Journeyman425

I love my Journey. I also work for a dealer. Of all the customers who have bought Journeys from us, I have only met one who does not like the car. It's a shame that you are dissatisfied with yours. You are certainly entitled to your feelings about the car, but as Addicted to Dodge pointed out, garnering support for a class action suit on this particular forum may be difficult indeed. The enthusiasts here far outweigh the dissents. I sincerely hope your problems are eventually resolved or that you are able to find an amicable exit from ownership into something you enjoy.

Happy New Year everyone!

There may be a reflash or update for your Journey to correct those issues. I suspect there is a fault code stored in one of the modules which may lead to a diagnosis of your problem. I did a quick check for Tech Service Bulletins (TSB) for those issues. There are TSB's for other radio issues but none contain your descriptives. Mention them to your service advisor on your next appointment for service, or set up an appointment to have them checked out. Bring both key fobs when you do.

Ran a quick check on TechConnect ( I work for a dealer) to see if there have been any capacity changes. None that I see. I know the oil filter housing and filter element were changed for 2014 and are NOT interchangeable with earlier years, but the overall oil capacity remains at six quarts. I wonder if it was overfilled at delivery? Very important that the oil filter housing cap is removed prior to removing the oil drain plug. This allows the oil to drain from the OFH. I have changed the oil twice on my Journey so far, Both times it took six quarts and read full, but in between the first and second service I had to add 1/2 quart. I attributed that to break-in as I have driven 4800 miles since the last service and it is still full. I use 5W-20 synthetic oil now. The first time I used conventional oil. Check out this graphic and you will see why it takes a long time for all the oil to flow back into the pan! 09 - Engine, 3.6L/Lubrication/Operation OPERATION The oil from the oil pan is pumped by a vane type oil pump mounted to the bottom of the cylinder block that is chain driven by the crankshaft sprocket. The oil from the pump travels to the oil filter element and then to the oil cooler assembly. After the oil has been filtered and cooled, the oil enters the main oil gallery. The pressurized oil travels through the main gallery to the four main journals to lubricate the crankshaft main bearings. The pressurized oil travels through the crankshaft main journals to cross-drilling supplying oil to the connecting rod journals. From the number one main bearing gallery, oil travels to the right secondary chain tensioner and to the primary chain idler shaft. The main oil gallery also supplies oil to three sets of piston oil cooling jets. From the cylinder block the oil flows through drillings into the left and right cylinder heads. Left cylinder head oil is supplied to the left secondary timing chain tensioner, camshaft journals and hydraulic lash adjusters. Right cylinder hear oil is supplied to the right camshaft journals and hydraulic lash adjusters. The camshaft valve lobes and rocker arms are lubricated through a small hole in the rocker arm; oil flows through the lash adjuster then through the rocker arm and onto the camshaft lobe. Oil also flows through each of the four forward camshaft bearings into the camshafts and phasers. Engine Lubrication Flow Chart FROM TO Oil Pickup Tube Oil Pump Oil Pump Oil Filter Oil Filter Oil Cooler Oil Cooler Block Main Oil Gallery Block Main Oil Gallery 1. Crankshaft Main Journals 2. Left Cylinder Head 3. Right Cylinder Head 4. Piston Cooling Jets Crankshaft Number One Main Journal 1. Primary Chain Idler Shaft 2. Right Secondary Chain Tensioner 3. Oil Pump Feedback Crankshaft Main Journals Crankshaft Rod Journals Left Cylinder Head 1. Left Secondary Chain Tensioner 2. Hydraulic Lash Adjusters 3. Camshaft Journals 4. Phaser Oil Control Valves Right Cylinder Head 1. Hydraulic Lash Adjusters 2. Camshaft Journals 3. Phaser Oil Control Valves Hydraulic Lash Adjusters 1. Rocker Arms 2. Cam Lobes

We're just about to hit 12K miles, and the brakes are exactly as day one. No noise or vibration, and the car stops impressively well. Very impressive, in fact. Both my wife and I have really had to ger used to the difference in braking power over the 300M - the Journey requires much less pedal effort to stop in the same space. Even when the 300M was new, I don't remember it stopping as well as the Journey does.

You know, I didn't either until at some point after I ordered my own. I was perusing some dealer literature and found this later : Dodge Journey Crew In addition to the standard SXT features, Journey Crew replaces/adds these features: Touring suspension (FWD) Performance suspension (AWD) The list is much longer but I edited it down for you to see. I would love to drive mine back to back against another to compare. I think the differences are somewhat subtle between levels. There is a marked difference between Touring and Performance Handling Group on the 300M (I own two 300M's and one is Touring and the other PHG) but that car has a different purpose altogether. If the Journey's ride was too harsh, sales would suffer.

