Jeep has built its reputation on rugged off-road capability, go-anywhere attitude, and a legacy of utility that stretches back to World War II. But while the badge may promise adventure, what’s under the hood often tells a more complicated story.
Some Jeep engines are bulletproof—powerplants that run strong for hundreds of thousands of miles, no matter how hard they’re pushed. Others? Not so much. From head gasket nightmares to chronic overheating that leaves drivers stranded, not every Jeep engine lives up to the brand’s indestructible image.
In this article, we’re breaking down the best and worst of the bunch—five Jeep engines that have earned a solid reputation for reliability, and five that are infamous for running hot and letting their owners down.
Jeep Engines That Are Reliable
Whether you’re shopping for a used Wrangler or just curious about Jeep’s engine history, this guide will give you the unfiltered truth on which engines to trust and which ones to think twice about.
1. 4.0L Inline-6 (AMC 242)
Used in: Cherokee XJ, Wrangler TJ, Grand Cherokee ZJ
Arguably the most legendary Jeep engine, the 4.0L inline-6 is renowned for its bulletproof design and longevity.
Introduced in the mid-1980s and produced through the early 2000s, this engine is known to easily surpass 300,000 miles with minimal maintenance.
It features a simple pushrod design, cast-iron block and head, and excellent low-end torque. Off-roaders love it for its reliability in harsh environments and its ability to keep going even when abused.
It’s well understood that when Chrysler acquired American Motors Corporation (AMC) in the late 1980s, their primary target was AMC’s prized asset: the Jeep division. At the time, Chrysler saw the growing potential of the SUV segment and knew it lacked a serious contender to rival Ford and GM’s offerings.
With no SUV in their own lineup capable of competing effectively, Chrysler identified Jeep as their key to entering and thriving in the segment. When Renault, the majority stakeholder in AMC, began facing financial strain, Chrysler seized the moment.
With a signature and a $1.5 billion deal, Chrysler not only gained a globally recognized brand but also expanded its dealership network and firmly positioned itself in what was rapidly becoming a highly competitive market.
To ease consumer concerns and show commitment to the Jeep legacy, Chrysler made strategic moves to ensure the brand’s integrity remained intact. They phased out AMC’s underperforming smaller models, restructured the organization to incorporate Jeep and Eagle, and greenlit Jeep’s plans to release updated versions of their vehicles powered by a new straight-six engine.
Recognizing the profitability of Jeep’s models and eager to break into the SUV market quickly, Chrysler initially kept a hands-off approach, allowing Jeep to operate with minimal interference.
Jeep continued to use this engine until 2006, offering it as an option across a range of models, including the Cherokee, Comanche, Wagoneer, Grand Cherokee, and Wrangler. Eventually, it was succeeded by the 3.8L OHV V6, a motor originally used in Chrysler’s minivan lineup. This newer engine delivered 205 horsepower and 240 lb-ft of torque.
A common misconception is that the 4.0L engine evolved directly from AMC’s long-standing 258 cubic inch (4.2L) inline-six introduced in 1971.
However, the 4.0L engine actually shares more of its architecture with the 2.5L four-cylinder AMC developed in 1984. Despite similarities in the valvetrain between the 4.2L and 4.0L, they are fundamentally different engines. Jeep engineers even had to alter the engine bay to fit the new powerplant.
The 4.0L straight-six engine was engineered with durability and strength in mind, utilizing a cast iron block paired with an iron cylinder head to enhance structural integrity.
It featured more robust internal components, an improved port layout, larger overhead valves, an aluminum intake manifold, and a revised combustion chamber for more efficient fuel-air mixture burning. Built as an over-square engine, it had a bore of 3.875 inches and a stroke of 3.414 inches, running a 9.5:1 compression ratio.
It made its debut in 1987 under the hoods of the Cherokee, Wagoneer, and Comanche. Jeep fans were thrilled to learn that this new straight-six outperformed the aging 4.2L, which had only delivered 110 horsepower. The new engine generated 173 horsepower and 220 lb-ft of torque.
At launch, the engine was managed by the Renix (a Renault/Bendix collaboration) engine control unit, which monitored spark timing, fuel octane, and engine load to optimize performance.
Though some early adopters criticized the system for sluggish response, the engine still delivered solid performance. In the following model year, Jeep refined the design further by introducing higher-flowing fuel injectors and new intake ports. These upgrades bumped the output to 177 horsepower and 224 lb-ft of torque.
