What web site can I see this lift pump at and where is the factory wiring for the lift pump? Thanks.

I think that I would start by telling them that you love it and you would buy another except that you have little faith that they will support it and that they chose to engineer the fuel system, the emmissions system and the transmission incorrectly leaving it up to the owner to do at risk of voiding their warranty. Then I would list the issues starting with the poor fuel filter and head, the air in the fuel that could have been solved with a proper lift pump, the poorly designed air box, etc.

I'm not trying to offend you in any way but I hope you proofread your letter to Chrysler. You have a lot of mistakes in your post that are fine on here but not in a business letter.

Terry

I'm not offended but rather amused. I never claimed to be an profressional office worker, but only a mechanic. If Chrysler is offended by my low shop talk, they can use that excuse not to listen as usually. I'm a knuckel buster, not a pen pusher.

What web site can I see this lift pump at and where is the factory wiring for the lift pump? Thanks.

Re factory wiring. I can't find the post but If you look there is a fuse and a relay for "primer pump" in the power distribution box out by the battery. The wire changes colors a couple of times and ends up under the carpet underneath the left rear seat. As I understand it the seat must be removed to expose the wire. I suspect BlackLibertyCRD just tapped in up front in the PD box.

If you have any warranty left you'll want to make any additions so they can be quickly and completly removed in case of trouble before it's taken to a dealer

Unless the person reading your letter realizes who their customers are it will not get to somebody who cares Unfortunatly you and I and our kind are in the minority. Most new car buyers are likely younger and colledge educated but can't turn a wrench Right now I could not even apply for the job I retired from

Can you mention something about detuning the engine for the whimpy torque converter? When pulling a trailer that's well within the limits, any grade causes it to shift out of overdrive and unlock the torque converter causing the engine to over rev and speed to drop.

Other things like the CCV hoses are minor and they already have better replacements.

Thanks for your effort.
Joe

PS. When I was in grade school there was a course called "effort" and we were graded on it I always got A's in that one

I'm going to pull a 3,000 lb trailer cross country a month from now. I am betting with my mod it will pull better and not shift out of gear as much as before. The mountain passed OK to downshift but not small hills. I think the computer knows when a engine is starving for fuel under load and downshift to make up for it. It has alot to do with throttle position and the speed you are going.

I think that I would start by telling them that you love it and you would buy another except that you have little faith that they will support it

I'm going to pull a 3,000 lb trailer cross country a month from now. I am betting with my mod it will pull better and not shift out of gear as much as before. The mountain passed OK to downshift but not small hills. I think the computer knows when a engine is starving for fuel under load and downshift to make up for it. It has alot to do with throttle position and the speed you are going.

Would you mind sharing the mailing address to which the survey is supposed to be returned?

Might be nice if a few folks here sent them additional feedback.

I'd really suggest giving them the full list of substantial issues these CRD's have, including fuel filter/fuel starvation/air in fuel, weak torque converters and transmissions + the "de-tune" F37, CCV system and the longevity issues it will cause, the crappy air filter/air box design, and poor dealer support.

That said, I absolutely love mine, and would also share that with them. Short of it having problems that leave me without transportation, I would not consider getting rid of it, as there is nothing else on the market that comes close to being a replacement.

In all the by-back vehicles I've looked at in my times at Chrysler I've never seen any problems with fuel pressure, rail pressure instabilities, etc. so I doubt any affect the lift pump will make on towing and downshifts. The actual engine torque has never been an issue either and has always been what's it's calibrated to be, regardless of the presence of a lift pump. The 545 software uses a torque signal from the engine along with engine rpm, vehicle speed, etc. to determine upshift and downshift points. What you're seeing is the trans being torque limited for protection (it sends a value to the ECU) so when appropriate the trans will downshift in an attempt to restore the engine power with less torque (operate at higher RPM) since peak power is at 3800rpm and the torque is lower here than at say 2000rpm. The torque is also limited on the engine side for certain gears to not damage the converter so this torque limitation can also be reached easily while trailer towing which will cause the vehicle to slow down and subsequently downshift.

Additionally, the fluid flow through the trans cooler is different in lock-up vs. non-lock-up. As trans temps spike up while towing then the OD can be turned off for protection and the trans left in 3rd lock-up to demand higher RPMs thus higher flow thru the cooler.