Who is still happy they bought a CRD and plans to keep it ..

Greasey Bob · **Joined:** Tue Dec 14, 2010 3:34 am **Posts:** 228

I have 145k miles on mine and it runs on WVO for the last 70k plus miles. 150 miles for every gallon of fuel purchased. My wife loves driving it and feels safe.

I just changed the oil today and new air filter and new front brake pads. If I make it to 200k miles I and going to change the timing belt and put in the ARP stud bolts with a new headgasket as preventive measure. Hopefully after that it will be good for another 100k miles. When I will need another timing belt...

Hammy713 · **Posted:** Sun Dec 30, 2012 1:36 am

Mine is a definite 'Love/Hate' relationship... Its a great vehicle for what we need (4x4 with good mileage and used as a commuter). However, I am always chasing some issue and dumping lots of cash into it. We've put a little over 100,000 on it so far (bought it with 8,500 miles).

I would not buy another one, mostly because of it being so rare. It wouldn't be an issue if the head gasket blew or something like that and it was an easy fix and the parts were common. It sucks having to find someone that will work on these things and then explain it all to them (including the dealer). I'm on this forum A LOT trying to diagose one issue or another... I feel like its a losing battle with these becoming more of a thing of the past with each passing day. I'm not sure if I should bail now or just cross my fingers and ride it out? When it dies it wont be worth much else but scrap.

It sure takes a certain person to own one of these, which sucks because its a cool rig otherwise. I knew what I was getting into when I bought it but now I'm just tired of dealing with it and would rather change the oil and be done with it. If it had a Cummins, I would have at least 2 in my driveway!

Good luck and sorry to be a downer...

libbycrd · **Posted:** Sun Dec 30, 2012 2:05 pm

i have 180K on her. i plan on keeping it forever. the best all around vehicle. with a sleeved motor-overhaul will be easy when needed!

geordi · **Posted:** Sun Dec 30, 2012 4:44 pm

libbycrd wrote:

i have 180K on her. i plan on keeping it forever. the best all around vehicle. with a sleeved motor-overhaul will be easy when needed!

You'd think so... But you'd be wrong.

Unless you can do the work yourself, INCLUDING forging the parts from raw steel... Rebuilding the motor will be an exercise in pain and suffering. Yes, NOW we might be able to source sleeves and other internals from Europe, but good luck getting anyone here to work on it, to say nothing of finding a shop that is actually experienced in them.

It also seems that just a general rebuild is also a tough ask, even with the block out of the vehicle (and no gaping holes in the iron itself) I was unable to find a shop that was even willing to do anything other than install a complete engine. Nobody wanted the work of actually re-sleeving the thing. I also didn't know about VM Specialist (the UK place) at that time, so parts were a problem. Both VM America and Chrysler only pointed at each other and said "They are responsible to supply you with parts" and I got nowhere fast.

We have been completely orphaned by both VM and Chrysler. For me and my family, I don't care who VM sells their engines to. We will never have another VM, and certainly never another Chrysler.

wolcott · **Joined:** Thu Nov 10, 2005 4:16 pm **Posts:** 108

I have 110,000 on mine and it has run quite well. It is a handy size for off road work of the type I do, and gets decent mileage. Under highway conditions it gets 30+mpg, in town, around 23 mpg. It is an ideal vehicle for anyone who wants a small size, capable utility vehicle for general work and some moderate off road/marginal dirt road work, that gets decent fuel mileage and has good torque for towing. With that said, some of the downsides of this vehicle are:

The atrocious engineering done by Chrysler. I have added a Provent filter, a lift pump, an extra fuel filter, and a Green Diesel tune. Also, I changed the air filter box to an earlier model and replaced turbo hoses. Finally, I had to replace an alternator decoupler and a thermostat, both of which died at an early age. And, when the ##$$ steering wheel lock--ignition system broke we had to have it towed and the cost was $700. Other modifications include a higher quality transfer case fluid so it does not stick in 4wd, and replacing the stock headlight bulbs with PIAA bulbs. Most of this stuff should have been on the vehicle before it ever left the factory. Finally, when I got the timing belt done, I also replaced the ceramic glow plugs with the new model--while the ceramics are generally reliable, when they go, the results can be catastrophic.

The high cost and labor of the timing belt/water pump replacement is also irritating. What is so terrible about a fan belt driven or electric pump and a timing chain? This would eliminate this expense and bother.

In summary, once you get the vehicle redone with the parts it should have come from the factory with, it is a excellent, small size sport ute.

CGman · **Posted:** Mon Dec 31, 2012 12:53 am

I have owned mine since July, so far I've had a broken window regulator, plus t-stat went bad and alt decoupler went out. This Jeep is not what I originally thought I was getting (it was going to be my daughter's daily driver) and is now MY primary driver, as I don't trust it (yet) and I have a backup vehicle if needed. Love the size, fuel mileage and handling. Not looking forward to $2000 in maintenance and upgrades in the near future ( if nothing else goes out!)

saabflyer89 · **Posted:** Mon Dec 31, 2012 2:10 am

Well I haven been a CRD owner for just over a month and so far I love driving it. Working on it isn't what I'd call easy but take a look at my other cars, other than the new Dodge they are all pretty much as basic as they come. I think with the return of VM engines in the next model year and the slight possibility of Fiat bringing a small diesel state side, it will become more common place to find diesel mechanics and IDparts.com is doing an outstanding job with parts. I think within a years time things will become easier parts wise rather than harder, so if you like the quirkiness of the jeep then go for it. I have always enjoyed driving something out of the ordinary like SAABs but after they died last year I have moved on to the CRD.

