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What's the point of the 2.0t?

NavyVet1959

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Does anyone have a 2.0 to tell us how their city/hwy mpg stacks up against the 3.6? My wife’s 3.6L JLUS averages 22-23 (mostly highway driven).
That's pretty much book values, so it's pretty good. I hope I get book value (25 mpg highway) on the manual 2-door I have ordered.
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aug0211

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Does anyone have a 2.0 to tell us how their city/hwy mpg stacks up against the 3.6? My wife’s 3.6L JLUS averages 22-23 (mostly highway driven).
Nope. No 2.0s are out yet. All are delayed at the factory.

A batch was build in May, but those were all scrapped and the customer orders had to be resubmitted under new VINs and everything.

ETA from Jeep is “July” to begin building the next round again. That means maybe August delivery, more likely September.
 

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Does anyone have a 2.0 to tell us how their city/hwy mpg stacks up against the 3.6? My wife’s 3.6L JLUS averages 22-23 (mostly highway driven).
None have been shipped yet. I am guessing your wife is driving at speeds under 70? Someone took notice that if they went 60-65 and with the AC turned off, it was a dramatic increase in MPG. When they did 80 MPH, they got 16 MPG.
 

FUHL

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Does anyone have a 2.0 to tell us how their city/hwy mpg stacks up against the 3.6? My wife’s 3.6L JLUS averages 22-23 (mostly highway driven).
I ordered the 2.0L for the bigger Torque not fuel mileage.
I have 2 vehicles with Turbos. They can get great mileage if your careful, no hard acceleration. But with a turbo it is just way to fun not to floor it.
 

aug0211

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I ordered the 2.0L for the bigger Torque not fuel mileage.
I have 2 vehicles with Turbos. They can get great mileage if your careful, no hard acceleration. But with a turbo it is just way to fun not to floor it.
Same.

2.0 Turbo for the torque of the twin-scroll turbo and the BSG.

Fuel economy? No - we will not be cost effective when you figure in the premium to order turbo + the required premium fuel.
 

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Another plus for forced induction is if you live at a higher altitude, the Turbo will lose a lesser percent of power vs the naturally aspirated engine.
 

OldGuyNewJeep

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What's the point of the 2.0t?
It's an experiment being run by FCA to see how many folks will wait 10 months for their custom order. :facepalm:
 

NavyVet1959

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Nope. No 2.0s are out yet. All are delayed at the factory.

A batch was build in May, but those were all scrapped and the customer orders had to be resubmitted under new VINs and everything.

ETA from Jeep is “July” to begin building the next round again. That means maybe August delivery, more likely September.
So, those were the ones who caught fire? Some part of that new electric drive gimmick?
 

aug0211

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So, those were the ones who caught fire? Some part of that new electric drive gimmick?
Well, it’s really all speculation still, as Jeep has not publicly disclosed or acknowledged anything directly.

They had 3 fires in their storage lots that were reported over a 3 week period. All 2.0s were then scrapped and new VINs assigned. Issues with wire harnesses were then reported at almost the same time...
 

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None have been shipped yet. I am guessing your wife is driving at speeds under 70? Someone took notice that if they went 60-65 and with the AC turned off, it was a dramatic increase in MPG. When they did 80 MPH, they got 16 MPG.
Right, 55-65. No 70mph zones from DC north until you hit Maine. She does run AC the whole time.
 

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NavyVet1959

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When you drive slow you get better gas mileage from all the people running into the back of you and giving you a boost of speed. :)
 

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When you drive slow you get better gas mileage from all the people running into the back of you and giving you a boost of speed. :)
Probably even more of a difference from the reduction of wind resistance you get when driving a giant square box of a vehicle! Lol
 

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Does anyone have a 2.0 to tell us how their city/hwy mpg stacks up against the 3.6? My wife’s 3.6L JLUS averages 22-23 (mostly highway driven).
I don’t think a single customer vehicle has been delivered. I think all the ones out there are FCA owned offered for review.
 

