Engines, Maintenance, and Replacement. Call us at 800-709-9233 to get a quote.
We have great availability of Dodge Charger engines and have updated our engine listings to show this.
The most recent engine to become available has been the 3.6L engine which was added for the 2011 model year.
Make sure to contact our sales staff if you need a used Charger engine at 800-709-9233!
Popularity: 1% [?]
Low Mileage Engines has been selling used engines for 8 years. In that time period, we’ve seen competitors come and go. We’ve seen more go than stay, and seen many of our competitors go bankrupt. For example, one of the biggest competitors we’ve seen go bankrupt and out of business was EverDrive. They offered a three year warranty standard on all used engines. That sounded great, and it sold them a lot of engines! However, they simply could not honor all the warranty claims they had. Customers had problems with their engines, and EverDrive didn’t charge nearly enough on each sale to be able to handle warranty claims.
I could list a dozen other suppliers that have gone out of business in the same time period, and I could name a dozen suppliers now who either don’t honor their warranties or are about to go out of business. They have weak financial positions and while their price is great, their products and follow through are pathetic.
At Low Mileage Engines, we honor our warranty. We follow through with each customer, handle problems, and work hard to make sure you have a good experience with our company.
We’re more expensive than our competitors, but we’ll be here in a year to honor our warranty – in the rare case that a warranty happens. We sell better engines – which is what you pay for. We thoroughly check engine compatibility, which is why we have the lowest return rate in the industry. Most of our competitors simply do not do this.
If you want to do things right the first time, deal with Low Mileage Engines. Spend a little more up front, and save yourself time and money in the long run.
Popularity: 2% [?]
We haven’t made a habit of posting “good deals” we have available, simply because we receive a massive amount of phone calls and sell used engine pretty quickly. However, I’m making an exception because of a unique circumstance.
We have a very nice 2002 Subaru Outback / Subaru Legacy SOHC 2.5L engine available. It will only fit a 2002 Subaru Outback or Legacy, and the vehicle it is going into must have an automatic transmission. This engine has 62, 249 miles available, and runs $2100.oo delivered to a freight dock or commercial address anywhere in the country. It is a nice used engine!
Call Matthew at 901-384-5625 (direct number) to inquire about this engine. Like all of our other used gasoline engines, this comes with a 1 year unlimited mile part warranty.
Popularity: 2% [?]
I love F-150′s and I love Ford, but right now I am concerned about availability of 5.4L used engines – specifically the 2 valve engines.
I’m only concerned about 2 valve 5.4L engines, because we’re currently not selling the 3 valve 5.4L engines. There is a tremendous demand for the 5.4L 3 valve engines, and our cost to acquire them has more than doubled over the last 18 months. Any time demand gets that high for an engine, we pause on buying them, and we freeze selling them. The reason for this is that we wouldn’t want to sell something to someone we’re not confident in, and when demand shoots through the roof like that on a specific engine, we want to understand the reason. If there is a problem, we want to know about it.
We do still sell a large number of 5.4L 2 valve engines. The problem is that everyone wants them. They made millions of F-150′s and F-250′s with the 5.4L 2 valve engine, and with the age of the vehicles, sourcing them is getting difficult. We can still supply these engines and we make an effort to do so. Many customers have reported to us that remanufacturers have faced periodic shortages of 5.4′s. I am curious about why. Is it simply too difficult to findrebuildable cores for 5.4′s?
Popularity: 2% [?]
Recently, several people have contacted us looking for JDM engines for German vehicles. This disturbs me for a few reasons that I’ll share. First, I’ll go into detail about JDM engines and why legitimate JDM engines (actual engines imported from Japan) can be of tremendous value to you, our reader. You’ll see why people hear about JDM’s and get excited about them – and are thus susceptible to shysters who lie to them and engines they claim to be JDM’s which are not actual JDM engines.
The reason people get so excited about JDM engines is that by and large they typically have much less wear on them than their US counterparts. Many years ago, Japan passed laws called “Shaken” laws, which affect vehicle warranties and inspections. After 3-5 years, it becomes prohibitively expensive to keep vehicles that would be sought after in the US due to heavy taxes and inspection fees. Japanese drivers pay private companies to dispose of their vehicles. For several years, these vehicles were recycled completely for their metal only.
