I heard Biodiesel can damage some kinds of rubber components (hoses/tubes/seals), but what could it do to metal parts? What are "barrings" ?

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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

Maybe on your '79 Rabbit. This is ancient history as pumps and seals are of a different material and design today. This type of scoring/metal damage is caused by water and/or grit making it past the filter. This can happen regardless of the fuel mix (bio or dino). If it ever comes to a pump or injector failure, your chance of getting the maunfacturer to honor their warranty is somewhere between slim and none. Same will be true if the fuel injection failure causes additional engine damage, manuacturer won't cover it either. It's really your choice and responsibility to protect this equipment. I prefer to have the added lubricity and cleaning action of a little quality biodiesel from a reliable source mixed in. There is more than sufficient evidence available today to support the concept that this will reduce the risk of pump/injector damage.

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2005 Liberty Sport CRD, Lt Khaki, sunroof

Thankful to now be an EX-CRD owner.

As long as you have a vehicle that was built since the early 90's, you don't even have to worry about bio damaging rubber components, they switched over to different seals. The part about it causing scoring/wear of the bearings is even more laughable, bio has more lubricity than regular dino.

Same engine, and I assume same fuel pump, has been run in Europe for years where bio is mainstream and in some places even mandated.

Their main issue isn't the use of bio, it's the QUALITY/CLEANLINESS. They're worried about homebrewers pouring a bad batch in the tank, trashing the fuel system and injectors, and getting stuck with the warranty repair. It's easier for them to simply say "don't use it". If bio were already mainstream here and all the applicable controls in place to ensure quality/cleanliness, you probably wouldn't hear a peep out of DC on the subject.

If DC was against bio altogether, why in the devil did they certify the '07 Cummins engines to use B20?

The only part that makes sense is the last sentence, about changing the fuel filter and making sure water doesn't get into the pump. These pumps are fuel lubricated, running them dry or putting water thru them WILL damage the bearings in that case.

In any event, his whole case about denying warranty on the fuel pump is bogus anyway. Problems caused by bad fuel ARE NOT covered by the warranty to begin with.

And like I said before, I recognize the user name on the original post as being from Edmunds. I read a good bit of what this gent posted over there before I got fed up with the noise level and quit going there. He meets my 8th grade history teacher's definition of an "expert" - a little drip under pressure.

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Mitchell Oates
'87 MB 300D Diamond Blue Metallic
'87 MB 300D - R.I.P. 12/08
'05 Sport CRD Stone White
Provent CCV Filter/AT2525 Muffler
Stanadyne 30 u/Cat 2 u Fuel Filters
Fumoto Drain/Fleetguard LF3487 Oil filter
V6 Airbox/Amsoil EAA Air Filter
Suncoast TC/Shift Kit/Aux Cooler
Kennedy Lift Pump/Return Fuel Cooler

Here is more BS the MB tranny W5A is used in all Dodge Chargers, all Magnum 5.7L & 6.1L V8's and 3.5L V6 cars, all 300C cars with 3.5 V6 & 5.7L & 6.1L V8's. For proof all you have to do is check the window sticker for LX series car's and the tranny's used is the W5A580 5 spd tranny which is same basic tranny as W5A380 used in the Sprinter just different gear ratio's, with the 42RLE used in the cars with the 2.7L V6 engine.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

I knew that would generate some good discussion! Thanks to everyone for sieving out the 95% BS as I learn a lot by reading on this site.

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'05 CRD Sport born on 06/20/05, bought on 9/23/05, L.O.S.T. on 9/27/05 - modding ever since:

Daystar 2.0" Lift, P255/70R16 Revos, Boulder Bars, Reese Front Hitch w/9k Hooks, Poison Spyder Rock Ring, MOPAR Skids/Bug Shield/Roof Rails/Mats, WARN Hitch Shackle(Rear), 10k Hitch Hook(Front), Custom Tilt/Slope Meter, Ammo Box Mod, Rotella T 5W-40.