Also Read: 10 Engines That Don’t Need Regular Rebuilds
2. 3.6L Pentastar V6 (2011–present)
Used in: Wrangler JK/JL, Grand Cherokee, Gladiator
The Pentastar V6 replaced older V6 options in the Jeep lineup and brought with it strong performance and fuel efficiency.
While early models had cylinder head issues on the left bank, Jeep quickly resolved the issue.
Post-2013 versions of this engine are known for their durability, and many owners report smooth operation well beyond 200,000 miles. It’s a great match for both on-road refinement and off-road muscle.
The 2011 model year marked the debut of the 3.6-liter Pentastar V6 engine across several Chrysler vehicles. This new powerplant was introduced in a broad lineup, including the Chrysler Town & Country, Dodge Challenger, Avenger, Charger, and Durango, as well as the Jeep Grand Cherokee and the Ram Cargo Van.
However, as is often the case with a first-year engine, the initial batch came with its own set of teething problems that hadn’t yet been resolved in the design.
Among all the vehicles powered by the early Pentastar, the 2011 Jeep Grand Cherokee stands out as the most problematic. According to CarComplaints.com, that model year racked up more complaints than any other Grand Cherokee since the site began tracking issues in 1993—an eye-popping total of 793. The most frequent complaint? Difficulty starting.
One frustrated owner reports, “the engine cranks but car does not start. Sounds like the motor wants to engage but doesn’t quite get there.” Another describes a similar scenario: “Vehicle would not start, just sits and cranks and cranks.” A third echoes the sentiment, stating, “Problem started by engine suddenly cranking but not turning over… feeling totally helpless.”
This wasn’t isolated to the Grand Cherokee. The 2011 Dodge Durango, which also featured the new Pentastar, suffered similar issues. On Edmunds, one owner recounts, “It won’t start. Changed alternator, starter, and relays [and it still] won’t start.”
Beyond hard-starting problems, owners of early Pentastar-equipped vehicles commonly reported other serious concerns. These included defective cylinder heads or valves, excessive oil consumption, and persistent engine misfires.
Chrysler gradually addressed many of these issues in subsequent model years through design refinements and technical service bulletins, making the 2011 version of the Pentastar something of a beta test on wheels.
3. 2.5L Inline-4 (AMC 150)
Used in: Wrangler YJ, Cherokee XJ
This little four-cylinder may be underpowered compared to its larger siblings, but it is impressively reliable. The 2.5L engine uses a similar design philosophy to the 4.0L and often lasts just as long.
Its simplicity means fewer things can go wrong, and it’s relatively easy to repair. It’s particularly popular among Jeep purists who value old-school mechanical robustness.
The Jeep 150 cubic inch four-cylinder engine was first introduced by AMC in 1982 for the 1983 model year. Initially, this engine utilized a carburetor until 1986, when it was upgraded to throttle-body fuel injection—though the Jeep Wrangler didn’t receive this change until 1987.
By 1991, the engine transitioned to multiple-port fuel injection, and by 1993, it adopted sequential multiple-port fuel injection. The most significant updates over time have involved its fuel delivery systems, although several smaller refinements and changes were also implemented throughout its lifespan.
This inline-four engine features overhead valves with hydraulic lifters, paired with a cast iron block and head. It has been described as essentially a 258 cubic inch AMC straight-six engine with two cylinders removed, then bored to 3.88 inches and de-stroked to 3.19 inches.
Interestingly, the design of its combustion chambers and ports would later be carried over to the much-loved Jeep 4.0L Straight-6 engine.
When compared to its corporate counterpart—the Plymouth-Dodge 2.5-liter engine that topped out at 100 horsepower and 135 lb-ft of torque—the AMC-designed engine clearly had the upper hand in performance. Despite this, both engines were offered side by side for some time.
The AMC 2.5-liter engine didn’t make its way into the Dodge Dakota until 1996, replacing the outgoing Dodge 2.5-liter four-cylinder (itself a stroked version of the 2.2-liter engine). That older design had become economically unfeasible to continue producing, as the vehicles it originally powered had already been phased out.
Eventually, the AMC 2.5 would be succeeded by Chrysler’s 2.4-liter engine, which offered only a modest increase in output. Eventually, Dodge eliminated the four-cylinder option for the Dakota altogether.
However, as customer interest in four-cylinder-powered vehicles grew, it became more practical for AMC to develop and manufacture its own engine. Moreover, the rising popularity of GM’s small cars may have cast doubt on the long-term availability of GM engines.
