2019 built JTs the most reliable due to COVID?

[Willys2Gladiator]

Picked my 2020 up in April 2020 during part of the crazy scary COVID times. My daughter and I were the only ones at the hotel we stayed at while traveling to Boise to pick up my special order JT. Everyone was treating each other like they had the plaque. No issues so far with anything with the Jeep.

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[Rahkmalla]

Everyone was treating each other like they had the plaque.

Based on the average person's dental hygiene, that does not seem to be an unfair way to treat the general population, either pre-covid, during, or current day

 

[Readyt]

Other than the replacement of the steering box, I have had ZERO issues with my 2020 Overland

 

[hjdca]

I bought mine Oct., 2019. It is a Rubicon stick shift. About 45K miles now. Lots of offroad and badge of honor trails. Pretty stout truck. I had the aluminum steering box and I had that updated to the steel one with the recall. No real big issues. The clutch has been fine. I have the tazer, so, I reboot the computer every so often. I think this is a good practice. All software has bugs somewhere.

 

[ShadowsPapa]

I think you are wrong bigot on this. When there are parts shortages, standards drop. What would have been rejected makes it way to the line. As a former automotive supplier, I know this first hand. A very common tactic we used to employee when we felt they (particularly Chrysler actually) were being a little unreasonable, is we would take our time”working them back into the production cycle”for replacement material. We’d then resend the product. I would say it worked better than 95% of the time. We only did that when we were confident our product was good, but the shop that built the tops for Jeeps was right down the street.Worst operation I’ve ever seen, and they’d often get so far behind that Jeep would often send someone down to cherry pick the best defective tips they had for assembly to keep the line moving.

they care much more about stopping the line than your trivial recalls…

Seconds or parts deemed not suitable for production have always been pulled and sent to dealers as replacements. I've been in the business for decades and can say even in the 70s, if you got a grill, fender or other body panel, light assembly or whatever, it was too often a part that was kicked off the assembly line and sent out to dealers as a replacement. "let the dealer mess with that hole in the wrong spot" or "let the dealer mess with repainting the grill". I have quite a few NOS parts here that have to be reworked before they can be used. In one case the holes were so far off I'll have to find a way to plug and paint over the incorrect holes in the casting and mill new ones. It's worth it - those lights are about $200 bucks last time I looked. 1 year only part.

So, you lied on reports, you played with numbers, you faked production and failure numbers where you worked?

A friend worked where relays and other electric parts were made for a foreign automaker with plants in the USA.
The auto maker contacted them about an unusually high rate of failures.
The trail was followed (there's usually paper trails) and led to a tester/inspector who didn't understand the standards.
Each device was run through a sequence of tests - one operation it had to pass 10 times. If it failed once, it was rejected, didn't matter if it failed on the first time and passed the remaining 9 - it was failed.
This guy was testing them and if it failed, he'd keep going until it succeeded. If it succeeded or passed at any point in those 10 times, he passed it. (he was "talked to")
Sounds like how your job worked LOL

When I worked at Compressor Controls - everything had to pass - any failures were recorded, logged, tagged. I designed the computers that were the interfaces for their Series IV turbocompresor controllers. I designed the test suite and sequences. Every unit had to pass - and then had to pass in the environmental chambers - extreme heat, extreme cold. Any failures, that was it.
As an ISO company selling globally, in Europe, Eastern Europe, former soviet countries, our QA processes and records were open to all customers. If it failed, just one test, it was logged. No making it pass, no "good enough". 10 systems built, the status of each was known.

My father, a UAW worker, chief inspector, would have had some "fun" with things where you worked.
The company he worked for made products for other companies as well as their own and his numbers were so good companies would come in and do their own inspection and then say you have the contract if he is the inspector in charge of the line making our products.

I'm afraid that once I knew the standards and test procedures, if something wasn't passing and anyone suggested it pass anyway, they'd have to fire me.

I know it happens -and it happens a lot - every minute of every year and in pretty much every company. But I was raised and trained - doesn't mean it's ok. And if I see it, good luck.

