Jeep Grand Cherokee

If you're disappointed that you missed getting your hands on the now-discontinued diesel-powered Jeep Liberty, there's an exciting alternative: the Grand Cherokee WK CRD diesel. Several other gasoline versions are available as well, including a high-performance Hemi, but first off, let's start with the oil burner, since that's a rarity in the SUV market.
Note that the Italian-engineered 2.8L CRD engine from the Liberty was not transplanted into the Grand Cherokee. Instead,  it gets a Mercedes-designed, silky-smooth 3.0L V-6 that cranks out 215 hp and 376 lb/ft of torque.
That's a hair more torque than what the ballyhooed 5.7L Hemi V-8 delivers. As a result, the diesel shares the same maximum tow rating with the Hemi, 7,200 pounds. This rating comes despite the significant differences in engine displacement. For comparison, the 3.7L V-6 and 4.7L V-8 gas engines are rated at 3,500 and 6,500 pounds, respectively.
The 3.0L turbodiesel features an electronically controlled, common-rail, high-pressure injection system with double overhead cams, four valves per cylinder, and a 4500-rpm redline. It's been thoroughly tested in the European market, fitted to the same Jeep platform there, as well as to the Euro version of the Chrysler 300C, so it's no unproven newcomer.  
For those concerned about either the smell or the environmental impacts of burning diesel fuel, the engine is fully compatible with the new ULSD (Ultra Low Sulphur Diesel) regulations and has an exhaust particulate filter. However, due to stricter diesel emissions standards, the 3.0 CRD option is available for purchase in only 45 states. (Not included are Maine, New York, Vermont, Connecticut, and California.)
Since diesel has 17 percent more energy per pound than gasoline, it typically provides better fuel economy. The 3.0L CRD delivers an EPA rated 19 city/23 highway mpg. That's slightly less than the 22/26 mpg the Liberty cranked out, but the Grand Cherokee has to contend with carrying an extra thousand pounds.
On the other hand, the EPA adjusts the raw test numbers down 10 percent for city and 22 percent for highway driving, so thrift-conscious drivers out there could probably achieve better numbers. In mixed driving that included some mountain driving around Lake Tahoe, we observed an average of 20 or more mpg. Interestingly, Jeep claims you can get a remarkable 425 miles out of a full 21.1-gallon tank of fuel, and as diesel enthusiasts already know, the mileage actually improves over time as the engine gets broken in.
Much of the drivetrain is similar to the gasser version of the  WK, including the C-200-F 7.9-inch front IFS diff and C-213-R 8.3-inch rear solid axle (the modern version of the Mopar 8.3). These front and rear electronic limited-slips come with the Quadra-Drive II options, and standard open diffs with Quadra-Trac II. Also, the transfer case is the same full-time NVG-245 with both systems.
To make the most of the diesel's abundant torque, the CRD comes with fittingly low 3.73:1 gears. The big drivetrain difference with the CRD is in the transmission which is a German-engineered W5J400 automatic that's specially tuned to divvy up the diesel's distinctive powerband. (No manual trans is available.)
The difference in throttle response between the Hemi and CRD isn't as dramatic as you might expect. Diesels in general have changed substantially for the better, and this one actually seems to provide better low-end acceleration than the Hemi. Since the diesel boasts 376 lb-ft on tap from 1,600 to 2,800 rpm, towing comes naturally.
The only drawback to the diesel is that it seems to feel uncomfortable at higher rpm, exhibiting more noise and vibration. In general though, it's very smooth and pleasant to drive, and not noticeably different than a gasser.
In the handling and braking department, the 3.0 CRD is also right in step with other Cherokee models. The suspension dampens road imperfections very well, and the rack-and-pinion steering provides a responsive road feel. The four-wheel drive grabs with confidence and on tight roads the vehicle is nimble and exhibits minimal body roll.
Off the highway and in some really heavy snowfall in the mountains near Lake Tahoe, our test vehicle forged ahead with unflagging confidence. The seasoned locals seemed to recognize that as well, because the tire-chain check stations waved us by like we were in a police escort, while they pulled over dozens of lesser SUVs. In the dirt, it four-wheeled like the other Cherokees we've driven, but with gobs more grunt on tap.
For a controlled descent on steep grades in 4WD Low, a Hill Descent Control (HDC) system is standard on Grand Cherokee 4x4 models equipped with Quadra-Trac II and Quadra-Drive II. By means of an electronic brake control, HDC supplements the gear reduction and engine braking that a traditional mechanical low-range transfer case provides. For ease of operation, Grand Cherokee's HDC is activated and deactivated automatically in either forward or reverse as the system senses changes in topography.
Another handling option is Hill Start Assist (HSA) that allows the driver time to transition from brake to throttle to achieve a smooth launch on a grade. The system will hold brake pressure for two seconds upon the driver's release of the brake pedal. In addition, Trailer Sway Control is available, which provides improved trailer stability and increased towing safety.
Another key component in the Quadra-Drive II system is the ELSD, an industry-first for automatic traction differentials. The ELSD uses electronically controlled clutch packs to automatically and instantly vary from slip to lock at each axle. This system maximizes traction when needed without any of the on-road drawbacks normally associated with a heavy-duty 4x4.
Overall, even if you're not already a diesel enthusiast, we think you'll be impressed with the new Grand Cherokee 3.0 CRD. That's particularly true if you're looking for a daily driver that's also eminently capable for all sorts of off-road duty