Also Read: 10 Jeep Models That Outlast the Competition Off-Road and Define the Brand’s Legacy
4. 5.7L HEMI V8 (Eagle version, post-2009)
Used in: Grand Cherokee WK/WK2
The updated 5.7L HEMI V8, especially from 2009 onward, is a reliable powerhouse when maintained properly. Jeep refined the Multi-Displacement System (MDS) and improved cooling and internal components.
As a result, this engine delivers both strong towing capacity and durability. Owners frequently reach 200,000 miles or more without major issues making it a strong option for those needing muscle with longevity.
The initial design of the 5.7L HEMI engine delivered power figures ranging from 330 to 350 horsepower, with torque output between 370 and 390 lb-ft, depending on the specific application.
For instance, Ram trucks were fitted with a milder version aimed at enhancing fuel economy and overall drivability, whereas performance-focused vehicles like the Chrysler 300C and various Dodge models featured a more aggressive tuning for extra power. Notably, this engine configuration was only available with automatic transmissions.
In more recent years, 48-volt mild-hybrid systems have been incorporated into the 5.7L HEMI, now dubbed the HEMI 345 in setups like RAM’s eTorque system. However, fuel-saving technologies were part of the package from early on. One such feature is the Multi-Displacement System (MDS), which debuted in 2006.
MDS enables the engine to deactivate four of its eight cylinders during periods of low power demand—such as highway cruising or under light loads—helping to conserve fuel without sacrificing performance when full output is needed.
At launch, early versions of the engine were paired with either Mercedes-sourced or Chrysler 545RFE five-speed automatic transmissions. Meanwhile, select Ram Heavy Duty trucks were offered with manual gearboxes—specifically, the five-speed NV4500 or the Mercedes-built six-speed G56.
Significant upgrades include changes to the crankshaft, cylinder heads, combustion chamber, valve springs, camshaft, and lubrication system. Weighing in at 591 pounds, the Eagle is approximately 31 pounds heavier than the previous generation.
The power output of the Eagle variant ranges from 363 to 392 horsepower, while torque figures sit between 390 and 410 lb-ft for naturally aspirated versions.
It wasn’t until 2015 that the aging five-speed automatic transmissions were phased out in favor of the modern ZF eight-speed automatic. Manual transmission options remained available, but only on select Dodge Challenger and Ram Heavy Duty models. These manual-equipped vehicles were also among the few that did not include the MDS system.
Another enhancement introduced with the Eagle version was an active intake manifold found in several models. This system incorporates a short runner valve that engages at 4,000 rpm, significantly boosting both torque and horsepower delivery throughout the rev range.
Identifying an Eagle HEMI is possible by inspecting casting numbers, but a more straightforward visual cue is the prominent round hole located on the front of the engine block, just above the camshaft bearing journal.
5. 3.0L EcoDiesel V6 (3rd Gen, 2020–present)
Used in: Wrangler JL, Gladiator, Grand Cherokee
The third-generation EcoDiesel engine addressed many of the concerns that plagued its earlier versions. With improved emissions controls and internal cooling redesigns, it became a much more reliable diesel choice.
It offers excellent torque for off-roading and towing, and Jeep enthusiasts have praised its quiet operation and fuel economy. So far, reliability reports for the 2020+ version are promising, making it a solid diesel pick.
The 3.0-liter EcoDiesel V6 is a diesel engine produced by VM Motori—an FCA subsidiary—at its facility in Cento, Italy. It was first introduced in 2011, following the Fiat-Chrysler merger, and was initially offered in vehicles destined for the European market under the A630 DOHC codename.
For North American consumers, the engine was reworked to meet regional emission standards and launched in 2014 as the L630 DOHC version.
Branded as the EcoDiesel by Chrysler, this version was made available in the Ram 1500 and Jeep Grand Cherokee. The L630 configuration complies with NAFTA emissions regulations, making it suitable for the North American market.
The 3.0L EcoDiesel utilizes a compacted graphite iron (CGI) engine block configured with a 60-degree V-angle between the cylinder banks. Compared to traditional cast iron blocks, CGI offers a lighter, more compact, and stronger design.
To enhance structural integrity, a bedplate is incorporated into the engine, secured with four 14 mm main bolts per bearing cap along with an additional eight 12 mm bolts anchoring the bedplate itself.
Internally, the engine features a forged 4140 steel crankshaft, cast iron connecting rods, and cast aluminum pistons. Each piston is cooled by an individual oil squirter that directs oil to its underside.
