2.0L not available for orders?

[Muhree]

Hi everyone, I’ve been looking to order a 2 door Sport S for a few weeks now. I’ve reached out to several dealers (some out of state as well) and two got back to me today with the same responses. They’re saying Jeep isn’t offering the 2.0L for orders anymore due to supplier issues. Apparently it’s been that way for a few months now. They said I would have to go with the 3.6L or they can put me on a waiting list. Should that stop me from ordering or should I go ahead with the 3.6L? I did do some reading about the two engines. I have an old car that’s paid off that I’m keeping so the Jeep won’t be my everyday transportation. I’ll probably take it off roading every once in a while, nothing too serious. Mainly city and highway driving. I’d appreciate any inputs. This will also be my first Jeep. ?

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[SOTA]

This was the last straw for me after following all of the delays in the order waiting room thread.

I broke down and bought a 2.0 L off the dealer lot since I wanted that engine for my first Jeep.

If you have sufficient patience get on the waiting list, I did not.

 

[NeilP]

Hi everyone, I’ve been looking to order a 2 door Sport S for a few weeks now. I’ve reached out to several dealers (some out of state as well) and two got back to me today with the same responses. They’re saying Jeep isn’t offering the 2.0L for orders anymore due to supplier issues. Apparently it’s been that way for a few months now. They said I would have to go with the 3.6L or they can put me on a waiting list. Should that stop me from ordering or should I go ahead with the 3.6L? I did do some reading about the two engines. I have an old car that’s paid off that I’m keeping so the Jeep won’t be my everyday transportation. I’ll probably take it off roading every once in a while, nothing too serious. Mainly city and highway driving. I’d appreciate any inputs. This will also be my first Jeep. ?

I was also planning on ordering a 2024 back in October 23. I discovered that the 2.0L was only available to order in a 4Xe. I didn't want anything to do with a hybrid or an EV of any type. I also had no interest in the 36.L after having owned the 2.0L in my 2020.

I started searching the Jeep dealer inventory and found one that had been ordered by a dealer in Colorado (7 hours away) and was still at the factory waiting to be transported. I reached out to the dealer and made arrangements to purchase it when it arrived.

You may have to do the same if your set on a 2.0L with no 4Xe option and don't want to wait.

 

[BayAreaJeep]

Same as everyone above. Was told they don't know when 2.0 will be available and I didn't want the v6. The turbo is too exciting. Went and found one below msrp at a dealer. Win win situation ?

 

[TJDave]

Good, if you plan on using your Jeep off road. Turbos and tight technical trails don't mix well. Although they are a blast on the road, and in the open dunes.

 

[Wabujitsu]

Good, if you plan on using your Jeep off road. Turbos and tight technical trails don't mix well. Although they are a blast on the road, and in the open dunes.

Dave, can you please explain further? I don’t have that issue, and I’ve never seen anyone mention it before. Thank you, sir!

 

[TJDave]

Dave, can you please explain further? I don’t have that issue, and I’ve never seen anyone mention it before. Thank you, sir!

Just my personal preference from decades of wheeling in the PNW. Many trails are very technical. Tight, and steep with side hills and ledges. Turbo boost and turbo lag. You want the power at the exact second you need it, and not when you don't.
I'm not bashing the little turbo. It's a lot of fun to drive. Just not ideal for my situation in the mountains. My wife's Infiniti qx50 has a little turbo motor, and I love driving that thing!

 

[Bandit59]

Hi everyone, I’ve been looking to order a 2 door Sport S for a few weeks now. I’ve reached out to several dealers (some out of state as well) and two got back to me today with the same responses. They’re saying Jeep isn’t offering the 2.0L for orders anymore due to supplier issues. Apparently it’s been that way for a few months now. They said I would have to go with the 3.6L or they can put me on a waiting list. Should that stop me from ordering or should I go ahead with the 3.6L? I did do some reading about the two engines. I have an old car that’s paid off that I’m keeping so the Jeep won’t be my everyday transportation. I’ll probably take it off roading every once in a while, nothing too serious. Mainly city and highway driving. I’d appreciate any inputs. This will also be my first Jeep. ?

I like my 3.6 no issues

 

[GMX]

Dang,
That is not good news.
My 2019 Turbo has been flawless and fun.
I'm wanting to order a 2024 Turbo.
Not sure I want to wait for who knows how long.

