some engine fotos from my 2.8crd

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1.CHEROKEE 2008 CRD (LIBERTY),2.5in kml LIFT, 245/75R16 TOYO AT,MYGIG,
2.YJ WRANGLER 1993 2.5L manual,4in RC LIFT,31X10.5 LERRA GOMME ,RECARO RACING SEATS,HOME MADE SNORKEL,WARN M8000

CCV looks different too. That is some funky charge hose routing. The valve cover looks very complex as well.

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Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

Good pics, greek - (Greece? I thought that was a movie with John Travolta!)

Several good-idea differences and other stuff:

- moving the battery forward against the radiator bulkhead allowed positioning the AFC valve above the intake plenum - wonder if that means it fails as often as ours
- straighter shot from c-a cooler

- note the battery blanket, indicating someone tho't the large number of red-top failures may have been due to heat - s'posed to be a thermister under the battery, ECM\BCM\Front Module (whatever!) reduces alternator charge-rate when the battery is hot
- moving battery forward behind the headlite means cooler airflow over the battery
- gonna play merry heck with corrosion, if that's soft-felt material and the battery is standard lead-acid

- moving the exhaust flex-coupling rearward on the down-pipe reduced thermal radiation into the transmission
- that don't even look like a 545RFE - izzatta TCM on the turbo-side fender?

- looks like an auto-bleed air-valve on top of the new fuel head - air out, fuel block - don't see a fuel-return line port on the head casting
- or, part of the inj pump fuel-return is piped back into the fuel head - problem with using that on ours is the COV ports air bubbles, as well as excess fuel, into the fuel-return system
- if it is from injector fuel return, why would they put a Fuel Temperature Sensor on the inlet side from the tank, then dump hot injector fuel directly into the fuel head

- inlet and outlet fuel supply lines have push-on fittings
- output to inj pump is now stainless-braid teflon or poly
- seems to indicate a remote electric lift pump

- note the heavy-guage wiring to the fuel heater, vs our wussy wiring
- altho connector looks broken, appears similar to Fleetguard version

- don't see the prerequisite vacuum regulator or token reservoir for turbo control

- do see what looks like a sliding vane VGT

- more area-shielding around the turbo

- extended hard hot-side charge-air cooler pipe, larger, shorter soft Boost hose

- wow!!! is that a expensive alternator, er whut?!!

- wonder if that box with the heavy battery cables is power-junction, or electric fan clutch, electric fan(s), er whut..............

- engine cover-shield appears to be sheet-metal, not plastic

- looks like they didn't fergit the ole CCV puckster
- also looks like Provent wasn't on the table for consideration

- don't see the viscous heater

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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go

Air box in the pics still looks gasser style-Jeep still hasn't figgured diesels need to breathe. When those Egypt built J8 pics came out I liked that mini snorkel design---- I need to do the filterminder on my box as I am paranoid about checking my air filter too many times.b
Jokingly - I like that stick hold up hood design too!!!

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2006 CRD LTD 2.8L VM Motori turbo,CAC, 100K-new timing belt
ORM-SEGR, Trans cooler, CLIII hitch front/rear, Journey HD controller
Mopar skids,"Stone Soup" rails, KK clevis fork 1" mild lift w/Daystar stops
215x85 LRD BFG Commercial A/T's, Rola Rack, V6 airbox, Fumoto valve
10K winch, B5 Biodiesel (ULSD CP3 lube)
Its a Diesel baby!

Hey, that looks like Discoverer ATR tyres! Sweet road tyres! I had them on my CRD too

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L.O.S.T forever!
Silver 2002 Skoda Fabia TDI, 235,000km
Former car: Jeep KJ 2003 CRD

DIESEL - saving millions of liters of petrol every day!

GMCTD,
Of minor interest maybe but the Aussie KJ CRD's have the battery blanket anyway. BTW my OEM battery actually died recently from vibration. The rep for Optima cut off the top of my old unit and apparently the internal connection across the top from the positive terminal had broken and that is why it had an internal short.

quote "- don't see the prerequisite vacuum regulator or token reservoir for turbo control

- do see what looks like a sliding vane VGT"

The turbo on the KK is a VGT but has an electric stepper motor of sorts...no vacuum control.

The jury is still out on the air bleed (re the earlier response from MrMopar) on the fuel head until I can have a closer look at one at a dealer.

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05 CRD Renegade

Re: GM's post...

The line off the top of the filter head is the injector return but it does double duty. When you key on, the pre-supply pump pushes fuel into the injector return line to help force the air out of the injectors. When the engine is running with rail pressure, the fuel pressure coming from the inj into the line is at higher pressure than the pre-supply pressure so it forces into the filter head. The volume is very low so it's of no big concern re: fuel temps.

VGT is PWM controlled electric, no more vacuum controlled slow-responding turbo.

Trans (in the ATX) is the W5A580, same trans as you'll find in a Charger/300 with the Hemi. No more 545! (except in JK, but it gets the same torque rating as the A580). If memory serves me correct, TCM isn't located under the hood.

Injector cover in the pictures is plastic. There is yet another full engine cover not shown in the pictures that's also OEM installed.

All boost hoses are soft hoses like in KJ. What you see in the picture is the resonator to reduce "NVH" (specifically noise) from the turbo.

Alternator is controlled by the ECU in this platform as opposed to KJ. It's controlled by a LIN bus, the voltage setpoint is commanded to the alt and it does its own thing (field control) to meet it. There is no batt temp sensor but the ECU does know when it's charging too much.

Bundle of power cables you see on the fan shroud/washer bottle area - just a box of relays, no viscoelectric fan drive (like Cummins) but there is also an electric fan in there as well (mounted inbetween rad and engine fan, in a puller configuration).

I think that about covers it.

Ok, thanks for the correct explanations, Mr Mopar and MackJ - have not yet seen a later CRD in hood-open configuration - any further info on the inj pump: is it similar design to the CP3, is it Bosch, and what is the terminology?

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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go

I think the injection pump is referred to as the CP3+, or the CP3.x+, I forget which one exactly. But everything is still Bosch.