I think if you're going to write the letter about concerns with the Liberty CRD, it might include a list of problems, in order of apparent frequency of failure:

1. Excessive engine oil blow-by from ineffective factory ccv system, injecting excessive amounts of engine oil into intercooler and intake system
2. EGR valve and associated air control valve failures (even in Europe), with some owners on their 3rd replacement, several on their 2nd
3. Transmission shudder issue, unresolved for nearly all affected CRD owners after 18 months of TSB updates
4. Glow plug failures, possibly related to EGR failures
5. Transmission torque converter failures reports of which are still accumulating
6. TSB's not being applied by some dealers, even when they address some of the above concerns
7. Turbocharger seals randomly leaking what appears to be excessive oil from bearing oil flow guides into the air intake and then on to the intercooler
8. CRD owners, due to lack of response from DCX, installing their own solutions to answer items #1 and 3, on new and less than one year old vehicles. Is this what DCX sees as a normal Jeep owner experience?

If you do enlist enough particpation, you might consider asking DCX if they would like to address these issues, or would they prefer the group forward the list (minus the VIN numbers) to a large number of the automotive press reporters, both online and print, to see which is more effective in bringing serious attention to the problems? Ask them how they intend to ensure that these same issues don't resurface for their new line of Grand Cherokee diesels?

Thank you, this is much closer to my sentiments.

I don't beleive for a minute that the lame BS "official reason" DC pulled the diesel engine option from the Liberty, citing that it couldn't meet the new EPA regs. The Real Reason: It's because of all the problems that they've had. I went to VM Motori's web page recently, & found something on one of their automotive engines: something that looks like a ProVent on the side of one of the engines. For anyone who wishes to see for themselves go to the web site.

hhtp://www.vmmotori.it/en/index.jsp. Click on the automotive tab at the top, go down about mid ways of the page & click on brochure automotive. It's in .pdf format. Go to page 3. You'll see the 425 OHV, as well as several other engines. The ProVent is quite visible.

Page 12 and you will see the CCV Puck starting on the European versions also.

You nailed this one. I did know how the DC reps would react to the Provent on my engine when I had to meet with them 2 weeks ago so I printed the same document along with the engineering brochure from the Provent website. Actually circled the CCV filters on each picture as I flipped the pages to show them. They had no comment, just walked outside to look over my install. This package is a warranty pig and they know it. Just makes me wonder if consumer laws are more lax or buyers more tolerant to this kind of treatment in other parts of the world where these vehicles are sold.

neither one however shows a ProVent installed.

Before you get too wired up for this meeting or letter writting be sure you are talking about the correct engine. The 425 OHV is an Over Head Valve engine and has not been used by D/C. The engines D/C has used are on pages 12 & 13 and are DOHC engines, the engine on page 13 is one we currently have and the one on page 12 is previous engine used, neither one however shows a ProVent installed.

Walt, I realize that the 425 OHV isn't the one that's used in the US Liberty. (I think the engine on page 12, the R425 DOHC, is the one they use in Europe.) I was simply pointing out that VM is putting the ProVent, or whatever it is, on other engines they make. I wonder if those engines are having the same problem that the R428 is.

I'm not sure where those engines are used (countries) or for what type of vehicles such as commercial, public or military. The real problem is that D/C would say it not related or the same engine and throw the comparrison out the door as would a judge in a court most likely. The problem is really easy to fix and as someone said why should we have to do it aftermarket style and risk dealer denial of warranty.

What bugs the crap out of me is it seems it has not been a problem apparently in Europe. What the heck is the difference? Do they not have a CCV like ours putting the oil into the IC? Or do they just except the problem? We are only talking about maybe a 1/2 qt in 10,000 miles or less for most of u which is not a lot of oil in reality, and it only seems to be a real problem if it mixes with soot. Soot is something that is almost done away with when using ULSD so maybe the EGR related problems will disappear in a few months for us also, that leaves the oil problem. I'm wondering about the hoses supplied and why they seep oil and get soft, when the hoses VW uses seem to suffer no effect from the oil exposure. Also the VW hoses are designed to have an equal pressure clamp at specific point on the hose. The CRD on the other hand still has 1950's radiator hoses and clamps, who cares if the clamps are stamped MB, they are the wrong type of clamp to use on the CAC system.

I'm not sure where those engines are used (countries) or for what type of vehicles such as commercial, public or military. The real problem is that D/C would say it not related or the same engine and throw the comparrison out the door as would a judge in a court most likely. The problem is really easy to fix and as someone said why should we have to do it aftermarket style and risk dealer denial of warranty.

What bugs the crap out of me is it seems it has not been a problem apparently in Europe. What the heck is the difference? Do they not have a CCV like ours putting the oil into the IC? Or do they just except the problem? We are only talking about maybe a 1/2 qt in 10,000 miles or less for most of u which is not a lot of oil in reality, and it only seems to be a real problem if it mixes with soot. Soot is something that is almost done away with when using ULSD so maybe the EGR related problems will disappear in a few months for us also, that leaves the oil problem. I'm wondering about the hoses supplied and why they seep oil and get soft, when the hoses VW uses seem to suffer no effect from the oil exposure. Also the VW hoses are designed to have an equal pressure clamp at specific point on the hose. The CRD on the other hand still has 1950's radiator hoses and clamps, who cares if the clamps are stamped MB, they are the wrong type of clamp to use on the CAC system.

What sort of clamp needs to be on the CAC system. I also wondered why they used something antiquated.

If you look at your radiator hoses you will see an example of a the clamp I am talking about, below are links to examples.

1. http://www.tyton.com/snap_clamp.asp

2. http://news.thomasnet.com/fullstory/462911/981