 

[jeepoch]

Dave, can you please explain further? I don’t have that issue, and I’ve never seen anyone mention it before. Thank you, sir!

Jeff, wow with all your wheeling experience and all your great posts this surprises me a little.

The turbo works great when you step on the throttle. The bump in horsepower is truly fun. It's almost a little like the adrenaline rush naval aviators get on a catapult shot. Certainly not the same, but the closest us mere mortals can experience.

However, when the throttle input stays low, no turbo engagement. It's just a traditional four banger, firing a combustion event just once every 90° of crankshaft rotation. Think of it as power being applied just four times per revolution.

With six cylinders that's obviously now two more combustion events per crankshaft rotation or a power stroke ever 60°. With eight cylinders you'll enjoy power every 45° obviously 8 times each rotation. This results in twice the amount of power applied per unit of crankshaft revolution as compared to the four cylinder.

At low RPMs, (ie. when crawling) the engine itself, without the turbo, is your only power source. When off-road, TRACTION is the primary objective. Minimizing wheel slip is a function of good throttle control. Too much acceleration (pedal input) nearly always leads to traction loss in slippery or high articulation conditions.

On trail in difficult terrain, very seldom will you ever 'punch it'. I've never yet in my entire off-road experience ever found myself in a position to say "hey let's spin the wheels as fast as I can to get myself out of trouble". Not once (ever).

So nearly all the very difficult to severe situations it's always about good throttle discipline, applying just the proper amount of torque at the low end of my engine's power curve. I'm also very glad to never need to worry about an unexpected 'boost' to really complicate things.

The additional power strokes per crankshaft rotation also significantly improves the available torque at low RPMs. So I get smooth power applied to the wheels at the lowest of RPMs in 4Lo.

I purchased my Wrangler for doing off-road work, certainly not for the drag-strip. Hey, to each their own. The turbo boost is a blast on an open road where the shear thrill of acceleration is the primary goal.

Out here in the high mountain backyard of my home state of Colorado my 3.6L is the ultimate balance between cost and performance. Would the 392 be better? You bet, but I certainly am happy of not paying for it.

The 3.6L rocks up here in the mountain wilderness. I'm certainly never expecting to go between zero and sixty up here in the crisp clean mountain air. I'm very happy with the extra torque without any turbo boost (or lag) at the speed I'm crawling over things.

Oh by the way, even lifted on 35's I get all the thrill of sufficient acceleration anytime I punch it. My 2019 2 door 3.6L Auto Sport S has been the very best daily driver I've ever owned. It does it all. This thing puts a smile on my face no matter where I point it.

Merry Christmas to you and yours.
Jay

 

[TheRaven]

Jeff, wow with all your wheeling experience and all your great posts this surprises me a little.

The turbo works great when you step on the throttle. The bump in horsepower is truly fun. It's almost a little like the adrenaline rush naval aviators get on a catapult shot. Certainly not the same, but the closest us mere mortals can experience.

However, when the throttle input stays low, no turbo engagement. It's just a traditional four banger, firing a combustion event just once every 90° of crankshaft rotation. Think of it as power being applied just four times per revolution.

With six cylinders that's obviously now two more combustion events per crankshaft rotation or a power stroke ever 60°. With eight cylinders you'll enjoy power every 45° obviously 8 times each rotation. This results in twice the amount of power applied per unit of crankshaft revolution as compared to the four cylinder.

At low RPMs, (ie. when crawling) the engine itself, without the turbo, is your only power source. When off-road, TRACTION is the primary objective. Minimizing wheel slip is a function of good throttle control. Too much acceleration (pedal input) nearly always leads to traction loss in slippery or high articulation conditions.

On trail in difficult terrain, very seldom will you ever 'punch it'. I've never yet in my entire off-road experience ever found myself in a position to say "hey let's spin the wheels as fast as I can to get myself out of trouble". Not once (ever).

So nearly all the very difficult to severe situations it's always about good throttle discipline, applying just the proper amount of torque at the low end of my engine's power curve. I'm also very glad to never need to worry about an unexpected 'boost' to really complicate things.