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The all-new 2.0-liter turbocharged inline four-cylinder engine with
eTorque technology is rated a best-in-class 270 horsepower and 295
lb.-ft. of torque and mated to a new eight-speed automatic transmission.
The 2.0-liter turbocharged inline four-cylinder engine?s torque output
surpasses that of the V-6 engine offered in Wrangler. An all-new eTorque
system improves fuel economy, launch performance and driver comfort
during start/stop operations.

The eTorque system?s hybrid functions include auto stop/start, electric
power assist, extended fuel shut-off, transmission shift management,
intelligent battery charging and regenerative braking. Both the engine
and fuel flow may be turned off during stops, coasting or when the
engine is decelerating.

The all-new 2.0-liter I-4 engine features a twin-scroll, low-inertia
turbocharger with an electronically actuated waste gate for exceptional
responsiveness and performance, even while traversing over difficult
terrain. The turbo is mounted directly to the cylinder head to improve
durability. A dedicated cooling circuit lowers the temperature of the
intake air, throttle body and turbocharger.

The 2.0-liter turbocharged I-4 engine is part of the Global Medium
Engine architecture family and features Double Over Head Camshafts
(DOHC), dual independent camshaft timing and a cooled exhaust gas
recirculation (C-EGR) system. This is the first time that the combined
use of a twin-scroll turbocharger, C-EGR system, Central Direct
Injection and the independent liquid cooling intake of air, throttle
body and turbo have been employed together. This combination of
technologies enables the high levels of performance and reduces fuel
consumption.

Direct injection, coupled with turbocharging, enables more efficient
combustion and increased performance. The 2.0-liter I-4 engine?s fuel
pump supplies the engine?s 2,900-psi high-pressure common-rail injection
system. These high pressures produce better fuel atomization and allow
for more precise fuel delivery than port fuel-injected systems, which in
turn improves both performance and efficiency.

A variable displacement two-stage oil pump provides high oil pressure
under high speed and load, but switches to a low-pressure mode for
improved fuel economy during typical driving conditions. The piston
cooling jet operation is managed by the two-stage oil pump to enhance
fuel economy under normal driving conditions while improving durability
under demanding, high-load engine operation. A large capacity oil cooler
extends the oil change interval and ensures engine durability.

The cast aluminum alloy cylinder head features a central injector and
high tumble intake ports. This combination provides increased charge
motion and balanced airflow for improved fuel efficiency and
performance. Cast-aluminum pistons with a 10:1 compression ratio have
four valve pockets to accommodate the dual Variable Valve Timing (VVT)
system. Each cylinder bore is fitted with gallery-mounted piston oil
squirters to limit piston temperatures, reduce spark knock and increase
piston durability.

The 2.0-liter I-4 engine features a low-pressure, sand cast-aluminum
block with cast-in iron liners. The bore diameter is 84 mm and the
stroke is 90 mm. Total displacement is 1,995 cc.

A water-cooled, integrated exhaust manifold helps reduce turbo inlet
temperatures while providing increased engine reliability.

An inverted tooth primary chain drives both the intake and exhaust
camshafts and minimizes noise. Camshafts are robotically assembled using
hollow shafts and have polished cam journals to reduce weight and
improve durability for start-stop engine operation. The use of hollow
shafts provides a 3.5 lbs. weight reduction when compared to an
equivalent solid shaft.

Select-fit main and rod bearings enable reduced clearances to help lower
system oil demand and oil pumping effort. In addition, floating piston
pins utilize Diamond Like Coating (DLC) for reduced friction.

The ignition system includes a high-energy ignition coil for better fuel
efficiency and precious-metal spark plugs with iridium and platinum
provide lasting durability. Located in the center of the cam cover, the
spark plugs are easily accessible when service is required.
Sodium-filled exhaust valves and plasma-coated piston rings also help
extend the engine?s life and bolster durability.
 

GARRIGA

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Report of 24 mpg on a Rubicon is huge. Besides the extended range. That should stem the cost of premium. Going to see about test driving one. If I’m impressed then may no longer wait on a diesel. Fact is I’ll spend way more time on pavement than off. It is what it is.
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