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Chrysler Introducing New 3.0-Liter Diesel With 2007 Grand Cherokee

The new 3.0-liter CRD.

A new 3.0-liter turbo Common Rail Diesel (CRD) will make its debut in the recently announced 2007 Jeep Grand Cherokee next year (earlier post).

The Mercedes-built 3.0-liter CRD produces 218 hp (160 kw) of power at 3,800 rpm and 510 Nm of torque at 2,000 rpm—33% more power and 28% more torque than its 2.8-liter predecessor previously offered in Europe. Built in Berlin, Germany, the new V-6 CRD engine is entering series production.

3.0 CRD
Engine 6-cylinder, 72° V
Displacement 2.985 L
Bore x stroke 83 x 92 mm
Compression ratio 18:1
Power 218 hp (160 kW)
Torque 510 Nm

Mercedes made enhancements to the engine design ranging from the mechanical system and airflow dynamics to the electronic engine management and emissions control.

The common rail direct-injection system has been refined, achieving greater progress in fuel consumption, exhaust emissions and combustion noise. Newly developed piezo injectors operate more rapidly than the previous solenoid injectors, ensuring a precisely metered fuel supply to the cylinders.

The piezo injectors are controlled for load and engine speed. Five injections per power stroke are now possible at peak pressures up to 1,600 bar (24,000 psi). This marks the first use of piezo injectors in a North American SUV, according to Chrysler.

Electrically actuated intake-port swirl valves modify the turbulence of the intake air as it enters the cylinders, optimizing the combustion process with the aim of further reducing fuel consumption and exhaust emissions. The new electronic control unit (ECU) manages all the engine functions—from the quick-start glow system and automatic start function to control of the high-pressure fuel pump.

A Variable Geometry Turbine (VGT) with electrically adjustable blades acts like a small turbocharger under launch conditions, but has the desirable characteristics of a larger turbocharger at higher engine speeds. The benefit to customers is enhanced response at low engine speeds.



This Diesel engine has been the standard for all Cherokees sold in Europe for at least 12 months. The merger Daimler-Chrysler now brings a lot of technology to the US. It's quite clear,that this Diesel engine only will have succes on the US market as long as Oil does not collaps. Otherwise, US customers will choose the 5.7 litre and 6.1 litre HEMY engines.

Rafael Seidl

Let's hope EPA and CARB give DCX the go-ahead for (at least optional) SCR aftertreatment on this engine. I'm assuming a particulate filter will be offered anyhow.

SUVs are still outselling hybrids by more than 20 to 1, though the ratio is falling rapidly. Pick-up trucks also remain fairly popular. These profitable vehicle segments are not going to be dropped from product line-ups of the Big Three anytime soon, so diesel represents an attractive route to improving their fuel economy / reducing their CO2 footprint. The additional low-end torque will also no doubt be welcome.

Note that DCX is also involved in the development of the two-mode hybrid transmission. Expect that to be paired with downsized, possibly turbocharged gasoline engines. A clean diesel hybrid would have even better fuel economy but the total weight and purchase cost would simply be too high.

Lou Grinzo

This kind of tech. bleed-over is one of the main reasons I think Chrysler is in the best shape of the US "Big Three."

They certainly have the same over-reliance on trucks as Ford and GM, but they at least have a couple of low-end cars (Caliber and PT Cruiser) that are selling pretty well. Those models give them a more credibility than either Ford or GM has currently, and could be excellent platforms for clean diesels or even EV's. (The company that did the EV Mini, mentioned here on GCC, also does an EV PT Cruiser, for example. Chrysler should be in serious discussions with that outfit or others about a joint venture to do a limited production EV Cruiser.)


couple of details you may find interesting:
1. this engine is in fact manufactured by VM Motori from Italy (their designation RA630DOHC), and they have supplied engines for Jeeps for some time (in Europe).
2. in 1995 VM Motori was acquired by Detroit Diesel and since 2003 it is owned by Penske Group (51%) and Daimler Chrysler (49%).


@kiwi: You are wrong. this is not a Diesel from VM, but it is of course from Mercedes Benz.
It is the same engine as it is in the Mercedes Benz E320 CDI.


