Jeep

Body-on-frame construction. 3.6L Pentastar V6 285hp base. 2.0L Turbo 270hp eTorque. 3.0L EcoDiesel V6 260hp. 6.4L HEMI V8 470hp Rubicon 392. 4xe PHEV 375hp combined. 6-speed manual available. 8-speed automatic. Part-time 4WD. 4391mm two-door length. 4882mm four-door Unlimited. 2459mm wheelbase two-door. 3008mm Unlimited. 1950kg curb weight. Removable doors. Removable roof. Fold-down windshield. Trail Rated certified. Rubicon ultimate off-road.

Unibody platform. 3.6L Pentastar V6 293hp base. 5.7L HEMI V8 357hp. 4xe PHEV 375hp. 6.4L HEMI V8 471hp Trackhawk successor planned. 8-speed automatic. RWD available. Quadra-Trac 4WD systems. 4914mm two-row length. 5204mm L three-row. 2964mm wheelbase standard. 3091mm L. 2250kg curb weight. Air suspension available. Quadra-Lift. Summit Reserve luxury. Trailhawk off-road. 4xe 25 miles electric range. McIntosh audio option.

Wrangler-based truck. 3.6L Pentastar V6 285hp standard. 3.0L EcoDiesel V6 260hp. 6-speed manual available. 8-speed automatic. Part-time 4WD. Command-Trac. Rock-Trac Rubicon. 5539mm length. 3487mm wheelbase. 2200kg curb weight. 7650 lbs towing. 1600 lbs payload. 5-foot bed. Steel bed construction. Removable doors and roof. Trail Rated. Rubicon top trim. Mojave desert rated. Sport base trim.

Unibody crossover. 2.4L Tigershark 180hp base. 3.2L Pentastar V6 271hp. 2.0L Turbo 270hp. 9-speed automatic. FWD available. Active Drive Lock AWD. 4624mm length. 2700mm wheelbase. 1800kg curb weight. 4500 lbs towing V6. Distinctive split headlights. Trailhawk off-road trim. Limited luxury trim. Latitude base trim. Overland premium trim. Uconnect 8.4in. Manufactured Belvidere Illinois. Discontinued 2023. Crossover market repositioning.

Small Wide 4x4 platform. 2.4L Tigershark 180hp standard. 1.3L Turbo 177hp Trailhawk. 6-speed automatic base. 9-speed automatic. FWD available. Active Drive 4WD. Active Drive Lock Trailhawk. 4394mm length. 2636mm wheelbase. 1550kg curb weight. Trail Rated Trailhawk. 2000 lbs towing. Selec-Terrain system. Limited trim. Latitude trim. Altitude trim. Trailhawk off-road. 8.4in Uconnect. Global production. Compact Jeep positioning.

Small Wide platform. 2.4L Tigershark 180hp standard. 1.3L Turbo 177hp available. 4xe PHEV 240hp Europe. 9-speed automatic. FWD available. Active Drive 4WD. Active Drive Lock Trailhawk. 4232mm length. 2570mm wheelbase. 1510kg curb weight. Trail Rated Trailhawk. My Sky removable roof. Distinctive X-ray taillights. Trailhawk off-road. Limited luxury. Latitude mid-trim. Sport base. Italian manufacturing. Fiat 500X platform shared.

Body-on-frame full-size. 3.0L Hurricane I6 510hp twin-turbo. 420hp standard. 6.4L HEMI V8 471hp. 8-speed automatic. Quadra-Drive II AWD standard. 5453mm length. 3124mm wheelbase. 2800kg curb weight. 9850 lbs towing. Three-row seating. McIntosh Reference audio 23-speaker. 75in total screen space. Palermo leather. American walnut trim. Series III highest trim. Obsidian special edition. $100000+ pricing. American luxury flagship.

Body-on-frame construction. 3.0L Hurricane I6 420hp standard. 510hp available. 5.7L HEMI V8 392hp eTorque. 8-speed automatic. RWD available. Quadra-Trac AWD. 5453mm length standard. 5716mm L extended. 3124mm wheelbase. 2700kg curb weight. 10000 lbs towing. Three-row standard. Fire TV streaming. 10.1in rear screens. McIntosh audio. Series II top trim. Carbide special edition. Premium materials. Luxury truck alternative.

