The aux battery seems like a very simple fix through the fender well. They are only like $100 right?
Even the 3.6 has an EGR cooler now, the emissions stuff is going to be there no matter what. The scarcity of the 3.0 will be its downfall long term, whereas the 3.6 is one of, if not the single most, common engines on the road. Parts are readily available aftermarket. The 2.0 is too new to really know.
I realize that but after the 3rd replacement aux battery I started to run low on extra fender clips. ?
Yes. Not a big deal at all. Don’t replace with the Mopar battery and you’ll get several years out of one just fine.
You’re doing it wrong, only on this forum does anyone recommend pulling the whole damn fender. It’s ridiculous. You pull the wheel off and the fender liner, the push pins for the liner are reuseable.
"Doing it wrong" is subjective. Pulling the entire fender is the way it was designed to be replaced and IMO is a lot easier than removing all of the inner fender connections. That said, I have an eTorque now so I don't have to do it at all.
The intended procedure for removal is by removing the fender liner. This is indisputable. Check the service manual. I’ve posted the procedure here several times.
OK, I wasn't trying to say there have been many documented issues with it, just trying to ask if there was a difference between the 2.0L having a turbo and diesel. As I'm not super mechanically inclined I would think it would be a wash between having 1 in each of those engines.
Least of all evils for this discussion. Disable ESS and remove/bypass the aux. Then you are back to a completely conventional 12v electrical system only. Long term this is a safer, simpler bet than a mild hybrid.
that would definitely be a good long term solution definitely. post warranty of course.
Yes and No. I'm not sure if garrett makes both turbos for both engines, I think they do, but they are different turbos, so there in is a factor, and then the application one being a small gasoline engine and the other being a diesel is another factor. It also depends on if they are properly cooled/oiled and how much boost they are running. I don't know enough specifics about how the two engines and turbos are designed to say one way or the other, but some turbos in some applications are prone to failure others are not.
this is true. the egr is definitely an issue on the diesel, but there is a lot more additional emissions equipment on the diesel, like the particulate filter and the def injection, there's also the exhaust valve which is prone to failure. Same kinda crap that's on my wife's vw tdi that has run out of it's dieselgate warranty that i might delete soon and pick up 5mpg and some power. that's if we dont trade it in on the jeep.
Pffft, more like $200 with labor. I'm on the road so thats what it ran.