The cylinder heads are aluminum, double overhead camshaft (DOHC) units with four valves per cylinder, totaling 24 valves. Each cylinder contains two intake and two exhaust valves. These valves are actuated by roller-finger followers, which are driven by camshaft lobes.
A roller timing chain is used to spin the exhaust camshafts, and each exhaust camshaft drives its corresponding intake camshaft via a gear-to-gear interface. For improved cold starting and reduced emissions, the engine is equipped with low-voltage ceramic glow plugs—one per cylinder.
Fuel delivery is handled by a high-pressure direct injection system called MultiJet II. This system, developed by Fiat, enables up to eight injection events per combustion cycle, made possible by the use of servovalve injectors rather than traditional piezo units. This allows for a more precise, cleaner, and quieter combustion process while improving performance and emissions.
Fuel is pressurized by a Bosch-supplied high-pressure pump, which maintains around 29,000 psi (2,000 bar) across both fuel rails. This pump is located on the front passenger side of the engine cover and is driven by the exhaust camshaft via a gear mechanism.
Jeep Engines That Love Overheating
When it comes to Jeep, most people picture rugged trails, boxy design, and legendary off-road capability. What they don’t picture—but should—is the temp gauge creeping into the red. Despite Jeep’s iconic reputation, several of its engines have earned a frustrating legacy of running hotter than they should.
1. 2.4L Tigershark Inline-4
Used in: Compass, Cherokee, Renegade
This engine is notorious for excessive oil consumption, but it also suffers from frequent overheating issues, especially in warmer climates or under heavy load.
The cooling system can be overwhelmed due to inadequate airflow and small radiators, and there have been numerous complaints about warped cylinder heads and blown head gaskets. Even regular maintenance may not prevent heat-related failures.
When it comes to Jeep, most people picture rugged trails, boxy design, and legendary off-road capability. What they don’t picture—but should—is the temp gauge creeping into the red.
Despite Jeep’s iconic reputation, several of its engines have earned a frustrating legacy of running hotter than they should. Whether it’s poor cooling system design, faulty head gaskets, or just plain bad engineering decisions, some Jeep powerplants seem to have a built-in vendetta against temperature stability.
In this article, we’re diving into the Jeep engines that have a well-documented history of overheating—engines that have left drivers stranded, mechanics scratching their heads, and cooling systems pushed to their limits.
If you’ve ever smelled burnt coolant on a summer drive or watched steam pour out from under the hood of your Wrangler or Grand Cherokee, this one’s for you.
2. 3.7L PowerTech V6
Used in: Liberty, Grand Cherokee
Jeep’s 3.7L V6 often struggles with cooling system reliability. Plastic components in the cooling system, like the thermostat housing and water pump impellers, are known to fail prematurely.
These failures often lead to overheating, particularly in high-mileage examples. The engine also tends to build sludge and suffers from poor airflow in confined engine bays, worsening its temperature control issues.
The 3.7L V6 PowerTech engine—also known by its designations 3.7 EGK and Dodge 3.7L Magnum—is a six-cylinder gasoline engine developed by Chrysler and produced between 2002 and 2012.
For much of its run, this 3.7L engine served as the base powerplant in the Dodge Ram pickup lineup. However, it was also commonly found in several Jeep models, including the Liberty/Cherokee, Commander, and Grand Cherokee, as well as in the Dodge Dakota.
It’s worth noting that the PowerTech engines were never used in passenger cars; they were designed strictly for trucks and SUVs. What follows is a detailed breakdown of the 3.7L PowerTech’s design, known issues, overall reliability, and long-term durability.
At its core, the 3.7L PowerTech/Magnum is essentially a 4.7L V8 with two cylinders lopped off. Much like its V8 sibling, the 3.7L V6 features a cast-iron cylinder block and retains a 90-degree angle between cylinder banks. This configuration allowed Chrysler to streamline production and reduce costs across both engines.
However, the 90-degree layout introduces a well-known challenge in V6 design—crankshaft configuration. The easiest route is to design the crankshaft like a V8, with one crankpin shared by two opposing cylinders.
This setup is mechanically simple and robust, but it leads to uneven firing intervals: 90–150–90–150–90–150 degrees across a 720-degree cycle. To correct this and achieve a smoother, even-fire operation at 120 degrees between ignition events, Chrysler fitted the engine with a 30-degree split-pin crankshaft.
