KJ CRD Diesel Owners FAQ

[Wilmo]

Boost Control Sensor Contamination / Rough idle, higher fuel use, loss of power / Cleaning it

The boost control sensor provides the turbo boost pressure and intake air temperature to the ECU for control of fuelling. Contamination of this sensor through accumulation of soot that is passed back into the intake via the EGR system can stop it functioning optimally, and lead to symptoms such as lack of responsiveness when accelerating, a rough idle, higher fuel use, and loss of power.

Thankfully its relatively easy to remove and clean.

The boost control and temperature sensor is located on the top of the engine, under a wiring harness, towards the back right hand corner when looking at the engine. It is held in place by one screw that you use an 8mm hex key to undo.

Once the screw is undone, remove the screw and washer from the sensor and store it safely BEFORE you remove the sensor from the engine. This will prevent you dropping the screw and the washer into the engine intake! Replace in the reverse order, sensor first (seat it in the hole) and then put the washer and screw in and tighten.

The sensor can be cleaned with a liberal application of a high quality carby cleaner in a spray can. This will dissolve the soot and return the sensor to proper operating functionality.

Location on engine



Mounting hole on manifold



Boost sensor before cleaning



Boost sensor after cleaning



It is suggested that this be cleaned at every service (10000kms intervals) for trouble free motoring going by fellow Jeep owners experiences and the condition of theirs when inspected.

[Wilmo]

Where can I find a service manual for the CRD?

Here:

http://www.microwise.com.au/jeep/man...viceManual.pdf

[Wilmo]

High Indicated Engine Temperatures / Perceived Overheating / Especially when towing and off road in sand

The 2005 CRDs came from the factory with an incorrectly calibrated temperature guage, which meant that the temp needle would sit near the HOT mark on the guage, even though the actual engine temperature was OK.

DC released a Technical Service Bulletin and upgraded software for Dealers to re-program the instrument cluster, so that it indicates only a minor increase in temperature rather than going to fully hot when the engine has been under load.

Details of the TSB are below - take this info to the Dealer and get them to re-program your KJ if you haven't had it done and are planning on towing or using the CRD off-road.

You will find however that the CRD KJ does indicate higher than normal temperatures (normal temp would be just under half indicated on the guage), when towing or fully loaded travelling at highway speeds, or off-road in deep sand. Under these conditions the turbo is generating a lot of heat! This scenario is not peculiar to the KJ either, the latest CRD Toyota Prado for example exhibits the same sort of behaviour when under high load - its normal for a turbo diesel.

Generally, you should aim to keep the temp below the 3/4 mark on the guage, and this is quite achievable, by moderating your speed on the highway. For example, in my experience, towing a 1 tonne trailer at 110km/h in 38 degree C temps produces temps around the 3/4 mark. Dropping speed to 100km/h sees the temperature fall a notch or two.

If after you have had the guage re-calibration done, and you are still getting temperatures in the red zone without much provocation, then its likely you have a faulty viscous clutch fan (the one on the front of the engine). This fan is only active at high engine temperatures, not all the time. If it doesn't engage, then overheating will occur. If you have a faulty one (its pretty rare), the dealer should replace it under warranty.

TSB

NUMBER: 08-043-05
GROUP: Electrical
DATE: August 11, 2005

THIS BULLETIN IS BEING PROVIDED IN ADVANCE. DO NOT PERFORM ANY
ACTIONS RELATED TO THIS BULLETIN UNTIL AUGUST 26, 2005. THE DRB III
SOFTWARE VERSION MUST BE AT LEVEL 62.2 TO PERFORM THIS BULLETIN. THE
DRB III SOFTWARE WILL BE AVAILABLE ON TechCONNECT BY AUGUST 26, 2005.
FOR MARKETS OUTSIDE OF THE UNITED STATES AND CANADA, THE DRB III
VERSION 62.2 SOFTWARE WILL BE AVAILABLE ON CINONConnect AND
TechCONNECT BY AUGUST 26, 2005. THE DRB III VERSION 62.2 SOFTWARE WILL
ALSO BE AVAILABLE ON THE ITIS DVD SEPTEMBER 2005 RELEASE.

