Jeep Garage  - Jeep Forum banner

Is DPF issue for 2014 CRD fixed now?

Tags
2014
226K views 1K replies 106 participants last post by  Billybongo 
#1 ·
G'Day all,

I've read a ton of threads here that mention the DPF and "Limp Mode" dramas with the 2014 CRD, but they don't actually confirm if the DPF issue in Australia is actually fixed now. Apologies if the fix has been mentioned here, but I can't find that thread.

After many months of working extremely hard to convince the "hugs & kisses" that the 2014 (or 2015) Jeep Grand Cherokee WILL be much more reliable than our previous 2000 WJ-Limited V8, I'd hate for the DPF issue to crop up with the new JGC.

If the DPF Limp Mode happens to my wife while I'm working interstate, it will not be pretty, and I will be in more trouble than Ned Kelly :eek:

To be safe should I go with the HEMI? Apart from a higher fuel usage rate, it isn't hampered by the "apparent" CRD's DPF problem.

Any comments, recommendations or reassurances are greatly appreciated.

Cheers,

Marty
 
See less See more
#3 ·
I was chatting to the service manager after I got my car serviced and asked about the MY14 DFP problem. He said it was a failure of Pre Delivery, as apparently they need to be reset. Apparently there is no requirement to do this from Jeep as part of the PD process. I cannot say I believe him that a car off the boat would already be sooted up, but he was confident this was correct. I mentioned that people have had problems after they had the dealer reset the regen, but he said they have not done it correctly.
 
#5 ·
Having suffered the dreaded MY14 limp mode/DPF issue it would be great to get the definitive confirmation from Jeep Australia that this was indeed the cause.
Mine was one of the very early ones delivered. Is this the same for others who have suffered the same issue?
 
#4 ·
I may be wrong for Jeeps, but frequently the DPF filter reset is set to the oil reset.
It highlights why it is so important to reset the oil on change if you're doing it yourself.
 
#6 ·
As this was not a common problem (if at all) for the MY 11s and MY 12s, they must have either changed the DPF unit fitted to the vehicles or it is a software issue.

My money is that it is a software issue. Hopefully Jeep HQ in the states come up with fix real soon.
 
#9 · (Edited)
I thought this might be a bit easier to track in this thread, rather than the Information thread. Here are the instances of the dpf full issue some have reported:

Missionman (MY14)
Filter nearly full issue on 2014 Grand Cherokee - AUSJEEPOFFROAD.COM - AJOR
Didn't enter regen despite highway driving

Fatboy (trailhawk)
http://www.jeepgarage.org/f190/red-lights-everywhere-71496.html
No filter full warning, dropped into limp mode

ballfire (fireball)
http://forums.whirlpool.net.au/forum-replies.cfm?t=2075715&p=32#r628
Got filter nearly full message, but wouldn't regen despite highway driving, enters limp mode (1900kms)

Chooke
http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-832.html#post979571
Got filter nearly full message, but wouldn't regen despite highway driving, enters limp mode, never noticed a regen occur

Peanut
http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-827.html#post978810
http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-820.html#post975640
Got filter nearly full message and dropped into limp. Not sure if he does highway driving or has ever entered regen?

Twscoot
http://www.jeepgarage.org/f107/2014-grand-cherokee-problems-australia-63637-15.html#post961929
Went into limp mode with regen message, says he has done recent highway driving. (6000kms)

ansamoiz
http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-803.html#post967772
Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (4189kms)

mbro (MY14)
http://www.jeepgarage.org/f157/full...ine-malfunction-warning-70609.html#post962411
Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (1300kms)

A10-6
http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-765.html#post949265
Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (1600kms)

The last 3 seem to be caused by the late message to address the filter being full and not having time to get on a highway. But if these cars are driven periodically at highway speeds for 20-30mins they should be entering regen mode and keep the filter clean.

The 6 previous examples, some of them multiple times suggest to me the car isn't entering regen mode, and this is why the filter is filling up despite regular highway usage. It would be great to know all the prerequisites to entering regen mode.

