If you’re reading this, you’re probably considering purchasing (or currently own) a Fiat Chrysler Automobiles (Chrysler, Dodge, Jeep, and RAM) vehicle with the 3.6L Pentastar V6 engine. If you want to learn more about its rocker arm issues, keep reading. Specifically, I will discuss this problem as it relates to the 3.6L.
What is the Pentastar V6 engine? The Pentastar V6, manufactured by Stellantis North America, is a naturally-aspirated engine designed in 3.0L, 3.2L, and 3.6L variations. Introduced in 2011, it has quickly become a workhorse powering a wide variety of the company’s vehicles, from SUVs to vans to trucks and beyond. There are two generations of the 3.6L Pentastar. Introduced in 2016 for select models, the second-gen now features design changes to the Variable Valve Timing system (VVT), the addition of Variable Valve Lift (VVL, similar to Honda’s VTEC), new fuel injectors, and a higher compression ratio, among other changes for improved efficiency. What is the issue? Though the Pentastar’s rocker arm issues are widely known these days, the 3.6L can be generally reliable. When visiting any used car site, you will find countless examples of FCA vehicles with this engine having accumulated more than 100,000 miles. However, it’s possible the rocker arms were repaired or replaced before reaching that mileage. Recently, I stumbled upon a video of a Pentastar engine failure that, according to the YouTuber, accumulated around 626,000 miles before it finally bit the dust. Yes, you read that correctly—626,000 miles. The engine belonged to a 2014 Ram Promaster cargo van that regularly traveled 200 miles daily. This engine traveled the distance of the earth and the moon two and a half times. It crossed the distance around the entire globe more than 25 times. The owner certainly got their use out of it. I’m assuming this YouTuber isn’t lying about this Pentastar’s accumulated mileage, as there are other examples of cars from different automakers having racked up astronomically high mileage. Two Toyota Tundras made national news a few years ago for accumulating more than 1 million miles, having 5.7L and 4.7L V8 engines. Though the 3.6L can be reliable at its core, that can’t be said nearly as much for the first-gen compared to the second-gen due to the rocker arms failing. Specifically, the issue involves a combination of the engine’s rocker arms, lifters, Engine Control Module (ECM) software, and other related valvetrain components, particularly the rocker arm’s rollers prematurely wearing down, in turn generating metal debris contaminating the engine oil. After enough wear, the rocker arms can become loose and drop, shifting the arm out of alignment and contacting the camshaft, which creates even more metal debris and can cause havoc on other engine parts. Symptoms of this issue include engine misfiring and decreased performance, premature wear on other engine components, and engine failure. Early signs of this wear are often presented as a distinct ticking sound (dubbed “Pentastar Tick”) that starts soft but gradually becomes louder after time. It’s important to note that audible early signs of rocker arm failure can be mistaken for fuel injector tick. When symptoms like Pentastar Tick emerge, repair does not need to be immediate. However, know that the longer the repair is prolonged, the more damage will occur, thus the more money the repair could cost. Prolonging this repair isn’t in your best interest. What should I do if I own or want to buy a vehicle with this engine? This engine’s rocker arm issue has been known among owners since its debut in 2011 FCA vehicles, and it’s possible the company knew about it even earlier. The general consensus among Pentastar owners and technicians is that nothing can be done to prevent this eventual failure, as the core problem stems from a design/material flaw. The only option is to try to mitigate or prolong it from occurring. Assuming the replacement components are not defective like the parts being replaced, replacing the rocker arms and other components its wearing has affected, such as the camshaft lobes, should be a permanent fix. Others have suggested that a slightly thicker oil, such as 5W-30, can quiet the ticking. The cost of the rocker arms themselves is not too expensive. Still, the labor to take the upper engine apart to get to them makes this repair typically cost between $2,000 to $4,000, assuming a dealership performs the work. Many owners have completed the work by themselves and state the repair is relatively easy but time-consuming and costs a few hundred dollars for all the needed parts. There are several good step-by-step on this repair on YouTube. Several class action lawsuits have been filed over this problem in the last few years, stating Pentastars found in 2011 through 2020 model year vehicles are affected. According to Carcomplaints.com and taking the Jeep Wrangler as an example, the model year with the most complaints with rocker arms is between 2012 to 2014. 2015 and later model years are the beginning of a sharp decrease in reports of this issue, though they still exist. At least for the Wrangler, the problem seems to have been eliminated starting in 2021, but only time will tell. The model years in which the rocker arm issues are most common vary depending on the vehicle model (i.e., it may be 2012 and 2014 for the Jeep Wrangler, but it could be 2011 and 2013 for another FCA vehicle). Should I buy a vehicle with this engine? The short answer to this question is it depends. Recently, I purchased a 2015 Jeep Wrangler Unlimited (assembled in July 2014) with just under 126,000 miles. Upon examination of the CarFax, I saw no record the rocker arms have previously been replaced, but I’m pleased to say the sound doesn’t appear to be evident (or if it is present, extremely minimal; so minimal that the ticking sound of fuel injectors overpowers it). I was very well aware of the rocker arm issue before purchasing, but mine doesn’t seem to be affected at the time, but that may change as it accumulates more mileage and the engine grows older. The engine itself seems healthy despite the high mileage. It has great power, is smooth, and doesn’t appear to leak or burn a drop of anything (though the oil filter and oil cooler assembly are leaking a little oil, but that’s a widespread problem with the 3.6L and not a significant worry at the moment). Fortunately, an improved, updated assembly design is available, though it requires removing some stuff on the top of the engine to get to it. There are several good videos on YouTube showing how to replace it. One of the weirdest aspects about the rocker arm issue is that the mileage in which it occurs varies significantly, ranging from less than 1,000 miles to more than 180,000 miles, according to owner reports. When buying the 3.6L, it seems you either end up with a good or a bad one, and luck plays a role in your experience with its reliability. It can be a great engine if you end up with a good one, but it can be a headache if you end up with a bad one. In short, it’s a crapshoot, though your odds of experiencing problems appear to be statistically lower for every year newer the model year is. As I mentioned, there are plenty of examples of consumers who’ve put over 100,000 miles on this engine and haven’t experienced significant issues, but there are those who have. If you’re considering buying a vehicle with this engine, it ultimately comes down to if you’re willing to take the risk. If you’re not, it may be best to shop for something else. If you do decide to take the risk, I urge you to perform your research on this engine specific to the vehicle model you’re considering purchasing. Owner forums and YouTube offer a wealth of information. It’s also not a bad idea to purchase an extended warranty. Opinion Several class action lawsuits have been filed over this problem in the last few years. Like with any engine problem, I consider the possibility of whether the automaker intentionally used a defective design just to generate more revenue from its service centers. I believe the Pentastar’s rocker arm problems were not created deliberately, and the issues stem from the raw materials or machining process used to make them. However, this is just my opinion, and I could be wrong. If another company entirely manufactures the rocker arms, it’s a supplier problem. Despite class action lawsuits filed, FCA (as expected with any automaker) isn’t willing to step up and issue a recall for the Pentastar engine as the cost will be high and inconvenient, but that may change in the future. Additional resources Class Action Lawsuit Now you know the truth behind FCA’s 3.0L, 3.2L, and 3.6L Pentastar V6 engines and their rocker arm issues. I hope you have found this information informative and helpful. Still have questions or comments about this issue? I'd love to help. Feel free to leave them in the comments section below.
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AuthorRyan Emery is an avid automotive enthusiast, researcher, and investigator specializing in defect analysis and recalls. |