Additionally, to counter first-order inertia forces inherent in this layout, a gear-driven counter-rotating balance shaft was mounted between the cylinder banks. Inside the engine, you’ll find fracture-split, forged powder metal connecting rods and lightweight aluminum pistons.
The 3.7L V6 comes equipped with aluminum cylinder heads, each with two valves per cylinder and centrally positioned spark plugs. A single overhead camshaft (SOHC) is mounted on each cylinder bank, with each cam driven by its own timing chain. Valve actuation is handled via roller rocker arms with integrated hydraulic lash adjusters.
The heads are capped with stamped steel cylinder head covers for insulation and protection. The intake manifold is a three-piece design made from composite (plastic) material. Each cylinder gets its own individually tuned runner, which are shorter than those used on the 4.7L V8.
Located beneath the intake manifold are two knock sensors, which help prevent engine knock and pre-ignition. Fuel is delivered via electronically controlled sequential fuel injection, and ignition is managed by an electronic control system.
In 2004, Chrysler upgraded the engine’s control system, moving from the JTEC ECU to the more integrated NGC ECU, which also handled automatic transmission management. A year later, in 2005, the engine underwent a series of revisions.
These updates included a raised compression ratio of 9.7:1, reshaped combustion chambers, a new camshaft profile, redesigned piston rings, and the use of plastic cylinder head covers. Then in 2007, the engine received its final round of updates: the introduction of an electronic throttle body and the addition of an Exhaust Gas Recirculation (EGR) system.
Eventually, Chrysler phased out the PowerTech V6 in favor of the 3.6-liter Pentastar V6. The newer engine represented a significant technological leap forward, with a modern 60-degree block layout that offered better packaging, smoother operation, and greater efficiency.
3. 2.8L VM Motori Diesel (Liberty CRD)
Used in: Jeep Liberty (2005–2006)
This Italian-built diesel engine has a cult following but also a reputation for severe overheating. The EGR cooler and turbocharger components are prone to failure, which can spike engine temperatures rapidly.
Combined with a cramped engine bay and limited aftermarket cooling upgrades, overheating is a common complaint among Liberty CRD owners especially when towing or climbing grades.
We’d choose the 2.8L VM Motori turbodiesel in the Jeep Liberty over the 3.7L gasoline V6 without hesitation. In fact, we’ll go as far as saying the new common-rail diesel (CRD) engine is strong enough to make people consider buying a Liberty who otherwise wouldn’t have given it a second thought.
The 2.8L diesel delivers impressive torque—it’s a bit sluggish right off the line, but once it’s under load, the turbo spools up enough to deliver 295 lb-ft of torque at just 1,800 rpm.
Acceleration in the Liberty is solid. No speeding tickets were issued during our time with the diesel version, but it’ll spin the tires. What really grabbed our attention, though, was the Liberty’s fuel economy. We averaged 20 mpg over our 533-mile test, but on certain highway stretches we managed to hit 30 mpg.
At the moment, the Liberty diesel is only offered with a five-speed automatic, but the fast-shifting transmission does a good job keeping the dual overhead cam (DOHC), four-valve engine within its optimal powerband. Lifting the hood to inspect this new diesel setup, we were pleased to find an Optima RedTop battery managing the electrical system.
It’s pretty clear that Jeep is working hard to shed the “cute-ute” image that tends to stick with the diesel Liberty—especially among male buyers.
Like it or not, the Liberty’s styling makes it tough for some guys to drive around town without catching some flak from their buddies. Even with our appreciation for the engine, we’ll admit there’s still a bit of a self-conscious vibe behind the wheel.
But once you’re seated inside the Liberty, that feeling quickly fades, thanks to the elevated command-seating position this 4×4 offers. In our view, that—combined with the solid fuel economy—makes this one of the best Jeeps for daily urban commuting.
However, during a longer cross-country drive, we found the same seating position to be less comfortable over extended periods. There’s a bit of a learning curve with the power window switches being mounted on the center console.
And while some gas-engine owners might gripe about diesel clatter, we never found the engine noise to be an issue. You’ll hear it at idle and under full throttle, but once you’re cruising at freeway speeds, the diesel sound mostly disappears.
Out on the trail, the Liberty proved it still has that recognizable Jeep DNA—even with its independent front suspension. We liked having the option of full-time four-wheel drive, which makes a noticeable difference in rain and snowy conditions.
If Jeep could just toughen up the Liberty’s appearance a bit, inject a little more testosterone into the design, we have no doubt they’d move a lot more of these rigs off the lot.