The only info I've been able to find on CRD regen is from posts like these, but it may be outdated for the VMMotori engine:
.....the ECM triggers a regen at approximately 730 miles or 1212 kilometres.....
I bought a daimlerchrysler 3.0l diesel repair student guide. Here is some info on the DPF:

The DPF uses a silicon carbide wall-flow monolith with a platinum coating to trap particulates. The monolith contains a large number of square parallel channels, which run in the axial direction and are separated by thin porous walls. The channels are alternatively open at one end, but plugged at the other. The exhaust gases flow through the walls and escape through pores in the wall material. Particulates, however, are to large to escape and are trapped in the monolith walls. The ECM starts the regeneration of the DPF if the soot load exceeds a performance map value. The ECM determines the load condition of the DPF. A pressure differential sensor provides the pressure input to the ECM. During the regeneration process, the ECM raises the temperature in the DPF to burn off the soot accumulated. Under normal operation, the engine does not produce enough heat to oxidize the soot inside the DPF. This process requires temperatures above 1022 fahrenheit. The ECM activates the following inputs to generate more heat and increase the exhaust gas temperature:
- EGR throttle valve
- Injectors for post injection
- Glow plugs

The ECM uses the DPF differential pressure sensor along with many other inputs to monitor the state of the exhaust emmission system. The (ECM) will set DTCs and may illuminate the MIL to alert the driver of faults within the system.
Swirl motor emulator - a UK solution? - Page 6 - Chrysler 300C Forum: 300C & SRT8 Forums
 
#19 ·
I thought this might be a bit easier to track in this thread, rather than the Information thread. Here are the instances of the dpf full issue some have reported: Missionman (MY14) Filter nearly full issue on 2014 Grand Cherokee - AUSJEEPOFFROAD.COM - AJOR Didn't enter regen despite highway driving Fatboy (trailhawk) http://www.jeepgarage.org/f190/red-lights-everywhere-71496.html No filter full warning, dropped into limp mode ballfire (fireball) http://forums.whirlpool.net.au/forum-replies.cfm?t=2075715&p=32#r628 Got filter nearly full message, but wouldn't regen despite highway driving, enters limp mode (1900kms) Chooke http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-832.html#post979571 Got filter nearly full message, but wouldn't regen despite highway driving, enters limp mode, never noticed a regen occur Peanut http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-827.html#post978810 http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-820.html#post975640 Got filter nearly full message and dropped into limp. Not sure if he does highway driving or has ever entered regen? Twscoot http://www.jeepgarage.org/f107/2014-grand-cherokee-problems-australia-63637-15.html#post961929 Went into limp mode with regen message, says he has done recent highway driving. (6000kms) ansamoiz http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-803.html#post967772 Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (4189kms) mbro (MY14) http://www.jeepgarage.org/f157/full-diesel-filter-electronic-throttle-control-warning-and-engine-malfunction-warning-70609.html#post962411 Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (1300kms) A10-6 http://www.jeepgarage.org/f190/2014-grand-cherokee-information-australia-54650-765.html#post949265 Got filter nearly full message but couldn't get ot a highway before limp mode kicked in. (1600kms) The last 3 seem to be caused by the late message to address the filter being full and not having time to get on a highway. But if these cars are driven periodically at highway speeds for 20-30mins they should be entering regen mode and keep the filter clean. The 6 previous examples, some of them multiple times suggest to me the car isn't entering regen mode, and this is why the filter is filling up despite regular highway usage. It would be great to know all the prerequisites to entering regen mode. The only info I've been able to find on CRD regen is from posts like these, but it may be outdated for the VMMotori engine: Swirl motor emulator - a UK solution? - Page 6 - Chrysler 300C Forum: 300C & SRT8 Forums
Great work.
Mine was a 4/13 build. Australian compliance 6/13.
 
#10 ·
Good job Benn0. :)

Is it worth adding build dates do you think?

At the very least, I think it's great that it separates the issue as you said, from the normal rabble/speak of the general forum and provides owners who are experiencing the issue to compare when, where, how often and resolution provided.