So, 30+ years ago Japanese business men realized that when they crushed these vehicles, they crushed money. Japanese auto makers were expanding into international markets and selling vehicles with identical drive trains in each of these markets. Laws made it very difficult to import used vehicles into the US, but parts vehicles were another matter entirely. Even with high tariffs, the market was profitable enough for several companies to enjoy modest success exporting Japanese Domestic Market engines (JDM) into the United States for resale.
In the 1980′s, the US and Japan signed special treaties which lowered the tariff on JDM’s to a point that allowed much greater profit in the industry. The late 90′s and early 00′s were the golden age of JDM’s, with good availability and fantastic pricing. To this day, JDM’s represent the best deal available on engine replacement for many vehicle models.
There have been some setbacks in the industry that have lead to lower profit and availability.
The first setback is the increase in the number of vehicles that are exported from Japan to non-US countries as drivers. China absorbs a tremendous amount of these complete non-parts vehicles and New Zealand has been called the Island Subarus go to when they want to die in peace. Many go to South Africa. Many consumer groups oppose the import of complete vehicles as drivers claiming there both safety and environmental impacts not accounted for. They are concerned that the older vehicles are not as safe as newer vehicles and that keeping older vehicles on the road increases the amount of pollution released into the environment. Manufacturing new vehicles releases much more pollution than continuing to use older, existing vehicles! I guess newer vehicles are just prettier.
The second setback has been loss in profitability in the last decade. Exchange rates and regulatory environments have changed, and many of my sources in the JDM world claim they prefer to export to South Africa, Israel, New Zealand, and Australia over the US and Canada. This has served to raise the price of JDM’s in the US and lower the overall availability.
The third setback has been the manufacturers themselves. Japanese auto makers are well aware of JDM imports into the US, and have actually taken steps to limit this as a repair option by by selling different displacement engines and using different fuel delivery systems on otherwise identical engines. A prime example of this is the 2AZF engine manufactured by Toyota. When it came out in the US and Japan, the US version used fuel injection, while the Japanese versions used direct injection. Only in the last several years have the US versions begun to use direct injection. Thus, there is a year range of Camry engines with no JDM available. There is a similar situation with Nissan Altima 2.5L QR25DE engines. Interestingly enough, these engines are also among the pricier engines from wrecked US market vehicles vehicles.
I wrote this blog because of “German JDM’s” and now that I’ve done a broad overview of JDM’s, I’m ready to come back to that. German JDM’s are rare. It is possible to get them, but highly unlikely. Where a Toyota or Nissan are a throwaway car in Japan, imported cars are not. When I look at JDM options in Japan, the German engines we see are much higher mile than their Japanese counterparts and thus don’t test out as well. German vehicles retain their value in Japan unlike Japanese vehicles, and are thus driven longer. JDM suppliers simply don’t represent a good, consistent source of German engines.
If you find yourself in need of any type of recent model German or Japanese engine, please contact us at 800-709-9233, or fill out our request form so we can contact you back.
Popularity: 7% [?]
This dependability has made the Navistar-Ford engine series an extremely popular choice both as a new and as a used engine in a wide variety of trucks and other types of vehicles. Nevertheless, there has been an exception to the rule, the 6.0L engine introduced in 2003 as a replacement for the 7.3L. Not only was this diesel engine unable to live up to those lofty Power Stroke standards, it earned one of the worst reputations of all time among all engines in the diesel industry.
Much of that reputation was underserved. Nevertheless, it was so prevalent that just two years after Ford had introduced the 6.0L, they were already preparing to replace it with the all-new 6.4L Power Stroke. By the 2007 model year, that transition was nearly complete. Ford did, however, continue to use the ’07 engine in the full-size vans of the E-series through the 2009 calendar year. When the last E-series van sold, Ford officially retired the 6.0L diesel engine, but of course, they will continue to support it for years to come.
The debacle with this engine has created some opportunity for the consumer who would buy the 6.0L as a used engine. There are many aggressive deals available, and the engine is not nearly as bad as the reputation suggests it is. In fact, the 6.0L met all emission standards and it survived stringent testing during both the research and development stages. In other words, the engine should not be problematic in its stock form, which means that most issues arise in application and modification.
