I hope the "limited durabilty fleet" isn't our 11,500 or so Liberty CRD's...

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2005 Liberty CRD Limited
Light Khaki

Sorry to disappoint...Bosch is one of the forerunners in diesel common rail technology, if not the forerunner in it. New VM engine has all Bosch fuel injection components & ECU. Cummins diesels use the same CP3 pump (minus low side suction pump) as the KJ as well as similar injectors. Duramax uses a similar EDC16 and all bosch components. The new Volkswagen CRD's are using Bosch components. No way to avoid them...

As to "limited durability fleet," the vehicles still out there now are to keep updated and to use for validation of issues that come up. When the KJ program for the states was in development a year or so before release, there was quite the durability fleet running. It's now been phased into KA, JK, KK, and RT vehicles for durability since the KJ program is "dead" and being replaced with the aforementioned.

MrMopar64 Tell my why DC has put CRAPPY TC'S and WEAK Trannys in our CRD and then DETUNE them ! I paid for 295 fptq. and 160hp,not less so tell me why the so called fix is just to detune the motor????

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Got Diesel

Thanks a lot for the offer but I'm out in Denver. We just got hit with 3 feet of snow in the last 24 hours and i'm pretty sure my jeep isnt going to get looked at untill next week. I tried calling the dealership and no one answered. I will let you know what they say...

How could low oil possibly void my warranty if its 1900 miles shy of suggested oil change? That makes absolutely no sense, so you're saying they can sell you a 'certified' used vehicle with 330 miles and an $1100 extended warranty and then say its my fualt for engine failure due to low oil? I'm just anxious to here what went wrong and what they are going to do to fix it.

And about the chip, I took it out and left no physical traces, what are the chances that 1) the chip caused the failure or 2) that the dealership could find the ghosts of the chip in the ECU?

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Black '06 CRD: 2.5" OME lift, Aero Turbine Exhaust, Warn m8000 on custom bumper. NEW Falken Ziex S/TZ04 245/75/16's Scored a smokin' deal @ http://www.tirezoneusa.com

OD '48 Willys CJ2a: fresh motor, new wiring harness, stainless exhaust, bestop, 34" TSLs and about 200 hours into the thing, possibly FOR SALE

I was informed by my diesel tech that the DRB II or StarScan can find if the ECU had a chip prior to being removed. Let's hope they don't look too closely.

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2005 Black CRD Limited w/105,000 miles
Mann Provent 200, Airbox Mod, ORM Mod
New 545RFE, TC & Redesigned pump @ 25,020 miles
New EGR Flow Control Valve @ 25,020 miles
New Transfer Case input/output seals @ 32,787 miles
SEGR Kit @ 52,000 miles
SunCoast TC and Transgo Shift Kit @ 52,000 miles

Unless it can tell when the chip was used, I could just claim ignorance and say it must have been the 1st owner

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Black '06 CRD: 2.5" OME lift, Aero Turbine Exhaust, Warn m8000 on custom bumper. NEW Falken Ziex S/TZ04 245/75/16's Scored a smokin' deal @ http://www.tirezoneusa.com

OD '48 Willys CJ2a: fresh motor, new wiring harness, stainless exhaust, bestop, 34" TSLs and about 200 hours into the thing, possibly FOR SALE

For the Cummins applications they'll be able to because they actually reprogram the ECU, and everytime it gets flashed it records when.

However, the modules for the KJ are all external - they simply interpret the signals going to the ECU and "trick it" into thinking that things are different (i.e. a voltage bridge circuit lowers the voltage from the rail pressure sensor to the ECU, thus it thinks that rail pressure is lower than it actually is, and so it then raises the rail to where it thinks that it should be). These boxes won't be detected by a StarScan or DRB because as far as the ECU is concerned, it still thinks that it's operating the way it was told to.

What? You have a Jeep. It should be one of the few safely operable vehicles on the road
I'd be concerned that nobody answers the phone at a Jeep dealer after a storm. It may indicate not enough people working there own Jeeps.

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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

MrMopar64, Are you going to Answer my question???? I like to hear your reply please.

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Got Diesel

There is one Cummins downloader that in undectable.

There are a lot of "external boxes" too.

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HERS:'16 WK2 Limited EcoDiesel - GDE hot
HIS: '06 Liberty CRD - EHM , GDE eco, Brite Box, Stanadyne FM100, Cummins lift pump, OME lift
'06 Dodge/Cummins - Play truck; a couple of fans, a proper cam shaft, and man handled electrons by EFILive 500/900
'01 Dodge/Cummins - Work truck; Lots of mods

Sorry, I've been tied up with school as we're getting ready to leave for Christmas break.

