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New Jeep Gladiator pickup will offer 3.0L diesel with stop/start and 8-speed

Jeep unveiled the 2020 Jeep Gladiator pickup at the Los Angeles Auto Show. The Gladiator features Command-Trac and Rock-Trac 4x4 systems, third-generation Dana 44 axles, Tru-Lock electric front- and rear-axle lockers, Trac-Lok limited-slip differential, segment-exclusive electronic sway-bar disconnect and 33-inch off-road tires.


Gladiator will offer two powertrains: a 3.6-liter Pentastar V-6 engine with Engine Stop-Start (ESS) and eight-speed automatic or six-speed manual transmission; and a 3.0-liter EcoDiesel V-6 with ESS and an eight-speed automatic transmission available in 2020.

The FCA US 3.6-liter Pentastar V-6 engine delivers 285 horsepower and 260 lb-ft (353 N·m) of torque and features ESS as standard equipment. It is engineered to provide a broad torque band with a focus on low-end torque, an essential trait needed for extreme off-roading.

A six-speed manual transmission is standard on all Gladiator models equipped with the 3.6-liter Pentastar V-6, and an eight-speed automatic transmission is optional.

Known for its refinement, power, efficiency and adaptability, the Company has produced more than 8.6 million 3.6-liter V-6 Pentastar engines since production began in 2010. The award-winning engine family is currently built at three plants: Trenton (Michigan) Engine Complex, Mack Avenue (Detroit) Engine and Saltillo (Mexico) South Engine.

The 2020 Jeep Gladiator benefits from the popular V-6 engine’s low-range torque, which is needed when out on the trails or during demanding conditions, such as hauling cargo or towing a trailer.

The 3.0-liter EcoDiesel engine will be available starting in 2020. Gladiator models will offer the 3.0-liter EcoDiesel V-6 engine, rated at 260 horsepower and 442 lb-ft (599 N·m) of torque, with ESS standard. An eight-speed automatic transmission is standard and is designed to handle the increased torque output.

FCA US engineers adapted the engine—designed and manufactured by FCA EMEA —to meet the NAFTA region’s regulatory requirements.

The EcoDiesel V-6 engine implements refined turbocharger technology with a low-friction bearing designed for low-end and transient performance. The EcoDiesel V-6 engine also features low-friction pistons to improve fuel economy, reduce greenhouse gas emissions and provide an enhanced combustion system – injector nozzle, piston bowl and glow plug with integrated combustion pressure sensor to optimize combustion.

Low Pressure Cooled Exhaust Gas Recirculation (EGR) assists to combine with the high-pressure system to expand the range of EGR usage and to improve fuel economy.

Transmissions. A unique set of two overdrive ratios in the eight-speed improve highway fuel economy and reduce overall noise, vibration and harshness (NVH) levels.

Uniquely suited to the requirements of the Gladiator Rubicon model, the eight-speed automatic transmission delivers a 77.2:1 crawl ratio. The towing and 4x4 performance benefits from a 4.7:1 first gear ratio coupled with a 4.1:1 final drive delivers unmatched capability.

All-new 2020 Jeep Gladiator models are equipped with the standard six-speed manual transmission. This transmission features a unique design that employs optimized gear ratios for bolstered crawl ratio performance and is cable-operated, eliminating shifter vibration and bolstering sound isolation.

The shift pattern features a comfortable shifting position and bolsters shift accuracy. A 4.41 ratio spread offers impressive fuel efficiency at faster speeds and delivers quick acceleration with smooth, precise shift quality.

Body-on-frame design. Utilizing a body-on-frame design and featuring a five-link suspension system, Gladiator delivers on capability, with composed on-road driving dynamics, passenger safety and best-in-class towing and 4x4 payload capacity.

Gladiator’s body-on-frame design uses advanced materials and engineering to be lightweight, yet stiff and durable, and features an all-new lightweight, high-strength steel frame.

When compared to Jeep Wrangler 4-door, Gladiator’s frame is an additional 31 inches longer while the wheelbase is 19.4 inches longer. The longer wheelbase and the bed’s positioning center aft of the rear axle centerline enables for better weight distribution and a more comfortable and composed ride when carrying cargo. The prop shaft, brake, fuel lines and exhaust system were lengthened to accommodate the changes needed to make the proven body-on-frame design work.

