Yes, and IMHO Mopar will get a new group of buyers to experiment TC, etc. etc. on.
Perhaps we'll need a new sub forum once it is released?

In the new wrangler the diesel option is only $1k extra, but the engine block heater is an add-on still for like $87.

Not bad honestly.

In the new wrangler the diesel option is only $1k extra, but the engine block heater is an add-on still for like $87.

Not bad honestly.

I think you're mistaken here. The $1000 engine option you're looking at is the 2.0L Turbocharged "eTorque" motor which is a hybrid electric option. This is NOT a diesel motor and I'm guessing is going to be absolutely nutless underneath the body of a Wrangler, even with the improved aerodynamics and weight reduction of the new models. They claim 270hp and 295ft-lb of torque but do not claim under what conditions that is. I'm guessing that is only when the electric motor is assisting and only for a short time while the vehicle accelerates from a stop. Considering that Wranglers are show cars for most of the people who buy them, this option will probably suit most of them well. The only other option currently is the 3.6L Pentastar which has been around for awhile and seems to work well enough. They have not released a diesel option in the U.S. yet, despite them claiming it would be announced Q3 of this year. I truly hope they do, not that I'll be buying one when they do, but so I can afford one in 6 - 8 years used like the CRD

I'm going to see if I can schedule a test drive with the assertion that I WILL NOT be buying. I am just curious to try the 2.0 Turbo out and see what it can do. Most reviews online say that it is noticeably quicker than the 3.6, but I would still never buy that thing. The amount and complexity of the extra components sounds like an absolute NIGHTMARE to maintain. Not to mention, you need to run higher octane fuel and an increased service interval for it. All in all I see it costing way more in the long run once parts start failing. It may be slightly cheaper to operate while its under warranty, but I bet it instantly loses its inherent value once FCA quits buying broken/failed parts for you.

More complex and expensive to maintain than a Jeep Liberty CRD lol?

More complex and expensive to maintain than a Jeep Liberty CRD lol?

I am sure I might be slightly more. The 91 octane is not a requirement, it can be run on 87 no problem but makes a little less power. Just had this discussion with a guy who bought a 2.0T Rubicon on the F150 eco boost forum. I think most GTDI’s will operate on 87 and I know ford 2.7 and 3.5 ecoboost hp and torque ratings are based on 87 octane but will pick up more power on higher octane.

I actually have an adaptive tune on my ecoboost that claims it will run on 85 octane no problem.

The CRD is not a terribly complex vehicle. The numerous computerized control modules all attempting to work together is honestly the worst and most complex part of the CRD. The EGR is really more annoying than it is complex. The CRD was too old to receive the terrible DEF systems in use now, which was a huge bullet dodged. The motor itself is pretty basic and has no advanced controls such as variable valve timing. Most of the "expensive to maintain" problems on the CRD are due to Chrysler's penny pinching and lack of care for future value of their vehicles. This is a problem that FCA is in no hurry to resolve, and will likely make even worse. You're going to see more complex systems that are just as financially neglected as the CRD was in 2005 and 2006. The difference is these systems cost significantly more to maintain once the warranty on them has run out. A 48v lithium battery system for the electric assist? No thanks. A regenerative braking system designed by FCA? No thanks. Its not that these systems can't be implemented successfully, its just that I dont believe FCA is capable of implementing them successfully in a manner that will suit the long term benefit of the end user. These things are going to crash and burn (metaphorically) way harder than the CRD's did. They took unreliability and added a splash of complexity for good measure. I don't think this bodes well for the future of the Jeep lineup.

I, personally, will still be counting my pennies when the diesel wrangler comes out. I know it will have its own host of reliability problems, but at least they will likely be mitigated by a certain someone in Colorado who provides tuning options to mute "problematic" engine features. I won't be buying one first hand because I NEVER buy new cars...but after a few years when they start hitting the used market for reasonable prices I'll be looking.

The CRD is not a terribly complex vehicle. The numerous computerized control modules all attempting to work together is honestly the worst and most complex part of the CRD. The EGR is really more annoying than it is complex. The CRD was too old to receive the terrible DEF systems in use now, which was a huge bullet dodged. The motor itself is pretty basic and has no advanced controls such as variable valve timing. Most of the "expensive to maintain" problems on the CRD are due to Chrysler's penny pinching and lack of care for future value of their vehicles. This is a problem that FCA is in no hurry to resolve, and will likely make even worse. You're going to see more complex systems that are just as financially neglected as the CRD was in 2005 and 2006. The difference is these systems cost significantly more to maintain once the warranty on them has run out. A 48v lithium battery system for the electric assist? No thanks. A regenerative braking system designed by FCA? No thanks. Its not that these systems can't be implemented successfully, its just that I dont believe FCA is capable of implementing them successfully in a manner that will suit the long term benefit of the end user. These things are going to crash and burn (metaphorically) way harder than the CRD's did. They took unreliability and added a splash of complexity for good measure. I don't think this bodes well for the future of the Jeep lineup.

I, personally, will still be counting my pennies when the diesel wrangler comes out. I know it will have its own host of reliability problems, but at least they will likely be mitigated by a certain someone in Colorado who provides tuning options to mute "problematic" engine features. I won't be buying one first hand because I NEVER buy new cars...but after a few years when they start hitting the used market for reasonable prices I'll be looking.

The CRD is not a terribly complex vehicle. The numerous computerized control modules all attempting to work together is honestly the worst and most complex part of the CRD. The EGR is really more annoying than it is complex. The CRD was too old to receive the terrible DEF systems in use now, which was a huge bullet dodged. The motor itself is pretty basic and has no advanced controls such as variable valve timing. Most of the "expensive to maintain" problems on the CRD are due to Chrysler's penny pinching and lack of care for future value of their vehicles. This is a problem that FCA is in no hurry to resolve, and will likely make even worse. You're going to see more complex systems that are just as financially neglected as the CRD was in 2005 and 2006. The difference is these systems cost significantly more to maintain once the warranty on them has run out. A 48v lithium battery system for the electric assist? No thanks. A regenerative braking system designed by FCA? No thanks. Its not that these systems can't be implemented successfully, its just that I dont believe FCA is capable of implementing them successfully in a manner that will suit the long term benefit of the end user. These things are going to crash and burn (metaphorically) way harder than the CRD's did. They took unreliability and added a splash of complexity for good measure. I don't think this bodes well for the future of the Jeep lineup.

I, personally, will still be counting my pennies when the diesel wrangler comes out. I know it will have its own host of reliability problems, but at least they will likely be mitigated by a certain someone in Colorado who provides tuning options to mute "problematic" engine features. I won't be buying one first hand because I NEVER buy new cars...but after a few years when they start hitting the used market for reasonable prices I'll be looking.

Wouldn't say a joke, but plagued with cheap shortcuts that made the owner spend more to maintain and fix it than most vehicles (torque converter, soot, fuel issue - air, fuel filter leaks, etc). These aren't issues a vehicle should have prior to 150k.

All manufacturers have issues. The v8 from GM have issues with seized valves caused by cyl deactivation - less than 20k and my friend had engine replaced after gm tried to blame him for the failure, internet full of similar issues. Ecoboost has sludge issues from ccv, ram hemi breaking exhausted studs. Not sure how Toyota is, other than having very thirsty engines. New wranglers are as solid as an empty beer can...

So all of them have problems. As new buyers, we need due diligence to research and know what we buy, and get ready to mitigate issues on our own, or live with them...