The statistics support this. According to the experts at Diesel Tech, this engine rarely experiences major failure when operating at stock power levels. Therefore, there’s tremendous value here for the consumer who is aware of the common issues and the steps needed to counter them. Let’s examine the most frequent issues, which should help you decide if this used engine makes sense for your situation.
The most common problems that this engine series succumbs to, and the ones you’re most likely to experience from a used engine, occur with the EGR. In one common case, the EGR cooler simply fails because of blockage that occurs due to its restrictive rectangular design, which is inappropriate for the application. In the other common case, the EGR valve sticks due to carbon buildup, which occurs during engine idle because of low combustion efficiency at those speeds.
It is important to note that these common problems with the EGR system play a strong role in the head gasket failure for which this engine is so infamous. Therefore, it is vital when purchasing this used engine to ensure that it already has an upgraded EGR cooler installed, or that you factor in the additional expense of one, and include this upgrade during the installation of the engine or even install it yourself after the fact. EGR upgrade kits are not difficult to install, but the process is time-consuming and requires a professional set of tools.
Another factor that plays a role in head gasket failure on all 2003-07 engines are the head bolts that Ford used. These are not generally an issue with the engine in stock form, but many owners will simply have them upgraded if they ever need to replace the head gasket. However, upgrading the head studs is much more of a necessity for a modified engine because the factory bolts displace load unevenly, and problems will manifest quickly at anything above stock power output. Therefore, this is an important consideration due to the expense of the upgrade if you’re dealing with a modified engine or plan to modify it yourself.
Turbo failure is another common problem, and in the 2003-05 models, this occurs because of the restrictive oil drain tube that Ford used. The good news here is that this is a relatively inexpensive upgrade. Ford attempted to rectify this problem for the 2006 model, but they actually worsened it because the new system lacked an internal turbo groove. Ford corrected this problem properly for the 2007 model, and the 2007 version is the most reliable turbo system ever made for this engine. When buying a 2006 engine, it is best to seek one that already has the 2007 turbo unit in place because that upgrade is inevitable.
In addition, when Ford launched this engine, it included an improperly calibrated ICP sensor. All engines from 2004 on have the correct ICP sensor. For owners of a 2003 model, it’s important to recognize the issue because many inexperienced owners will spot oil beneath the truck and assume the worst. However, if the oil is leaking beneath the turbo, a bad ICP sensor is generally the culprit, and replacing it will correct the issue. This is an inexpensive part, and a simple installation, and you should expect this part upgraded as part of the installation process, if not already installed.
The bottom line is that this engine, despite its dreadful reputation, can be quite durable and a fantastic value. When buying used, there are a couple of keys to a successful purchase. First, buy through a respectable dealer. You should have free, thorough access to the engine history as well as a minimum one-year warranty with the option to upgrade to two. Second, choose your mechanic carefully. Especially with an engine like this one, it is vital that the mechanic adheres to and makes the adjustments according to all of the technical service bulletins during the install.
Popularity: 12% [?]
The Honda Insight has been seen driving around the United States for about a decade now. Although the Insight was out of production for a few years, it is back on the market now. This article will speak on several subjects such as the transformation of the Insight over the past decade and give some “insight” into the Honda Insight’s gasoline-electric power.
The first generation of the Honda Insight was introduced to the market in 1999 (model year 2000). Edmunds’ opinion of the 2000 Insight is, “Some cars make you feel like a champion. This one makes you feel like a hero.” Consumers even gave the 2000 Insight a rating of 9.1. The Insight was the first gasoline-electric hybrid sold in the United States, even North America as a whole. The first generation Insight is only a two-seater and available in three different models: one with a manual transmission and no air conditioning, one with a manual transmission and includes air conditioning, and finally one with a CVT (continuously variable transmission) and includes air conditioning.
The Insight has a key feature known as Integrated Motor Assist under its hood. Integrated Motor Assist is special because it is composed of both a gasoline engine and an electric motor. The ECA series, gasoline engine in the first generation Insight is a one liter, three-cylinder engine with about 70 horsepower. The electrical motor assist gives the Insight a little extra power, adding an additional 13 horsepower. Another positive of the Integrated Motor Assist is that when the car is not moving, the engine can shut off and the car can still operate with the electric motor acting as a generator.