4. 2.7L V6 Turbo Diesel (Grand Cherokee WH/WK)
Used in: Grand Cherokee (2007–2008)
Sourced from Mercedes-Benz, this diesel engine was plagued by reliability issues, especially concerning its cooling and oil systems.
The radiator and thermostat are prone to early failure, often leading to overheating in hot weather or during long hauls. It’s also very expensive to repair, making it a high-risk engine for those not prepared for premium maintenance costs.
In terms of performance and fuel economy, the Laredo trim comes with the 3.7-liter V6 producing 210 horsepower and 235 lb-ft of torque. The Limited trim is powered by the flex-fuel 4.7-liter V8 rated at 235 horsepower and 305 lb-ft of torque—though, again, availability is limited in states like California, New York, and several others.
The 5.7-liter Hemi V8, available on the Limited and standard on the Overland, delivers 330 horsepower and 375 lb-ft of torque, benefiting from the cylinder-deactivating Multi-Displacement System (MDS) to improve efficiency.
Meanwhile, the new 3.0-liter CRD diesel engine puts out 215 horsepower and 376 lb-ft of torque and offers up to a 30 percent improvement in fuel economy compared to the gasoline variants. All engines are mated to a five-speed automatic transmission.
Four-wheel-drive Laredo models come standard with a full-time AWD system, while the Limited trim gets the more advanced Quadra-Trac II system, which includes a two-speed transfer case and is also available as an option on the Laredo.
For those who need serious traction, the Quadra-Drive II system—standard on Overland and optional on Limited—adds front, center, and rear electronic limited-slip differentials. This setup delivers confident grip in nearly any terrain. When equipped with the diesel engine, the Grand Cherokee can tow up to 7,400 pounds.
At the top of the food chain sits the Grand Cherokee SRT8, equipped with a high-output 6.1-liter Hemi V8 churning out 420 horsepower and 420 lb-ft of torque. This engine is a bored-out, performance-optimized version of the standard Hemi, featuring a higher compression ratio and reworked intake and exhaust systems.
A five-speed automatic and full-time AWD system round out the drivetrain, making the SRT8 a genuine performance machine in SUV clothing. With a 0-60 time under five seconds, it’s a beast that redefines what most people expect from a Jeep.
5. 4.7L PowerTech V8
Used in: Grand Cherokee, Commander
The 4.7L V8 has power, but it’s also infamous for overheating especially when not maintained meticulously. A failing water pump, restricted coolant passages, or clogged radiators can quickly turn catastrophic if ignored.
Once this engine starts overheating, warped heads or blown gaskets often follow. It’s also extremely sensitive to the wrong type of coolant, compounding its reputation as a temperature-sensitive unit.
The Chrysler 4.7L V8 PowerTech is a gasoline-powered eight-cylinder engine that made its initial debut in the 1999 Jeep Grand Cherokee. Shortly after, between 2000 and 2002, it was introduced in several Dodge vehicles, including the Ram, Dakota, and Durango.
As the first engine in the PowerTech family, the 4.7L V8 was designed to replace both the long-running AMC-designed 4.0L inline-six and the aging Chrysler LA-series 316 V8s.
While Dodge briefly marketed this engine as the 4.7L Magnum, it shares no mechanical relation with the older 5.2L Magnum V8. In 2002, the PowerTech engine family expanded to include a 3.7-liter V6 variant, which shared much of its design and architecture with the original V8.
The 4.7L PowerTech engine features a cast-iron cylinder block built from the ground up, with a bore spacing of 4.09 inches (104 mm), a deck height of 9.09 inches (231 mm), and a 90-degree V-angle between the cylinder banks. This angle was chosen to efficiently support the use of shared crankpin journals between each pair of connecting rods.
Unlike Chrysler’s older small-block V8s, this engine’s block design was entirely new. Instead of utilizing five individual main-bearing caps, the 4.7L V8 employs a single-piece bedplate for securing the nodular cast-iron crankshaft, enhancing both strength and structural rigidity.
Jeep engines are a mixed bag when it comes to reliability and thermal stability. Iconic powerplants like the 4.0L inline-6 and modern Pentastar V6 have stood the test of time, delivering performance and reliability in harsh conditions.
However, engines like the 2.4L Tigershark and the older PowerTech series are known for overheating woes that can turn an adventurous trip into a nightmare.
Knowing which engines to trust and which to watch can save Jeep owners thousands in repair costs and plenty of headaches down the road.
