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Jeep Grand Cherokee to offer new 3.0-liter turbo diesel in Europe; more power, less fuel

21 February 2011

At the 2011 Geneva Motor Show, the all-new Jeep Grand Cherokee will debut a new, optional 3.0-liter turbo diesel engine available for Europe and other diesel markets. The new engine is more powerful, more fuel efficient and produces lower emissions than its predecessor.

Built by VM Motori and developed together with Fiat Powertrain the new 3.0-liter turbo diesel engine produces maximum power of 177 kW (241 hp DIN) at 4,000 rpm and torque of 550 N·m (406 lb-ft) at 1,800-2,800 rpm. This translates to 10% more power and eight percent more torque than the engine it replaces.

Fuel economy for the new 3.0-liter turbo diesel engine is 8.3 L/100km (28 mpg US) on the combined cycle, an improvement of 17% over the prior diesel engine. CO2 emissions (combined cycle) are also reduced by 17%, now at 218 g/km.

The new V6 turbodiesel is fitted with new-generation, 1800-bar injectors with new MultiJet II technology, developed and patented by Fiat Powertrain and which made its debut in 2009 on the 1.3 Small Diesel Engine equipped on the Punto Evo.

Engine block. The new 3.0-liter turbo diesel engine features a compressed graphite iron, 60-degree block with aluminum cylinder heads and a two-piece structural aluminum oil pan. Bore is 83 mm (3.27 in) and stroke is 92 mm (3.62 in) for a total displacement of 2987 cm3 (182 in3). Bore spacing is 96 mm (3.78 in).

The engine is compact and lightweight, with overall dimensions of 695 mm (27.36 in) in length, 729 mm (28.7 in) in width and 697.5 mm (27.46 in) in height. Weight of the fully dressed new engine is 230 kg (507 lbs).

The engine block features a crankcase architecture with stiffened construction, including a bedplate that provides a rigid and stiff carrier for the crankshaft. This in turn helps reduce overall noise from the lower reciprocating assembly and contributes to significant improvements in overall noise, vibration and harshness.

Adding to the structural rigidity of the block, the two-piece aluminum oil pan has been designed to provide strength and contribute to the quietness of the engine. The lower pan has been reinforced for off-road use. Crankcase capacity is 7.7 L (2 gal).

Cylinder heads are constructed of aluminum and feature a chain-driven, dual overhead-camshaft design with four valves per cylinder. Intake valves measure 28 mm (1.1 in), and exhaust valves are 24.5 mm (0.96 in) in diameter. Combustion-chamber volume is 24.68 cm3 (1.51 in3).

A forged-steel crankshaft is supported by four main bearing journals fitted with four-bolt main bearing caps incorporated into the bedplate. Externally balanced, the crankshaft measures 442.2 mm (17.41 in), reducing the overall packaging requirements of the engine. Connecting rods, with an overall length of 162.9 mm (6.41 in), are constructed of cast iron.

Lightweight, cast-aluminum pistons are redesigned to provide minimal friction. The compression ratio of the new diesel engine is now 16.5:1, reduced from 18.1:1 on the previous model, contributing to cleaner combustion and providing more power.

All main bearings are a “lead free” design for reduced environmental impact during construction and later recycling of the engine.

Engine performance features. The induction system includes swirl control to optimize combustion. Fitted between the intake system and the combustion chamber, the swirl control effectively provides an ideal air/fuel mixture at all levels of engine speed.

Precise fuel delivery is through a 1,800-bar common-rail fuel-injection system. With the new MultiJet II technology, which makes use of a special balanced solenoid valve, the new injector is capable of making up to 8 injection per cycle with the possibility of managing the two main injections in a single modular profile (IRS – Injection Rate Shaping) thus guaranteeing a reduction in consumption and polluting emissions of approximately 2% compared to a traditional injector and ensuring a drastic reduction in noise levels.

The new 3.0-liter diesel engine utilizes a single Garrett VGT 2056 turbocharger with variable turbine geometry. Compact and lightweight, the turbocharger provides near-instant response and includes an air-to-air intercooler.

Fuel consumption and emissions. Fuel economy for the Jeep Grand Cherokee with the 3.0-liter turbo diesel engine is rated at 10.3 L/100 km (22.8 mpg US) on the urban cycle and 7.2 L/100 km (32.7 mpg US) on the extra-urban cycle. For the combined cycle, the fuel economy is rated at 8.3 L/100 km.

The engine is designed to run on EN590 ultra-low-sulfur diesel fuel.

For this engine, cast-iron exhaust manifolds are utilized. Additional emissions controls include a close-coupled diesel oxidation catalyst and standard diesel particulate filter. Euro 5 emissions are met through an exhaust-gas recirculation (EGR) system that includes an EGR valve with DC motor and a high-performance EGR cooler with bypass valve.

CO2 emissions are reduced to 270 g/km for the urban cycle and 188 g/km for the extra-urban cycle. Combined-cycle CO2 emissions are now 218 g/km.

Lineup. Jeep Grand Cherokee will be now offered in Europe with Laredo and Limited trim lines in addition to the Overland version. The Laredo and Limited trim lines will be available with the 3.6 V6 Pentastar and the new 3.0 turbodiesel engine while Overland will be available on all the engine line-up.

The 3.0-liter turbo diesel engine for the new-generation Jeep Grand Cherokee will be offered in European markets also as a low-output version, with 140 kW (190 hp DIN) of power at 4,000 rpm and 440 N·m (324 lb-ft) of torque across 1,600-2,800 rpm. The low-output version of the turbo diesel engine will be standard on Laredo models (optional on Limited).

The all-new Jeep Grand Cherokee also features the first application of the 3.6-liter Pentastar V-6 gasoline engine. This V-6 engine with variable valve timing (VVT) delivers 210 kW (286 hp DIN) of power and 347 N·m (256 lb-ft) of torque.

February 21, 2011 in Diesel, Engines, Fuel Efficiency | Permalink | Comments (2) | TrackBack (0)

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Comments

17% lower CO2 is nothing to sneeze at.
(Whatever about the NOx and particulates).
The ultra low sulfur might be a problem for some.

I wish my Alfa Romeo Brera had this diesel engine it instead of GM's 3.2 V6 gas guzzler!

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