Well my TC and Trans Pump are being replaced as I'm writing this post. I have also asked that the sump filter and cooler return filter be replaced since the Tech will have most likely the hole transmission out of the vehicle to replace the pump and TC.

DCX told the Tech to replace the TC and Pump. On a subsequent call, the Tech tried to persuade DCX to just authorize replacing the whole transmission and DCX declined.
I would have actually preferred that approach since once you start opening up the transmission to get to the pump, you have to remove the input clutch assembly to get to the pump. Each disassembly step can create a bench failure upon assembly, only to be discovered once I'm on the road again.
However, the filters are readily accessible once the transmission pan is dropped.

As an offshoot comment, this morning the Tech discussed with me that he also wanted to replace the EGR flow control valve because he said " I don't you to have to come back here again!"
But based on alljeep post looks like the EGR is related to PCM.
Hmmm.....
The Tech was more concerned with build up of oil/soot from the CCV gumming up the EGR Flow Control Valve.

Well it's day 4 of being out of commission with "Libby", and at this point IMHO, I don't think she will be repaired until next week.

Stay tuned.........

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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

Ironic in a way that the first place I surfed was Edmunds while fishing for information about this Jeep and several other vehicles. Read some of the threads and came away with a novice understanding of the basic the CRD issues, but no real solutions. The best thing I got from there was links to TDI club and the Jeep specific forums like lost. Found the lost group to have the best collection of technical experience and solutions for the CRD.

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2005 Liberty Sport CRD, Lt Khaki, sunroof

Thankful to now be an EX-CRD owner.

I would think you could wear out the bearings and possibly score them also with high% bio. Higher viscosity means higher internal psi and greater load on bearing surfaces. You could also cavitate the pump if the fuel was close to gel point.

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2005 sport crd-SOLD No regrets

Going into day 5 tomorrow since the TC is now on back-order.
I must admit that even though the CRD maintenance can be "a pain in the anatomy". I really miss not being able to drive that little torque monster and it's accompanying diesel clatter. Now I am making daily visits twice a day to get the service status, and constantly pumping information from the techs.

I think alljeep was correct in a previous post where he said he could see calling his CRD, "My Precious!"

I did learn from the diesel tech today that the difference between the 545RFE and the 45RFE is just software that is loaded into the TCM and ECM. A very interesting item was that the 45RFE software allows it to be used with "auto stick" for those vehicles equipped with that type of a gear shifter. One just wonders and wishes if this software feature could be made available for the CRD on the 545RFE one day. This would begin to quench our crave for a manual, sort of.

Another interesting tidbit from the tech was that the Cummins 48RE transmission is a slightly beefed up version of the 545RFE to handle the diesel. That is very interesting to say the least!

I'm at a loss with these options available to DCX, why did they not offer to beef up the 545RFE like the 48RE for the Cummins or why did they not get creative and offer an "auto stick" feature.

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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

Isn't the 48RE a 4-speed automatic?

http://www.lotpro.com/cars/2006/dodge/ram_2500/options/

I know that the Ram is the only diesel truck that lacks a 5 or 6 speed auto (as of MY 06).

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The folks: 2006 Liberty CRD Limited, Lt. Khaki (picked up 7/21/06 w/ 300 miles). Rotella 5W-40.

And: 1995 Grand Cherokee 4.0 Laredo, Silver, Selec-Trac, custom free-flow exhaust by local shop.

Me: 1998 Subaru Outback AWD, 2.5 DOHC, 5-speed manual. Nearly 170k miles & runs awesome.

Since I don't own one, can't speak to your question. I can only restate the tech at the dealership as I did in the post prior. So, my point being is that what mechanical mods they made to the 48RE to handle the Diesel should have been evaluated for the 545RFE

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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

A guy at work has an F350 with a diesel engine. Don't know what year -- its a couple years old at least. He insists the automatic trans is only four speed.

Then again, he's been giving me bad advice on proper diesel driving styles, sooo....

