Jeep liberty sport 2005

25th Aug 2012, 09:12

Exactly why I bought a 2007 Liberty Limited last year (my 3rd).

I love the Liberty, but couldn’t live with the 2008 — present body style.

25th Aug 2012, 12:12

The current style in my opinion is a lot better than the top-heavy looking previous style.

25th Aug 2012, 22:49

«. we have had no trouble with it at all.»

«At 179,000 miles, had to replace the transmission.»

26th Aug 2012, 12:12

Styling is very subjective — I just happen to prefer the older rounded style to the boxy styling on the newer models.

There is nothing wrong with the newer style Liberties, for those who happen to prefer its styling.

26th Aug 2012, 12:13

I think 179,000 miles out of a transmission is pretty good compared to a lot of vehicles I read about on this and other sites.

27th Aug 2012, 11:34

179,000 miles on this transmission is VERY good. The Chrysler Ultradrive transmission is notoriously problematic and has been recalled several times.

5th Oct 2012, 17:49

Although styling is subjective, I must say there is nothing «top heavy» about the styling of the original Liberty. IMO it is STILL one of the best looking SUVs available. Much better than the cookie-cutter look-alikes on the market nowadays. To me, they all look like KIAs.

2005 Jeep Liberty Sport 3.7 V6 from North America

Faults:

My check engine light came on. I took it into the dealer, and was told I had an internal problem with the engine. I am covered under the warranty. It is hard to believe that Chrysler could produce such a low quality engine.

Seats stain with water. I have also had air conditioning problems.

I will never buy a Chrysler, Jeep or Dodge again!

General Comments:

I think the Jeep rides rough on the highway. It is great in the snow, but the engine and overall problems with this vehicle are bad.

Model year	2005
Year of manufacture	2005
First year of ownership	2005
Engine and transmission	3.7 V6 Automatic
Performance marks	8 / 10
Reliability marks	0 / 10
Comfort marks	4 / 10
Dealer Service marks	10 / 10
Running Costs (higher is cheaper)	5 / 10
Overall marks (average of all marks)	5.4 / 10
Distance when acquired	0 miles
Most recent distance	55000 miles

Would you buy another car from this manufacturer? No

Review Date: 16th October, 2010

11th Dec 2014, 22:36

My first Jeep Liberty Limited 4X4 3.7L 2005. Bought it in July 2014, Pepsi Blue, beautiful. But now 4 months later, driving, turn on «Trans Temp» and the transmission failed, will not run. Who knows what the problem is? Can you call me at 787-509-5656.

12th Dec 2014, 18:44

Earlier Consumer Reports annual auto issues had the 2005-2007 Jeep Liberty in their used cars to avoid section. Then in the 2014 they changed it to 2006-2008. Not sure why the change. but someone on edmunds.com had a similar problem to yours. Go to 2005 Jeep Liberty consumer reviews — edmunds.com. Go to sort by, then to lowest rating. It should be the second review on the lowest rating section. He mentions that the transmission was changed to a weaker one. not sure if true or not. or if you got a used one that was abused or taken off road a lot in its life.

14th Dec 2014, 00:01

Pepsi Blue? That was not a factory color — Not sure what color you are describing, Atlantic Blue perhaps?

14th Dec 2014, 00:04

I’ve owned three Liberty Limiteds — a 2004, a 2005 & currently a 2007. Wonderful Jeeps — I wouldn’t drive anything else. Versatile, practical, comfortable, plenty of room for my family and my gear, and they get me anywhere I need to go in any weather.

2005 Jeep Liberty Renegade 3.7L V6 from North America

Summary:

Faults:

— Power window switches replaced under warranty; soaked them with coffee and they quit working. Go figure.

The only other things that have gone wrong with my Jeep are the things that I broke while driving it.

