dodge journey dsg

2008 Dodge Journey 2.0 CRD (140 Hp)

• 3.5 V6 (235 Hp) AWD Automatic 7-Seat
• 3.5 V6 (235 Hp) AWD Automatic
• 3.5 V6 (235 Hp) Automatic
• 2.7 (185 Hp)
• 2.4 i 16V (170 Hp)
• 2.0 CRD (140 Hp) DCT
• 2.0 CRD (140 Hp)

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Used Dodge Journey review: 2008-2010

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It's not news that peoplemovers aren't sexy.

They're practical, efficient transport for large families, but with the Journey Chrysler attempted to sex up the image of the box-on-wheels by making it look like a much more sexy offroader.

Although the Journey looks like an offroader, it's really a front-wheel drive, seven-seat peoplemover. But it's not the huge monster the term peoplemover suggests; it's actually modestly sized, particularly given that it will accommodate seven adults in quite acceptable comfort.

It's inside where the Journey stars. First, it has three rows of seats arranged in studio style; with each row higher than the one in front as you move back in the vehicle. That means everyone gets a good view, which isn't always the case with peoplemovers.

In addition the second row seats can be split, slid fore and aft, and tilted, while the third row seats can be folded flat or split 50/50, for the sort of flexibility a family on the move needs.

There's plenty of space left behind the third seat for carrying things, and there's a plethora of other storage possibilities with bins, pockets, cubbies, trays and underseat storage space spread throughout the cabin.

Chrysler offered two engines in the Journey, a 2.7-litre V6 petrol and a 2.0-litre common-rail turbo-diesel. While they both did a workman-like job of moving the Journey along, they both struggled under the weight of the task.

Performance as a result was adequate rather than brisk. There were also two transmissions of offer. If you bought the V6 you got a conventional automatic with sequential shift, but if you opted for the diesel you got a six-speed dual-clutch DSG gearbox.

Chrysler offered three models in the range, from the entry level SXT, through the R/T and finally to the R/T CRD diesel. All were well equipped, even the SXT had dual-zone climate controlled air, cruise, power driver's seat, and six-stacker CD sound, while the R/T models had leather trim, a reversing camera, and heated front seats.

The earliest Journeys to hit our shores are now four years old and have on average accumulated up to 80,000 km. The good news is that, to date, they have been fundamentally sound, and there have been no reports of issues with engines, gearboxes, even the DSG, or drivelines and chassis.

The only serious problem of a mechanical nature that has shown up is the rapid wear of brakes. There appears to be no issue with the actual braking of the car, but it seems the braking system has to work hard to stop the car and wears as a result.

Owners report having to replace, not only pads, but also disc rotors after 15,000 to 20,000 km. That usually results in a bill of around $1200, something owners can expect to face on an on-going basis for as long as they own the car, and something that prospective buyers should take into account when considering a Journey.

While brakes are not generally covered by the new-car warranty, Chrysler is being co-operative in replacing rotors free of charge when owners arc up. Build quality can be variable and that can show up as squeaks, rattles and cabin components failing, falling off, buckling and warping etc.

When inspecting a car prior to purchase give the interior a thorough going over, make sure all systems work, and there's nothing about to fall off anywhere. We have had one report of a radio going on the blink, and the owner has been waiting for several months for a replacement to arrive.

Owners have also told us of difficulties they've had in getting parts when their cars do strike trouble. One has been waiting for more than a year for a catalytic converter to replace the one that has failed on his car. But despite the problems most owners say they are more than happy with the practicality of the Journey for use as family transport.

SMITHY SAYS

Exceptionally practical and versatile family wagon let down by cost of having to regularly replace the brakes. 3 stars

Dodge Journey 2008-2010

Price new: $36,990 to $46,990 Engines: 2.7-litre V6 petrol, 136 kW/256 Nm; 2.0-litre 4-cylinder turbo-diesel, 103 kW/310 Nm Transmissions: 6-speed auto (V6), 6-speed DSG (TD), FWD Economy: 10.3 L/100 km (V6), 7.0 L/100 km (TD) Body: 4-door wagon Variants: SXT, R/T, R/T CRD Safety: Front and side airbags, ABS and ESP