By the way, I have it from the inside that my truck, built in the past few days, went through inspection processes and they caught two things - a bolt was replaced, and a clip was replaced, otherwise it was a clean build.

Of course, let's not confuse what Jeep does with what suppliers may do........... take a deep look into the steering gear and the Dana axles.
Jeep knows how many have failed, Dana knows, and the supplier of the steering gear knows (Saginaw??????)
That stuff is tracked. Since they sell in the EU - they MUST track every thing like those items, failure rates, and more. They can't get by with the same crap they get by with here, not in the EU.

 

[Deadeye]

Seconds or parts deemed not suitable for production have always been pulled and sent to dealers as replacements. I've been in the business for decades and can say even in the 70s, if you got a grill, fender or other body panel, light assembly or whatever, it was too often a part that was kicked off the assembly line and sent out to dealers as a replacement. "let the dealer mess with that hole in the wrong spot" or "let the dealer mess with repainting the grill". I have quite a few NOS parts here that have to be reworked before they can be used. In one case the holes were so far off I'll have to find a way to plug and paint over the incorrect holes in the casting and mill new ones. It's worth it - those lights are about $200 bucks last time I looked. 1 year only part.

So, you lied on reports, you played with numbers, you faked production and failure numbers where you worked?

A friend worked where relays and other electric parts were made for a foreign automaker with plants in the USA.
The auto maker contacted them about an unusually high rate of failures.
The trail was followed (there's usually paper trails) and led to a tester/inspector who didn't understand the standards.
Each device was run through a sequence of tests - one operation it had to pass 10 times. If it failed once, it was rejected, didn't matter if it failed on the first time and passed the remaining 9 - it was failed.
This guy was testing them and if it failed, he'd keep going until it succeeded. If it succeeded or passed at any point in those 10 times, he passed it. (he was "talked to")
Sounds like how your job worked LOL

When I worked at Compressor Controls - everything had to pass - any failures were recorded, logged, tagged. I designed the computers that were the interfaces for their Series IV turbocompresor controllers. I designed the test suite and sequences. Every unit had to pass - and then had to pass in the environmental chambers - extreme heat, extreme cold. Any failures, that was it.
As an ISO company selling globally, in Europe, Eastern Europe, former soviet countries, our QA processes and records were open to all customers. If it failed, just one test, it was logged. No making it pass, no "good enough". 10 systems built, the status of each was known.

My father, a UAW worker, chief inspector, would have had some "fun" with things where you worked.
The company he worked for made products for other companies as well as their own and his numbers were so good companies would come in and do their own inspection and then say you have the contract if he is the inspector in charge of the line making our products.

I'm afraid that once I knew the standards and test procedures, if something wasn't passing and anyone suggested it pass anyway, they'd have to fire me.

I know it happens -and it happens a lot - every minute of every year and in pretty much every company. But I was raised and trained - doesn't mean it's ok. And if I see it, good luck.

By the way, I have it from the inside that my truck, built in the past few days, went through inspection processes and they caught two things - a bolt was replaced, and a clip was replaced, otherwise it was a clean build.

Of course, let's not confuse what Jeep does with what suppliers may do........... take a deep look into the steering gear and the Dana axles.
Jeep knows how many have failed, Dana knows, and the supplier of the steering gear knows (Saginaw??????)
That stuff is tracked. Since they sell in the EU - they MUST track every thing like those items, failure rates, and more. They can't get by with the same crap they get by with here, not in the EU.

we made plastic that was later turned in to parts. Our testing standards were generally something like take five test throw out the outliers in the average of the other three. We would pass something and then they would double check it at the automotive plants. It wasn’t uncommon for them to attempt her to reject something that was right on the cusp when they test it but the center of spec when we test it. Often because they’re using differently calibrated equipment. We didn’t lie on any reports. We would just resend it under a new lot number. In fact, most of our supplier agreements allow us to do this X amount of times a year anyway, is a blind quality check

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