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I have been wanting a diesel truck or SUV but haven't seen any for sale.
As far as the jeep goes the Auto Trans Really sux and it sounds like the engine is not up to what it should be.
Here's a link to a Guy that put a 2.8 Isuzu diesel in a Jeep Cherokee with a 5 speed tranny. Thats the Cherokee and he's getting 35 mph (Imperial) which converts to 42 mph US.
http://www.canev.com/Jeep.html
">link titlehttp://www.canev.com/Jeep.html
He did it himself so it sounds like he needs to go to work for Jeep.
Well at least there making a small vehicle with a diesel in it.
Whats the chances of importing a diesel suv or truck from europe and installing the emission stuff on it?
thanks james
I have a new CRD that also does the studdering after a hard acceleration, at around 55mph when I let off and the RPMs drop to around 1700.
There are a few more forums that discuss people having this same issue, I can't put links to them here...
But the point is, other people are having this problem too. And there are several places it is being discussed.
What works best when I go to the dealer? My build-date is 5-05, so I don't think that the current TSBs apply to me. What have dealers been saying?
Some of the people seem to think that it is the torque converter kicking in and out and that it only seems to do it if you rev over 3grand during the accell, and then only for a few moments after that...
Anyway, add me to the list of affected owners.
tidester, host
Diesel engines no matter who builds them, and how they are configured have a sweet spot at 75 percent of working rpm (not max rpm). On diesels hanging on a blower or turbo just lets you burn more fuel efficiently for more power. The power curve doesn't change graphically as diesel fuel only burns so fast in the combustion chamber. (Way slower than gas). Over revving a diesel just causes a decrease in air/fuel efficiency and since the fuel only burns so fast opening the exhaust valve before it's done burning just pours the excess out your exhaust.
grier the Isuzu 2.8 liter is nothing like the 2.8 in the CRD, I would recommend not buying any diesel automobile as you will not be happy with them, they are not nor ever will be like a gas rig.
Treat a diesel like they should be treated, follow the rules, and you get rewards untold. Treat them like your gas rig and your repair man and you will soon be on a first name basis. And all the parts cost way more than their automotive counterpart.
Lastly the auto tranny in my Liberty is the smoothest, sweetest tranny I have ever experienced in a diesel rig. But than I don't treat it like my gas rigs.
I am sitting back watching the CRD unfold and trying to keep tabs on these forums. Just waiting to see how bulletproof these rigs windup being. I have a VW Jetta TDI that really is an awesome little vehicle. But it is just a commuter style rig, the addition of 4x4 for my MI winter rural road driving would be nice. Plus being able to handle a motorcycle trailer would be a plus. I was hoping for 30mpg, which doesn’t look like that going to happen. I also have heard some rumor of this engine going in the Dakota and Durango next year. Although I think the Jeep is the perfect size for what I need.
A post with a couple links would be greatly appreciated.
Enjoy your new rigs, and keep posting your feelings, please. Its good reading for us up in the bleachers!
In fact the two vehicles have common rail diesels, but no real common ground. You sit 1 foot off the ground in the VW and 4 in the Jeep. Under severe winter conditions and also for sightseeing I prefer my Jeep. When you have to carry old people around, it's easier for them to climb on a seat instead of getting close to the ground. Also watch them when they leave the vehicle: with the Jeep they don't grind their teeth!
What I was showing with the Jeep Cherokee conversion with the 2.8 Isuzu DIESEL and the 5 speed manual that got 28 mpg (not 42 mpg you were correct I thought that was awful high) was that it's a much heaver vehicle but got the same mileage. I felt that the Liberty should get better mileage.
I like shifting gears and the manual is less likely to break.
Lets not assume anything and just go with what's posted and nothing more. This is a good source of information.
Has anyone else had a problem with the filler nozzle being too large, or bad attitude at a truck stop?
-The truck stops would have to keep larger nozzles not to mix-in with others!