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2017 Dodge Journey Review

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Edmunds' Expert Review

• Sporty handling instills confidence in any situation
• Standard all-wheel drive gives it all-weather capability
• Performance doesn't sacrifice fuel economy
• Innovative technology that delivers useful information
• Weak acceleration from the base four-cylinder engine
• Four-cylinder's outdated four-speed automatic transmission
• Below-average fuel economy
• Missing some of the latest safety technologies

Vehicle overview

The 2017 Dodge Journey soldiers on as a relic of the past in many ways. This affordable crossover with available three-row seating debuted back in 2009, and it hasn't received a full redesign since. Its advancing age is most apparent in the engine bay, where the Journey's base engine is getting on in years and lacks the efficiency, refinement and oomph of its more modern counterparts. It also comes paired with an outdated four-speed automatic transmission; smooth-shifting six-speed automatics are now the norm. You can also find fault in the way the Journey drives, as the Journey feels soft and ponderous around turns that most rivals would handle deftly.

Cost to Drive Cost to drive estimates for the 2017 Dodge Journey SE 4dr SUV (2.4L 4cyl 4A) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $3.43 per gallon for regular unleaded in North Dakota.

One bright spot is the optional V6 engine. So equipped, the Journey accelerates more assertively than most budget-priced crossovers, and fuel economy is barely affected. Throw in the available 8.4-inch touchscreen — a longtime favorite of ours — and the optional third-row seat and rear entertainment system, and you've got a pretty satisfying family vehicle that should still cost less than you expect.

Overall, though, the Journey remains a decidedly mixed bag, so we recommend taking a close look at other models. Our top pick among similar vehicles would be the Kia Sorento. Although it can get rather pricey, it also comes in two- or three-row specification and offers superior handling, features and interior refinement. If you don't need three rows, we'd point you to just about any other roomy small crossover SUV, including perennial favorites such as the Honda CR-V, Mazda CX-5 and Toyota RAV4.

Every 2017 Dodge Journey comes standard with antilock disc brakes, traction and stability control, active front head restraints, front side airbags, side curtain airbags and a driver knee airbag. Integrated second-row child booster seats are optional. A rearview camera and rear parking sensors are also available, but common safety technologies such as blind-spot monitoring and lane departure warning are not offered.

In Edmunds brake testing, a front-wheel-drive, V6-equipped Journey came to a stop from 60 mph in 124 feet, an average performance for this class.

In government crash testing, the Journey received four out of five stars for overall crash protection, with four stars for front-impact crash protection and five stars for side-crash protection. In crash testing by the Insurance Institute for Highway Safety, the Journey received the top score of Good in the moderate-overlap front-impact, side-impact, roof strength and head restraint (whiplash protection) tests. In the agency's small-overlap front-impact test, however, the Journey received the lowest rating of Poor.

Edmunds' Expert Rating

The 2017 Dodge Journey has two personalities, depending on which engine you choose. The four-cylinder engine is noisy and really doesn't have enough power to get this crossover moving with any sense of urgency, especially when loaded up with passengers. The outdated four-speed automatic transmission can be clunky in normal operation, and it does the Journey no favors in the fuel economy department, either. Accordingly, we'd avoid the four-cylinder entirely and step up to the 3.6-liter V6, which gives you the power you're going to want. Unfortunately, the V6's six-speed automatic transmission can be slow to respond when a downshift is needed.

Around town, the Journey rides smoothly over rough pavement and bumps. However, the steering is on the slow side, and you might find yourself having to make more hand movements than you'd like. When driven harder through turns, the Journey's body leans noticeably. Overall, the Journey feels heavier than many other crossovers and doesn't inspire much driver confidence.

The 2017 Journey's cabin provides generally pleasing materials and textures for the price, while the gauges and dashboard have a functional and contemporary design. In general, Dodge has done a nice job of keeping the Journey's innards up-to-date despite the vehicle's advanced age. Moreover, the available Uconnect 8.4-inch touchscreen infotainment interface is one of the best in the business, thanks to large, easily readable typefaces and icons and sensible menus. Few systems are more straightforward to use or pleasing to the eye.

Families will appreciate the selection of clever storage spaces squirreled throughout the Journey's cabin, particularly the cubby holes in the floor. You'll find a fair amount of legroom behind the front seats, and the optional integrated child booster seats are a nice bonus. Furthering the family-oriented mission is the Journey's widely available third-row seat, which is bundled with a separate rear air-conditioner. This seat is far from adult-friendly, but it's handy if you need to shuttle a couple extra kids to soccer practice.

