2014 Jeep Grand Cherokee has a 3.0-liter turbo-diesel V-6. It also includes new exterior lighting, resculpted front and rear styling, and an updated interior.
VM Motori Cento in Ferrara, Italy, produces the engine, which will be marketed under the EcoDiesel name. It features a block of compacted graphite iron and aluminum twin-cam heads. Basic specs for the 60-degree six include common-rail injection, downstream emissions treatment via urea, a 15.5:1 compression ratio, and ceramic glow plugs so quick to heat up they might well consign mentions of glow plugs to history. Adding to the allure of the diesel is that, like the 2014 GC’s gas-fired engines, it is backed by a ZF-designed eight-speed automatic. (That last move is one we applaud, as we had problems with the five-speed auto in our long-term 2011 V-6 Grand Cherokee.
Output ratings have the sort of relationship typical of diesels: decent horsepower at 240 and impressive torque at 420 lb-ft. The grunt is enough to imbue the diesel Grand Cherokee with the same towing capacities—7400 pounds with rear-wheel drive, 7200 with four-wheel drive—as those of the 5.7-liter V-8 model. Of perhaps equal importance, of course, are fuel-economy ratings. Jeep pegs the rear-drive EcoDiesel at 22 mpg city/30 highway; opting for four driven wheels sacrifices 1 mpg in the city and 2 mpg on the highway. The range is said to be more than 730 miles.
At idle, this Grand Cherokee further puts to rest old stereotypes about diesel engines. Although the EcoDiesel emits the typical compression-ignition clatter, it’s no louder or intrusive than is the V-8, even from the outside. And the torque is great fun; it provides instant punch for day-to-day dicing in traffic. Mind you, it peaks at 2000 rpm and the redline is 4800, but the high number of forward gears means you’ll almost never find yourself wanting for more muscle.
The 2014 Grand Cherokee drives pretty much the same as did the upgrade model, which means a comfy ride, a serene cabin, a generous dollop of body roll, a stiff platform, and a refined demeanor. As for the diesel, the transition for anyone trading in a Hemi model would be seamless. As nice as the Pentastar V-6 can be, the diesel and the V-8 have far more authority off the line (weak launch skills were among the few complaints lodged against our long-term V-6). For most buyers, choosing between the torquier engines will be a flip of the coin, although the increased range and less-frequent fill-ups of the diesel might prove irresistible, especially for those who live in snowier climes.
Urea for the diesel is carried in an eight-gallon tank. It is replenished via a filler located behind the fuel door and next to the filler for the diesel fuel. A full load of urea should last about 10,000 miles; this aligns with recommended service intervals so the dealer can top it up. The mix of 32.5-percent high-purity urea and 67.5-percent deionized water runs about six to eight bucks per gallon.
But no one ever said being fuel conscious would be cheap. Indeed, the VM diesel is only available on the three top Grand Cherokee models and adds $4500 to the cost of a Limited, Overland, or rear-wheel-drive Summit. (All-wheel drive runs $2000 on the Limited and $3000 on the Overland and Summit.) Getting the diesel in the all-wheel-drive Summit is an extra $5000.
But the choice is your gas or diesel make wise choice classic diesel fan. We eagerly await, however, take-rate figures for the Grand Cherokee diesel among those who have been gasoholics.
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