A couple more thoughts -

1) It may have been mentioned already - Is the so called fix in the CSN simply designed to be just adequate enough to get most customers through their warranty period before future torque converter failures start reoccurring?

2) I wonder if the new torque/power specifications (resulting from the CSN fix) are similiar to the overseas pre 2005 Cherokee variants with the smaller 2.5L VM Motori diesel?

This is what it says in the CSN:

"DaimlerChrysler will repair your vehicle free of charge (parts and labor). To do this, your dealer will replace the torque converter and reprogram the engine and transmission control modules. The repair involves a small reduction in engine torque to enhance torque converter and transmission durability. The work will take about 5½ hours to complete. If testing indicates the transmission has been damaged, another hour will be required. However, additional time may be necessary depending on how dealer appointments are scheduled and processed."

Based on that statement, it appears that they will be replacing all torque converters.

I wonder if the EURO KJs with Automatics are having this same problem?

Funny thing is that this same tranny works fine as far as I know on the V8s it is mated up with ( they make thier highest torque at a higher RPM than 1800 ). I think the problem is the low RPM that we make torque at that causes the problem. The tranny pump must not be getting enough "pressure" at this lower rpm to handle the 295# of torque. I would rather find an alternative TC and TP to fix the problem instead of detuning my KJ. It might take a TransGo shift kit and a aftermarket TC with the correct stall speed and capacity to do the trick.

_________________
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

I saw that, but after talking to my dealer and them looking up the repair procedures in STAR, they said STAR instructs them to first do the ECM and BCM flashes. Then STAR tells them, via the sequence of repair steps, whether or not the TQ will need to be replaced or not on each individual CRD.

Sounds more like the campaign calls for flashing all the CRDs and only doing the TQ replacement based on the dealers assessment of each TQ and Transmission, regardless of what the notice states.

Was wondering if anyone else heard something similar to this from their dealership. My dealer is usually pretty cooperative about doing TSBs and recalls.

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'05 CRD, Midnight Blue. Every option. Nice ride, idles like a garbage truck

I am at a loss as what to do about this recall. I have an early (2/05 build) crd, but have had no tranny issues. I have had an occasional shudder on acceleration at 55-60mph, but it is very rare and often I do not notice whether it is the tranny, or rumble on the road.

If the later '05s and '06s are not subject to the recall do they have the updated tc? If so, are the new units more "rugged" and/or have their torgue curves been reduced? If the torgque was changed why is it that no one has complained about this before? If this is not the case, why can't my '05 be fixed with a new tc that does not need the torque lowered? Can anyone answer these questions (without shouting?)

There are many "angry" people here who are sure the fix is part of a "conspiracy theory" by DCX to screw the customer and others who see the fix as a way of getting ahead of the problem by preventing a "real" recall. In addition, there are many here like me who can't figure out the best course of action as the very few times the Jeep has been in for repair the particular problem was fixed. In fact, in my case, except for the EGR at 10k I have had no other "repair" beyond normal maint and the ball joint/f31 fix. Should I be proactive on the tranny (I now have 37k miles), or "if it aint broke, etc"

I am not a "gear head" and do not live and breathe cars, or diesels. I bought the CRD simply because I need a 4wd vehicle and put a lot of miles (20-22k/yr) on my car. The CRD was the only logical choice for my needs as it gets better than reasonable mpg for a vehicle that can haul more than a grocery bag and so far has been rugged when I take it off road (no rock climibing) for both work and play. I had a '78 diesel rabbit that gave me great service, but the VW diesels are too small and cannot go off pavement and would not work at present for me.

So, to get back to the main point, what do I do?

I am at a loss as what to do about this recall. I have an early (2/05 build) crd, but have had no tranny issues. I have had an occasional shudder on acceleration at 55-60mph, but it is very rare and often I do not notice whether it is the tranny, or rumble on the road.

If the later '05s and '06s are not subject to the recall do they have the updated tc? If so, are the new units more "rugged" and/or have their torgue curves been reduced? If the torgque was changed why is it that no one has complained about this before? If this is not the case, why can't my '05 be fixed with a new tc that does not need the torque lowered? Can anyone answer these questions (without shouting?)