Lower all the seats and the Journey provides 67.6 cubic feet of total cargo capacity, which is an average capacity among small crossovers.

2017 Dodge Journey models

The SE comes standard with 17-inch steel wheels, roof rails, heated mirrors, keyless entry and ignition, cruise control, dual-zone manual climate control, a height-adjustable driver seat, a tilt-and-telescoping steering wheel, a sliding and reclining second-row seat, a 4.3-inch touchscreen, and a six-speaker sound system with a USB port and an auxiliary audio jack.

Optional for the SE (standard with AWD) is the Flexible Seating package, which adds a 50/50-split third row and tri-zone manual climate control.

Moving up to the SXT adds 17-inch alloy wheels, foglights, a unique front fascia, LED taillights (also standard on the SE AWD), body-colored exterior mirrors and the Flexible Seating package.

The Crossroad adds 19-inch wheels, gloss black and chrome exterior trim, a leather-wrapped steering wheel and shift knob, an auto-dimming rearview mirror, Bluetooth and satellite radio.

The Crossroad Plus expands upon the Crossroad's feature content with tri-zone automatic climate control, LED interior lighting, leather upholstery with mesh inserts, a six-way power driver seat (with four-way power lumbar adjustment), a fold-flat front passenger seat with a hidden storage bin, an 8.4-inch touchscreen, an in-dash DVD player, an SD card slot and a cargo net.

The GT adds the V6 engine as standard, plus different 19-inch wheels, remote engine start, a body-color grille, a sport-tuned suspension, automatic headlights, perforated leather upholstery with red stitching, heated front seats, a heated steering wheel, an interior observation mirror, a premium audio system with a subwoofer and a 115-volt power outlet.

Many features on the upper trim levels are available on lower trims via option packages. Other available features (depending on trim) include the Blacktop package (gloss black 19-inch wheels, grille and exterior trim), a sunroof, rear parking sensors, a rearview camera, integrated second-row child booster seats, a rear-seat entertainment system and a navigation system.

By default, the 2017 Dodge Journey SE, SXT, Crossroad and Crossroad Plus come with a 2.4-liter four-cylinder engine that produces 173 hp and 166 pound-feet of torque. It drives the front wheels through a four-speed automatic transmission. EPA-estimated fuel economy is 21 mpg combined (19 city/25 highway), a decidedly subpar rating for a four-cylinder crosstour.

Optional on those trims and standard on the GT is a 3.6-liter V6. It's good for 283 hp and 260 lb-ft and is matched to a six-speed automatic. All-wheel drive is standard with the V6 unless you get the GT, which offers either FWD or AWD. The front-wheel-drive GT returns 19 mpg combined (17 city/25 highway), while the AWD V6 models get a similar 19 mpg combined (16 city/24 highway).

We recorded a 7.8-second 0-60-mph time in a front-drive, V6-equipped Journey, which is a sluggish showing given this engine's output ratings. Still, the V6 gives you plenty of punch in most situations.

Reliability Ratings by RepairPal

Consumer reviews, read what other owners think about the used 2017 dodge journey., trending topics in reviews.

• fuel efficiency
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Not a sports car but fun with room for a big dog., dependable, affordable, life is a journey, reliable after all, 2017 dodge journey video, 2017 dodge journey expert rundown review, 2017 journey highlights.

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NHTSA Overall Rating

• Frontal Barrier Crash Rating Overall 4 / 5 Driver 5 / 5 Passenger 4 / 5
• Side Crash Rating Overall 5 / 5
• Side Barrier Rating Overall 5 / 5 Driver 5 / 5 Passenger 5 / 5
• Combined Side Barrier & Pole Ratings Front Seat 5 / 5 Back Seat 5 / 5
• Rollover Rollover 4 / 5 Dynamic Test Result No Tip Risk Of Rollover 18.5%
• Small Overlap Front Driver-Side Test Poor
• Small Overlap Front Passenger-Side Test Not Tested
• Moderate Overlap Front Test – Original Good
• Moderate Overlap Front Test – Updated Not Tested
• Side Impact Test – Original Good
• Side Impact Test – Updated Not Tested
• Roof Strength Test Good
• Rear Crash Protection / Head Restraint Good

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Dodge Journey 2.0 CRD (2008) review

• At a glance
• Handling 3 out of 5
• Performance 3 out of 5
• Usability 4 out of 5
• Feelgood factor 3 out of 5
• CAR's Rating 3 out of 5
• Car leasing offers »

By Christopher Hubbard

The Dodge Journey has a tough job on its hands. The MPV sector has been going through a bit of a shake-up recently. People don’t want to drive around in minibuses any more, yet still want space for seven.

