2.8 CRD Dodge Liberty..???

tonycrd · **Posted:** Thu Mar 11, 2010 1:38 pm

This engine comes out of a what? ...Could be a Nitro, but I thought those were export only?

http://cgi.ebay.com/ebaymotors/2004-200 ... 5191117723

Diggerfreek · **Posted:** Thu Mar 11, 2010 2:17 pm

WTH

Squeeto · **Posted:** Thu Mar 11, 2010 2:40 pm

They are saying it is Jeep. Not sure where they got the ram engine cover.
Either way, would anyone want an engine used to test starter motors?

tonycrd · **Posted:** Thu Mar 11, 2010 2:44 pm

Found it, it's a VM RA428...used in the KK/KA..and JK..CRD.

Btw...in the pick I do see a startermotor. He's got the years all wrong though, should be '07 and up.

racertracer · **Posted:** Thu Mar 11, 2010 2:47 pm

This is just a thought,..... This maybe a photo of the VM Motori Panther engine 2.8L which are being installed in the KKs.

Diana Dupuie at VM Motori North America says that the new 2.8L engines are called Panthers and they differ from the older 2.8L in that they are more efficient and quicker.

It's just a beautiful thing.

tonycrd · **Posted:** Thu Mar 11, 2010 3:02 pm

RA 428 DOHC

The RA 428 DOHC is the evolution of VM's current 2.8L 4 cylinder engine and features a number of significant improvements. In order to meet the ever more stringent emission limits and market demands for high performance, the engine has been fitted with the most advanced technical solutions.In particular, the 1600 bar Common Rail injection system has been equipped with electric piezo injectors which guarantee perfect management of the injection parameters by allowing up to 5 consecutive injections at 230 microsecond intervals. This system ensures maximum combustion efficiency while at the same time keeping noise and exhaust emission levels to a minimum, in full respect of the current Euro IV emissions standards and without the need for a diesel particulate filter (DPF).

Max power 176Bhp@3800rpm
Torque 460Nm@2000rpm

Diggerfreek · **Posted:** Thu Mar 11, 2010 3:17 pm

After re looking at it, must have been from a KA. If you look at the trans, it is labeled with KA and a number which is probably the vin

Joe Romas · **Posted:** Thu Mar 11, 2010 3:44 pm

The listing says it was a test :roll:

And if you go to the VM site and look under "Past Vehicles" then Chrysler you'll see Dakota listed :BANANA:

So it could have been a "test" in a Dodge Ram Dakota" :jester:

linewarbr · **Posted:** Thu Mar 11, 2010 4:22 pm

What is that huge bucket-like thing on the exhaust? If it's a heat shield for the turbo it's the strangest I've ever seen.

That looks like a manual trans, too. HMMMMMMMMMMMMMMMM. . . .. . . . .

I think I see this going to Sir Sam or tommudd. . .

Diggerfreek · **Posted:** Thu Mar 11, 2010 4:38 pm

I'd say it is a DPF filter and that is most likely the NAG1 auto trans with a single speed t case mounted to it.........

linewarbr · **Posted:** Thu Mar 11, 2010 4:41 pm

Single-speed T-Case? Pshaw. Sounds like an export Dodge Nitro fer sher.

CRD Joe · **Posted:** Thu Mar 11, 2010 5:27 pm

Arent you going to beed the wiring harness and the computer to make this work? What about a t-case? What will work with that motor?

Diggerfreek · **Posted:** Thu Mar 11, 2010 5:31 pm

The wiring harness and computer was included. You would have to get a Euro spec KK ECM in order to run a 2 speed t case

GreenDieselEngineering · **Joined:** Sun Jun 07, 2009 5:10 pm **Posts:** 1111

This is definitely a Dodge Nitro CRD (KA) for the EuroIV European market. It has a close coupled oxidation catalyst and then a DPF downstream a bit. The transmission is the A580 (variant of Mercedes trans). If someone on the forum decides to buy this and needs assistance with getting it to run (not in limp-home mode), give us a call as we can tune these engines and ECU in the same manner as the KJ. The main issue with this powertrain is finding parts will be very difficult as it was export only.

Diggerfreek · **Posted:** Thu Mar 11, 2010 7:08 pm

GreenDieselEngineering wrote:

This is definitely a Dodge Nitro CRD (KA) for the EuroIV European market. It has a close coupled oxidation catalyst and then a DPF downstream a bit. The transmission is the A580 (variant of Mercedes trans). If someone on the forum decides to buy this and needs assistance with getting it to run (not in limp-home mode), give us a call as we can tune these engines and ECU in the same manner as the KJ. The main issue with this powertrain is finding parts will be very difficult as it was export only.

Thanks for the the info on the exhaust :wink:

Here is some trans info for you all

The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the torque converter. The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an overdrive with a high-speed ratio.

NAG1 identifies a family of transmissions and means “N”ew “A”utomatic “G”earbox, generation 1. Various marketing names are associated with the NAG1 family of transmissions, depending on the transmisson variation being used in a specific vehicle. Some examples of the marketing names are: W5A300, W5A380, and W5A580. The marketing name can be interpreted as follows:

W = A transmission using a hydraulic torque converter.
5 = 5 forward gears.
A = Automatic Transmission.
580 = Maximum input torque capacity in Newton meters.
The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches.

Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to the engine output during the shift phase which results in a significant improvement in shift quality.

Furthermore, it offers the advantage of a flexible adaptation to various vehicle and engines.

Basically, the automatic transmission with electronic control offers the following advantages:

Reduces fuel consumption.
Improved shift comfort.
More favourable step-up through the five gears.
Increased service life and reliability.
Lower maintenance costs.

TRANSMISSION IDENTIFICATION
The transmission can be generically identified visually by the presence of a round 13-way connector located near the front corner of the transmission oil pan, on the right side. Specific transmission information can be found stamped into a pad on the left side of the transmission, above the oil pan rail.

TRANSMISSION GEAR RATIOS
The gear ratios for the NAG1 automatic transmission are as follows:

1st Gear - 3.59:1
2nd Gear - 2.19:1
3rd Gear - 1.41:1
4th Gear - 1.00:1
5th Gear - 0.83:1
Reverse - 3.16:1
Reverse (In 4WD low Range) - 1.93:1

TRANSMISSION HOUSING
The converter housing and transmission are made from a light alloy. These are bolted together and centered via the outer multi-disc carrier of multi-disc holding clutch, B1. A coated intermediate plate provides the sealing. The oil pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, are bolted to the converter housing. The stator shaft is pressed into it and prevented from rotating by splines. The electrohydraulic unit is bolted to the transmission housing from underneath. A sheet metal steel oil pan forms the closure.

MECHANICAL SECTION
The mechanical section consists of a input shaft, output shaft, a sun gear shaft, and three planetary gear sets which are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the torque converter lock-up clutch and clutch K2 is supplied through bores in the input shaft. The oil pressure to clutch K3 is transmitted through the output shaft. The lubricating oil is distributed through additional bores in both shafts. All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubricating oil. The parking lock gear is connected to the output shaft via splines.

Freewheeling clutches F1 and F2 are used to optimize the shifts. The front freewheel, F1, is supported on the extension of the stator shaft on the transmission side and, in the locking direction, connects the sun gear of the front planetary gear set to the transmission housing. In the locking direction, the rear freewheeling clutch, F2, connects the sun gear of the center planetary gear set to the sun gear of the rear planetary gear set.

ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit comprises the shift plate made from light alloy for the hydraulic control and an electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it.

Strip conductors inserted into the supporting body make the connection between the electrical components and a plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is produced via this 13-pin plug connector with a bayonet lock.

SHIFT GROUPS
The hydraulic control components (including actuators) which are responsible for the pressure distribution before, during, and after a gear change are described as a shift group. Each shift group contains a command valve, a holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid.

The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as being in one of two possible states. The active shift group is described as being in the shift phase when it is actively engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 and K1 clutches. The 2-3 shift group controls the K2 and K3 clutches. The 3-4 shift group controls the K3 and B2 clutches.

AZ CRD · **Posted:** Thu Mar 11, 2010 8:35 pm

I don't think I'd buy a used horse shoe from this illiterate:

this was a test motor for starters. but there is no starter with this. but the motor is complete. and with the computer, complete wirring harness, the motor is coplete from top to bottom. tranny and transfer case and exhaust. 500 miles. for more info call the guy iam selling this . a good friend ricky 765-208-0106 its been stored inside a heated garage at where he works. low reserve

racertracer · **Posted:** Thu Mar 11, 2010 10:46 pm

I maybe mistaking but I think they finally found a solution for the oil in the intake problem…….

The oversized canister on the side is the new Provent oil separator.

Big Ugly · **Joined:** Fri Sep 25, 2009 12:13 am **Posts:** 52

Kinda wierd. 765 is the area code for Kokokmo, IN where ITP-1, ITP-2, KTP, and Kokomo Casting plant are located. For those of you who don't know ITP-1, ITP-2, and KTP are Chrysler transmission plants. Can't be a coincidence.

95BadBoy · **Posted:** Fri Mar 12, 2010 3:00 am

The seller also has the ECM, intercooler, and rad for the setup when I talked with him. He really has no idea what it came out of. They were only guessing on a KJ.

GreenDieselEngineering · **Joined:** Sun Jun 07, 2009 5:10 pm **Posts:** 1111

Not sure if the ebay seller knows what the starter is, it is showing a starter attached to the powertrain in the first pictuce. The starter solenoid is very easy to see, it is in the same position as on the KJ (relatively).

Another word of caution and it may be prudent to ask the seller this. A starter durability cycle basically requires starting the engine thousands of times with warm coolant/oil and also with cold coolant/oil. It usually means 99.5% of its life the engine is being run at 100-180 rpm for cranking and then ramping up to idle speed. This just happens to be the most critical situation for lubrication issues, since the oil pressure is close to zero at low rpm. Depending on how this starter test was run there could be very high wear on the cylinder liners and rings due to so much low speed operation and very low oil pressure, which makes it difficult to lubricate the cylinder walls, etc.

2.8 CRD Dodge Liberty..???

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