Despite these positive features, the Insight had problems with sales. In the 2005, Honda sold less than 2,000 Insights. The sales in 2006 were worse, as Honda sold fewer than 1,000 Insights through September of 2006, and at that point, Honda decided to pull the plug on the Insight. In 2008, Honda revealed that it would be selling the Insight again. Since the beginning of this year (market year 2010) the Insight has been back on the market and is available in two options: LX and EX. This marks the second generation of the Insight, and the first noticeable improvement in this generation of the Insight is that it is larger. It now is a four door vehicle that is considered a mid-sized vehicle based on its interior and now appears to seat up to five people. Under the hood of the current Insight there is now a 1.3 liter engine with four cylinders. The current engine now has about 98 horsepower and the electric motor still adds an additional 13 horsepower.
Honda is hoping that the improvements that it has made to the Insight will spark huge sales. In the United States, Honda is expecting sales of around 100,000 vehicles. Despite these sales forecasts, the current Insight has not received all positive reviews. Consumer Reports has the Insight ranked 21st out of 22 tested comparable cars. Edmunds, which as stated earlier, said the initial Insight would make a consumer feel like a “hero” in 2000, but now, it is stated that the 2010 vehicle did not perform well in Edmunds’ opinion, although Edmunds is still performing tests in an attempt to develop a better opinion.
Overall the Insight has shown to be an innovative vehicle. As the first gasoline-electric hybrid in the United States the Insight burst onto the scene with blazing reviews. After about six years on the market though, the Insight’s lack of sales caused Honda to stop producing it. Almost three years later, the Insight is back on the market with a larger, more up-to-date look and a little more power. With these improvements, Honda expects big sales but the experts are not quite sold on the Insight. It looks as if only time will tell whether this version of the Insight will succeed or fail
Popularity: 7% [?]
There is one thing I recommend to each customer who purchases a used engine from us: that they thoroughly inspect the cooling system on their vehicle and replace anything in that system that isn’t functioning perfectly. An engine in a vehicle with a failed or failing cooling system has about as much chance of surviving as a fish dropped in the sand in the middle of a desert. Don’t believe me? More than 50% of engine failures are caused because of a malfunctioning cooling system. Not high miles, not no oil – just getting too hot.
Your engine puts out a tremendous amount of heat by design. Part of this is so it can burn up pollutants and meet the requirements the EPA has put on the automakers, ans so you can pass your vehicle inspection, and part of this is because of the thermal dynamics of power transfer: most of the energy an engine produces is lost to heat.
Most people nod their heads when I preach on this, but if you’re not a gear head or a mechanic, you may not know what to you need to do. That’s what this specific blog is about. Read on, learn, and do.
The most neglected fluid in a vehicle is the coolant. It is nasty stuff – corrosive and poisonous. I once forgot to clean off a screwdriver that had come in contact with coolant, and a few hours later, it was pitted and rusty. Brand new coolant contains an “organic corrosion inhibitor” that is supposed to keep it from eating the insides of your radiator, hoses, and engine cooling channels for up to five years or 150,000 miles (if you have “long life coolant). I don’t think they know what five years means, because the corrosion inhibitors don’t seem to do their job well for that long. When the inhibitor goes past the point of doing its job, it starts to eat everything it comes in contact with. GM and Chevy owners have been plagued with gaskets getting eaten through. 3.1L, 3.4L, 3.8L, 4.3L, 5.3L and 5.7L engines are well known by mechanics for leaky intake manifolds which allow coolant and oil to mix, destroying the engine. This is not the fault of the engine or gasket. This is a maintenance issue – the fault of the owner! I do a complete machine flush of my coolant every two years, and my engines and cooling system love me for it. You should do the same thing every 12-24 months as well. In my experience, this will eliminate over half of all cooling system problems. Not only will it keep your coolant from terrorizing your car, it will clean sediment out of your radiator and keep it doing its job more efficiently.
The second most common cause of cooling system failure is low fluid. This is easy to deal with – check your fluid once a week. It is easy. On most vehicles, you just pop the hood and glance at the coolant reservoir to make sure there is liquid between to hash marks on a bottle.