Whatever happened to 2.4 children? Current king of this new motoring genre is the flexible Ford S-Max : handles like a decent saloon, seats the extended family, transforms into a van in a moment.

But what if you want something a little different? Dodge reckons it’s got the answer in the distinctive shape of the Journey, a new estate-car-cum-MPV crossover.

Whoa, the Dodge Journey is kind of funny looking…

Dodge would prefer striking, thanks. Looking individual is all part of the brand proposition – you’re buying into a slice of Americana. Usually that would come combined with shoddy interior panel finish, dodgy plastics, and substantially limited dynamic abilities. But the big news with this car is that, like the Chrysler 300C , the Journey promises a much more Europeanised experience.

We’ve heard this before, of course. A lot. But while it’s tempting to write off such assertions – in the same way you do every time Alfa Romeo claims dealer service has improved – a quick glance round the cabin reveals two things.

First, that the overall dashboard design appears to have escaped from the 1970s (what is with that instrument cowl?), and second that someone appears to have been paying attention in class. The Journey is clearly much better built than any other Dodge.

Click ‘Next’ below to read more of our Dodge Journey first drive

Can the Dodge Journey really hope to compete with the S-Max?

Well, compete is a little strong. Dodge is only really looking to present a ‘credible alternative’ – by way of that individual exterior, a versatile interior, and decent value. The last is difficult to judge at this stage, since the company has only finalised pricing for the entry-level SE petrol (£16,995, undercutting almost every competitor bar the smaller Mazda 5). But whether you pick SE, SXT or range-topping RT, they all come with stacks of equipment. In fact the only options are ICE related.

As for the interior, it is pretty clever. The 5+2 seating on all versions will accommodate seven adults for short journeys, thanks to a middle row that slides fore and aft, and generous final row space. The flip side is a comically small boot, but both rear rows fold flat with ease, and top-spec versions get a folding front passenger seat. Storage solutions include deep bins beneath the middle-row floor and a flip-up front passenger seat squab.

Ok, not bad. But how does the driving experience hold up?

All launch cars had a 2.0-litre diesel engine – expected to take at least 90 percent of sales (a 2.4 petrol being the only alternative). This is the old 138bhp ‘Pumpe Düse’ Volkswagen unit, so it isn’t especially refined. But it does provide a useful 229lb ft slug of torque from 1750rpm. And for the first time Dodge is offering a six-speed dual-clutch auto – yes, basically VW’s DSG – alongside the standard six-speed manual gearbox.

Stick with the manual. This keeps the car within environmental touching distance of the S-Max, and the dual-clutch is slow-witted here. The steering weighting is actually pretty good (genuine feel is obviously asking too much). It rides comfortably enough, and for something this size, the Journey exhibits reasonable body control in everyday driving.

It’s not quick (we reckon about 13 seconds to 62mph for the manual; Dodge isn’t yet divulging figures…), but you wouldn’t want it to be. Attempt anything ambitious and you’ll be thankful for the standard-fit ESP. Roll-oversteer was just one of the livelier traits displayed by the Journey’s back end.

Fully Europeanised? Not quite. A damn sight better than every other Dodge? Absolutely. With lots of space, a proven diesel engine, surprisingly good quality, and some smart design, the Journey is so so close to providing that credible alternative the firm is desperately after.

In fact, if you fancy the way it looks and aren’t a demanding driver, it’s likely to represent tempting value. Everyone else? Head for that Ford dealership.

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We do not change any hardware in your vehicle, we just modify the operating parameters in the ECU’s program or ‘map’. In many cases the map stored on the ECU’s processor can be accessed via the on-board diagnostics port (OBD) in the vehicle, normally found under the dashboard. In some newer models the ECU will have to be removed from the vehicle and the casing opened, our technicians will then use specialist tools to read the original map straight from the processing chip.

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The Secret of the DSG Transmission - WARNING my rant may anger some people!