The additional power strokes per crankshaft rotation also significantly improves the available torque at low RPMs. So I get smooth power applied to the wheels at the lowest of RPMs in 4Lo.

I purchased my Wrangler for doing off-road work, certainly not for the drag-strip. Hey, to each their own. The turbo boost is a blast on an open road where the shear thrill of acceleration is the primary goal.

Out here in the high mountain backyard of my home state of Colorado my 3.6L is the ultimate balance between cost and performance. Would the 392 be better? You bet, but I certainly am happy of not paying for it.

The 3.6L rocks up here in the mountain wilderness. I'm certainly never expecting to go between zero and sixty up here in the crisp clean mountain air. I'm very happy with the extra torque without any turbo boost (or lag) at the speed I'm crawling over things.

Oh by the way, even lifted on 35's I get all the thrill of sufficient acceleration anytime I punch it. My 2019 2 door 3.6L Auto Sport S has been the very best daily driver I've ever owned. It does it all. This thing puts a smile on my face no matter where I point it.

Merry Christmas to you and yours.
Jay

Good luck man, i've been trying to explain this to members in the 2.0 vs 3.6 threads for years and it's either met with with Derek-Zoolander-like blank stares or extreme unrelenting anger.

 

[Muhree]

Jeff, wow with all your wheeling experience and all your great posts this surprises me a little.

The turbo works great when you step on the throttle. The bump in horsepower is truly fun. It's almost a little like the adrenaline rush naval aviators get on a catapult shot. Certainly not the same, but the closest us mere mortals can experience.

However, when the throttle input stays low, no turbo engagement. It's just a traditional four banger, firing a combustion event just once every 90° of crankshaft rotation. Think of it as power being applied just four times per revolution.

With six cylinders that's obviously now two more combustion events per crankshaft rotation or a power stroke ever 60°. With eight cylinders you'll enjoy power every 45° obviously 8 times each rotation. This results in twice the amount of power applied per unit of crankshaft revolution as compared to the four cylinder.

At low RPMs, (ie. when crawling) the engine itself, without the turbo, is your only power source. When off-road, TRACTION is the primary objective. Minimizing wheel slip is a function of good throttle control. Too much acceleration (pedal input) nearly always leads to traction loss in slippery or high articulation conditions.

On trail in difficult terrain, very seldom will you ever 'punch it'. I've never yet in my entire off-road experience ever found myself in a position to say "hey let's spin the wheels as fast as I can to get myself out of trouble". Not once (ever).

So nearly all the very difficult to severe situations it's always about good throttle discipline, applying just the proper amount of torque at the low end of my engine's power curve. I'm also very glad to never need to worry about an unexpected 'boost' to really complicate things.

The additional power strokes per crankshaft rotation also significantly improves the available torque at low RPMs. So I get smooth power applied to the wheels at the lowest of RPMs in 4Lo.

I purchased my Wrangler for doing off-road work, certainly not for the drag-strip. Hey, to each their own. The turbo boost is a blast on an open road where the shear thrill of acceleration is the primary goal.

Out here in the high mountain backyard of my home state of Colorado my 3.6L is the ultimate balance between cost and performance. Would the 392 be better? You bet, but I certainly am happy of not paying for it.

The 3.6L rocks up here in the mountain wilderness. I'm certainly never expecting to go between zero and sixty up here in the crisp clean mountain air. I'm very happy with the extra torque without any turbo boost (or lag) at the speed I'm crawling over things.

Oh by the way, even lifted on 35's I get all the thrill of sufficient acceleration anytime I punch it. My 2019 2 door 3.6L Auto Sport S has been the very best daily driver I've ever owned. It does it all. This thing puts a smile on my face no matter where I point it.

Merry Christmas to you and yours.
Jay

I was debating for several weeks between waiting for the 2.0 to be back in stock or getting the 3.6. I finally ordered the 3.6 last week.

 

[TheRaven]

I was debating for several weeks between waiting for the 2.0 to be back in stock or getting the 3.6. I finally ordered the 3.6 last week.

You will love it. The two engines are far too close in performance to get all hung up on which one is better. The differences are very minor.

 

[jeepoch]

You will love it. The two engines are far too close in performance to get all hung up on which one is better. The differences are very minor.

Just to be Captain Obvious, the turbocharger is required to make the four banger almost equivalent.