The use of lightweight, high-strength aluminum closures, including the doors, door hinges, hood, fender flares, windshield frame and tailgate, help curtail weight and boost fuel economy. Other ways the Jeep engineering team looked to manage weight included using hollow track and stabilizer bars, aluminum engine mounts and steering gear.

Gladiator utilizes the proven five-link coil suspension configuration with the front suspension using a lateral control arm and four longitudinal control arms. Full-width track bars made of forged steel control lateral movement of the axle with minimal angle change during suspension travel.

The rear five-link coil suspension design, exclusive to Gladiator, features two upper and two lower forged steel control arms for longitudinal control, and a track bar for lateral axle control. The control arms are located under the frame rails while the rear shocks are forward facing to provide consistent damping for ride comfort and load management.

The springs have been tuned for an optimum balance between on-road handling while providing a comfortable ride around town, with or without cargo in the bed, and legendary off-road capability. Ride comfort, body-roll control, handling, payload and towing capability is significantly enhanced with assistance from shock tuning, hard points and body mount strategy.

An approach angle of 43.6 degrees, breakover angle of 20.3 degrees, departure angle of 26 degrees and a ground clearance of 11.1 inches allows Gladiator to go offroading.

Gladiator also benefits from up to 30 inches of water fording, up to 1,600 pounds of payload and up to 7,650 pounds of towing capacity with the available Max Towing Package.

Safety and security features. The all-new 2020 Jeep Gladiator offers more than 80 available active and passive safety and security features. Available features include Blind-spot Monitoring, Rear Cross Path detection, forward-facing off-road camera, standard ParkView rear backup camera with dynamic grid lines, Adaptive Cruise Control and electronic stability control (ESC) with electronic roll mitigation.



I thought this site was about green cars, not about dirty polluting diesels.

Start stop system on a diesel is lipstick on a pig.


Diesels in the U.S are neither polluting nor dirty.

Every light-duty diesel vehicle line certified in the U.S. is subject to months of extensive additional emissions testing beyond the official certification test procedures, and has since the NOV was issued to VW in September 2015. The additional testing is conducted to ensure the vehicles' certified emissions are representative in all "driving cycles and conditions that may reasonably be expected to be encountered in normal operation and use."

Even in Europe, diesels certified to Euro 6d-temp ('type-approval"), all 270 of them, meet the regulatory limit for NOx emissions:

Marty Sipos

"Diesels in the U.S are neither polluting nor dirty." That may be true when they are sold, but I can't tell you how many diesels I see every day spewing black soot out the tailpipe, and that is just on my commute to and from work. Many of those vehicles seem to be FedEx trucks. A few months or years of bad maintenance and they are still polluting relics for the scrap heap.


I have too, but they're all older-generation diesel vehicles which do not have DPF after-treatment technology.

Why is diesel singled out from the gas version of this vehicles (a 3.6 liter gas engine will also be available according to the article)? Consider the following:

"...Emissions Analytics has revealed that the latest Euro 6d-Temp diesel models emit, on average, 71% less particulates than petrol equivalents...."


"...gasoline cars emitted on average 10 times more carbonaceous PM at 22 degrees C and 62 times more at -7 degrees C compared to diesel cars..."


"...Swiss researchers have concluded that some GDI engines emit just as many soot particles as unfiltered diesel cars did in the past...

...The results were sobering: every tested gasoline car emitted ten to 100 times more fine soot particles than the diesel Peugeot....."



Modern diesel engines have OBD that should detect any failure on the emission control system.

Several years ago I did some on-road (PEMS) tests on my own diesel car (Focus) and a corresponding GDI car (another manufacturer). The particulate level from the GDI car was 80 times higher, i.e. in line with the results cited above. Nevertheless, people (like soltesza?) chose the GDI over the diesel, no matter what test results say. The propaganda against diesel cars has been really successful the last years. I can agree that NOx emissions have been high in many cases but since September 1, this problem is solved. In fact, NOx levels can be 90-95% lower (!) than the limit for the lastest Euro 6d-TEMP cars (see e.g. ACEA, ADAC, ams and others...). Howerver, this fact is not recognized (yet) by press and public.


"Diesels in the U.S are neither polluting nor dirty." but a 3 liter diesel Jeep is an f*ing joke


Is the 3.0 liter diesel powerful enough or should I just go with the pentastar or wait for the Hercules?

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