I arrived back from my trip on Friday evening and have tallied the results of the trip. The good news is that, for the most part, the shift points remain largely the same:

1st to 2nd at ~11mph
2nd to 3rd at ~20mph
3rd to 4th at ~37mph
4th to TC lockup/OD at ~53mph
4th to 5th+lock/OD at ~63mph

In the beginning, the shifting was smoother and sometimes mushy. As miles racked up, the shifting became a bit more positive. However, there is still some seeking and some shaking after longer trips a higher speeds -- the CRD reminds me of when I would have dirt in the SU carbs of my old Mini Cooper S (1968).

The CRD does still have lower performance than before the ECM flash. The acceleration both in town and on the highway remains down from before the ECM flash. The fuel mileage is significantly off. My average highway mileage (across all of the trips I’ve taken since owning the vehicle) has been 25.14mpg. My average for the trip to Baltimore and back was 20.89mpg; a difference of 4.25mpg. This may not be all from the ECM flash. The trip was taken with temperatures down in the 10s and 20s on the way up and 20s and 30s on the way back, where most of the earlier trips were during temperatures 45+ degrees Fahrenheit. Both tanks that I filled had similar mph measures (20.80mph and 20.98mph). I tended to drive between 70mph and 75 mph most of the way using the cruise control regularly (similar to previous trips).

The end result is that the performance has changed substantially and I’m considering my options. I like the CRD and with some fixes, I think that it could be a great vehicle for the long term. However, I’m tiring of the game of delay and denial that DCX is playing to get this sorted out.

The latest information from the District Service Manager is that the ECM cannot be reprogrammed back to the previous configuration due to EPA policies and regulations. Somehow, this one does not appear to be right. I haven’t found this one as part of the EPA’s online material. Does anyone have any information regarding this claim by DCX?

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Steel Blue 07 Jeep Grand Cherokee CRD
Mopar Skid Plates/GDE Programmer/Fumoto Oil Valve
80K+ miles & still smiling

Sold: Silver 06 Jeep Liberty Sport CRD

If that statement by the DSM were true, how did the EPA approve the prior flashes? I have a difficult time believing this to be the whole story. If a new flash restored the prior shift points and engine performance, but still kept the NOx to the T2Bin5 requirements, how would that make any difference? It did it before the F37 flash or they could not have released it.

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2005 LTD CRD RB1 NAV/Htd Leather seats/Amsoil EA filters
SunCoast Mega Trans & Billet TC/PML pan/Aux cooler
Fuel cooler/Lift Pump/10um Pri/Racor R490 2um Sec Fuel Filters
IronMan Lift/Shocks/Provent/Moog ball joints/ V6 Airbox/Fan/Hayden
Cobalt Boost/EGT/Oil/Trans/Volt gauges/Aeroturbine 2525
Yeti Hot Tune/Odessey 65/Samco's/Michelin Defenders

These flashes had NOTHING to do with emmisions ... there should be NO PROBLEM from the EPA to put them back to the original parameters ... which were by the way the ones that the EPA originally approved for certification... DC makes no sense

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Founder of L.O.S.T.
2006 CRD Sport
Mods: GDE Hot Tune w/ 364#@2000rpm/Air Box /3" Str8 Exhaust/ASFIR Alum Skids/245-75R-16 Cooper STT PRO/OME LIFT w/Clevis & 4 Spring Isos/AirTabs/Rigid 10" S2 LED/4xGuard Ctr Matrix Bumper
Drag Strip:Reac=.1078_60ft=2.224_1/8=10.39@64.8mph_1/4+16.46@80.8mph