Jeep is good vehicle, and diesel is ideal for US country folks towing a lot of toys like boats, snowmobiles, or motor homes. Too bad most of these Jeeps will be used exclusively for one-occupant suburban commute…

Thomas Pedersen

I have often thought that diesels would be better suited for the driving styles of Americans. For years, American cars seem to have tried to get diesel characteristic out of a gasoline engine, i.e. high tourque at low rpm and relatively low power (measured in hp per liter), also at relatively low rpm. I distinctly remember seing a 5.0 liter engine with less than 200 hp! It should give twice that much even without aggressive tuning.

American cars rarely go very fast (like when I'm going 120 mph on the German Autobahn), but they're built to accelerate fast. However, it is a fundamental characteristic of a gasoline engine that if you want a sedan to be able to accelerate 0-60mph in less than 8 seconds, then the engine is automatically powerful enough to make the car go 150 mph in top speed. The picture is a little differenc for trucks and SUVs, with the aerodynamics of a brick.

A diesel is different. It provides excellent low-rpm acceleration for overtaking, without the unrealistically high top speed, while also giving superior fuel economy. It is also very quiet at cruising speed.

But I guess until a couple of years ago, American car manufacturers could just make the engines bigger to get enough torque without a substantial economic penalty at the pump.

And then there is the matter of a more expensive engine and higher emissions, of course...


Quite agree, the requirement for diesel-like bottom end torque froma petrol results in daft adages like: "there's no substitute for cubes"

Yes there is: it's called 20:1 compression ratio and boost pressure....


You can also get this engine in the 300c in Europe.


Real engines don't have spark plugs!


"Electrically actuated intake-port swirl valves"
This made me think of an advertisement I've seen recently for the "VortexValve".

Now, anytime I see a gas saving device I am skeptical, but this seem similar.

Question, doesn't the system have to know the device is there to be effective? The fuel injection is based on the assumed air flow.

I am not that technical, so if anyone know how this works and if the "VortexValve" idea has any merit, please post.

Sid Hoffman

Abraham, they're talking about swirl directly into the intake chamber. All those fuel saving devices are so far away from the combustion chamber as to be irrelevant. Most go in the intake pipe near the air filter. Air goes from the snorkle to the resonator to the airbox to another intake pipe, past the throttlebody into the plenum, down the primary intake manifold runners, then into the cylinder head runners, then finally past the intake valves. The article doesn't state exactly where the vortex generators are, but it sounds like they're in the intake runners.


Thank you Sid.

Rafael Seidl

Abraham -

at low RPM, diesel engines need more charge motion (swirl) to ensure the fuel is dispersed as quickly as possible as it is injected. Done correctly, this reduced HC, CO and PM emissions.

At high RPM, the turbulence create by the squish zones is sufficient. Since swirl generation in the intake manifold creates back pressure, lowering the air mass of the fresh charge, you want to avoid it and maximize power. Switchable valves achieve just this control over swirl.



On old carbureted engines swirl inducing device positioned after carburetor does improve gasoline evaporation and hence combustion/efficiency. On modern fuel injected engines swirl in air intake tract is irrelevant. On diesel engines swirl in combustion chamber is necessary to improve fuel mixing/combustion, but too much swirl increases heat transfer to combustion chamber’s walls and efficiency suffers. So facilitating desired amount of swirl in combustion chamber on all engine RPM and load is a good thing.


Does anyone know if this new engine meets CA emissions requirements. The current engine on the Mercedes E320 does not meet requirements in 5 states.


It does not. The 2007 Grand Cherokee is a 45-state vehicle.


Is Massachusetts one of the states left out? An earlier article said it would be 50 state compliant, will that happen down the road?


Yes, Massachusetts is one of the five that won't see the 2007 Grand Cherokee CRD. The concept Cherokee BLUETEC--which would be the 50-state version--isn't yet slated for production.


I think we need less liters like this. Its not necessary to have 10ltr engines for grocery getters.
I live in Brazil where we have 2.8 and 3 liters and they are great and have plenty of power.

Chuck Craig

Can I get LPG kits for V8 engines like diesel 6.9 or 7.3( Ford )


I'm an old fogey who'd love to have a small diesel
truck to carry my motorcycle and pull a small trailer.
I think it would give me better mileage and better
torque than my 4.7l gas guzzler.
Alas,at my age it has to happen soon!

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