Recon Wrangler-inspired EV. Trail Rated electric. Removable doors and roof. Off-road focused. STLA Large platform. 2024 reveal. 2025 production. Wagoneer S luxury EV. 600hp output. 0-60 mph in 3.5 seconds. 300+ mile range. STLA Large platform. Premium positioning. 4xe PHEV bridge technology. All-electric future roadmap. Stellantis EV investment. Heritage capability respect. Modern technology integration. Sustainable off-road future.

Five capability categories. Traction on varied surfaces. Ground clearance requirements. Maneuverability standards. Articulation measurement. Water fording depth certification. Rubicon Trail testing. Moab testing. Real-world validation. Badge of honor. Premium positioning. Off-road credibility. Trailhawk variants. Rubicon top-tier. Desert Rated Mojave addition. Snow Rated consideration. Capability marketing. Heritage connection. Consumer trust. Performance guarantee.

The original heart of the Willys MB that won World War II. This 2,199cc side-valve inline-four featured a cast-iron block and head with a flathead design where valves were located in the block rather than the cylinder head. The engineering was pure function: 7.0:1 compression ratio, forged steel crankshaft running in three main bearings, and a gear-driven camshaft located high in the block for pushrod clearance. The combustion chamber was formed between piston crown and flat cylinder head, with the 'hot spot' in the head promoting fuel vaporization. The cooling system used a belt-driven water pump with vertical flow through the block, while the oil system employed a gear-type pump with full-pressure lubrication to all main and connecting rod bearings. With just 60 hp at 4,000 RPM, it produced 105 lb-ft of torque at 2,000 RPM—nearly 90% of which was available from idle. The simplicity was legendary: the entire engine could be disassembled with a handful of tools, and the waterproof ignition system allowed for deep water fording that became Jeep's signature capability.

Jeep's groundbreaking overhead-cam six that broke from American pushrod tradition. This 3,789cc single overhead cam inline-six featured an aluminum head with hemispherical combustion chambers and a cast-iron block. The valve train used a chain-driven single camshaft operating rocker arms for twelve valves total. The crankshaft was forged steel running in seven main bearings, while connecting rods were forged I-beam units. The intake system used a single-barrel carburetor feeding a long-runner intake manifold tuned for low-RPM torque. The cylinder head featured 45° included valve angle with sodium-cooled exhaust valves in later versions. With 8.5:1 compression, it produced 140 hp at 4,000 RPM and 215 lb-ft at 2,000 RPM. The cooling system employed a front-mounted crossflow radiator with belt-driven fan, while the oiling system used a gear-type pump with full-flow filtration. This was the first American mass-produced overhead cam passenger car engine since the 1930s, designed specifically for the rugged demands of Jeep operation.

The small-block V8 that brought American muscle to the CJ-5 and Cherokee. This 4,981cc OHV V8 featured a cast-iron block and heads with two valves per cylinder operated by pushrods and hydraulic lifters. The camshaft was gear-driven with mechanical fuel pump eccentric and oil pump drive. The cylinder heads used wedge-shaped combustion chambers with 1.78-inch intake and 1.50-inch exhaust valves. The crankshaft was nodular cast iron running in five main bearings, while connecting rods were forged steel. The intake system employed a two-barrel carburetor on a cast-iron manifold, with optional four-barrel setups available. With 8.4:1 compression, it produced 150 hp at 4,000 RPM and 245 lb-ft at 2,500 RPM. The oiling system used a gear-type pump with full-pressure lubrication, while the cooling system featured a centrifugal water pump with thermostatic control. This engine's broad torque curve and legendary durability made it the choice for serious off-road enthusiasts for decades.

The apocalyptic supercharged V8 that transformed the Grand Cherokee Trackhawk into the world's fastest SUV. This 6,166cc OHV V8 featured a 2.4L IHI supercharger with integrated air-to-water intercooler producing 11.6 psi of boost. The block used cast-iron construction with cross-bolted main bearing caps, while the cylinder heads employed aluminum construction with two valves per cylinder and 1.7:1 roller rockers. The valvetrain featured pushrod-operated hydraulic roller lifters with a dual-pattern camshaft. The supercharger used a helical gearset and twin four-lobe rotors, while the intercooling system circulated 15 liters of coolant through its own dedicated heat exchanger. The fuel system employed direct injection operating at 2,900 psi pressure, while the ignition system used individual coil-on-plug design. The forged steel crankshaft and powder-forged connecting rods were designed for combustion pressures exceeding 1,600 psi. With 9.5:1 compression, it produced 707 hp at 6,000 RPM and 645 lb-ft at 4,800 RPM. The oiling system used a variable-displacement vane pump with oil-to-water cooler, while the cooling system featured dual heat exchangers for the supercharger intercooler circuit.

