P0171 on Dodge

The electronic throttle body fails from carbon buildup and TPS sensor malfunction. Causes rough idle, stalling, hesitation, and check engine light. Common across all 2.4L World Engine applications.

The plenum gasket between intake manifold and engine block fails, allowing oil into combustion chambers. Same issue as 1st-gen Durango. Causes oil consumption, pinging, and rough idle.

The 2.4L Tigershark MultiAir II engine has defective piston rings allowing oil into combustion chamber. Owners report 1 quart per 1,000-2,000 miles. FCA considered up to 1 quart per 2,000 miles 'acceptable.' Class-action settlement reached (Wood, et al. v. FCA US, LLC). CSN W80 warranty extension: 7 years/100,000 miles.

The plenum gasket between the intake manifold and engine block fails, allowing engine oil to be sucked into combustion chambers. Causes excessive oil consumption, pinging, and visible oily sheen inside intake manifold through throttle body. Common on all 5.2L and 5.9L Magnum V8 engines.

The 3.3L and 3.8L V6 engines suffer from water pump failures, thermostat sticking, and radiator fan relay failures. Overheating can cause head gasket failure. Fan relay is the most common single failure point. Same cooling system as Chrysler Town & Country.

Debris accumulates in cylinder head coolant port at primary thermostat housing, blocking coolant flow and causing overheating. Typically occurs around 78,000 miles. Can cause head gasket failure or engine damage if not addressed.

2014 models with 2.4L engine notorious for head gasket failures around 100,000 miles. Fails due to overheating issues and possible manufacturing defects in gasket material or cylinder head warping. Plastic thermostat housing contributes to overheating.

The 5.9L Magnum V8 intake manifold plenum gasket is a well-known failure point. The factory gasket degrades and allows engine oil to be drawn into the intake, causing oil consumption, misfires, and loss of power. The plenum pan sits atop the intake manifold and the gasket between them deteriorates over time. This is considered an inherent design flaw in all Magnum V8 engines (5.2L and 5.9L). Hughes Engines offers a permanent fix with a billet aluminum plenum plate that eliminates the gasket entirely.

The 5.2L and 5.9L Magnum V8 engines in Ram Vans are prone to a persistent idle surge or hunting condition where RPMs cycle between 500-1500 RPM at idle. This is caused by a combination of vacuum leaks (common at the plenum gasket), failing Idle Air Control (IAC) valve, dirty throttle body, and deteriorating vacuum hoses. The confined engine bay of the van makes these engines run hotter than truck applications, accelerating component degradation. The IAC valve is the most common single cause.

The intake manifold plenum gasket deteriorates and allows oil from the crankcase ventilation system to be sucked into the intake, causing oil consumption, rough idle, and lean conditions. Well-known Magnum V8 issue.

The 2.2L and 2.5L Chrysler K-car engines in the Shadow are prone to head gasket failure, especially after overheating episodes. The cast iron block and aluminum head expand at different rates, causing the head gasket to lose its seal over time. The 2.5L is more prone than the 2.2L due to higher combustion pressures. Coolant leaking externally at the rear of the head or internally causing white exhaust smoke are the primary symptoms. The turbo 2.2L variants are particularly susceptible due to higher cylinder pressures. These engines use a composite head gasket that has been superseded by improved designs.

The Dodge Spirit shares the same 2.2L and 2.5L K-car engines as the Shadow and suffers from the identical head gasket failure pattern. The bimetallic construction (cast iron block, aluminum head) creates differential thermal expansion that breaks down the composite head gasket seal. The 2.5L is more commonly affected due to higher combustion pressures. The Spirit R/T model with the 2.2L turbo is particularly susceptible due to boost pressure stressing the gasket. Overheating from any cause (stuck thermostat, failed fan, low coolant) often triggers immediate head gasket failure on these engines.

The 2.4L DOHC 4-cylinder engine (used across both Stratus generations) is prone to head gasket failure, particularly when overheating occurs. The aluminum cylinder head warps more easily than cast iron, and once warped, the head gasket cannot maintain a proper seal. Coolant mixing with oil or exhaust gases entering the cooling system are the primary failure modes. While more reliable than the 2.7L V6, the 2.4L still requires careful cooling system maintenance. The factory composite head gasket has been superseded by improved MLS (multi-layer steel) designs.

Composite head gasket design inadequate for V10 heat output. Gen 2 (1996+) upgraded to MLS gasket which resolved the issue. Gen 1 owners should upgrade to MLS design during any head work.