General Comments:

Not my first Jeep. Hate it when folks call it a «car». Aside from the AMC Eagle, there are no real 4wd cars out there. I test drove a Ford Escape (couldn’t tow my boat), a RAV4, felt too much like a car without a real 4wd system (viscous couplings are NOT 4wd), and a Kia Sorento, nice, but no thanks.

I love my KJ, I’ve had it for 5 years now and it hasn’t let me down once. It’s taken me everywhere. I put a lift on it, some fat MTs and some performance goodies.

Model year	2005
Year of manufacture	2005
First year of ownership	2005
Most recent year of ownership	2010
Engine and transmission	3.7L V6 Automatic
Performance marks	10 / 10
Reliability marks	10 / 10
Comfort marks	7 / 10
Dealer Service marks	7 / 10
Running Costs (higher is cheaper)	8 / 10
Overall marks (average of all marks)	8.4 / 10
Distance when acquired	12 miles
Most recent distance	132000 miles
Previous car	Dodge Caravan

Would you buy another car from this manufacturer? Don’t Know

Review Date: 11th June, 2010

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Tested: 2005 Jeep Liberty Sport Diesel Clatters Into View

From the Archive: The Liberty’s torquey and expensive diesel four is ideal for those who like to keep track of combustion events. All of them.

During the ’80s, when the news section of this magazine was called FYI, it included a semi-regular subcategory called Diesel Clatter. In the era that followed the fuel hysteria of the ’70s, diesels were offered by a number of automakers, and we dutifully passed the info along to you. This included the first-ever Jeep smoker, a 2.1-liter Renault turbo-diesel option offered for the Jeep Cherokee from 1985 through ’87.

Without wishing to be unkind, this latest Jeep Liberty engine option reminds us of that old FYI heading. In an era when most compression-ignition engines are almost as smooth and quiet as their gasoline counterparts, the Liberty’s 2.8-liter turbo-diesel four takes us back to those innocent days when exceptional fuel economy could make us overlook drawbacks, particularly the racket that went with any oil burner. Light up the Liberty’s engine, close your eyes, and suddenly you’re riding in a Mercedes diesel taxi, Stuttgart, circa 1985. Clatter spoken here, Dieter. Jawohl.

Diesels and SUVs Ranked

A little background. With the development of common-rail fuel systems, diesels have changed dramatically in the past two decades. Thanks to massive system pressures—more than 20,000 psi is not uncommon, compared with 50 to 80 psi for gasoline port-injection systems—the fuel is more finely atomized, promoting a more complete and controlled burn, and that pays off with higher efficiency and reduced emissions. Supplied by DDC Cento (previously VM Motori), a subsidiary of Detroit Diesel in Cento, Italy (and 49 percent owned by DaimlerChrysler), the Liberty’s turbo-diesel is consistent with most of the common-rail parameters. The iron-block, aluminum-head DOHC 16-valve four has a compression ratio of 17.5:1, with fuel-rail pressure pegged at 1600 bar—about 23,000 psi. With its Garrett turbocharger blowing at max boost—26.5 psi—the engine develops 160 horsepower at 3800 rpm and 295 pound-feet of torque at 1800 rpm.

No one would characterize this little Jeep as fast, but the turbo motor spools up quickly and holds its own in urban traffic.

This is considerably less horsepower than you get from the Liberty’s optional 210-hp 3.7-liter V-6, but considerably more torque: 60 pound-feet, peaking 2200 rpm lower. And it’s this trait—low-down grunt—that makes this or any other diesel appealing: grunt, plus relatively high fuel economy. In the case of the Liberty diesel, you get distinctly higher EPA fuel-economy ratings than those of the gas V-6—21 mpg city, 26 highway versus 17/22 (or 18/22 with a manual transmission). Jeep expects the diesel will get about 25-percent-better fuel economy than the V-6 in real-world driving. We got 20 mpg with the diesel, which was exactly a 25-percent improvement over the 16 mpg we achieved with the V-6.