Aside from the Laredo rear-camera debarcle issue, this is perhaps the other most major issue being experienced with the MY14 CRD in Australia.
 
#11 ·
The other major issue is the noisy cold start:

WK2 Diesel Rough Idling - AUSJEEPOFFROAD.COM - AJOR

But yeah, if we can get build dates from each of these, and I'd be interested to know if any of them have ever seen their vehicle do an active regen. I suspect the ECU isn't triggering one for some reason in their vehicle. If you have a MY14 and it has done a regen at some point, then I reckon you are ok.....?
 
#12 ·
what bugs me is that when i was on the highway driving at 110kph then this message pops up


not long after that the car throttle was becoming less and less responsive to the point that the pedal is to the floor and the car is slowly decelerating from 110 -> 60kph and then i'm stuck in 3rd gear :mad:



this happened on the gateway motorway qld on a sunday morning 7am with not much traffic.. if this was peak hour weekday i have no doubt i would have been rammed in the arse...

and could have ended like the vw golf death in melbourne although they are claiming it wasnt the golf's fault
Volkswagen Golf not to blame for death of Melbourne woman: coroner | CarAdvice

it is dangerous and jeep needs to fix this.
 
#14 ·
what bugs me is that when i was on the highway driving at 110kph then this message pops up


not long after that the car throttle was becoming less and less responsive to the point that the pedal is to the floor and the car is slowly decelerating from 110 -> 60kph and then i'm stuck in 3rd gear :mad:
Yep, so despite driving the vehicle in the conditions that would normally trigger a regen it didn't enter regen mode. To me that seems to be the issue....
 
#13 ·
With that sort of result, you would be entitled to march down to the dealer and demand your money back. This would be classed under the ACL's as a MAJOR FAULT and would entitle you to decide if you wanted your money back, replacement or repair.

If your cars are faulting in such a major way, I would not hesitate to bring the ACCC into this as it is dangerous and very inconvenient.
 
#18 ·
Well it will be interesting to know if it does ever give you the regen in progress message when driving on the hwy one day....
 
#20 ·
Dreamer also has an April 2013 build. It went for 14,000kms with no issue and has had regens perform automatically. But then got the dpf almost full message and then into limp....
 
#21 ·
Updated info with build dates:
Missionman Filter nearly full message then limp mode despite recent highway driving
Fatboy Exhaust system required message my13 trailhawk
Fireball Filter nearly full message then limp mode despite being at highway speed 1900kms
Chooke Filter nearly full message then limp mode despite being at highway speed May 2013
Peanut Filter nearly full message then limp mode.
Twscoot Filter nearly full message then limp mode despite recent highway driving 6000kms April 13
ansamoiz filter nearly full message but couldn't get to a highway before limp mode kicked in 4189kms July 2013
mbro filter nearly full message but couldn't get to a highway before limp mode kicked in 1300kms Dec 2013?
A10-6 filter nearly full message but couldn't get to a highway before limp mode kicked in 1600kms July 2013
Dreamer filter nearly full message but couldn't get to a highway before limp mode kicked in 14,000kms April 13
 
#22 ·
Just picked up the Jeep from the dealer, issue was a blocked DPF. They "carried out DPF regeneration and found OK" quoted from the service invoice. I didn't ask how come the Jeep didn't do a successful regen this time nor how come the DPF filled up so fast from the last regen.
 
#23 ·
The other theory is that bad diesel has been clogging up the filters. Don't know about that....

I'm thinking dpf delete kits are going to be popular for MY14 GCs in the near future.
 
#27 ·
So is the pattern, from those who have had a DPF issue, that it has only happened once bad enough to put them off the road and into the hands of a jeep service centre?

I'm terrified. Having had the dreaded issue once and now planning a big trip towing a large van with my family, how confident can I be? where I'm going, I don't expect there to be many Jeep dealers......
 
