oldnavy wrote:
T^2 wrote:
From a marketing and advertising point of view - 295 to 274 lb-ft and 160 h.p. to 148.8 hp, isn't as "small" of a reduction as the CSN claims. In fact from a marketing and advertising point of view, this reduction is pretty significant.
Again, consumers bought vehicles that were suppose to produce 295 lb-ft of torque @ 1800 rpm, not 274 lb-ft. So, you’re not getting what you paid for if you accept this fix.
This problem wouldn't have occurred if in the first place DCX had done due diligence in the design or wasn't trying to be cheap and cut corners. Now they want to get away with being cheap again. It appears that they've come up with the very least (read cheapest) they can do to make this problem go away. In the process they are asking their customers to accept something less than what they paid for so that they don’t have to bare the full cost of fixing their mistakes and resulting false advertising. In effect they’re asking you to not mind while they bend you over.
No offense but it sound like some are so desperate to have a nagging problem (shudder problems etc.) resolved - one that's been driving them crazy - that they're willing to accept being bent over if that's what it takes to get the problem resolved. Sorry I can't join you on this one. I still say that if you paid for 295 lb-ft of torque, then 295 lb-ft of torque is what you should get.
Personally I think you are wrong here with your idea about the small amount of power loss and increase in mpg's and how most will feel about this change.
I bet 95% of the current owners here would have bought the CRD if they were told it was 150 hp and 275 lbs of torque, and still have a 5000 lb tow rating. I would have, I was actually leary about the duribility because of the high torque figures stock. remember I bought for MPG's not towing ability as probably most did or at least to tow no more then 2500 lb boat or pop-up camper. Remeber this same engine and tranny is rated about 1500 lbs more for towing in Europe, even with US spec vehicle. Why? Different hitch system is used in Europe fro the US model.
I might agree that this decrease in power might not have a huge impact on the towing/performance ability of the vehicle, but I still say that it's definitely significant from a marketing and advertising perspective. Horse Power and Torque numbers are huge selling points. Automotive periodicals make big hay in their reviews about differences of this magnitude. As an example, I've been reading reviews of midsized sedans lately. Take the Ford Fusion's rating of 221 h.p.. According to the reviews the Ford is anywhere from a dog to barely acceptable in terms of power. Now take the Honda Accord with 244 h.p., reviews of it don't leave you with the "it's a dog" impression. I've driven both cars. What does my seat of the pants dyno tell me about the difference in power? It was noticeable, but not huge, and the Ford engine was still plenty adequate. But, you wouldn't have got that impression from the reviews.
And what about the supposed increase in M.P.G.. First, the proof is in the pudding. I'll believe that when I see it. Even if it does materialize - what is it going to amount to? 1 to 2 M.P.G. increase in savings? I for one would gladly trade - any day - a savings of 1 to 2 M.P.G. for and extra 20 lb-ft of torque and 12 h.p. If they want me to trade a significant reduction in torque – and be happy about it - then it better be for a significant increase in M.P.G.
I'm not going to help mitigate this for DCX by making guesses as to why people did or did not buy this vehicle. I suspect that some, like you, did buy solely for the fuel mileage. But just because that was your reasoning doesn't mean that it’s natural to assume that it was everybody else’s.
I will say this, I do believe that had the number been 274 lb-ft instead of what it was advertised to be - then I think it definitely would have had more of an impact on peoples choice between going with the gas 3.7L (274 is getting a lot closer the 235 lb-ft of the gasser) and paying a premium for (and taking risk on) a 2.8L diesel. The 3.7L is still rated for 5000 lbs of towing capacity, just like the diesel. Taking that into account, and the fact that you have to drive a crap load of miles (do the math) to reap the benefits (make up the difference in premium paid) of the additional fuel saving of the diesel, and I think it's quite possible that this change in a performance specification might have had a significant impact on consumers buying decisions. I know it would have affected mine.
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I felt the shutter, bumps, rough shift and so on and I feel all along it is fuel problem. If a diesel engine would jerk and bang at high torque, it will break something. 
The first thing in line in the drivetrain is the torgue convertor. I'm not saying the CRD torgue converter is the greatest, but we want the after effect fixed and not the cause. I found for some reason I end up with air in CRD fuel system. When I bleed the air out the shuttering stops. I expected an air leak and thought I found it but it keep doing it. I put on an inline filter so I can see the fuel running through a sight glass. Yes I see air but not the reason why. One owner on this forum had his sending pickup unit replaced and still experiancing the same problem.
I would have a complete refill and would get to put the good stuff in the tranny.