Rich · **Posted:** Mon Dec 31, 2012 2:13 am

It is strange to hear all the people who have had issues with theirs. I have just north of 100k on the clock, 47k since I bought it a few years ago. Since purchase I have made numerous 2000+ mile round trips to Ohio and Texas (Texas trip is towing a trailer of boar back), and I have not had a single issue to speak of beyond normal wear items.

Front/rear brakes (changed rotors, pads, and shoes just because I was in there)
Thermostat failed at about 78k, replaced with OEM
Alternator pulley (fixed under Chrysler bumper-to-bumper)
Frozen rear U-Joint at 84k
Tires
Replaced OEM black Mopar AGM with Dihard Platinum last month

The rest of the mods were done because *I* wanted to.
GDE Full-TQ Eco
'02 Limited front and rear seats
EVIC
V6 airbox
M5 air/oil separator
Magnaflow Exhaust
Samco CAC lines
and some other stuff. My truck is also non-F37, and I have been getting shudder since I bought it, but a quick stab of the throttle kicks into 4th and it stops. I got the Full-TQ hoping I would kill the TC before my bumper-to-bumper was up... well that was 2 years ago, and still going strong. Ironically enough, my truck was a "prior lemon, dealer buyback" due to EGR issues.. GDE fixed that right up.

abhester3 · **Joined:** Tue Aug 18, 2009 7:57 am **Posts:** 39

Love/hate in the extreme here after 3.5 years with my '05. Initial enthusiasm carried me through adding Cummins lift pump in the tank to fix the stock bean-counter design, OME suspension to replace the pitiful sagged stock junk and GDE to address the other known issues. But since then my enthusiasm has waned, primarily because of Chrysler's lousy quality control. The latest is an alternator after replacing the alternator clutch a year ago, an alternator should last longer than 78k miles, it's just that simple. Oh, and the intercooler hoses, that was fun. Then there're the plasticy interior bits that crumble and break and the dirt-magnet cloth interior (on a 4x4!?) that vex... I say it's a Chrysler thing as my experience with my '10 Challenger was also marred by little failures of one sort or another, never again!

Auberon · **Posted:** Sat Jan 05, 2013 6:00 am

Mine too is a keeper.
I have to differ with some of the ideas put forward here.
I can do the work myself and would do so. The skills neded to work on this little donk are no worse than any other moderately new motor.
It is of the era before it did become too hard - it is not a hybrid between an electro-regenerator etc. It is a straighforward moderately advanced only diesel engine.

I do agree with the wet sleeve liner as a benefit - I do not propose to go into all the details to do with why this is attainable but I am certainly confused by the reverance this engine is held in in terms of the level of difficulty in major work.
This engine particularly is NOT rocket science. It is just a moderately late model engine and it is the overlap between the throw-away society and the recycling society in Europe that contributeds to the confusion.

I also agree that parts for a time may be hard to find from the right sources but will be available - it is easier to buy parts now for my 1952 british tractor and 1964 Valiant than 10 years ago. The industry has changed. There are so many VM's around and the Colarado that is presently sold here (Austrtalia) basically I delieve has the same VM motor in it sold under a Duramax label but made by VM which GM now own.....so this motor is still going strongly in one form other another.

The only thing I am lacking which I would build to do this is a clean room.
Why are people so scared of this thing....even gaping holes in iron can be dealt with using the proper techniques but better replaced of course.

I have had people say the timing belt is too hard for DIY - not so I say. It's just a timing belt.

Tools are an easy build especially wih a decent machine shop at my disposal and
I say this from Australia where parts for these "foreign" vehicles are like hens teeth. It IS now hard to source some parts but that forms part of the chase.

Wet sleeved motors are quite easy to work on and the rest well it's doable with a decent engineering head on your shoulders.

I purchased this vehicle as a platform within my budget that would allow me to build up and fix the problms I perceived with it at purchase. It is being built to be as bullet-proof as possible over time and this has been my pet project - I have injoyed it immensely. I have one box of tricks sitting in front of me waiting to be fitted that all contribute to engine and tranny life extension....with more to come as I can do them. That is may hobby so why not pursue it.

This is noted as a million mile motor. It is my aim to see it gets there and then some. I see no reason that with the right approach that would not happen. Then just start it all over again.

racertracer · **Posted:** Sat Jan 05, 2013 1:09 pm

Auberon, what oil and filter are you running down under and at what intervals?

Srytrucker · **Posted:** Mon Jan 14, 2013 1:39 am

bigjl · **Joined:** Fri Jan 11, 2013 7:38 pm **Posts:** 50

Auberon wrote:

This is noted as a million mile motor. It is my aim to see it gets there and then some. I see no reason that with the right approach that would not happen. Then just start it all over again.

