Turbo service schedule

Squeeto · **Posted:** Tue Nov 29, 2011 1:14 pm

Ignoring what Garrett thinks, would rebuilding the turbo before it fails be a good idea?

Say every 100k like the timing belt.

geordi · **Posted:** Tue Nov 29, 2011 1:58 pm

I haven't had one yet last that long.

WolverineFW · **Posted:** Tue Nov 29, 2011 4:38 pm

I would say better off getting newer GDE turbo and solving the problems once and for all. Keith seems to indicate it is a much improved version of our first attempt.

papaindigo · **Posted:** Tue Nov 29, 2011 4:58 pm

I certainly hope so as Keith has some in machining right now that will be ready in a few weeks per an email I got a couple of days ago and I've sent in my deposit for one. Now to figure out which TC option and who to have install it, not sure I want to do that myself.

That said checking the bearing play from time to time is easy enough to do and that new bearing geordi put into his old spare turbo sure tightened things right up for not much $s and hardly anytime at all with the turbo out of the vehicle.

Glend · **Posted:** Tue Nov 29, 2011 7:14 pm

Why is it that turbo failure seems to be such an issue in the USA, where the VM engine was only sold in the KJ for a couple of years, when down here in Australia and other international markets (with KJ CRDs from 2002 -2007 in both 2.5L and 2.8L configurations) there don't seem be any major issues with turbo reliability. The turbo in the later models is the same variable vane Garrett the only differences I can see is that ours are right hand drive.

nursecosmo · **Posted:** Tue Nov 29, 2011 7:39 pm

Glend wrote:

Why is it that turbo failure seems to be such an issue in the USA, where the VM engine was only sold in the KJ for a couple of years, when down here in Australia and other international markets (with KJ CRDs from 2002 -2007 in both 2.5L and 2.8L configurations) there don't seem be any major issues with turbo reliability. The turbo in the later models is the same variable vane Garrett the only differences I can see is that ours are right hand drive.

While failures do certainly happen, they are not nearly as common as reported. There have been MANY posts on this board and others over the years of owners who've been told by their dealers or mechanics that they have a bad turbo and replaced it for a nice chunk of change. The most common response from a Jeep dealer when a CRD is brought in with low power and lots of black smoke is "yep, you've got a bad turbo charger". However, bad CAC hoses are usually the culprit and get changed right along with the new turbo. A truly failed or failing turbo charger nearly always manifests itself very unmistakably as sudden catastrophic metallic noise, severe loss of power and lots of oil all over the place. Usually the oil is gone so fast that the main bearings are toast by the time it can be pulled to the side of the road. A CRD with a failed turbocharger will not normally be able to be driven to the dealer as is often reported by poor souls who have been misled by unscrupulous or incompetent mechanics.

naturist · **Posted:** Tue Nov 29, 2011 10:38 pm

geordi wrote:

I haven't had one yet last that long.

Gee, geordi, mine has 140,000 miles on it, and runs like a champ, even after the adventure last August where the high pressure oil line spewed on the interstate with a 5,000 lb travel trailer in tow. New oil line, and a lot of soap and water to scrape off the oily spray everywhere, and it runs like a train.

So, given the $2,000+ cost of a replacement turbo, I'm not inclined to jump all over "routine" or "preventative" replacement.

GreenDieselEngineering · **Joined:** Sun Jun 07, 2009 5:10 pm **Posts:** 1111

Glend wrote:

Why is it that turbo failure seems to be such an issue in the USA, where the VM engine was only sold in the KJ for a couple of years, when down here in Australia and other international markets (with KJ CRDs from 2002 -2007 in both 2.5L and 2.8L configurations) there don't seem be any major issues with turbo reliability. The turbo in the later models is the same variable vane Garrett the only differences I can see is that ours are right hand drive.

Glen,

The North American CRDs are running very close to the surge limit due to the stiffer emission standards. This ends up causing much higher stresses on the rotating assembly and reduced life expectancy of the stock turbo. The Euro standards are better aligned with engine life and balanced tailpipe emissions...at least they were pre-2008. One of the many benefits of being Australian :lol:

dirtmover · **Posted:** Wed Nov 30, 2011 8:52 am

Nice! something else to worry about failing prematurely :roll:

. Does your tune address this?

I don't really care too much about emissions as I doubt if the inspector can see the difference when he visually inspects what comes out my tailpipe.

Joe Romas · **Posted:** Wed Nov 30, 2011 9:57 am

Glend wrote:

Why is it that turbo failure seems to be such an issue in the USA, where the VM engine was only sold in the KJ for a couple of years, when down here in Australia and other international markets (with KJ CRDs from 2002 -2007 in both 2.5L and 2.8L configurations) there don't seem be any major issues with turbo reliability. The turbo in the later models is the same variable vane Garrett the only differences I can see is that ours are right hand drive.

What weight oil do you use?

GreenDieselEngineering · **Joined:** Sun Jun 07, 2009 5:10 pm **Posts:** 1111

dirtmover wrote:

Nice! something else to worry about failing prematurely :roll:

. Does your tune address this?

I don't really care too much about emissions as I doubt if the inspector can see the difference when he visually inspects what comes out my tailpipe.

Our tunes shift the operating region on the compressor map further away from the surge limit to help minimize the stresses on the turbo. We also optimize the drive pressure on the turbine side through changes in injection timing, boost set point and a more optimized vane position. All this works to help turbo life in part load driving.

racertracer · **Posted:** Wed Nov 30, 2011 1:38 pm

There you go.......... If you haven't already, then you need to invest in the Tune.

B99 · **Posted:** Wed Nov 30, 2011 6:46 pm

Im saving up my dimes and nickles for the GDE tune.

mtnyeti97 · **Posted:** Wed Nov 30, 2011 8:58 pm

The GDE tune was the best thing I have done for my CRD. I hope my turbo lasts a long time because of it too.

geordi · **Posted:** Thu Dec 01, 2011 1:16 am

The only legit turbo failure that I can say was the turbo ONLY as the cause and failure point... Happened while running the GDE eco-tune. I do NOT blame the tune at all, this turbo had 60k miles of stock operation and unknown treatment before I got it. It may have already been worn. I got 30k out of it before the bearing wore to the point of allowing housing contact.

I have since rebuilt it, but have not installed it yet. The turbo I am currently running on has had a defect in operation from day 1, and it was bought brand-new from Chrysler with this problem. I credit the Eco-tune with protecting this buggy turbo, in spite of the problem it has.

Go with GDE, your CRD will thank you for it.

Turbo service schedule

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