Except that at idle and low load a diesel is typically producing its maximum amount of soot which covers the DPF screen and requires a regen which lowers MPG. Nothing comes for free...Diesels idle with an air fuel ratio that can easily reach 100:1 while a gasser will be 15:1 tops. This makes low load & idle in a diesel FAR more efficient than a gasser [...].
The cost doesn't seem to be out of line to me.Here's my perception of this. The diesel was supposed to have debuted with the JL in 2018, but didn't, it took two more years in development. I'm guessing they were forced to redesign major component since it took as long as it did. This explains the high cost, FCA must recoup their R&D costs in redesigning this engine, quite possibly more than once.
Fuel prices where I live (Utah): gas = $2.79/gal, diesel = $2.89/gal (as of yesterday).As gas & diesel get more expensive this timeline shrinks, and we know prices will climb - they always do.
Here in Northern California today Diesel is $3.99, Regular $4.20, Midgrade $4.30, and Premium $4.40, so the return would be MUCH quicker. - with the numbers you used and local fuel prices here it'd be $1,155 savings in fuel annually recovering the $4,000 premium in under 3.5 years.
The additional low RPM torque/power will be VERY nice when pushing 37's up a mountain highway at 70+mph and the thing doesn't need to shift down 2-3 gears and scream at high RPM to get the job done, and let's be honest, even the most built JL trail rigs will see 90+% highway and anyone with steep roads will appreciate this.
Diesels idle with an air fuel ratio that can easily reach 100:1 while a gasser will be 15:1 tops. This makes low load & idle in a diesel FAR more efficient than a gasser - like fill up in Georgetown, CA and hit the Rubicon Trail with one diesel and one gas JL and see the diesel get to Tahoe with the needle still pegged on full and the gasser at half a tank. This is where the efficiency advantage gets HUGE.
There are many other advantages to the diesel power plant already discussed, but they aren't for everyone. If you live somewhere flat with $2 gas and $3 diesel and only the offroad driving you do is to show off in the mud at high RPM then it definitely isn't a smart buy for you, or if you will sell it off in a year (depending on resale value which is yet to be seen).
For someone with expensive fuel, lots of mountains to traverse, or who wants to spend a bunch of time rock crawling, the Diesel will likely pay off both economically and in comfort/pleasure. In the end it really is just nice to have options and not just one flavor for everyone - most do like Vanilla, but some would prefer something else.
In a truck Ecodiesel vs 2.7 ecoboost drivability favored the eco boost and mileage for me was 24 diesel vs 20 ecoboost. Basically the same cost per mile if I ignored diesel maintenance and def cost.KEYWORD with the Diesel is: DRIVEABILITY
As someone who has a JKU with 90K on the clock I can tell you the Diesel will be much more enjoyable to drive on a daily basis if your Wrangler is modified. 35s or 37s + steel bumpers front and rear + winch add a lot of weight. While the Wrangler stock is fine, they don't like weight. My JKU is terrible in the mountains and tiresome on long trips that require hours of hwy driving. Simply having the power to get out of its own way will make a WORLD OF DIFFERENCE in how much more enjoyable these vehicles become for Overlanding.
My wife drives a '16 EcoDiesel Grand Cherokee, and we absolutely love it. It's been nothing short of fantastic. It's what sold me on ditching my JKUR in favor of the JLUR.My buddy has this engine in the Ram and it's been an unmitigated disaster. One problem after another.
Congrats! Definitely update the production thread if you get a VIN and go beyond C-status.Ordered my EcoDiesel Rubicon on Saturday, Oct 12th. I found it interesting that they come standard with 3.73 gears, and no option to upgrade to 4.10. Makes sense... 442 lb-ft of torque should be plenty to get the stock rubber rollin'.