Turbo bearings / ESS question

[Headbarcode]

It wouldn't surprise me... an eTorque equipped Jeep has at least a coolant circuit and an electrical circuit (48V) that the driver has no way of monitoring.

Good point

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[Heimkehr]

My question revolves around turbo bearings and ESS. Your turbo has been spinning fast as you've been on the loud pedal for a bit. Now you come to a stop and ESS shuts off your engine. Your bearings are screaming as the oil they are depending on begins to boil... or at least get d@mn hot. Over time your turbo bearings start to scream in protest...

Does this happen? Is this/could this be an issue?

Normally I run w/ ESS disabled on my 3.6, but wifey has the 2.0 turbo w/ ESS and she does not shut ESS off.

For the concerns you state, plus a few of my own, I couldn't install this harness fast enough.

The engine is shut down when I reach my destination, no sooner.

If you want to worry, then you need to about the plastic parts for the cooling system. Hopefully Jeep did not use the same supplier that GM uses for the Cruz. Because those things are failing at an alarming rate when they hit 5 years old.

...then it's the plastic for the valve covers and various vents.

To date, I've funded the not-inexpensive replacement of two plastic-tanked radiators on two separate Hondas. It was only a matter of time, I figured, until stress cracks from recurrent heat/cool cycles would appear and make economical repair impractical or impossible. Sure as anything, that's exactly what happened.

I'm not unsympathetic to the desire for weight reduction in modern vehicles, vis-a-vis its effect on fuel efficiency, but there are some materials and/or construction methods that shouldn't be superseded. Metal radiators are part of that now-interrupted continuum.

 

[OldBlue]

Thanks @Heimkehr. I currently run that harness on my 3.6 (along with a jumper to bypass the ESS), and just picked up another harness from another forum member for the wife’s 2.0.

 

[jjvincent]

For the concerns you state, plus a few of my own, I couldn't install this harness fast enough.

The engine is shut down when I reach my destination, no sooner.



To date, I've funded the not-inexpensive replacement of two plastic-tanked radiators on two separate Hondas. It was only a matter of time, I figured, until stress cracks from recurrent heat/cool cycles would appear and make economical repair impractical or impossible. Sure as anything, that's exactly what happened.

I'm not unsympathetic to the desire for weight reduction in modern vehicles, vis-a-vis its effect on fuel efficiency, but there are some materials and/or construction methods that shouldn't be superseded. Metal radiators are part of that now-interrupted continuum.

We need to remember that old school radiators failed too. Those brass ones cracked and you had to send them out to be repaired. Top it off, those old cast iron fittings on engines would rust up and thus needed to be replaced. Then the rusty coolant was to be replaced every two years and flushed.

Now we have coolant systems that crank out mileages that were unheard of in the old days. It's just that some manufacturers with certain models seem to have gone to a new low with these parts. Then I see cars and SUV's like Hondas and Toyotas that have all of the original stuff on them and they are 15 years old with 300K on the clock. That was unheard of back in the day with all of the metal parts.

My point being, GM hit an all time low with those Cruzes. I now see why that even with the super cost cutting they did, they were losing money on them.

On a separate note, I did fix a coolant leak the other day on a Tesla Model X. It was a faulty hose and plastic connection.

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