SUBJECT:
Engine Temperature Gauge - Indicator Reads A Higher Temperature Than Actual

OVERVIEW:
This bulletin involves reprogramming the instrument cluster control (CCN)
module.

MODELS:
2005 (KJ) Liberty / Cherokee

NOTE: This bulletin applies to vehicles equipped with a 2.8L turbo diesel
engine (sales code ENR).

SYMPTOM/CONDITION:
The customer may notice that the engine temperature gauge may indicate that
the engine temperature is high. In hot ambient temperatures, and under certain driving
conditions of extended uphill driving while towing a trailer, the engine temperature
indicator may indicate slightly above the 3/4 normal operating temperature mark on the temperature gauge (but below the engine hot temperature markings). This condition may be caused by an incorrect calibration of the of the engine temperature gauge.

New CCN module software corrects the old engine temperature gauge
calibration.

DIAGNOSIS:
If the engine and the cooling system are operating correctly, and the above
condition is present, then perform the Repair Procedure.

SPECIAL TOOLS/EQUIPMENT REQUIRED:
CH6000A Scan Tool (DRBIII®)
NUMBER: 08-043-05
GROUP: Electrical
DATE: August 11, 2005
CH7000A/7001A J1962 Cable with red DRBIII® connector
REPAIR PROCEDURE:
NOTE: Before proceeding verify that the DRBIII® software version is at level 62.2.
1. Connect the DRBIII® to the vehicle Data Link Connector (DLC)
2. Turn the ignition switch to the "ON" position.
3. Using the DRBIII® scan tool recalibrate the instrument temperature gauge.
a. Select "DRBIII® Standalone"
b. Select "1998 - 2006 Diagnostics"
c. Select "All (Except Below)"
d. Select "Body Interior"
e. Select "Electro/Mech Cluster (MIC)"
f. Select "Miscellaneous"
g. Select "Recalibrate Temp Gauge" option.
4. If the recalibration of the instrument cluster was successful, the DRBIII® will display the following message: "Recalibration Successful".
5. If the version level of the original instrument cluster software allows recalibration, but the recalibration of the instrument cluster was NOT successful, then the DRBIII® will display one of the following messages: "Recalibration Failed" or "Write To Memory Address Failed". If one of these messages occurs repeat the above steps.
6. If the instrument cluster has already been recalibrated to the correct software version level, then the DRBIII® will display the following message: "Gauge Already Recalibrated - Press Any Key to Exit".
7. The DRBIII® will display the following message if the original instrument cluster software version level is not the correct version level for recalibration:
"MIC Software Version Incorrect - Press Any Key to Exit".
8. Verify that the instrument cluster engine temperature gauge has been recalibrated by selecting the "Recalibrate Temp Gauge" option again. The DRBIII® should display the following message: "Gauge Already Recalibrated - Press Any Key to Exit".
9. Turn the vehicle ignition switch to the "OFF" position
10. Disconnect the DRBIII® from the vehicle DLC.
POLICY:
Reimbursable within the provisions of the warranty.
TIME ALLOWANCE:
Labor Operation
No:
Description Amount
08-45-10-94 Reprogram Instrument Cluster Control (CCN)
Module - 2.8L Turbo Diesel Engine Only
0.2 Hrs.
FAILURE CODE:
AM Authorized Modification

[Wilmo]

Groan from rear diff with tight cornering / insufficiently lubricated Limited Slip Differential

The rear LSD in the CRD KJ (in fact all KJs), is made up of several clutch surfaces that bind together when one wheel rotates more quickly than the other to limit the spinning of the faster wheel and transfer torque to the non-spinning wheel.

If these diffs are not lubricated correctly, they can tend to bind (to reduce the slip of one wheel turning faster than the other), even at slow speeds when cornering normally.

The fix if you hear this groaning sound when doing a U turn for example is simply to get the dealer to add the special Mopar diff anti-friction additive (available only from Jeep) to the differential case.