• Add to quote

I took the AWD Taos out for a drive Friday to do some minor chores and I realized something about the car. There is absolutely nothing wrong with the DSG tranny in these cars. It does not need reprogramming or updating. Now mine was built in July of 21 so maybe by then they got all the kinks out. I realized if you tend to mash down on the accelerator from a complete stop all you are doing is confusing the Mechatronic Unit (yes that's what it's called) in the transmission and it now has to hurry and switch to second gear (there are seven of them) which causes that sudden lurch effect that everyone is complaining about. It's not turbo lag, these engines have a Variable Geometry Turbo (google it) installed on them which has little or no turbo lag associated with it. The only thing that needs reprogramming is the way you drive. Easy does it. These are not race cars. They are designed with fuel efficiency in mind. Modern cars now have to compete with a growing E-car market, so now all car manufacturers are trying to show how efficient their gas powered cars can be. (it also helps with the way gas prices are going lately) You have to drive it like a grandmother going to church on Sunday. Trust me it drives a lot smoother if you do. If you want to drive it like a maniac from hell use the sport mode or better yet the Tiptronic gate, that's what it's for! Thanks and enjoy your VW Taos. Peace and Happiness to all. BTW John Muir would have loved this car.  

I love the dsg - my previous car was a manual & I like the shifting similarities vs a standard auto.  

apiegare said: I took the AWD Taos out for a drive Friday to do some minor chores and I realized something about the car. There is absolutely nothing wrong with the DSG tranny in these cars. It does not need reprogramming or updating. Now mine was built in July of 21 so maybe by then they got all the kinks out. I realized if you tend to mash down on the accelerator from a complete stop all you are doing is confusing the Mechatronic Unit (yes that's what it's called) in the transmission and it now has to hurry and switch to second gear (there are seven of them) which causes that sudden lurch effect that everyone is complaining about. It's not turbo lag, these engines have a Variable Geometry Turbo (google it) installed on them which has little or no turbo lag associated with it. The only thing that needs reprogramming is the way you drive. Easy does it. These are not race cars. They are designed with fuel efficiency in mind. Modern cars now have to compete with a growing E-car market, so now all car manufacturers are trying to show how efficient their gas powered cars can be. (it also helps with way gas prices are going lately) You have to drive it like a grandmother going to church on Sunday. Trust me it drives a lot smoother if you do. If you want to drive it like a maniac from hell use the sport mode or better yet the Tiptronic gate, that's what it's for! Thanks and enjoy your VW Taos. Peace and Happiness to all. BTW John Muir would have loved this car. Click to expand...

• press on gas pedal which increases RPM and turbo spin up, providing power
• at the same time the clutch is moving to engage 1st gear.

derekdal said: thats hilarious and sounds somewhat similar to one of my much earlier posts that people need to learn how to drive different transmissions. the resounding response from people was "it should be perfect and all the same for all cars" which is absurd of an expectation. you wouldn't expect an automatic and manual to drive the same from a user perspective. DSG actually is a race transmission but people get confused about what it is supposed to be doing. The confusion with DSG is during 'off the line' and trying to get it to move smoothly without lurching forward. you got most of the DSG premise correct but missed some key parts. also types of transmissions in general terms might help some: automatic = fluid driven, not direct mechanical connection from engine to wheels DSG = direct mechanical connection from engine to wheels via clutch pressure (computer controlled) manual = direct mechanical connection from engine to wheels via clutch pressure (human controlled) sitting at -stop-. the DSG is effectively disengaged because it is a manual transmission with a clutch run by a computer. this is very different than an automatic transmission where the fluid is still circulating in the torque converter and applying forward force. when you start going.... press on gas pedal which increases RPM and turbo spin up, providing power at the same time the clutch is moving to engage 1st gear. the timing of power applied to clutch needs to be when the clutch is engaged. power too early will wear out the clutch because it hasn't engaged. The computer learns your driving habits, it changes the clutch timing based on your driving style and it needs to learn that over time. Keep mashing it and it will get smoother but it will always be like launching a manual car from a stop because there is no fluid to dampen the power to wheels like in most cars. Maybe we've forgotten when happens when you drive a manual transmission and don't get the clutch timing correct off the line or between gears. (I still have a manual sports car). it lurches! Click to expand...

