Dodge Journey: 2.0 CRD and 3.6 V6

Here's the thing most Journey buyers didn't realise when they drove off the forecourt: that 2.0 CRD under the bonnet is a Volkswagen sourced diesel. Engine code BWD, 1968 cc, 81 mm bore, 91.5 mm stroke, 18.0:1 compression, Bosch EDC16U31 ECU. Stock output is 140 hp and 320 Nm. It's the same basic architecture that powered a huge slab of Europe's family cars through the late 2000s, and that's a double edged sword. Parts availability is decent and the bottom end is fundamentally sound. But every weakness that engine family is known for turns up on the Journey, right on cue.

The EGR valve is the first thing we look at. It clogs progressively with carbon, restricts flow and eventually triggers fault codes and rough running. Tied to that, the intake manifold soots up internally and the swirl flaps, if your car has them, can seize or break. A broken swirl flap dropping into the intake is a serious failure, so early diagnosis matters. The turbo actuator is another weak point. Boost pressure faults leading to limp mode are a common complaint, and the difference between a sticking actuator and a failing turbo is something you diagnose properly, not guess at.

Diesel particulate filter blockage is a frequent one on these, especially cars used predominantly around town. Short trips mean the DPF never fully regenerates. We clean and restore DPF systems, diagnose regeneration faults and address the root causes that cause repeated blockages. We don't just clear the code and send you on your way.

Higher mileage CRDs are worth having the dual mass flywheel and clutch inspected. The DMF wears in line with how the car's been driven, and a worn DMF transfers vibration and shudder back through the drivetrain in ways that get progressively worse. Injector wear and hard starting can also appear as the engine ages, particularly if service intervals have been stretched.

The 3.6 litre Pentastar V6 is a completely different animal from the CRD. It's a Chrysler designed petrol motor, 3604 cc, 96 mm bore, 83 mm stroke, 10.2:1 compression, running a Siemens/Continental GPEC2 ECU. Factory outputs are 283 hp and 353 Nm. That's a healthy number for a family SUV, and the Pentastar is genuinely capable. But early production runs had some specific weak points that still show up years later, and the Journey's age in the NZ fleet means many of these cars are now deep enough in mileage that those faults are surfacing.

The most talked about issue with early Pentastars is the cylinder head on the left bank. It was prone to causing misfires and rough running, and if you're buying a used V6 Journey, this is worth checking. We look at this closely during diagnostics, and wiTECH gives us the live data and misfire counters to see exactly what's happening cylinder by cylinder.

The oil filter housing and cooler are another known leak point. Oil weeping from that area is worth addressing before it becomes a larger mess. Rocker or lifter noise can develop when oil changes have been skipped or stretched, so service history matters here. The cooling system also deserves attention: the thermostat housing and water pump are common attention areas on this engine, and an overheating Pentastar is not somewhere you want to be.

Being a petrol engine, the V6 runs spark plugs, and these are worth replacing on schedule. Ignition coils are worth checking at the same time, especially on a car showing any intermittent misfire behaviour. We cover all of this as part of a proper service, along with air filter, cabin filter, drive belt inspection, brake pads and rotors, suspension, and cooling system work.