_________________
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

The only real difference between the two tranny's is the 45RLE has 5 gears, where the 545RLE has six gears. The two trannys both have 2 second gears one is only used up shifting and the other is used down shifting that is why one is called a 4 spd and the other a 5 spd tranny. All the gear ratio's are the same except the 545RLE has a 5 gear with 0.67:1 ratio, where the final ratio on the 45RLE is 0.75:1 ratio for it's forth and final gear which is same as the 4 gear in a 545RLE tranny.

I was told that the NAG-1/W5A580 was also used in the Jeep with the Hemi and from my research tonight it is the 545RLE that is used in '06 models Jeep GC. My guess is they use the 545RLE in the Jeep because it is shorter in overall length then the W5A580 MB tranny used in the LX cars and it's brother the W5A380 used in the Sprinter Van.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

Personally believe moderation is important (although many out there are running b100 without issues). You raise an interesting question. Does the higher viscosity of biodiesel if used in high concentrations increase the fuel pressure inside common rail in a CRD system? Would this improve fuel atomization or possibly have the same effect as some tuner boxes that increase pump pressures?

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2005 Liberty Sport CRD, Lt Khaki, sunroof

Thankful to now be an EX-CRD owner.

The W5A580 is used in the GC with the Diesel engine.

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Gasoline is for washing parts - Alcohol is for drinking - Nitromethane is for racing - Diesel is for hauling.

2005 CRD Limited 4x4 - Deep Beryl Green - Selec-Trac
Trac-Lok - Skid Plates - BFG Radial Long Trail TA's- Rotella T 5W40 Synthetic.

2007 GC CRD Limited. Silver.

I had thought it was but after checking around for US spec vehicles I found they only used 545RLE and thought maybe I was wrong. I do know the MB W5A580 is longer then the 545RLE so I got to thinking it was a length thing and that the W5A580 was not used at all in the GC diesel or gas. So there is hope that the US Jeep GC diesel will have the W5A580.

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine

FYI, the 5-45RFE and 45RFE are exactly the same transmission, just with different programming. They don't have "gears" as you would in a manual tranny, they have planetary gearsets. The (5-)45RFE has 3 planetary gearsets, allowing a possible 8 forward ratios, whereas the 42RLE in the 3.7L KJs only has 2 planetary sets, limiting it to 4 ratios.

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Jeremy - Aurora, CO
L.O.S.T. #0

Future:
2016 Hydro Blue JK Unlimited Rubicon Hard Rock

Previous:
2012 Flame Red JK Unlimited Rubicon - Sold!
2012 Flame Red JK Unlimited Rubicon - Dealer buyback
2003 Silver KJ Freedom 4x4 - Sold!
32s, Frankenlift, BBars, onboard air, dirt.
KJ EVIC Install

I'm a lot smarter then you think, but I do like to keep things simple.

The 45RFE is an automatic transmission from DaimlerChrysler. The name refers to its Rear wheel drive design and Full Electronic control system.

Introduced in the Jeep Grand Cherokee in 1999, it is notable for including 3 planetary gearsets rather than the two normally used in a 4-speed automatic. This gives it six theoretical speeds, and it would have been the first six-speed transmission ever produced in volume, but it is programmed to only use five of these ratios. Four are used for upshifts, with a different (1.50:1 rather than 1.67:1) second gear for downshifts. Although five of the six ratios are used, Chrysler decided to call it a "4-speed automatic".

The 45RFE is produced at the Indiana Transmission plant in Kokomo, Indiana. It is normally paired with the 4.7 L PowerTech V8.

The 45RFE later became the 5-speed 545RFE.

Gear Ratios:
1st 3.00:1
2nd 1.67:1
2nd Prime 1.50:1
3rd 1.00:1
4th 0.75:1
Reverse 3.00:1
545RFE only:
5th 0.67:1

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91 MB 300D 2.5L Turbo. Her's

05 MB E320 CDI. Mine