<p align="justify"><img src=https://www.cnet.com/a/img/resize/8174f49d34bcb2548bb2ef21be11adf2b0a9983c/hub/2020/10/01/7698bcae-53f5-449b-b409-4935c1259faa/2021-jeep-gladiator-ecodiesel-003.jpg?auto=webp&width=1092 alt="jeep gladiator eco diesel australia" width="230" height="155" hspace="10" border="0" align="left"/><strong>The first diesel-powered Jeep Gladiator has been launched in the US due to “overwhelming consumer demand”.
The 2021 Jeep Gladiator EcoDiesel not only delivers significantly more torque than the 3.6-litre Pentastar petrol V6 – the only engine available in Australia – but new standards of fuel economy and driving range for the dual-cab 4x4 ute.
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Good for outputs of 195kW of power and 600Nm of torque, the 3.0-litre EcoDiesel V6 will be matched exclusively to an eight-speed automatic transmission in the Jeep Gladiator – just like the petrol V6 version, which offers 209kW/347Nm.
Jeep says the transmission, which has been calibrated for low-RPM shifts and extreme on- and off-road rigours, has “more than 40 individual shift maps to optimise shift points for fuel economy, performance and 4x4 capability”.
Fiat Chrysler’s Italian-made 60-degree DOHC V6 turbo-diesel is matched with a Rock-Trac two-speed transfer case with a 4.0:1 low-range gear ratio in Rubicon models, while diesel Sport and Overland variants come with Command-Trac part-time two-speed transfer case with 2.72:1 low-range ratio.
Jeep says there have been several significant changes to the 3.0-litre V6 oil-burner for its application in the Gladiator, including redesigned cylinder-head intake ports, high-pressure direct-injection fuel-injectors, lightweight aluminium pistons and a revised compression ratio.
Meanwhile, a new-generation water-cooled turbocharger comes with a variable-geometry turbine (VGT) to boost responsiveness, and the exhaust gas recirculation (EGR) system has been updated to minimise turbocharger energy losses and increase fuel economy.
Diesel-powered Gladiators are also said to come with minimal levels of noise, vibration and harshness (NVH) thanks in part to the new compression ratio, a redesigned two-piece oil sump and heat-treated cylinder-heads.
Also fitted to diesel models is fuel-saving idle-stop technology and a 5.1-gallon (19-litre) diesel exhaust fluid (DEF, or AdBlue) tank, the refilling of which is designed to align with 10,000-mile (16,000km) service intervals. AdBlue levels can be monitored via a new DEF gauge on the dash.
Pricing, fuel consumption, towing and payload details are yet to be announced for the Jeep Gladiator EcoDiesel – which is available for North American customers to order now, ahead of first US deliveries by September – but potential Aussie buyers best not get their hopes up.
While a new entry-level variant is expected to lower the local admission price by around $10,000, the Jeep Gladiator will still cost at least $65,000, still won’t tow 3500kg and still won’t carry anywhere near a tonne like most dual-cab 4x4 ute rivals, because no diesel will be available in Australia any time soon.
“We are not aiming to play in that [dual-cab 4x4 diesel ute] market,” said Jeep Australia product manager Guillaume Drelon.
“We are not intending to sell 15,000 cars in that [work ute] market, because we know we have a product that is unique, specific and has a [different] purpose.”
The 2021 Jeep Gladiator EcoDiesel not only delivers significantly more torque than the 3.6-litre Pentastar petrol V6 – the only engine available in Australia – but new standards of fuel economy and driving range for the dual-cab 4x4 ute.
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Good for outputs of 195kW of power and 600Nm of torque, the 3.0-litre EcoDiesel V6 will be matched exclusively to an eight-speed automatic transmission in the Jeep Gladiator – just like the petrol V6 version, which offers 209kW/347Nm.
Jeep says the transmission, which has been calibrated for low-RPM shifts and extreme on- and off-road rigours, has “more than 40 individual shift maps to optimise shift points for fuel economy, performance and 4x4 capability”.
Fiat Chrysler’s Italian-made 60-degree DOHC V6 turbo-diesel is matched with a Rock-Trac two-speed transfer case with a 4.0:1 low-range gear ratio in Rubicon models, while diesel Sport and Overland variants come with Command-Trac part-time two-speed transfer case with 2.72:1 low-range ratio.
Jeep says there have been several significant changes to the 3.0-litre V6 oil-burner for its application in the Gladiator, including redesigned cylinder-head intake ports, high-pressure direct-injection fuel-injectors, lightweight aluminium pistons and a revised compression ratio.
Meanwhile, a new-generation water-cooled turbocharger comes with a variable-geometry turbine (VGT) to boost responsiveness, and the exhaust gas recirculation (EGR) system has been updated to minimise turbocharger energy losses and increase fuel economy.
Diesel-powered Gladiators are also said to come with minimal levels of noise, vibration and harshness (NVH) thanks in part to the new compression ratio, a redesigned two-piece oil sump and heat-treated cylinder-heads.
Also fitted to diesel models is fuel-saving idle-stop technology and a 5.1-gallon (19-litre) diesel exhaust fluid (DEF, or AdBlue) tank, the refilling of which is designed to align with 10,000-mile (16,000km) service intervals. AdBlue levels can be monitored via a new DEF gauge on the dash.
Pricing, fuel consumption, towing and payload details are yet to be announced for the Jeep Gladiator EcoDiesel – which is available for North American customers to order now, ahead of first US deliveries by September – but potential Aussie buyers best not get their hopes up.
While a new entry-level variant is expected to lower the local admission price by around $10,000, the Jeep Gladiator will still cost at least $65,000, still won’t tow 3500kg and still won’t carry anywhere near a tonne like most dual-cab 4x4 ute rivals, because no diesel will be available in Australia any time soon.
“We are not aiming to play in that [dual-cab 4x4 diesel ute] market,” said Jeep Australia product manager Guillaume Drelon.
“We are not intending to sell 15,000 cars in that [work ute] market, because we know we have a product that is unique, specific and has a [different] purpose.”
) when they become available:
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