The third most common cause of cooling system failure is a non-functional water pump. This can be caused by the pump locking up, the belt that drives the pump failing, or degradation of the gasket sealing the pump against the engine. Fix this problem by following the replacement guidelines of your vehicle manufacturer for these parts. You’ll lessen the chance that you’ll need to call me for a used engine.
Fifth is a faulty thermostat. Go ahead and replace these every two years. The part is $15-30. An engine is $1200-$5000, depending on what you have.
The last common cause of cooling system failure is electrolysis. Electrolysis is caused by a an electrical current being added into the cooling system. This only happens when your vehicle has a fault in the electrical system. You’ll know when it happens because the radiator it destroys looks like someone dumped acid all over it. You should have your mechanic check the current in your electrical system when he does your annual vehicle inspection. It only takes about ten minutes, and it can alert you to many other problems.
Your radiator, even when properly maintained, will eventually lose its ability to cool because mineral deposits will coat it inside, reducing its ability to release heat – the mineral deposits act like an insulator. If you want to be sure your radiator is working, you should check for two things.
If you have enough flow, but not enough temperature reduction, you’ll blow up your engine. If you have enough temperature reduction, but not enough flow, you’ll blow up your engine.
I hope this article will be of great help to you as you strive to maintain your cooling system. A small expense on the front end can have big payoff for you down the road – the continued low cost operation of your existing vehicle.
If you need an engine, please call us at 901-266-9996. We’d love to be of help to you.
Popularity: 7% [?]
This is just a snip because I’ve been talking to so many people recently that need Mitsubishi Montero engines. The Mitsubishi Montero is one of those vehicles that hits you the first time you see it. It has a suave look that seems to combine the aesthetics of a Toyota Land Cruiser and a Land Rover Ranger Rover. We get a of calls from people looking for 3.0L 6G72 used engines for their Monteros as well as the 3.5L 6G74. Lately, the 3.8L 6G75 has also been generating some calls as well.
While not all Monteros have high dollar engines – we simply cannot buy these engines cheap. We do have some of the best deals available on 3.0L Montero Sport engines (call Daniel at 901-384-5622 direct to speak with him about these), but the 3.5′s are simply hard to come by. 3.8′s are recent enough that we have excellent pricing and availability on them.
Popularity: 10% [?]
One of our most requested engines is the 6.0L Powerstroke engine – a Ford Diesel engine that is used in F-250′s, F-350′s, F-450′s, F-550′s and E Series vans (250′s, 350′s, 450′s, etc.). This is an engine that has been mired in a lot of controversy. Ford had to replace the 7.3L Powerstroke they had been using since 1993 (though the term Powerstroke wasn’t used untl 1994) to meet EPA CAFE regulations. In other words, they had to come up with something that released less pollution.
For what it did – provide a lot of power with a lot less pollution than its predecessor – the 6.0L Power Stroke was a marvel. It was engineered in record time and it released a lot less pollution. However, the engine had a lot of problems – Ford agents bought back millions of dollars worth of vehicles with these engines in them. Some authors have called this engine a disaster. Whether you agree or disagree with that, the fact is that Ford quickly began work on a replacement engine, the 6.4L engine. The 6.4L Power Stroke has even less of an emissions footprint, but produces a lot more horsepower and a lot more torque.
The 2011 Super Duty is introducing a 6.7L diesel Power Stroke engine. This engine holds the unique distinction of being designed in house (and not by Internatonal). This engine is even more fuel efficient, releases even few emissions, and has even more power than its predecessors. Many engine remanufacturers I’ve spoken with are anticipating that this engine will be very difficult to remanufacture due to its compacted graphite iron block. This will make it a very difficult diesel engine to resleeve, and the preferred rebuild method will be to bore out the existing sleeves.
Customers looking to replace or rebuild a 7.3L, 6.0L, or 6.4L Power Stroke engine can benefit greatly by calling Low Mileage Engines. You can reach us at 901-266-9996, and our expert sales staff will walk you through all the replacement options we have available. There is no cheap way out of replacing a diesel engine, but there are ways to spend less and get more. Our low mileage used power stroke engines come with an excellent warranty. You can also purchase a labor warranty and expand your year coverage on the purchase.
Again, you can reach our sales staff at 901-266-9996 between 9 and 6, Eastern Standard time.
Popularity: 9% [?]
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