What oil do you use?

I have spoken to the VM diesel specialist in Chesterfield and mentioned the use of CI 4 HDEO in there, specifically Shell Rimula R6 LM in 10w40 or Mobil Delvac XHP LE in 10w40 and he said it would be a good idea.

I am changing over to Baldwin filters now due to price and the fact they are well thought of aswell as being used in many heavy duty situations.

I am going to perfect my maintenance routine and which products to use on the VM lump in the Taxi as it does nearly 50k a year it should provide good data.

After reading about the US experiences with the Liberty 2.8 CRD I am thinking a UK 2.5 model with manual box converted to lhd or a lhd from mainland Europe may be the way forward.

I know the centre console with the controls for the 4x4 system are on the same side as lhd so perhaps it will be a simple enough job.

I am considering a 2.5 CRD manual for my own use in the UK only fuel consumption concerns me as I do a fair mileage day in day out.

Superchips can get 30/40 bhp and 60/70 NM of torque out of the 2.5 and 2.8 CRD lump.

Usually with slight mpg improvement.

I would need to find out about EGR related issues though.

Never had any problems to be honest, I always use BP, Esso or Shell diesel and use Redex regularly, perhaps that has helped as I have never had one clog up on any vehicle yet.

No defender of EGR valves on diesels though.

I understand why they did it.

dirtmover · **Posted:** Mon Jan 14, 2013 1:23 pm

It's like a teenager that's gone of rails and turned to drugs and alcohol. It's on a course for self destruction, will steal off you to feed it's habit and will abuse and stab you in the back without a second thought.

It's a POS but in the end it's still yours and you've gotta love it.

For now I'll keep running it until something major goes wrong but if I could go back in time I wouldn't buy it in the first place. It's my single biggest mistake in all my years of vehicle ownership. My second biggest mistake was not ditching it while it still had some value.

bigjl · **Joined:** Fri Jan 11, 2013 7:38 pm **Posts:** 50

What do you think you would replace it with dirtmover?

Would you ever consider going for a 3.7 but maybe converted to run on LPG?

Glend · **Posted:** Mon Jan 14, 2013 5:33 pm

Well mine is an April 2007 build, so it's younger than most on LOST. Love it, no problems at all, and no plans to ever get rid of it. It's the daily drive, and does everthing that I ask of it offroad and is a fantastic outback Australia tourer. Yes, maintenance needs to be watched , and there are longevity mods that must be done. Instruments like an EGT, transmission temp, and boost gauges are important fuel and heat managment tools. Importantly, remember it's a diesel and don't drive it like a gas vehicle, no need for revving beyond the torque band.

flman · **Posted:** Mon Jan 14, 2013 7:02 pm

I have 2 of them, and they are both keepers, no DPF, DEF or any of that other BS. And what about OBDIII and all the other crap the government is putting in newer vehicles. I am thinking I should look for an old Cummins B series to add to my fleet as well.

dgeist · **Posted:** Mon Jan 14, 2013 8:13 pm

I plan on keeping mine for a long time. It has 87-ish k miles and no major issues. Sure, I've had a bad pulley, a hose that deteriorated and blew a small leak, fuel filter head air, a battery that didn't last as long as it should, and a couple other parts that died, but no major mechanical, engine, or electrical issues. Changing fluids religiously and according to schedule and following proper procedures has kept my gremlins away.

Dan

Sent from my subdural android implant using Tapatalk 2

Kikibee · **Posted:** Fri Jan 18, 2013 9:06 pm

badassjeep wrote:

I love mine, and plan on keeping till the wheels fall off. Bedsides, is there another SUV out there that gets 30mpg and Tows 5K lbs, 4x4, and as a bonus it's diesel!

Yeah!!!! What he said!!!! And after owning not one, but two diesel Peugeots (forever ago) I'm as pleased with my CRD as I was when I bought it almost 90,000 miles ago...

Auberon · **Posted:** Sun Jan 20, 2013 9:47 am

racetracer and others sorry for the delay in reply - had a bit on.
Oil I use is Mobil 1 0W-40 - that seems to be the best I can find although I would like 10W-40 for our hot running conditions.
Also use Purolator P1's now or Mann but oil filter is on the way to being augmented.
Change BOTH every 5 000 km.

What follows may be controversial. I don't mean it to be.
On my vehicle I'm trying to add a proactive package that should contribute to the longevity of the engine rather than be reactive. Since CJD stopped getting their hands on it I seem to be muddlingthrough and addressing before it becomes problematic.

It might be construed as overly cautious by some but I believe these great little engines have not been provided with the supplementary running gear they need to keep on going. They are not like the diesels I cut my teeth on.

IMHO these newer diesels need a comprehensive running package beyond what they were given on the assembly line (I think this applies to all CRD's) and they still have the potential for durability - but the bean counters interfered. The running situation needs refinement. They could've come with a more complete package and been just as trouble-free as the older diesels d :juggle:

id. I am aware nothing is perfect.

Who is still happy they bought a CRD and plans to keep it ..

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