#29 ·
I thought I would do a Google search on Jeep DFP Issues and the Jeepgarage thread was 3rd. I would expect that if they are selling 1200+ JGC cars per month and 60% are CRD , that would mean that 700+ are CRDs sold per month, times 9 months they have been released, would result in over 6,000 cars that could be affected.

If this was a common problem, then I would have expected that we would have a hell of a lot of pissed off owners on here complaining.

While I think this is a serious problem for the poor souls that are affected, I do not think this is "common" with the MY14 CRDs.

I think that we are doing the right thing by seeing if there is a common trend across the owners by diagnosing the driving habits, fuel usage, etc. I am sure we will find a trend, we just need to keep the pressure on JeepAU to sort this out, to avoid tainting this model for future purchasers.
 
#30 ·
While I think this is a serious problem for the poor souls that are affected, I do not think this is "common" with the MY14 CRDs.
One of my concerns is that there may be a design issue here that may affect more and more MY14s in the future.
 
#37 ·
An interesting point to ask. Does it also require additional fuel injection downstream? What temperature burns the DPF clean without any ECU intervention?

It'd be great if we could get some hard data on exactly how the Jeep's DPF system functions. I know if I experience a limp home event, I'll be leaving the dealer with that information... or I'll be back the next day to park outside and meet the nice people visiting ;)

Maybe I need to get into the service pit and poke around the exhaust system a bit? If there are sensors, they are probably analogue which means they should be able to be measured.

Cheers,
Steve
 
#38 ·
Here are some comments from sox in the other sub forum, seems to be from a manual:

The oxidation catalysts raise the exhaust gas temperatures to regenerate the DPF , which is passive regeneration. If the passive regeneration cannot keep up with the build up of soot in the DPF, the Powertrain Control Module (PCM) will actively regenerate the DPF to burn off the soot. Residue remains inside the DPF in the form of non burnable ash. Ash comes from the oils and other materials that are trapped in the oils and are present in the soot. Ash is not eliminated by the regeneration cycle. Excessive ash accumulation requires the replacement of the DPF. The DPF uses a silicon carbide wall-flow monolith with a platinum coating to trap particulates. The monolith contains a large number of square parallel channels, which run in the axial direction and are separated by thin porous walls. The channels are alternatively open at one end, but plugged at the other. The exhaust gases flow through the walls and escape through the pores in the wall material. Particulates, however, are too large to escape and are trapped in the monolith walls. The PCM starts the regeneration of the DPF if the soot load exceeds a performance map value. The PCM determines the load condition of the DPF based upon the exhaust gas pressure upstream and downstream of the DPF. A pressure differential sensor provides the pressure input to the PCM. During the regeneration process, the PCM raises the temperature in the DPF to burn off the soot accumulated. Under normal operation, the engine does not produce enough heat to oxidize the soot inside the DPF. This process requires temperatures above 550 ºC (1,022 ºF). After regeneration, the PCM reads the actual pressure difference at the DPF and compares it with a reference value. From this comparison, the PCM determines the ash quantity inside the DPF.
http://www.jeepgarage.org/f222/exhaust-system-regeneration-process-69931.html

It seems that the exhaust can't get this hot without the ECU going into regen mode and doing the post injection and pumping in some NOx gas. But it does get hot enough under normal running conditions to burn off 'some' of the trapped material. So giving a boot full in N might help that, but it won't allow the ECU to go into regen mode and increase the temps to 550.
 
#40 ·
Here are some comments from sox in the other sub forum, seems to be from a manual:

http://www.jeepgarage.org/f222/exhaust-system-regeneration-process-69931.html

It seems that the exhaust can't get this hot without the ECU going into regen mode and doing the post injection and pumping in some NOx gas. But it does get hot enough under normal running conditions to burn off 'some' of the trapped material. So giving a boot full in N might help that, but it won't allow the ECU to go into regen mode and increase the temps to 550.
I remember in my youth, modifying v8's, the run in procedure to harden the lobes on a new cam was a 20min fast idle. It would get the headers hot enough that they would glow red. Im pretty sure that would be around if not above the 550° mark.
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top