This is the only other Customer Assistance number that I have in our dealer database that pertains to your case. Have your case number on hand and give it a shot - nothing left to lose at this point, I am so sorry to say. Do you know if either dealer has contacted their District Service Manager, aka Factory Rep? Is Marvin a supervisor, do you know? This just kills me. I don't believe that your car cannot be repaired. Please call this number and give a resolution another try (you'll have to do it on Thursday or later; they've all left as of noon today for New Year's): Chrysler Group LLC Customer Assistance Center (CAC) 800 992-1997 Customer contact number regarding towing assistance, product information and dealer sales/service complaints

I have a '13 Crew FWD with the Touring setup. The overall on-road performance of the suspension is quite good. I've been driving a 300M with Performance Handling Group for 13 years and that car is highly capable in ride, cornering, steering and brake feel. The Journey's purpose and mission is somewhat different than that of a 300M, but considering its primary role as a people mover, it is tuned more toward the driver than a minivan, which is one of the reasons why we selected it over a van. Cornering is excellent, body roll is there but I don't feel like it is excessive. Braking power and pedal feel are very impressive - noticeably better than my 300M. Steering feel is a bit numb but the gear has zero friction and the ratio is quick, making it fun to drive anyway. The ride is pretty well sorted out. It can be a little jiggly over irregular pavement due to its higher center of gravity, but its highway manners are outstanding. The body structure is very stiff and rigid, which allows the suspension to concentrate on doing its job rather than compensating for structural weaknesses. There is definitely some torque steer - much more noticeable than in the 300M, and the 3.6 liter engine is only slightly torquier than the 3.5 (260 lb-ft vs. 255). The AWD setup eliminates the torque steer, but it automatically comes with Performance Suspension which might have a bit more ride harshness, plus the weight gain and fuel economy penalty. The R/T comes with an even higher performance suspension than what would be found on a SXT or Crew/Limited with AWD.

Debra - I am, quite frankly, shocked that the problem still exists and that the vehicle has been returned to you unrepaired. Permanently sealing the roof means you lose the use of it which is not what you paid for and is entirely unacceptable. Please contact Chrysler directly at this number if you have not already: Chrysler Group LLC Customer Center P.O. Box 21–8004 Auburn Hills, MI 48321–8004 Phone: (800) 423–6343

I love reading stories like these. Our 2000 300M is going to be a very tough act to follow - it still runs flawlessly on its original engine and transmission after more than 13 years and 287.000 miles. I remember when it had 31,000 miles - it was a year old - and not a single problem with it. We were still 40,000 miles away from our first set of tires and front brakes. To this day, it has never seen a tow truck and only failed to start once due to a shorted battery. I bought a 7 year/100K Maximum Care warranty on it (longest that was offered at the time) thinking I'd surely have to put a tranny in it before 100K miles. Maybe that was a good omen. Bought a lifetime Max Care warranty with the Journey - let history repeat!

What year is your Journey?

The message is basically in response to the consequences of the design. In a conventional key-ignition system, short of theft, it is not possible to operate the car without the key. In a keyless system, you can start the car without the fob physically in the vehicle. If you forget to take it with you or it is lost, the system reminds you as such because if the car is shut off, you won't be able to restart it unless the key is nearby. If the system were programmed to not run without the key present, you a greater risk of being stranded should something happen to your fob once you leave. At least the car can be used to get you home or to get help as long as it is not shut off.

Wishing all of our friends here on the board a Merry Christmas on this Christmas Eve. This is my favorite time of the season - our dealership is closed today and tomorrow, all the shopping and wrapping is done, my kids are on the edge as the big day nears, and of course we await the celebration of the birth of Jesus. I realize that some of you may not celebrate Christmas, but I just wanted to take a moment to wish you all the best (political correctness be darned!). I enjoy being a part of this community of fine people!

Screeching sounds of any kind are not characteristic and should be looked at. It would be a good idea to stop by your dealership in weather conditions where you can duplicate the sound for them. Take the tech or service advisor for a brief road test so they can hear your noise, then schedule an appointment to have it repaired if they cannot attend to it while you are there.

Debra - how have you made out with the sunroof replacement on your Journey? Has the work been done yet, and if so, is the problem resolved?

The only reason why I did not suggest a fuse is that there is no dedicated fuse for the washer pump per se. Its operation is controlled by the Body Control Module. European market Journeys have a separate headlamp washer pump which has its own fuse. If a fuse is blown, there will be other features not working as well. If that is the case, then yes, look there for sure.

With the engine off, ignition in run position, operate the washers. Can you hear the pump running? If not, then try the rear washer and see if you can hear the pump running that way (the motor runs in reverse for the rear washer). If you can hear it running, check under the car for dripping. That means a hose is off somewhere if there is a leak. If nothing leaks and you hear the pump running, either the system is clogged or frozen.

Amen to that!