From the standpoint of the engine software, it's remained unchanged in terms of torque delivery. Our group responsible for engine calibration has been screaming for a while now for parts that can hold up. The 545RFE is being used for 07MY JK's with the Panther engine, and only recently has work been done to work on making it handle the same torque output as the W5A580 that is being used in KA and KK. Unfortunately, the low volume of these applications currently in comparasion to the volume of other applications means that we suffer from a lack of resources - we're the back burner that gets roughed out "good enough for the 90th percentile" vs. other applications that receive lots of time and dedication. Things are definitely in better shape for the future, but this is a dead program now for all intensive purposes.

However, I suppose in terms of "detuning the engine," the software is calibrated to the limits of the transmission currently. The engine itself can make up to 430-460 N-m of torque with no problems.

Why DCX does the things they do is beyond me, as I personally feel that much more attention needs to be devoted to these fledgling applications if they ever want to see them get off the ground.

As expected and nice to know. With the correct transmission/TC setup we could have a monster on our hands.

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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

OK, did I miss something? Do you think you ran this low on oil? I hope you read some of the previous threads concerning oil consumption. DC's standard is 1qt/1000 miles as acceptable consumption. With mine, I have seen worse at times and almost none since I found a way to keep my air filter dry. If it's using large amounts of oil, I will guarantee that you will find it in your intercooler & CAC hoses. You need to find your snowshovel, a 5/16 nutdriver and check your CAC hoses before you turn this into the dealer and square-off with DC over a voided warranty. This is a know problem, I wouldn't back down from this fight.

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2005 Liberty Sport CRD, Lt Khaki, sunroof

Thankful to now be an EX-CRD owner.

460 newton meters is about 340 foot pounds unless I screwed the math up. Somebody double check me if you get a chance.

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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

Yep, 460 N*m is 339.28 ft*lb; 430 N*m is 317.15 ft*lb.

Mr. Mopar, is the engine's power similarly "detuned"? I know power ~ torque × rpm, but I suspect DC hasn't bumped up the RPMs to make up for the L.O.S.T. torque. Is the relation to power loss linear like the equation?

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~James
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Black '05 CRD Sport
L.O.S.T. # 068768
Rock Lizard Skink Sliders, Skid Row tranny skid, Wet Okole seat covers, Black Widow roof basket, front tow hooks, cargo/pet partition, all Amsoil

or maybe they ALL own Jeeps ... wink wink ...


let us know how the dealership warranty turns out ... wishing you a merry Xmas ...

A low oil level has NOTHING to do with getting you oil changed, or the oil change interval.

If the engine is running perfectly, I can gurantee you will have to add oil somewhere in the 10,000 km interval between oil changes.

If it does get low enought to cause an engine failure, they can find you guilty of neglect. I'm sure checking your oil level is in the manual somewhere, I never checked that part as it is very much so common sense to check your oil level and ensure there is an adequate amount of oil in your engine at all times.

An engine that is down 2, even 3 quarts may foam the oil at full rev and that can cause big problems.

Never had to add oil in my '83 MB 240D (2.4L diesel) or any of my VW TDI's that have done 10,000 mile oil changes. Only the MB with 150,000+ miles would use about a 1/2 quart in 10,000 miles, the CRD has not used a measureable amount when I checked the oil filter the other day and it was at about 5,300 miles. However I check it regular as you can never tell when something could happen, like a oil filter start leaking or some such thing. I imagine the reason I do not have a large enough oil loses to need to add oil is that the CRD, or my other diesels for that matter, were not driven hard or used to tow.

I just changed the oil filter the other day on the CRD (5,000 mile point) and will be doing 10,000 miles on this oil change I hope. I will pull a oil sample for testing in about a week to send in for testing before going past the 6500 mile mark.

My Gasser Dodge has a max recommended 6500 mile oil change mark and the oil test on the oil at 4000 miles was almost like new and oked for another 4,000 miles by the test. However due to warranty constraints, I just change before 6500 miles is reached. I checked it the other day and at 5300 on the oil change and it was dead on the full mark, I will be changing it in about a week or two.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

The 460 N*m quote is what the engine would be capable of in the best case situation. For the 545RFE applications, the engine is calibrated to deliver the advertised 295 ft-lb. Horsepower still equals torque*rpm/5252, just won't see the cross. Engine speed is calibrated at max safe levels for operation. Shift points are doing by the trans cal group who, as you could've guessed, work mostly with gas applications...

my CRD went thru a quart every 300 miles when filled to the full mark on the dipstick, when I pointed out to the dealer the engine takes 6.4 quarts instead of the 8 they had been using during the oil changes/oil consumption test they started it just stopped dead.
I took it in for an oil change two weeks ago, I had done just over 7,000 miles on the previous change and the oil was on the exact same spot as when it was filled with 6.4 qts. (I got so tired of visiting the dealer twice or more a month, I simply couldn't be bothered to get the %k oil change I usually do or even get some warranty work on a power window or a fogging fog light)

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2005 Liberty CRD Limited
Light Khaki