I have owned more DCT equipped vehicles than regular automatics. 2013 and 2018 Ford Focus (yeah the powershit), and a 21 Forte GT with the 7 speed. I know how to drive DCTs, and the issue with the Taos isn't that. The issue with the DSG in the Taos is that in normal operation it doesn't know what gear to be in, it hunts between gears. I didn't experience that with the DSG I had in a T-Cross rental with the 1.0TSI. That's why I went with the 8 speed, even though I do prefer the feeling of DCTs, I can't stand transmissions that can't decide on a gear.  

This post is amazing! For the first month I had to remind myself that I’m not driving my SHO anymore. Once I got use to my TAOS it’s been smooth sailing.  

Hmm mine doesn't hunt at all and didn't on prior 6spd dsg either, even in steep mountain driving.  

Yeah I don't have any issues with mine either. Just seems to be set up more conservatively which is perfectly fine as it's not a sports car!  

Agree. These engines offer their torque at very low RPM's. People are used to floor the gas, it won't work like that. My 2019 Jetta has the 1.4 and if you go gentle but firm on the gas from start it will start to push very hard, it is fast to launch from 0. If you just floor it it will just rev but will not want to go fast. They are tuned for economy and one has to adapt to their setup. If you want a fast car then go for a GTI or Golf R if you need 4motion (be prepared to pay the gas penalty). This weekend we had a lot of snow and slush here and the Taos really shines. It is precise and fast.  

The sudden take off is not just with the DSG. If you are not used to the Taos the Automatic does it too. There is no harsh shifting but the engine design with the variable cam timing (yes it goes from a modified Miller cycle to a standard Otto cycle) that happens when you push the go pedal down too far. My wife daily drives our Taos so when I get behind the wheel I have to remember this is not the heavy underpowered Dodge Journey I am driving. That needs a heavy foot to get it up to speed with the 2.4l and 4 speed slushbox. You push the pedal down like that in the Taos and the cam timing shifts right as the turbo hits and Zooom if the front tires don't slip.....  

That's how I feel with Nissan and CVTs. I don't believe people understand them, their design, their purpose nor care about care and maintenance.  

The only thing I wish about the 8 speed is that it kept the TC locked above low speeds, it will unlock around half throttle rather than using engine torque. That and I wish I could get the custom drive modes from the AWD model so I can keep sport mode throttle response with normal mode shift points.  

Here are 2 Self Study Programs from VW explaining how the DSG in the AWD Taos works. The first one #454 is about the 0BT transmission in the T5 vans that is the predecessor of the 0GC tranny in the Taos. They are internally similar. This one is translated from the Russian so the wording is rough in spots. The second one #556 shows the improvements made in the 0GC Transmission, please enjoy.  

Attachments

• VW SSP454 English.pdf 6.8 MB Views: 547
• VWssp-0556.pdf 4 MB Views: 449

My husband drives a DSG sportwagen and I find no issues with lurching or anything when I have driven it. It is also 4 motion too. And never in Eco Mode! Only time it "lurches" is when he puts launch control on! His car is not stock anymore and is heavily modified but I have no issues with his DSG transmission...it's so fun to drive! Can't wait to get my Taos in a couple of weeks!  

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There are some positive things to be said about the Dodge Journey. There’s room for seven in a cabin packed with thoughtful touches, such as storage space underneath the seat cushions. This is a car that has been cleverly designed with family life in mind.

It hasn’t been designed for towing, though. The towing limit of 1360kg is hopeless, and well below an 85% match. The towball limit of 68kg is also very low for a car of this size.

Even with a van weighted to 1360kg, acceleration was leisurely, and the 11.4 metres stopping distance from 30mph was disappointing. The Journey performed quite well through the lane-change test, but the hill start also revealed weaknesses.

Combined economy of 43.5mpg is impressive for a car of this size, and you’ll get back around 41% of the original price after three years. The Dodge is well priced for such a big car, but we can’t recommend it for towing.

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• Accessories, Modifications

Daytime Running Lights Activated

By generaltso December 21, 2011 in Accessories, Modifications

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For some odd reason, Chrysler ships most US Journeys with the Daytime Running Lights disabled. There's an option in the Uconnect settings to turn them on and off, but it doesn't actually do anything. I went into my dealer today to have them enabled. They weren't sure how to do it, so I told them that I read in this forum that the sales code for DRLs needs to be added to my VIN and then the computer in the car has to be flashed with that new code. They were able to add the DRL code to my VIN through their Dealer Connect software without having to contact Chrysler, and successfully flashed the car. Now the DRLs work as expected and can be turned on and off through the Uconnect option. Why in the world wouldn't all US Journeys just ship from the factory that way? If somebody really didn't want them, they could just turn them off. I can't think of a single reason why a safety feature would be disabled from the factory, but I'm glad I was able to get them enabled without too much drama.