Have you had the problem of filling the tank with a fast (small) nozzle? On my truck I have to orientate the filling nozzle/pistol at 4 o'clock, otherwise it expels fuel through the venting hole and stops. It's a bit annoying for newcomers who don't wear disposeable gloves. I just had a splash of ULS-diesel on my hand while refueling. It smells like turpentine, doesn't irritate the skin and dries completely after a few minutes.
Carribou1, it was my understanding when VW brought in the Passat TDI into the US it was not going to be sold in the US in any 4 motion configuration. I could be wrong on that, and I haven’t checked into that recently.
“When you carry old people around”
Watch it, I am starting to resemble this remark, LOL. But you are right that’s some of the issues with the Jetta it sits way to low. I have raised mine by 2.5” already with bigger tires and bilstein suspension. But the lower slung VW catches ice globs dropped off other vehicles in the winter and not seen road kill. It has taken out my lower engine cover (plastic, go figure VW?) which holds in much needed heat. To the tune of $475 bucks, each time. I finally installed an aftermarket steel skid plate to correct the situation. Plus like you say a higher slung vehicle is so much nicer to get in and out of. But I already have a 4x4 crew cab truck but it’s a gas pig. That was my wife doing, she didn’t want to drive a ¾ ton crew cab truck. Decisions decisions???
But my other thing to consider is I think the mileage is better with the VW. I run 55 miles one way each day to work so I would be willing to give up something to keep the mileage higher. But I still want something that would pull a trailer plus an 800# full dress motorcycle!
But it is good to start to see some choice out there in Diesels.
4kster
When you go to a pure truck stop I have found the small nozzles on the pump closest to the door. I used those until I fixed my Ford.
Best thing to do is find truck stops that have diesel pumps for cars too, usually out from and the truck diesel is in the back. Places like Flying J and Loves. There are others. It takes a while to learn all the places. There are plenty of places and the truck stops are amoung the best with fresh fuel and usually the price of diesel is lower at truck stops.
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Gasoline engines have a throttle control valve in the intake to control the airflow from idle through most of the RPM range of the engine. Both air and fuel are controlled. This creates a vacuum in the intake that is available for the PCV valve to suck blow-by and other fumes from the crankcase. This vacuum is also available to run accessories like power brakes.
Generally, in diesel engines there is no such control valve. So, the throttle is wide open all of the time. Only the fuel is controlled. Add a turbo and the intake is pressurized. Some bigger diesel engines have CDR’s (crankcase depression regulators) to evacuate the crankcase and some just have vents that vent the fumes downward. In the latter case there is no suction on the crankcase and pressure could be detected at the filler neck especially with increased blow-by in a new engine. I suspect the CRD has a vacuum pump to run the power brakes?
This might also explain the thin brown cloud seen by some owners in the headlights of following cars a night. That should diminish dramatically after break-in.
4kaster
Most truck stops have a car island and I have never seen different pricing, nor have I been treated badly. More than once I have been asked about the Jeep by folks at the stations.
1. They reflashed the computer but haven't driven long enough to see if it made a real difference in the transmission shifting yet.
2. Check engline light was a bad EGR valve.....It took 2 days to diagnose the problem and 2 more to get the part.
When I found out the Jeep would be in all weekend I called Chrysler to inquire about a loaner......They gave the typical no response.......It was one of the worst experiences with a customer service dept. in recent memory.....I'm very close to boycotting Chrysler products all together.
I did find out why the CRD heats up so quickly.....DC put a compressor pump on the motor just for the purpose of heating up the coolant quickly......The temp on a CRD will stay warm regardless of how long you idle or the outside temperature......This I find impressive having owned 4 diesels that all heat up so slowly that I would get to work before they were warm in the winter.
I'll update again on fuel economy once we have driven a bit more.
As far as I can tell, the CRD engine has a closed crankcase ventilation system. It looks like crankcase fumes are vented behind the air cleaner ahead of the turbo. Directional airflow is ensured by a butterfly valve on top of the engine. The upshot of this is that blow-by goes back into the intake and exits the exhaust via the engine, especially under a high “throttle” position.