I agree that there's no way to convince anyone of which engine is better. This is very subjective. They both have their appeal to different drivers for different reasons. It'll be impossible to clearly identify quantitatively the better powerplant especially when someone has already purchased either one. They will naturally be defensive to what they dropped a lot of denero on.

But, it doesn't take a rocket scientist to see that the larger the number of cylinders, the more power delivered per crankshaft revolution. Just based on this simple physics reality, the four banger has to work harder (internally, with peripheral help via forced air) in order to deliver the same output torque.

Objectively, that's another plus for the 3.6L. Being naturally aspirated, there are far less mechanical driven things to go wrong.

So debate away. Please come up with whatever experience, observation or emotional feeling to justify your reasoning is (or should be) welcomed. It's rather fun to hear everything that people can come up with.

All jesting aside, please drive whatever tickles your fancy. I have no right to advise you of anything. Really. I don't mind if you drop a two stoke single cylinder motorcycle engine under your hood. Drop an electric motor with thousands of pounds of batteries or even a team of squirrels on a tread mill.

It's your choice, defend your decision accordingly.

Best regards
Jay

 

[Wabujitsu]

Jeff, wow with all your wheeling experience and all your great posts this surprises me a little.

The turbo works great when you step on the throttle. The bump in horsepower is truly fun. It's almost a little like the adrenaline rush naval aviators get on a catapult shot. Certainly not the same, but the closest us mere mortals can experience.

However, when the throttle input stays low, no turbo engagement. It's just a traditional four banger, firing a combustion event just once every 90° of crankshaft rotation. Think of it as power being applied just four times per revolution.

With six cylinders that's obviously now two more combustion events per crankshaft rotation or a power stroke ever 60°. With eight cylinders you'll enjoy power every 45° obviously 8 times each rotation. This results in twice the amount of power applied per unit of crankshaft revolution as compared to the four cylinder.

At low RPMs, (ie. when crawling) the engine itself, without the turbo, is your only power source. When off-road, TRACTION is the primary objective. Minimizing wheel slip is a function of good throttle control. Too much acceleration (pedal input) nearly always leads to traction loss in slippery or high articulation conditions.

On trail in difficult terrain, very seldom will you ever 'punch it'. I've never yet in my entire off-road experience ever found myself in a position to say "hey let's spin the wheels as fast as I can to get myself out of trouble". Not once (ever).

So nearly all the very difficult to severe situations it's always about good throttle discipline, applying just the proper amount of torque at the low end of my engine's power curve. I'm also very glad to never need to worry about an unexpected 'boost' to really complicate things.

The additional power strokes per crankshaft rotation also significantly improves the available torque at low RPMs. So I get smooth power applied to the wheels at the lowest of RPMs in 4Lo.

I purchased my Wrangler for doing off-road work, certainly not for the drag-strip. Hey, to each their own. The turbo boost is a blast on an open road where the shear thrill of acceleration is the primary goal.

Out here in the high mountain backyard of my home state of Colorado my 3.6L is the ultimate balance between cost and performance. Would the 392 be better? You bet, but I certainly am happy of not paying for it.

The 3.6L rocks up here in the mountain wilderness. I'm certainly never expecting to go between zero and sixty up here in the crisp clean mountain air. I'm very happy with the extra torque without any turbo boost (or lag) at the speed I'm crawling over things.

Oh by the way, even lifted on 35's I get all the thrill of sufficient acceleration anytime I punch it. My 2019 2 door 3.6L Auto Sport S has been the very best daily driver I've ever owned. It does it all. This thing puts a smile on my face no matter where I point it.

Merry Christmas to you and yours.
Jay

Jay, thanks for the detailed explanation! My experience in the 2.0T has only been in Florida; the bulk of my overall experience has been in other vehicles, much of it outside Florida, including rock crawling uphill out west. The post didn’t specify any details other than “tight and technical.”

Also, on steep obstacles and trails here (man-made or otherwise), I personally have no problem controlling my right foot to find the sweet spot. One can also use the two-footing method (in an automatic) when the sweet spot eludes them.

By the way, our other Jeep has the 3.6. I love both powertrains. The 3.6 is definitely easier in those situations, requiring less driver skill. ?

Merry Christmas, brother!

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