You also get the same towing capacity as that of the 3.7 V-6—5000 pounds, heftiest of all the cute utes. And you get similar acceleration. Our turbo-diesel tester rattled to 60 mph in 10.1 seconds compared with 10 flat for the Liberty Limited Edition we tested in January 2002 («Canyon Cubs») and was quicker in the quarter-mile: 17.3 seconds versus 17.5.

No one would characterize this little Jeep as fast, but the turbo motor spools up quickly and holds its own in urban traffic. The engine’s power traits match up well with the five-speed automatic transmission, the latter yielding smooth up- and downshifts, and it lopes along at freeway speeds without undue strain.

There’s something uniquely appealing about the Liberty diesel—appealing, we should add, almost exclusively to guys, particularly guys living in the wide-open West, according to DaimlerChrysler.

But there’s the clatter problem. From the moment of light-off, the Liberty’s four begins emitting a symphony of rattles and growls, richly varied, depending on throttle position, but incessant. We’ve seen numerous recent diesels that allowed us to ignore the nature of their ignition systems. This is not one of them. The Jeep folks cite a number of reasons for the extra racket, namely, the simple fact that the four-banger has large 694cc cylinders that create a lot of noise. Plus, the engine sits close to the Liberty’s passenger compartment, and the exhaust system exits from the back of the engine between the motor and fire wall.

Like other sparkless engines, you pay a premium for this cheerfully raucous powerplant: $3695, including the required five-speed automatic and a more sophisticated four-wheel-drive system with a four-high open mode. The V-6 option in the same model costs only $850, and you don’t have to upgrade to the automatic. This, along with the fact that No. 2 diesel fuel is currently more expensive than gasoline, makes it hard to see an advantage to the diesel. On the other hand, for those who appreciate internal combustion, there’s something uniquely appealing about the Liberty diesel. Appealing, we should add, almost exclusively to guys, particularly guys living in the wide-open West, according to DaimlerChrysler. This probably proves, once again, that women have better sense. But there are enough of these guys to account for about 6000 sales per year, a little beyond DaimlerChrysler’s expectations.

One cautionary note: If you find the notion of a Liberty diesel appealing, buy soon. Barring some dramatic change in technology, passenger-car diesels will disappear by 2007, when Tier 2 emissions regs come on in full force. No current passenger-car diesel meets this new standard.

Specifications

SPECIFICATIONS

2005 Jeep Liberty Sport 4×4 Diesel

VEHICLE TYPE
Front-engine, rear/4-wheel-drive, 5-passenger, 5-door wagon

PRICE AS TESTED
$26,675 (base price: $25,245)

ENGINE TYPE
Turbocharged and intercooled DOHC 16-valve diesel inline-4, iron block and aluminum head, direct fuel injection
Displacement
169 in 3 , 2776 cm 3
Power (SAE net)
160 bhp @ 3800 rpm
Torque (SAE net)
295 lb-ft @ 1800 rpm

TRANSMISSION
5-speed automatic

DIMENSIONS
Wheelbase: 104.3 in
Length: 174.4 in
Width: 71.6 in
Height: 70.2 in
Curb weight: 4324 lb

C/D TEST RESULTS
Zero to 60 mph: 10.1 sec
Zero to 100 mph: 39.1 sec
Street start, 5-60 mph: 11.3 sec
Standing ¼-mile: 17.3 sec @ 77 mph
Top speed (drag limited): 111 mph
Braking, 70-0 mph: 206 ft
Roadholding, 300-ft-dia skidpad: 0.71 g

FUEL ECONOMY
EPA fuel economy, city driving: 21 mpg
C/D observed: 20 mpg

Tony was smart, well read, funny, irascible, cantankerous, opinionated, friendly, difficult, charming, honest, and eminently interesting to be around. He loved cars, car people, and words. but most of all, he loved racing. The Car and Driver writer, editor, and racer passed away in 2018 at age 78.

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