![]() We noticed two obvious differences between the old and new parts (one improvement solved a flaw for which Chrysler had originally issued a Technical Service Bulletin in 1998):ġ. Plus, buying the correct replacement part means you're likely getting an upgrade. A quick fix may work initially but there's no telling how long it will last before you're eating fumes again. The intense heat and the repeated heating/cooling cycling mean that a welded repair of almost any part of an exhaust system is probably going to fail. Change Is GoodĪnd don't think you can get away cheap by trying to patch, weld or braze your busted crossover pipe - or, for that matter, any other part of the exhaust system. Yikes! So be prepared to shell out if you're forced to do a similar job. It was a dealer-only piece and cost upward of $500. We mention this only because our replacement pipe was not available in the aftermarket. The latter tend not to seal as well, which is probably why our '98 Plymouth 3.3-liter V6 (and the gazillion others that Chrysler built) used a more costly bellows. ![]() The engine and manifolds expand and contract as they warm up and cool off, and the crossover needs some type of flexible joint to keep from cracking, either a flexible metal bellows (as here) or ball joint, spring-loaded flanges at either end. It travels from the front manifold above the transaxle to the rear manifold, where it connects to the rest of the exhaust system. We're talking about the exhaust crossover pipe that routes hot exhaust gases from the front cylinder bank of a transverse V6 or V8 to the rear cylinder bank. Just to be clear, we're not talking about a performance crossover pipe - what is commonly called an H-pipe (or Y-pipe on a rear-wheel-drive vehicle).
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