Problem will be solved!

[Wilmo]

Differences between the CRD models over the years / Power and Torque figures

Early 02 - Mid 03 CRD's were 2.5lt VM Motori Diesel and had 105Kw and 343Nm (std external wastegated turbo and Manual only)

Engine 2.5 Common Rail Turbo Diesel
Description PowerTech common-rail diesel, turbocharged I-4
Displacement 2499 cc
Bore and stroke 92 mm x 94 mm
Valve system Belt drive, DOHC, 16 valves, roller followers,
hydraulic lash adjustment
Compression ratio 17.5:1
Maximum power 105 kW (143 hp) @ 4000 rpm
Maximum torque 340 Nm @ 2000 - 2400 rpm

Late 03 - Late 04 CRD's were 2.8lt VM Motori Diesel and had 110Kw and 360Nm (std external wastegated turbo, but bigger capacity than 2.5L of previous year and AUTO only)

Engine 2.8 Common Rail Turbo Diesel
Description PowerTech common-rail diesel, turbocharged I-4
Displacement 2755 cc
Bore and stroke 94 mm x 100 mm
Valve system Belt drive, DOHC, 16 valves, roller followers,
hydraulic lash adjustment
Compression ratio 17.5:1
Maximum power 110 kW (150 hp) @ 3800 rpm
Maximum torque 360 Nm @ 1800 - 2400 rpm

Early 05 - current CRD's have 120Kw and 400Nm (Variable Geometry Garrett Turbo which is internally wastegated through variable pitch exhaust fins/blades, Auto only at first, but a manual was released in 2006 and is still available)

Engine 2.8 Common Rail Turbo Diesel
Description PowerTech common-rail diesel, turbocharged I-4 (VGT)
Displacement 2755 cc
Bore and stroke 94 mm x 100 mm
Valve system Belt drive, DOHC, 16 valves, roller followers,
hydraulic lash adjustment
Compression ratio 17.5:1
Maximum power 120 kW (160 hp) @ 3800 rpm
Maximum torque 400 Nm @ 1800 - 2400 rpm

Other intersting facts:

- The F37 Transmission recall for the 2005-on CRD lowers the max torque output by 7% at Wide Open Throttle reportedly. That brings it back to 372nm. Still more than the max output from a new Nissan Patrol 3.0L CRD or Mitsubishi 3.2L CRD to put it in perspective.

- Turbo used is the same with the 1st & 2nd versions, then they changed to the VGT Garrett turbo which spools up more quickly and provides more torque at lower RPM. Peak torque RPM range remains the same as the earlier 2.8.

- Engines are the same just capacity differences.

- Slight differences in the oil filter locations on the engines.

- Airbox changed from the V6 airbox (with bonnet snorkel), to the one which draws air from behind the headlight on the the VGT 400Nm engines.

- The autos all used the 5-45RFE 5 speed automatic as found in the Grand Cherokee.

- The autos have the Selec Trac NV242 transfer case which allow full-time on-road 4WD for optimum traction on the asphalt in rain and snow.

- The manuals have the Command Trac NV231/NV241 transfer case which allows off-road (part time) 4WD only.

- All have a 2.72:1 low range reduction.

- 2005-on CRDs have a 750kg unbraked / 2800kg braked towing capacity.

- Kerb Weight of the 2005-on auto or manual (unladen) is 1953kg.

- Fuel tank capacity 77.6L.

- 2005-on auto Fuel economy (real world) approx 13L/100 km in stop start traffic, and 10L/100 km on the highway (100km/h) fully laden with camping gear and roof basket.

[flyboy]

Give this a go before ordering from the dealership.

The email address in UK is Info@VMDieselSpecialist.co.uk
This was the reply.
Yes we stock the parts. You will need the following:-
Timing belt £47.89
Tensioner pulley assembly £64.54
Idler pulleys, x 2 @ £31.33 each £62.66
Postage £14.50
Thanks. George.

[lucas mccain]

hi there does anyone know if the ESP button fully turns the system off or does it still activate when driving on a angle and drifting?