There are many "angry" people here who are sure the fix is part of a "conspiracy theory" by DCX to screw the customer and others who see the fix as a way of getting ahead of the problem by preventing a "real" recall. In addition, there are many here like me who can't figure out the best course of action as the very few times the Jeep has been in for repair the particular problem was fixed. In fact, in my case, except for the EGR at 10k I have had no other "repair" beyond normal maint and the ball joint/f31 fix. Should I be proactive on the tranny (I now have 37k miles), or "if it aint broke, etc"

I am not a "gear head" and do not live and breathe cars, or diesels. I bought the CRD simply because I need a 4wd vehicle and put a lot of miles (20-22k/yr) on my car. The CRD was the only logical choice for my needs as it gets better than reasonable mpg for a vehicle that can haul more than a grocery bag and so far has been rugged when I take it off road (no rock climibing) for both work and play. I had a '78 diesel rabbit that gave me great service, but the VW diesels are too small and cannot go off pavement and would not work at present for me.

So, to get back to the main point, what do I do?

I am at a loss as what to do about this recall. I have an early (2/05 build) crd, but have had no tranny issues. I have had an occasional shudder on acceleration at 55-60mph, but it is very rare and often I do not notice whether it is the tranny, or rumble on the road.

If the later '05s and '06s are not subject to the recall do they have the updated tc? If so, are the new units more "rugged" and/or have their torgue curves been reduced? If the torgque was changed why is it that no one has complained about this before? If this is not the case, why can't my '05 be fixed with a new tc that does not need the torque lowered? Can anyone answer these questions (without shouting?)

There are many "angry" people here who are sure the fix is part of a "conspiracy theory" by DCX to screw the customer and others who see the fix as a way of getting ahead of the problem by preventing a "real" recall. In addition, there are many here like me who can't figure out the best course of action as the very few times the Jeep has been in for repair the particular problem was fixed. In fact, in my case, except for the EGR at 10k I have had no other "repair" beyond normal maint and the ball joint/f31 fix. Should I be proactive on the tranny (I now have 37k miles), or "if it aint broke, etc"

I am not a "gear head" and do not live and breathe cars, or diesels. I bought the CRD simply because I need a 4wd vehicle and put a lot of miles (20-22k/yr) on my car. The CRD was the only logical choice for my needs as it gets better than reasonable mpg for a vehicle that can haul more than a grocery bag and so far has been rugged when I take it off road (no rock climibing) for both work and play. I had a '78 diesel rabbit that gave me great service, but the VW diesels are too small and cannot go off pavement and would not work at present for me.

So, to get back to the main point, what do I do?

I am curious, by calling this a customer satisfaction notice instead of a recall, does that limit DCX in how long they have to warrant the fix. I was under the impression, if it was a recall they had to warrant the parts and labor for the lifetime of the vehicle. I may be wrong, but that was the thought in my head.

_________________
96 XJ
Stock for Now

I am curious, by calling this a customer satisfaction notice instead of a recall, does that limit DCX in how long they have to warrant the fix. I was under the impression, if it was a recall they had to warrant the parts and labor for the lifetime of the vehicle. I may be wrong, but that was the thought in my head.

_________________
96 XJ
Stock for Now

I'll let everyone know as I'm scheduled to go "under the knife" this coming Thursday for this work per the "recall" or whatever it's called. They already have a Torque Converter waiting installation so we shall see...

I can't afford to lemon/trade/resell or anything else, so if they have to "de-tune" it to make it last, I'll have to deal with it. I'm just running out of time for all this stuff...

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'05 CRD Sport born on 06/20/05, bought on 9/23/05, L.O.S.T. on 9/27/05 - modding ever since:

Daystar 2.0" Lift, P255/70R16 Revos, Boulder Bars, Reese Front Hitch w/9k Hooks, Poison Spyder Rock Ring, MOPAR Skids/Bug Shield/Roof Rails/Mats, WARN Hitch Shackle(Rear), 10k Hitch Hook(Front), Custom Tilt/Slope Meter, Ammo Box Mod, Rotella T 5W-40.

I think you are right, they will be replacing all TC's with this recall. I don't think they would put heavier duty TC in, b ecause it is not really need in my opinion. We have not had any tranny problems with our CRD tranny, most likely because of early completion (1,300 miles) of the tranny TSB about the filters and making sure it was refilled with proper amount of tranny fluid and not what FSM incorrectly states. Also we have not done a lot of heavy WOT runs or towed heavy trailers durring this problem period prior to tranny TSB being done for the filters.