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Journeyman425.

September 4, 2014

I think the reason why this topic has morphed into what it has boils down to something very basic. The car shows a feature that can be enabled if the owner so desires. Nothing happens when the feature

September 3, 2014

I think what most people are annoyed about are two things... Why have software to control something when not only is it not there, there isn't any way to get it. Most every "option" whether ordered

December 21, 2011

my 2011 mainstreet came with the drl lights activated when i picked it up. maybee i was just lucky but i like them.

ChrisPollard

That is really, really odd. If all the equipment is there, why go through all the extra work to disable them? Are DRL illegal somewhere that nobody knows about?

They're not required, but they're certainly not illegal anywhere. Most new cars that I've seen do come with DRLs, and they're advertised correctly as a safety feature. The Journey is the first car I've seen that gives the option of turning them on and off, which makes the fact that they're disabled even more pointless. According to the 2012 spec sheet, DRLs are not even available as an option on the SXT, Crew, or R/T.

redtomatoman

My dealer in Albuquerque told me that my R/T was not equipped with DRLs and therefore could not be enabled. Hardware not there? Dunno. Disappointed.

Dodge Cares, can you check into this if I send you my VIN in a PM?

caperinmuskoka

I can't see that the U.S models can fully have the DRL and software removed and not even installed for the dealers to have access. When the Journey are made in Mexico there can't be that much savings to affect changes between the U.S and Canada models. Just like the MPH and KPH there are there for both to use. My guess is it;s there but most of the dealers in the U.S never need to apply the training or even be taught to make the changes.........What do you guys think....Caper....

My dealer in Albuquerque told me that my R/T was not equipped with DRLs and therefore could not be enabled. Hardware not there? Dunno. Disappointed. Dodge Cares, can you check into this if I send you my VIN in a PM?

Your dealer was correct in saying that your R/T was not equipped with DRLs, because it's not even an option to have them enabled from the factory on an R/T. But that only means that the sales code for DRLs is not assigned to your VIN. There's a whole list of sales codes that the dealer can add to your VIN as dealer installed options, and DRL is one of them. This is the same kind of thing they have to do to enable the trailer hitch wiring, it's just a different sales code.

Your dealer was wrong about the hardware for DRLs not being there. There is no additional hardware needed, just a sales code and a computer flash. It shouldn't cost you more than a half hour of labor. If you really want them, you should go back to your dealer and specifically tell them that they need to add the DRL sales code through their Dealer Connect software and flash the computer.

My guess is it;s there but most of the dealers in the U.S never need to apply the training or even be taught to make the changes.........What do you guys think....Caper....

No need to guess because I know for a fact this is true. Enabling the DRLs is just a matter of adding the right sales code to the VIN, but most dealers don't know that. My dealer didn't know it either until I told them how to do it. They said they've never had the request before. The only reason they even knew how to add the sales code was that they had just installed my trailer hitch a few days before and had to add the sales code for that to get the wiring working.

• 1 month later...

How about just covering the sensor in the center of the dash to turn the lights on when the light stick in Auto On.

That would turn the headlights on, which is not the same as the DRLs. It would also dim the instrument cluster lights.

I'll have to try it out on my 2012 Journey Crew. I saw the option in the settings to turn them on, but didn't because I run with the headlights on 99% of the time anyway.

Jay Sixspeedrt

Dodge certainly has some odd ways of doing things. My 2012 Hero AWD has the option in the touch screen menu to enable - I enabled them and they work fine. Strange that other 2012 AWDs have them disabled.

And dealers vary WIDELY in their competency with the computers. My dealer enabled the DRLs on my Challenger R/T in a couple minutes - but I know it's been a nightmare at some dealers for Challenger owners to get the DRLs enabled.

So, my GF went to get our DRL's enabled this morning and the dealership told her it couldn't be done because we don't have the AUTO Lights feature on our 2012 Journey AVP. Can anybody confirm this as fact or crap?? Thanks in advance, Kris.

