Son called yesterday from Utah. Suspects that the Libby's turbo has blown. Says my daughter-in-law thought she heard metal-to-metal. :eek: I guess he looked up information on the internet, and found that it's not uncommon. Does the EGR system shorten the life on the turbo? It's an '06, and somewhere north of 100K.

 

I have always been told the EGR will shorten the life of the turbo as well as the head gaskets. The EGR, by its nature, will increase the operating temperature of the engine which stresses the engine.

 

Seems like a delete kit would be in order. Son also says that a lot of them have central-bearing failure, due to insufficient oil flow. Not a happy thought, but, at least a replacement doesn't have to be hideously expensive. Found one, new-in-box/aftermarket for $750, and son knows a guy who likes bringing Diesels back to life. If, indeed, the turbo is toast, I might obtain both a new turbo AND a delete kit. Make it run better anyway, with just clean, cool air.

 

I would do delete it if I was you. Seems that there are more and more issues due to EGR the higher the mileage.

 

It hurt engine longevity, performance and fuel economy, back in the 70's, and it seems that they've never figured out how to do it right. I guess that means it's the wrong thing to do, and my personal Rule Number One is that there's NO RIGHT WAY TO DO THE WRONG THING. (apologies to George Jones and his Friday night girlfriend who would "...work on doin' all the wrong things right...")

 

I just went through the exact same problem on my 06 CRD. had to replace the turbo, due to a lack of oil to the main bearing. This was because I had installed the EHM to avoid dumping the oil back into the intake, and rotting out my CAC hoses.
If you pull the airbox hose going from the airbox to the front of the turbo, you should be able to tell whether or not the bearing's bad.
If it is due to a lack of oil to the main bearing, and the oil level is fine on the dipstick, you need to check the oil lines going into the turbo. The other issue is that if the turbo has been starved for oil, and there's none going in, you're driving a ticking time bomb, due to the fact that the oil drain line from the turbo feeds the crankshaft.


As far as finding an aftermarket replacement cheaper-DON'T DO IT!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!

I CANNOT STRESS THIS ENOUGH!!!

The tolerances on the Garrett VNT turbo are tight enough that if you check with Garrett themselves, they do NOT offer a rebuild kit on the turbo. All the cheaper "aftermarket" replacements are chinese knockoffs, and of the 6 or 7 people I've known that got one, EVERY SINGLE ONE FAILED. You have two options.

1. Replace with another factory turbo through IDparts.com
2. Contact GreenDieselEngineering and buy their aftermarket turbo. GDE is the ONLY manufacturer that makes an aftermarket turbo designed specifically for the CRD, and IIRC, it is NOT a VNT turbo, therefore needing their wiring kit to adapt it to work. Shoot me a PM if you have any more questions, I'll be more than happy to help out. I hate to see someone spend a LOT of money on the wrong parts on these things, as they are extremely finicky about what works and doesn't work on them.

 

GDE seems to be addressing all aspects of Jeep/CRD upgrade work. And theirs is a fixed-ratio turbo, rather than variable?
Oil goes thru the turbo's central bearing gallery before being delivered to the crankshaft? That sounds like a terrible thing to do, even if it does turn out to work. Why the hell not keep the crankshaft's oil supply independent, and just allow turbine bearing oil to drop right into the crankcase?

 

With GDE, I believe theirs is a fixed turbo...I could be wrong, but that's what I thought I remembered seeing. And as far as the crankshaft feeding from the turbo main bearing, I agree...its a horrible design. The VM 2.8 altogether is really a crappy design...quick question, when was the last time the timing belt was done on your daughters Libby, and how many miles ate on it now?

 

yeah def. want to get that timing belt done, and might as well do the water pump while your in there too. i did my timing belt and water pump at 76k due to early water pump failure, i did my egr delet 51k. i blocked the supply line feeding the egr valve and the EHM. knock on wood my libby hasnt had any engine problems since the water pump failed. i love the little diesel. i almost got rid of it before i bought my 24v cummins but just couldnt justify it. its too versatile. almost at 90k miles now.

 

Timing belt is still original. There's a little inspection port and it still looked OK. Got a little past 100K on it right now. truck's in Utah, and I'm in Texas. Hard to get firsthand information that way.