure at really high RPMs is lost on the overlap cycle of the cam. At lower RPMs, say 7500 or less, the Hemi is unbeatable. Also, the Chrysler Hemi has the cam pretty low in the block and has a skirted bottom end. This can limit the crank to be used. With the classic 426 block, about 570 inches is the max. Fortunately, newer blocks have the cam moved higher in the block, so 600+ inches is easy.

should be a dipstick back next to the firewall for checking transmission fluid.