They're full of crap. the DRLs having nothing to do with AUTO headlights. Wouldn't that also mean that DRLs wouldn't work in Canada without AUTO lights? That's obviously not the case since they're required.

The AVP is actually one of the two trim levels in which DRLs are officially offered as an option. Just tell the dealer to look at the 2012 DJ Feature Availability sheet.

Hi, I own a 2009 SXT. I have nav and backup camera, but no touch screen, all parameters are controlled thru the "joystick", and/or "setup" button. Do you think I'll be able to see the DRL option (disabled, of course) in my screen?

Sorry, I don't know the answer to that since it's a completely different system in 09 and 10 model years.

Ok, thank you anyway. I'll keep finding out.

Well, my 2012 HERO awd doesn't have auto lights - and the DRLs work just fine.

It's a lack of dealer knowledge that's the issue. LIke I said before, Challenger owners have the same issues getting the DRLs enabled on those cars as well. The DRLs can be enabled on EVERY Challenger sold - but some owners are told by the dealer it's not possible, can't be done, blah blah blah. It's just cover for a lack of familiarity with the StarScan (or whatever the tool the dealers use now is) and the tool's sub-menus.

Any advice on how to gently but firmly tell my dealership they are full of shit??

• boogie_nights

Just tell them that there are many other Journey owners in this forum that were able to have them enabled. Tell them specifically that they need to add the sales code for DRLs to your VIN through DealerConnect and flash the computer in the car.

Email the service dept a link to this forum?

Cool. Thank for the replies everybody. I found a couple interesting things on the web after work today.

1: http://www.media.chr..._Journey_FA.pdf This a link that specifically list DRLS as an available feature, and the AUTO light feature as NOT being available on the AVP. The exact opposite of what the dealership said.

2: http://www.sequentia....htm#ChallTip41 This is step by step instructions for a dealer to enable DLR on a new Challenger. I bet our Journeys can be adjusted exactly the same way.

Check your build sheet too - Mine has the following

LMKP Daytime Running Headlamps, High Beam

If you don't have this on your build sheet, I would surmise you don't have DRLs. If you do have it on the build sheet, I would print and take to the dealer and show them.

• Official Dodge Support

Check your build sheet too - Mine has the following LMKP Daytime Running Headlamps, High Beam If you don't have this on your build sheet, I would surmise you don't have DRLs. If you do have it on the build sheet, I would print and take to the dealer and show them.

On 2011-12 Journeys the DRL's are sales code LMK and are included in the Popular Equipment Group sales code ALW and the Premium Group sales code ANF. Both of these equipment goups were available on the 2011 Express and Mainstreet models as well as the 2012 Se,AVP, and SXT models as optional equipment and standard on all Canadian units. If you have the LMK sales code the dealer should not have to do anything to activate as they should already be available to be used. If you do not have this option it is my understanding that they can be added by the dealer at whatever price the dealer charges to do so.

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635th Anti-Aircraft Missile Regiment

635-й зенитно-ракетный полк

Military Unit: 86646

Activated 1953 in Stepanshchino, Moscow Oblast - initially as the 1945th Anti-Aircraft Artillery Regiment for Special Use and from 1955 as the 635th Anti-Aircraft Missile Regiment for Special Use.

1953 to 1984 equipped with 60 S-25 (SA-1) launchers:

• Launch area: 55 15 43N, 38 32 13E (US designation: Moscow SAM site E14-1)
• Support area: 55 16 50N, 38 32 28E
• Guidance area: 55 16 31N, 38 30 38E

1984 converted to the S-300PT (SA-10) with three independent battalions:

• 1st independent Anti-Aircraft Missile Battalion (Bessonovo, Moscow Oblast) - 55 09 34N, 38 22 26E
• 2nd independent Anti-Aircraft Missile Battalion and HQ (Stepanshchino, Moscow Oblast) - 55 15 31N, 38 32 23E
• 3rd independent Anti-Aircraft Missile Battalion (Shcherbovo, Moscow Oblast) - 55 22 32N, 38 43 33E

Disbanded 1.5.98.

Subordination:

• 1st Special Air Defence Corps , 1953 - 1.6.88
• 86th Air Defence Division , 1.6.88 - 1.10.94
• 86th Air Defence Brigade , 1.10.94 - 1.10.95
• 86th Air Defence Division , 1.10.95 - 1.5.98