200,000 on my Mini Van * It rocks *

[awsomeears]

Just turned 200,000 miles on my 1993 Plymouth Caravan, I can honestly say this and my 91 Honda Accord have been perfect runners...

The Mini van has the Original Transmission and shifts pretty solid :wooo

[88Nightmare]

no odometer pics? fail.

[awsomeears]

Its not showing up.... dam..... ill re check it !

[srt4eh]

nice....at the same time your van hits a milestone....my r/t has life :)

[wrath]

Is it a panel version with "Free Candy Inside" written on it with yellow spray paint?

[Prince Valiant]

which engine? 3.0 mitsu? Which trans? I will be impressed if it's the electronic 4 speed, aka "the ultradrive" since those things were known to fail with 20 minutes of getting the wrong fluid...the 3 speeds behind many (not all) mitsu engines were considerably less sensitive to using dexron derivative fluids...

[Russ Jerome]

My kids has an RFL blow off valve on his "new" 89 van...im driving the wheels off it lately :)

[awsomeears]

3.3 and its a 3-speed auto.....

I'm guessing its the trans that blows as my bro always made a comment about the Trans still holding up, tip is to drive in 2 and not always in drive. Drive will drop into Overdrive and act very sluggish...

[Russ Jerome]

You have the better trans of the era, Lakeside Int had a 300+ k mile delivery van that went onto an employee owned status and then his kids use for years later.

[Prince Valiant]

3.3 and its a 3-speed auto.....
:confused

2 things:
1. I'd have never thought a regular 3 speed was available with the pushrod engines (3.3 and 3.8). When those engines came along, 4 speed auto's became available.

2. 3 speeds were always a reliable little units (so justin's wrong on that :goof, it's completely different unit than the old "ultradrive")...at least in lower power applications such as 2.2/2.5's. Behind the 3.0 they were until one beat on them.

[xxsn0blindxx]

I thought the 3.3/3.8 only came with the A604 ultrapuke. If you have OD then that's what you have. The A670(aka A413 for the 4-cyl) 3-speed had a lock-up torque converter but no OD.

[Car Guy]

The transmission in Brad's van is a 4 speed; I know the 3 speeds are reliable.....

[Russ Jerome]

:confused

2 things:
1. I'd have never thought a regular 3 speed was available with the pushrod engines (3.3 and 3.8). When those engines came along, 4 speed auto's became available.

2. 3 speeds were always a reliable little units (so justin's wrong on that :goof, it's completely different unit than the old "ultradrive")...at least in lower power applications such as 2.2/2.5's. Behind the 3.0 they were until one beat on them.

Name the 3spd 727 derived trans (3 speed lockup)behind a 1/2 ton 1997 OBD II B-200 van powerd by a 5.2 Magnum :)
Soon to be donor for my 1986 5/8 ton pickup !!!

No ryme or reason, only thing weirder(s) than Chrysler model parts is Chrysler people....ripping FI systems off to be reverse engineered for carbs still happens every day. note* I own Mopars cuz they are cheap, I do NOT like them.

[Prince Valiant]

Name the 3spd 727 derived trans (3 speed lockup)behind a 1/2 ton 1997 OBD II B-200 van powerd by a 5.2 Magnum :)
Are you referring to the 32RH? Basically it's a lock-up, hydraulic controlled A-904/A-999 derived trans, correct? (A-999 is considered a derivative of the 904 and 727, but in so far as I can tell, it's a 904 w/ more and heavier duty clutches).

[Prince Valiant]

I thought the 3.3/3.8 only came with the A604 ultrapuke. If you have OD then that's what you have. The A670(aka A413 for the 4-cyl) 3-speed had a lock-up torque converter but no OD.see that's the thing...if it WAS a 3 speed, and that was a 3.0, I'd be impressed the 3.0 went 200,000 miles.

With the 3.3 and 4 speed, I'm impressed that the 4 speed went that far :rolf

But it's true...as soon as one used different fluids from ATF+3 (later +4), people would complain that within minutes of a fluid change the trans would start to fail.

Even if one was astute enough to change the fluid back, one was still in trouble unless they had the electronic brain reprogramed...otherwise the bands would endlessly tighten themselves until it just ate itself up. Sometimes it was something as simple as a faulty groundstrap...so the trans computer would act up/not work right...and again, a simple fix. Solenoid packs and clogged hydraulic passages were two other common culprits for the ultradrive that lead to early failures.