[Amatore]

They are saying it is a bad coil pack and I should have it back tonight....we'll see.

That's what they told me after they told me it was bad fuel and just before they changed the bad cylinder head.

 

[Amatore]

Okay, update on mine...
Dealer called said it was ready to pick up. I went and turned in my rental car, got my keys, and talked to tech. He said that it was showing P0306 cylinder 6 misfire and that when he wiggled the connector on the #6 coil pack it went away. He swapped the coil pack with #1 cylinder just in case so that he could easily replace it without having to pull intake plenum off again if pack failed. They test drove it all afternoon letting it sit multiple times in the middle. Over 50 miles of test driving and no light or codes. I start it up and within 5 seconds it beeps, light comes on, and it starts misfiring and running rough. I went back in and told them it came on again and they seemed very surprised. I rode with the tech back to his bay and we hooked it up to the scanner. It was getting a constant P2317 Ignition Coil Secondary Circuit- Insufficient Ionization code, and a pending P0306 Cylinder 6 Misfire code. He called Chrysler Star back and told them what happened. After 30 minutes he got a reply back to do a compression test, check the injector system with the NOID, and if everything tested ok to replace the PCU. They actually wanted to just try swapping the PCU to see if it would go away, but they didn't have one in stock.

The fact that Chrysler told him to do a compression check even though all of the code indications were ignition related, and without my prompting, tells me they must have finally accepted that there are ongoing issues with the heads. In there defense I can't imagine them giving the Jeep back to me without being fairly certain that they had fixed the problem before.

I made sure that they documented these as 2 separate occurrences since I took possession of the vehicle before the second set of codes flashed. This takes me halfway to Lemon status if it comes down to that, but I am hopeful that they will get this resolved and I won't have any more trouble out of it. At least the tech working on it has been open and honest about what they are doing and letting me participate in the process.

So, for now, we are still in the bad ass minivan, I will update when I have more....

If you've read my cylinder head thread and that of other folks you'll see it's quite common for them to give the vehicle back with the problem not fixed.

Sad how they play "Mother may I?" with Chrysler to do everything. It would have been much better if they had of did the compression test while the intake was off; as that seems to be the state the engine has to be in to perform it.

I also doubt they're putting this on "two separate ticket."

Anyway, stay on them, and good luck.

 

[Amatore]

I was going to ask how they do a compression test on these "fly by wire" engines. Can they hook up the diagnostic tool and command the butterfly(s) to stay open?

Mine should be arriving at the dealer and ready for me to take delivery on either this comming Thursday or Friday. After reading about all of you guy's problems, I'm hoping for the best but expecting the worst. At least for the majority of you guys with problems, it sounds like Jeep is well aware of the issue and trying to honestly resolve it.

Stay tuned for my experiences on a very late March / very early April build Sport S.

BTW, THANK YOU to everyone who is sharing their stories here.

Pete

With all the water under the bridge I may be wrong, but if I remember right they are actually doing a "cylinder leakdown test." And I for one am guilty of throwing around the wrong term for the test.

There's a difference:

http://www.dietersmotorsports.com/Compression-leakdowntest.htm

I found this to be an interesting sentence: "Good cylinder leakdown readings should be below 5-8%," because my mechanic stated Chrysler doesn't do anything unless the loss is greater than 15%.