Im looking into the battery can't find anyone in the uk selling the sears P1 ive my local parts shop looking into that for me plus he's asked me to pop in monday evening he's organising for me to try a new more powerful battery i think its a truck one see how that goes fingers crossed, part of me wondering weather it could be the starter motor it self drawin to my volts and thats why it dropping to 9 - 9.5 volt on crank ,

I agree with you there i havn't been to impressed with it as ive just quoted ive a more powerful battery to try from my local parts dealer on monday i still wondering in my mind if its the starter motor causing this

Ive tried that powerful battery it definitely turned over quicker still took 5-6 cranks which is quicker than normal saying it was 5C - 32F outside, im having the glow plugs taken out thursday and the new 5v one put in to see if that makes any difference, as it releasing a couple of volts that may aid cranking

Hello, new to forum. Just bought 2005 Liberty CRD with only 38K on it. I thought glow plugs seemed weak also. Took 5 - 6 seconds to start with black smoke puff at 32F. Wife used it last week and thought it took to long to start with black puff of exhaust. No CEL showing. I don't know if I have original ceramic GP's or the revised steel ones from Bosch. I found that cycling the the glow plugs twice does seem to help. I will plug it in when it is cold at home but on the road it is hard to do after sitting for hours.

Howdy Joe Welcome to LOST

the Noob guide has a lot of good information
http://www.lostjeeps.com/forum/phpBB3/viewtopic.php?p=604519#p604519

odds are you have the original GP's - if you also have the original Red Top - you might want to have the battery stress tested.

_________________
2005 CRD
stuff
Skeptic quod gratis asseritur, gratis negatur

Hi Joe welcome there's a quick way to check if youv'e got 7v or 5v plugs in, is to check the bosch glow plug relay module which is located under the hood passenger side in front of the battery on the wheel arch , Part numbers in the UK are and i thick there the same in the US is 7v = 56044671AA (AB-AC been the latest) the 5V = 68090431AA you can also do a resistance check using the same module, pull the module apart the part with all the wires connected to it is the female side there's 4 holes in a row each one per plug , so with a multi meter set it to check resistance place the black negative pointer to the negative on the battery and red pointer into each of the 4 holes a healthy plug should show a reading of around 0.6 a high reading of around 1.5 im told is bad, hope this may help for a quick check

I am having the opposite problem of all you folks, and would love any suggestions. 2006 CRD liberty, using a kennedy lift pump. Just replaced fuel filter. On a cold start, she starts fine and idles smoothly. If shut down and immediately restarted, no problems. If warmed up and then shut down for about 10 minutes, it will not start. Crank forever, sounds like it wants to but will not start. If/when it finally kicks over, it runs very rough and smokes like crazy.
Have not checked codes yet. Any ideas appreciated.
thanks,
pablo

The only thing i can think it could be is the COV valve which is part of the high pressure pump or the fuel quantity solenoid, ive added a segment from jeeps service manual to explain a bit about it

OPERATION...
Cascade Overflow Valve Instead of using an electric
supply pump, this fuel system uses a gear supply
pump located inside the rear of the high pressure
pump. The pump is driven by an eccentric on the end
of the high pressure pump shaft. The gear pump
draws fuel from the fuel tank through the fuel filter.
The pressurized outlet side of the gear pump provides
pressurized fuel to a branched circuit internal
to the high pressure pump flange, which supples
both the fuel quantity solenoid and the cascade overflow
valve. Because the gear pump increases fuel
flow and pressure as the engine rpm increases, the
pressure is regulated by the cascade overflow valve.
The cascade overflow valve and gear supply pump
are not serviced independently of the high pressure
pump.
The cascade overflow valve has two functions:
² Regulation of lubrication fuel to the internal
moving parts of the high pressure pump
² Regulation of the fuel pressure being supplied to
the fuel quantity solenoid
The cascade valve has a machined center piece
that has three drillings. One for overflow, one for
lubrication and one for supply. The valve works in
three stages based on the pressure entering the inlet
of the valve.

STAGE 1... When the fuel pressure entering the tip of
the cascade valve is between 0 and 3 bar (44 psi), the
spring force is not overcome and fuel only flows
through the center drilling. This drilling always
allows fuel flow through to the pump center ring and
lubricates the pump bushings and internal moving
parts. This circuit also allows air to bleed during initial
cranking and returns the air to the fuel tank.
The cascade valve is only in stage one during cranking.

STAGE 2... When the fuel entering the cascade valve
exceeds 3 bar (44 psi), but is less than 5 bar (73 psi),
the center piece of the valve moves against the
spring force aligning another passage for lubrication
purposes. Stage 2 can be reached during cranking
and initial start up.

STAGE 3... When fuel pressure exceeds 5 bar (73 psi),
the center of the valve aligns with the overflow passage.
This stage relieves the pressure into an overflow
circuit that sends the fuel back to the inlet side
of the gear pump which limits maximum fuel pressure
to 5 bar (73 psi). Lubrication fuel also continues
to flow though the other ports during this stage.
Excess is sent back to the fuel tank through the
return circuit.
High Pressure Pumping Plungers The fuel quantity
solenoid supples three high pressure pumping
chambers. The pumping chambers have one way
inlet valves that allow fuel to flow into the chambers.
The valves then close during compression of the fuel
and cause the high pressure fuel to overcome a ball
and angled seat outlet valve.
All three pumping chambers are tied together in
one circuit internal to the pump and provide high
pressure fuel up to 1600 bar (23,000 psi) through a
steel line, to the fuel rail.
The pump is driven at 1 :1 engine speed and is not
responsible for injection timing. The pump is only
responsible for providing high pressure fuel while

You need to check the codes first. However, I'd bet money that you have a P0093. Make sure that you have a check valve between the lift pump and IP. Supposedly, the OE filter head has one built in, If so, it doesn't work very well.

_________________
Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

Then kennedy pump only adds 4 PSI (measured at the outlet/clean side of a clean filter). Would that be enough pressure to cause this? I will try to get the codes read today. Will keep you posted.
thanks for the tip!
pablo

Sorry,
forgot to ask, what is a COV valve?

Read up a bit. Understand your attachment regarding the COV. I don't think it is lift pump related as the lift pump (second pump, first, not a kennedy, died) has been on the unit for about 25k miles. If the COV is the problem, is it repairable, or am I looking at an injector pump?
thanks
pablo

Has far as i know its repairable part ive just looked at 1 of my earlier posts from this year the one lad said it was, he recommended to finding a bosch fuel injection specialist to check it out as if you mess it up there expensive to replace as a whole unit this is what they look like, have a look at this this is off a different motor thats all but the same shape , sorry i dont know how to add quick link... http://www.genosgarage.com/prodinfo.asp?number=F-00N-200-798 ...hope this helps.. Cheers Ade