Jeep's modern overhead-cam V6 that became the workhorse of the 21st century lineup. This 3,604cc 60° V6 featured dual overhead cams with four valves per cylinder and variable valve timing on both intake and exhaust camshafts. The block used aluminum construction with cast-in iron liners, while the cylinder heads employed a 32.5° valve angle with sodium-filled exhaust valves. The valvetrain featured roller finger followers with hydraulic lash adjustment. The intake system used a two-stage variable-length manifold that switched from long to short runners at 3,250 RPM. The forged steel crankshaft ran in four main bearings, while connecting rods were fracture-split powdered metal. With 10.2:1 compression and aluminum pistons with polymer-coated skirts, it produced 285 hp at 6,400 RPM and 260 lb-ft at 4,800 RPM. The oiling system employed a variable-displacement vane pump that reduced parasitic losses by 25% at high RPM, while the cooling system used a dual-thermostat design for precise temperature management.

The torque-rich turbodiesel that brought European efficiency to American trails. This 2,988cc 60° V6 featured a variable-geometry turbocharger with electronic actuation and water-cooled bearing housing. The block used compacted graphite iron construction with bedplate reinforcement, while the cylinder heads employed dual overhead cams with 24° of variable timing on all four camshafts. The fuel system used common-rail direct injection operating at 29,000 psi pressure with piezoelectric injectors. The combustion chambers featured a re-entrant bowl design in the piston crowns for optimal air-swirl, while the cylinder head incorporated glow plugs with after-glow capability for cold-start performance. The turbocharger used a variable nozzle turbine with 360° swivel vanes, while the exhaust system featured a dual-stage particulate filter and selective catalytic reduction. With 16.5:1 compression, it produced 260 hp at 3,600 RPM and 442 lb-ft at 2,000 RPM. The balancing system employed a Lanchester-type balancer shaft running in roller bearings, while the oiling system used a variable-displacement vane pump with oil-to-water cooler.

The legendary race-bred elephant motor that found its way into limited-production Jeeps. This 6,981cc OHV V8 featured hemispherical combustion chambers with two valves per cylinder operated by mechanical lifters and pushrods. The block used cast-iron construction with cross-bolted main bearing caps, while the cylinder heads employed aluminum construction with 58° included valve angle. The valvetrain featured shaft-mounted roller rockers with 1.6:1 ratio on intake and 1.5:1 on exhaust. The intake system used a dual-plane aluminum manifold with a single four-barrel carburetor. The forged steel crankshaft ran in five main bearings, while connecting rods were forged H-beam units. With 10.25:1 compression, it produced 425 hp at 5,000 RPM and 490 lb-ft at 4,000 RPM. The oiling system used a high-volume gear pump with priority main bearing lubrication, while the cooling system featured a high-flow water pump with divider plates for optimal cylinder head cooling. This engine's massive displacement and hemispherical combustion chambers made it nearly indestructible under low-RPM off-road use.

The torquey carbureted six that powered the Cherokee and Wagoneer through the 1980s. This 4,183cc OHV inline-six featured a cast-iron block and head with two valves per cylinder operated by pushrods and hydraulic lifters. The camshaft was gear-driven with mechanical fuel pump eccentric and distributor drive gear. The cylinder head used wedge-shaped combustion chambers with 1.78-inch intake and 1.50-inch exhaust valves. The crankshaft was nodular cast iron running in seven main bearings, while connecting rods were forged steel. The intake system employed a two-barrel carburetor on a cast-iron manifold. With 8.6:1 compression, it produced 112 hp at 3,500 RPM and 210 lb-ft at 2,000 RPM. The oiling system used a gear-type pump with full-pressure lubrication to all bearings, while the cooling system featured a belt-driven water pump with thermostatic control. This engine's legendary reliability and stump-pulling torque made it a favorite among off-road purists for decades.