Not finding anything on DealerConnect that exactly matches your issue, but please make sure your radio software is at its latest release. This bulletin may apply to you: Radio Locks Up OVERVIEW: REN and REZ Radio Lock Up. Flash Radio with DVD Update Disc MODELS: 2010 (D1) Ram Truck (3500 Pick Up) 2010 (DJ) Ram Truck (2500 Pick Up) 2009 - 2010 (DS) Ram Truck (1500) 2008 - 2009 (HB) Durango 2008 - 2009 (HG) Aspen 2008 - 2010 (JC) Journey 2007 - 2010 (JK) Wrangler 2007 - 2010 (JS) Sebring/Avenger/Sebring Convertible 2007 - 2010 (KA) Nitro 2008 - 2010 (KK) Liberty 2008 - 2010 (LC) Challenger 2008 - 2010 (LX) 300/ 300C, Charger 2009 - 2010 (MK) Patriot 2008 - 2010 (ND) Dakota 2008 - 2010 (PM) Caliber 2008 - 2010 (RT) Town & Country/Grand Caravan 2008 - 2010 (WK) Grand Cherokee 2008 - 2010 (XK) Commander NOTE: This bulletin applies to vehicles equipped with a Hard Drive Radio (sales code REN, REZ). SYMPTOM/CONDITION: The customer may complain that the radio will not change stations or frequency intermittently. The only function that will be available is volume control. NUMBER: 08-014-10 GROUP: Electrical DATE: June 29, 2010 DIAGNOSIS: This condition may only happen on one radio station. If condition can not be duplicated, perform the repair as described below only if the customer has this complaint. PARTS REQUIRED: Qty. Part No. Description (1) 68069569AA Update Disc NOTE: 1 Disc will flash all radios requiring the update. REPAIR PROCEDURE: 1. Insert the key and turn the ignition to the ON position. TURN THE RADIO ON. 2. Insert the update disc into the radio. 3. The radio will read the contents of the disc and will prompt the user to select "Yes" or "No". This may take a few minutes. 4. If the current radio software number is the same as the update software number, no further action is required. Go to step 7. 5. If the current radio software number is lower than the update software number, select ''Yes''. The radio will perform the update without any further user input. NOTE: ONCE THE UPDATE HAS BEGUN, DO NOT TURN THE VEHICLE OFF AND DO NOT TOUCH THE RADIO! 6. Several different screens will appear during the update process which may take about 5-12 minutes. Once the update is complete, the radio will return to the normal user screens. NOTE: Wait for the radio to re-read the disc 7. The current radio software number should now match the update CD software number. If this is correct, select ''No'' to return the radio to the normal user screens. 8. Eject the disc, close the radio screen and remove the key from the ignition. POLICY: Reimbursable within the provisions of the warranty. TIME ALLOWANCE: Labor Operation No: Description Amount 08-60-02-A4 Check Software Level© 0.2Hrs. 08-60-02-A5 Check and Update Software © 0.3Hrs. FAILURE CODE: FM Flash Module 08-014-10 -2-

Wow - two major collisions inside of a year. Naturally, the best part of this whole scenario is no one was injured in both instances, correct? And now you'll be getting a new one! What year, model and color? Post pictures when you do get it. Merry Christmas!

Webslave is also entirely correct. Dino based oils formulations are indeed vastly improved over their bretheren from a decade ago. Engine manufacturing techniques are also leagues ahead of what they used to be, resulting in tolerances which could not have been imagined in mass-produced engines and once were solely the province of only the finest machine shops. This is one reason why there is no longer "break-in oil" , which used to accumulate microns of debris left behind in the manufacturing process. I regularly see customers at my shop who have simply forgotten to change their oil and have driven the vehicles for 15-20,000 miles between services. While I don't condone this kind of maintenance, the lack of oil sludge as a result of it is remarkably low, which is a testament to the examples that webslave and I have posted here. Go ahead and follow the intervals posted by the maintenance reminder system built into your vehicle. The manufacturer stands behind it. I am still somewhat of the old school myself, simply because my last new car before the Journey is my 2000 300M which required more frequent maintenance for the reasons listed above, and still runs perfectly with 287,000 miles. But my Journey will see longer intervals because I know it is engineered to handle it.

The maintenance reminder is interactive and does not call for an oil change strictly by mileage. Several other criteria come into play to determine when the light comes on. 5800 km = approx 3600 miles. Mine did not come on until 9500 miles or about 15000 km. I had already changed the oil once at 4400 miles and again at 8800. The second time around, I switched to synthetic. 5W-20 is the required oil viscosity for a 2013 Journey with a 3.6. Synthetic is not required; it is a matter of preference.

On my last fill-up, I slowly topped the tank off several clicks after the initial click-off. I hesitated to do this because on some other Chrysler products, we have seen where topping off the tank forces fuel into the evap canister and causes hesitation and/or stalling until it is driven a few miles. Nevertheless, I experimented with it and sure enough, the car took at least a half-gallon or maybe more, and after start-up the needle read beyond the full mark. It also took noticeably more miles of driving before the needle began to move, which makes sense. The bottom line for me is that this is more of a convenience issue than any other. In other words, I might get one more day of driving on a tank of fuel by spending the extra time to top it off. It's not worth the effort for me. I'll just fill up until the pump clicks off and maybe add one more click to it, and be done. I suspect that this issue is more of a consequence of the fuel system's design as opposed to an all-out defect, since most folks are reporting that the repair as outlined in the TSB changes little or nothing. My biggest concern right now is that the car is covered in road salt after the most recent pseudo-snowstorm which caused widespread panic yet yielded zilch in accumulation!

You're right, I just tried the center belt in my 2013 and it does not have ALR either, yet the 2013 manual says the same thing - that it is available in all passenger seating positions with a combination lap/shoulder belt.