20-liter I4 Dohc Di Turbo Etorque Engine Review
Michael Simari Car and Commuter
Today's Jeep Wrangler has evolved into a iv-wheeled Swiss Regular army knife, with a range of body styles, powertrains, and capabilities that can be tailored for nearly any demand. The Wrangler can be had with either ii or four removable doors, and there are 5 engines, 2 transmissions, three iv-wheel-drive systems, and three different removable acme configurations. Prices range from less than $30,000 to beyond $65,000. And nosotros oasis't even brought up the Jeep Gladiator, which adds pickup truck to the Wrangler's lengthy résumé.
The latest JL-spec Wrangler tin play a lot of parts and a sixth, a plug-in-hybrid option called 4xe, is on the mode. This is our accept on three new optional setups: the non-hybridized turbocharged 2.0-liter inline-four, the 3.6-liter Pentastar Five-6 with eTorque electrical aid, and the turbocharged three.0-liter diesel V-six.
A Fancier V-half-dozen
The eTorque-assisted V-6 arrived under the hood of an Unlimited Sahara (Unlimited models accept four doors) priced at $43,390 to start or $56,985 with a heavy selection of options. With an automated transmission, all-season tires, and a total-time all-cycle-drive arrangement, the Unlimited Sahara is most equally street-friendly as a Wrangler gets. The engine is identical to the one in the Ram 1500 pickup, featuring a belt-driven motor-generator setup that is practiced for ninety extra lb-ft of torque over the engine's standard 260 lb-ft. Combined EPA fuel economy, at 20 mpg, remains the same with or without the hybrid setup, but the electric-motor help does bump the Wrangler'due south city approximate from eighteen to 19 mpg.
Compared to a similar Wrangler Unlimited Sahara we previously tested with the non-electrified V-6, the 4547-pound eTorque version weighed an additional 78 pounds. Surprisingly, the hybrid version needed 7.three seconds to get to threescore mph, which is 0.6 second slower than the regular V-6. The operation disadvantage continued through the quarter-mile; the eTorque's 15.five-second quarter-mile run at 89 mph was 0.4 second and 1 mph slower. In our hands, the Wrangler averaged sixteen mpg versus 17 mpg in the conventional V-vi–powered Sahara, but the hybrid did manage to eke out a i mpg advantage on our 75-mph highway test, posting 21 mpg to the nonhybrid V-6's 20 mpg.
Behind the wheel, dispatch feels very similar. The well-nigh noticeable divergence between the two powertrains is that the eTorque hybrid organisation smooths and quickens the V-six's finish-outset system. The Wrangler's $6000 EcoDiesel option costs significantly more than the $3250 information technology costs to upgrade the V-6 to a hybrid, simply the diesel'due south 260 horsepower and 442 lb-ft of low-cease twist experience at home in the Wrangler. Information technology'southward also both quicker and more than efficient. The diesel recorded a 6.vii-2d aught-to-60-mph time and a 25-mpg boilerplate in our testing.
A Simpler Four-Cylinder
Previously, the 2.0-liter turbocharged four-cylinder engine came paired with an electric motor to boost low-rpm ability. If y'all're willing to give up 71 lb-ft of torque, y'all tin can now go the turbo four without that electric motor. The boosted 2.0-liter develops 270 horsepower and 295 lb-ft of torque with or without the belt-driven motor-generator. Jeep sent us a nonhybrid 2.0-liter turbo in a two-door Rubicon (the most off-route-capable trim level) with an viii-speed automatic. Its $41,620 base toll climbed to $52,185 with options. If that seems like a lot for a two-door Jeep with a 4-cylinder engine, you're not the only one having those thoughts. At 4386 pounds, the turbo ii.0-liter Rubicon weighed 414 pounds more than a two-door Sport model with the base of operations V-6 and transmission transmission that we previously tested, and its 6.5-second nuance to 60 mph and xv.1-2d quarter-mile laissez passer at 88 mph were 0.5 and 0.3 2nd (and 2 mph) slower. It might be a little slower, just it's more than enough acceleration for a Wrangler.
It's difficult to find any difference betwixt the 2.0-liter with electrical assist or without. There's a zingy wheeze when this engine revs up, merely there'southward good power when it'southward prodded. As in the V-6, the automated is programmed to assist mask any hint of turbo lag equally the engine revs to its 3000-rpm torque peak. We averaged 17 mpg and only 18 mpg on our 75-mph highway examination. In that location'southward only so much you can do with World War 2 aerodynamics and the Rubicon's knobby all-terrain tires. On those tires, the ii-door Wrangler wanders between the lines in the lightest crosswind.
Despite its less than soulful sound, the turbo four's off-idle responsiveness and overall grunt make information technology an attractive culling to the standard V-half-dozen. Technically, the 2.0-liter is a no-toll option, but it requires purchasing the automatic transmission, so it works out to at least $2000 more than the base of operations V-6, depending on the model.
Have It Your Way
Among the 2020 Jeep Wrangler's five currently available powertrains, the standard 5-half-dozen is a solid foundation, and we see piffling benefit to upgrading to the hybrid version. Withal, nosotros likely would splurge on one of the two available 2.0-liter setups, even if it meant living without a manual manual. We love rowing our own gears, and we want to Salvage the Manuals, but the Wrangler's mesomorphic shifter and long-travel clutch pedal aren't sporty or satisfying, and the Jeep's viii-speed automatic is excellent. The elephant in the Jeep exhibit is the EcoDiesel option. While expensive, it provides a significant fuel-economic system benefit, has plenty of low-stop grunt, is adequately subdued and refined, and moves the iconic Jeep without much effort. We'd likely spend the $6000 for it. Get big or become home. Jeep folks volition understand.
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Source: https://www.caranddriver.com/reviews/a30421360/2020-jeep-wrangler-turbo-four-cylinder-v-6-hybrid-diesel-by-the-numbers/
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