At 4,900 miles my exhaust pipe is black even after 825 highway miles over the long holiday weekend. My hypothesis is that until this engine is completely broken in blow-by might contribute substantially to the emission from the exhaust that you describe. If you know for sure that this is not true – as evidenced by no reduction in visible exhaust emissions after 30,000 miles - then I defer to your direct observation.
There is no black or blue smoke, only a thin brown emission seen at night under hard acceleration.
My engine has not used any oil in the last 3,000 miles. However, my oil looks like black paint after 2,000 miles. This has to be soot getting past the rings.
The oil rings seem to be doing their job but the compression rings are not completely sealing yet? I’m told by diesel pickup truck owners that sooting of the oil reduces after break-in, usually around 10,000 to 20,000 miles.
Agree there is some lugging on hills at 60 - 65 mph, but generally drive at 65 - 70 mph on the highway. Good ride considering what type of suspension it has.
Would like to get my hands on some biodiesel blend. Have read many good things about it. Live just outside of Washington DC. Nearest biodiesel stattion is 30 miles away.
Have you had any failure or problems with your CRD?
1st tank was 22.6 mpg.
2nd tank was 25.4 mpg.
3rd tank was 25.2 mpg.
4th tank was 25.7 mpg.
No problems to report, the CRD runs great. I even found a station that sells B20 nearby in the DC area.
Geoff
After 5,000 miles the overall observed fuel economy from Mar 18, 05 to May 30 is 24.2 MPG. Percent of driving is roughly 47% highway and 53% city. The worst fill-up produced 20.8 MPG and the best fill-up produced 32.2 MPG. All numbers are calculated and corrected for odometer error.
A recent trip driving at 65 MPH produced 29.2 MPG average over 704 miles of mostly 4-lane highway. The temperature was 65 to 75 degrees F and we ran the air-conditioning very little.
We are very happy with the fuel mileage. We think the mileage is pretty good for a 4WD aerodynamic "blunt skull."
Mine was rated 22.8 mpg (US), and the figure is correct so far.
Just for fun I bought a K&N filter last fall, the same one that fits the 3.7L V6.
I swapped it several times with the original filter to understand what it could do to mileage and performance under different weather conditions. Besides getting 21mpg (K&N) instead of 22 (paper filter) on my daily driving to work, it does bring a 'little' bit more pep to the truck at low rev. What's unfortunate though is the pep is there when the converter remains open, so I can't use it. The difference in mileage using the K&N costs me 150 Euros more on fuel per year. It's good for nature but not for my wallet!
You can also check out this web page for other stations in MD that sell Biodiesel.
link title
The ones in Westminster may not be too far away if you live in Montgomery County.
Diesel enhances new Jeep Liberty
And for the record, Chrysler has repeatedly stated they will build as many diesel Liberty as they have demand for. The 5,000 is what they "expected" to build and there is by no means a 5,000 vehicle limit on Liberty production.
The Jeep Liberty is built at Chrysler's assembly plant in Toledo, Ohio. The 2.8-liter common rail diesel engine is built by VM Motori in Cento, Italy.
quot Tom LaSorda COO
"If we need more, we're going to order more," LaSorda said about the Liberty. "I would assume, based on early indications, we'll have to increase some more. We can't keep them on the lots."
Yeah, that’s what we thought. The numbers are based on US gallons. We keep our receipts and fill out a log of date, miles traveled, fuel consumption and any maintenance. The 32 MPG number was enhanced by a reported 10 to 15 MPH tail wind most of the way. The return leg netted only 27 MPG due to a slight head wind most of the way. We filled up on arrival and departure from the destination to eliminate the stop and go segment from the calculation.
We make this trip about 15 times a year. We discovered that by driving 65 MPH as opposed to the 80 MPH we save about 20% on fuel every trip. That makes the fuel every 6th trip free and the drive is much more relaxing. By driving at or below the speed limit we hardly ever have to touch the pedal unless making a rest-fuel stop.