One would think that the only reduction in torque would be done just momentarly at shift points at high throttle loading to prevent damage to tranny as a lot of the newer trannys do in other mfg's cars and trucks. Some of the manual shift capable automatic have this feature to prevent damage to engine or tranny as does the 42RLE and W5A580 in the Dodge LS series cars along with same being done an the MB line.

We currently have a similiar programming in the CRD that causes the throttle not to open full when doing a standing start, this is done due to keep within the EPA constrints. This effect is even noticable in gas car and trucks, some engines more then others. If you just give the CRD throttle about 1/3 to 1/2 throttle max and as speed get near ypour throttle imput setting you shove the pettal to the floor you will not have the lag that so many mistakenly call turbo lag. My wife is excellent at doing this after driving modern diesels for 6 years on a regular basis, myself not having driven a modern diesel on regular basis in about 4 years I often forget how the throttle works and have about got myself in trouble more then once. My wife can easly out run my Magnum from a standing start for about 1/8th mile or more. When I follow her in town it is all I can do to keep up with her and she is not hot doging the CRD, she just knows how to work the throttle. Her VW TDI automatic was as bad or worse about the lag if heavy throttle was used at take off then the CRD, so I don't really see the problem being a CRD thing. To me it is a EPA thing we all have to live with for better quality air, or at least that is what I am told.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

I would wait since you are only a little over half way through the warranty anyway. I want to hear some reports about driveability, MPG, and whether this even fixes the problem for those who have it.

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Matt B.

05 Limited CRD. Bought it new. 112k on the clock now.

GDE Eco-tune, rear differential drain plug (drilled and tapped the pumpkin), transmission pan drain plug, Fumoto oil valve, fuel filler neck restriction removed, front hitch, Hayden fan clutch, Sears P1 battery since 08, Mobil 1 5w40, 5 volt glow plugs, DIY timing belt at 109k

OldNavy - Ok, so you think that the current torque converter might be adequate for this application and therefore there is no need to replace it with one that is more robust. Perhaps you are right. I don't know. But let me ask you this - Do you plan on having this CSN work done to your CRD?

I know for one I wouldn't mind them replacing the torque converter, but I draw the line when it comes to reprogramming the ECM and TCM. I'm inclined to ignore this CSN and tell my dealer not to ever apply it to my vehicle. I'll probably be buying an extended warranty. If the TC goes during warranty coverage then I will just have them replace it. Then again do you think DCX will then refuse to do the work under warranty because they issued a CSN and can say it's now my responsibility because I didn't have the CSN work done?

I checked Jeep's website and my vehicle is listed as needing this. I called the dealer and they said they were unaware of F37. I guess I'll just wait to get my letter and give my dealer time to get their s#$t together.

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2006 Liberty Limited CRD Bright Silver Metallic (NOW SOLD)
All Recalls Performed
100k extended warranty
Fumoto Oil Drain Valves (Oil Pan & Transfer Case)
V6 Airbox Mod
New Driveshaft, New EGR
2003 Wrangler Sport 4.0L, Bright Blue
2007 Wrangler Sahara Unlimited 4 Door, Red Rock Crystal Pearl WOW!!!

Once I heard of this recall/update I called the dealer and he said that my Vin# was involved. I dropperd it off this morning and told him that I had received all the updates and was not having any issues, shutter, delay engagement, Mil and limp mode. I mentioned didn't know if I really wanted them to do anything other than fix my windshield washer. He said its a recall and that if anything occured later it may become an issue. They just called and said that they are going to replace the torque converter with an upgraded model. He said that they were not going to have to do anything to the tranny as the converter did not let loose. The TQ is available and will be installed tomorrow and I should be back on the road within the next 2 days. I'm greatful that I have a proactive dealer in regards that they confirmed availablity of parts prior to the disassembely and keeps me informed of what is going on.

Take pictures and post them here, so we can see what "upgraded" means.

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Thanks,
Ken Jennings
2006 KJ Limited 4x4 CRD, Option Pkg G, Lt. Khaki, Built 1 Feb 2006
Tow Package for myself, EVIC TPM
Side Curtain Airbags for my daughter
http://www.kenjennings.cc/crd/dieselexp.html

I'm still most concerned about the redesigned "front transmission pump" and if we don't get it, the existing one will just come apart and cause this mess all over again.