The efficient forced-induction four that brought modern performance to the Wrangler. This 1,998cc DOHC inline-four featured a single-scroll turbocharger with electronic wastegate and ball-bearing cartridge for reduced friction. The block used aluminum construction with cast-in iron liners, while the cylinder head employed dual overhead cams with 50° of continuous variable valve timing on both intake and exhaust. The fuel system used direct injection operating at 5,075 psi pressure with solenoid injectors. The valvetrain featured roller finger followers with hydraulic lash adjustment, while the combustion chambers employed a central injector position with 10.0:1 compression ratio. The turbocharger was water-cooled and featured a low-inertia turbine wheel for spool-up below 1,600 RPM. The cooling system used a dual-thermostat design with an electronically controlled water pump. With eTorque mild hybrid assistance providing an additional 111 lb-ft of torque, it produced 270 hp at 5,250 RPM and 295 lb-ft from 3,000-4,500 RPM. The engine's Auto Stop-Start system used a reinforced starter motor and absorbed glass mat battery for seamless operation in off-road conditions.

The long-stroke inline-six that became Jeep's workhorse for nearly three decades. This 4,183cc OHV inline-six featured a cast-iron block and head with two valves per cylinder operated by pushrods and hydraulic lifters. The long-stroke design (3.895-inch) emphasized low-RPM torque over high-RPM power. The crankshaft was nodular cast iron running in seven main bearings, while connecting rods were forged steel. The intake system used a single-barrel carburetor on early models, later upgraded to two-barrel. With 8.3:1 compression, it produced 110 hp at 3,500 RPM and 210 lb-ft at 2,000 RPM. The oiling system employed a gear-type pump with full-flow filtration, while the cooling system used a belt-driven water pump with thermostatic control. This engine's agricultural roots and massive low-end torque made it ideal for rock crawling and low-speed off-road work, with a power delivery that was virtually impossible to stall.

The modern multi-air four that balanced efficiency with capability in the Cherokee and Compass. This 2,360cc DOHC inline-four featured FCA's MultiAir electro-hydraulic valve control system on the intake side, allowing infinite variation of intake valve timing and lift. The block used aluminum construction with cast-in iron liners, while the cylinder head employed dual overhead cams with 40° of variable timing on the exhaust cam. The fuel system used direct injection operating at 2,900 psi pressure, while the ignition system employed individual coil-on-plug design. The forged steel crankshaft ran in five main bearings, while connecting rods were fracture-split powdered metal. With 10.0:1 compression, it produced 180 hp at 6,400 RPM and 175 lb-ft at 3,900 RPM. The oiling system used a variable-displacement vane pump that reduced parasitic losses, while the cooling system featured a dual-circuit design with separate cooling for cylinder head and block. The MultiAir system eliminated the traditional intake camshaft, using oil pressure controlled by solenoids to operate the intake valves directly.

The purpose-built turbodiesel designed specifically for heavy-duty towing in the Gladiator. This 3,300cc 60° V6 featured a variable-geometry turbocharger with electronic wastegate and water-cooled bearing housing. The block used compacted graphite iron construction with bedplate reinforcement, while the cylinder heads employed dual overhead cams with 26° of variable timing on all four camshafts. The fuel system used common-rail direct injection operating at 36,000 psi pressure with piezoelectric injectors. The combustion chambers featured a omega-shaped bowl design in the piston crowns for optimal air-swirl and combustion efficiency. The turbocharger used a variable nozzle turbine with electronically controlled vanes, while the exhaust system featured a diesel particulate filter with active regeneration. With 16.0:1 compression, it produced 260 hp at 3,750 RPM and 442 lb-ft at 1,750 RPM. The balancing system employed twin counter-rotating balance shafts, while the oiling system used a gear-type pump with oil-to-water cooler and dual-stage filtration.

The final evolution of Jeep's legendary inline-six that powered the TJ Wrangler and XJ Cherokee. This 3,964cc OHV inline-six featured a cast-iron block and head with two valves per cylinder operated by pushrods and hydraulic lifters. The design was essentially the AMC 258 with a shorter stroke and larger bore, creating a more modern oversquare design. The crankshaft was nodular cast iron running in seven main bearings, while connecting rods were forged steel. The fuel system employed sequential multi-port fuel injection with aluminum intake manifold. With 8.8:1 compression, it produced 190 hp at 4,600 RPM and 235 lb-ft at 3,200 RPM. The oiling system used a high-volume gear pump with full-pressure lubrication, while the cooling system featured a belt-driven water pump with thermostatic control. This engine became legendary for its durability, often exceeding 300,000 miles with basic maintenance, and its broad torque curve made it one of the most capable stock off-road engines ever produced.