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'05 CRD Sport born on 06/20/05, bought on 9/23/05, L.O.S.T. on 9/27/05 - modding ever since:

Daystar 2.0" Lift, P255/70R16 Revos, Boulder Bars, Reese Front Hitch w/9k Hooks, Poison Spyder Rock Ring, MOPAR Skids/Bug Shield/Roof Rails/Mats, WARN Hitch Shackle(Rear), 10k Hitch Hook(Front), Custom Tilt/Slope Meter, Ammo Box Mod, Rotella T 5W-40.

Well, mine was built on 3/15/06 and is not listed for this recall. It also has never had any flash (to my knowledge), including 18-023-06 and F31, and does not have any apparent tranny problem, yet.

I’m really curious as to what makes mine different & wonder if it was already detuned from the factory. Several have described the changes in power & shifting experienced as a result of F31. I’ll be paying close attention on my next drive, although I do know mine shifts at 2300-2400 rpm when accelerating moderately from a dead stop (1800- 1900 rpm when accelerating very lightly). This doesn’t seem to match the ~3000 mentioned.

I would think that DC would specify a decrease limited to high-throttle shift points if that was the case, since it would be more palatable than the open statement given in the announcement. But, maybe that just would go to admitting too much of the problem and to instilling even further doubt. Maybe admitting less is still better from their perspective.

If mine were included in this recall, I wouldn’t accept it. Hopefully some of us could get DC to implement a real fix; one which preserved the advertised capability of the vehicle. If not, then I would see about getting it fixed independently. Does anyone know of an aftermarket torque converter that may help remedy this problem? If my tranny looks ok when I service it, then I may go ahead and install an aftermarket TC. If it doesn’t look ok, I’ll just hope it goes before the warranty. But, maybe there isn’t a TC that would compensate for the fundamental problem. I don’t know. Anyway, I’m happy that my tranny seems to be ok now, I’m worried it may deterioate & that I may already not have the power I expected, and I’m angry at DC for feeling this way.

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2006 Jeep Liberty Limited CRD w/275000 miles

I checked one of my sources today and I am told by him that yes they will reduce the torque output by about 5% to 7% at most. The source was that I would probably see a small increase in MPG's and that is what has helped me decide on having the TCM & ECM reflashed. It does seem that we will not be getting an stronger TQ, the part # is a recall part # and and only used for tracking purposes. The CRD's not effected are all built after Jan '06 and have exactly the same TC as the '05 and early '06 models of FSN37. I say again the TC according to source will be same TC and not upgraded. He also stated that the average cusomer should not be able to tell any difference towing ability and that the only thing we should see is smoother shifting and more responsive engine.

The guy says the only reason we (all CRD's with the auto tranny including export) will get a new TC is the units were most likey damaged by improper TC filter w/o anti flowback filters and that there may have been more of those put into the tranny then they could track. This cut off date of Jan '06 build date will include some vehicles that didn't get the improper filter and even vehicles like mine that were caught early and had the bad filter replaced. I was told the likely hood that I would ever have a tranny problem was slim as I replaced the filter very early, but the guy said it still could possibly have a early failure causing the whole tranny to be replaced. They are hoping to eliminate this from happening, as it would save them big dollars.

When I asked about the LBJ's and what was the deal there, his said Jeep got boned by suppliers twice and has went back to Moog for their BJ's. What happend was they thought they could save a some money (bean counters) with a new bid and left Moog when they started up the Liberty line. The first supplier built the BJ's per Jeep spec's for just a short period then the supplier deviated from spec's, it was finally nosticed by Jeep and they did recalls and had new low bid (bean counters again) supplier build the BJ's and they also did the same thing as first supplier. Jeep again did a recall after finding the problem and this third time went back to Moog for the supplier of the BJ's for the Liberty.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

Ok, so what about my CRD, was built 5-11-06, shifts funky at 35, shudders at 50-70, and is completely up to date on everything, tranny fluid has never been low, and I dont drive it like a race car either. I guess I should just be glad I got the extended warranty?

Oh and this stuff didnt start till around 15K miles

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It may be that your only purpose in life is to serve as a warning to others.

06 CRD Sport
Built 5/11/06
Jeep Green
Rocklizard diff cover
V6 Airbox