A robust and well-regarded 5-speed manual transmission used in the Jeep TJ and LJ Wrangler, as well as later-model Cherokee XJs. Known for its strength and relatively smooth shift action, the NV3550 was a significant upgrade over its predecessor, the AX-15. It featured a cast-iron case for durability and was capable of handling the torque of the 4.0L inline-six engine. The gear ratios were well-suited for off-road use, with a low first gear and a direct 1:1 fifth gear (no overdrive). Its synchronizers were effective, allowing for crisp shifts even when cold. This transmission became a favorite among enthusiasts for its toughness and direct mechanical feel, perfectly matching the no-frills, go-anywhere character of the TJ Wrangler.

The German-sourced 6-speed manual transmission used in the JK-generation Wrangler. Manufactured by Mercedes-Benz, this transmission offered an additional gear over the NV3550, providing both a lower first gear for crawling and an overdrive sixth gear for improved highway fuel economy and reduced noise. While strong enough for stock applications, it was known to have a somewhat notchy shift feel, especially when compared to its Japanese or American counterparts. The internal components were durable, but the external slave cylinder was a common point of failure. Despite its quirks, it remained the choice for purists who wanted full control over the Wrangler's powertrain, allowing for precise clutch modulation in technical off-road situations.

An adaptive and durable 5-speed automatic used in the Jeep WJ Grand Cherokee and later TJ Wrangler Rubicons. The 45RFE (and its strengthened variant, the 545RFE) was an electronically controlled transmission known for its 'fifth gear' which was actually an alternate second gear ratio, giving it a unique shift pattern. Its key feature was the ability to adapt its shift patterns based on driving style, towing, and grade. In the Rubicon model, it was paired with a 4:1 Rock-Trac transfer case, creating one of the most capable factory off-road powertrains ever offered. The transmission was praised for its smooth operation on-road and its robust torque converter, which provided good low-speed control off-road.

The modern, highly sophisticated 8-speed automatic that has become the standard across most of the Jeep lineup. This transmission is a game-changer for Jeep, offering a wide 7.0:1 ratio spread that includes an extremely low first gear for confident crawling and tall overdrive gears for quiet, efficient highway cruising. Its shift logic is seamlessly integrated with Jeep's Selec-Terrain and Selec-Trac systems, automatically choosing the optimal shift pattern for conditions like Rock, Snow, or Sand. In the Wrangler and Gladiator, it features a dedicated '4WD Low' mode that alters shift points for maximum low-speed control and engine braking. The quick shift times and intelligent programming make it equally capable on the trail and the highway, representing the perfect fusion of modern refinement and legendary Jeep capability.

The legendary and incredibly durable A904-derived 4-speed automatic, known as the AW4 in Toyota-speak, used in the Cherokee XJ with the 4.0L engine. This transmission, built by Aisin-Warner, was renowned for its near-indestructibility. It was an electronically controlled unit with a simple, robust design that could withstand immense abuse and overheating. Its shift points were tailored to the torque curve of the 4.0L, and it featured a lock-up torque converter. While it only had four speeds, its ratios were well-chosen for both off-road maneuvering and highway driving. Its legendary reliability and ease of repair have made it one of the most beloved transmissions in the Jeep community, with many units lasting well over 300,000 miles.

A transversely-mounted 6-speed automatic used in Jeep's front-wheel-drive based platforms like the Compass, Renegade, and Cherokee KL. This transmission is designed for fuel efficiency and smooth urban driving. It features an AutoStick manual mode, allowing the driver to select gears sequentially. While not designed for hardcore rock crawling, its electronic controls are integrated with the Jeep Active Drive system, enabling it to provide capable performance in light off-road and adverse weather conditions. Its primary role is to deliver comfortable and efficient daily driving, expanding Jeep's appeal to a broader audience while still retaining a baseline of all-weather and light-terrain capability.

The latest generation of Chrysler's in-house developed 8-speed automatic, used in the flagship Grand Cherokee WL and the Wagoneer/Grand Wagoneer. This transmission is a key component in delivering the refined, luxurious character of these premium SUVs. It builds upon the ZF 8HP design that Chrysler licensed and now manufactures internally. Refinements include improved hydraulic control for even smoother shifts and reduced internal friction for better fuel economy. It is paired with powerful engines like the Hurricane twin-turbo I6 and the Hemi V8, and its programming is finely tuned for both serene cruising and responsive passing power. In the Quadra-Lift air suspension models, the transmission works in concert with the ride height to optimize efficiency and performance.