Jeep Grand Cherokee Engine Problems: Avoid This Motor at All Costs
The Jeep Grand Cherokee is an icon of capability and style, but beneath that rugged hood, some engines are ticking time bombs waiting to empty your wallet.
We’ve already covered why 2011 and 2014 models are best left alone. Now, let’s go deeper. We’ll break down the real-world problems with the major Grand Cherokee engines—the EcoDiesel, the HEMI V8, and the Pentastar V6. If you’re buying used, knowing which motor you’re getting could save you thousands of dollars and a world of frustration.
TL;DR
The 3.0L EcoDiesel is the engine to avoid at all costs. It has a list of serious, expensive failures, including a recall for a fire risk . The 5.7L HEMI V8 is generally reliable but has a well-known issue with cracked exhaust manifolds that cause an annoying tick. The 3.6L Pentastar V6 is the most common engine, but certain model years, especially 2011, suffer from camshaft and lifter failures that can lead to a complete engine rebuild or replacement .
Key Takeaways
- Avoid the 3.0L EcoDiesel: This engine has a catastrophic failure rate and is very expensive to fix or replace .
- The EcoDiesel has a fire risk: A 2020 recall for 2014-2019 models warns of a cracked EGR cooler that could lead to an engine fire .
- HEMI V8s can develop a tick: The 5.7L V8 is prone to cracked exhaust manifolds that create a ticking sound, especially when the engine is cold .
- Pentastar V6s have lifter issues: The 3.6L V6, particularly in 2011 models, suffers from camshaft and lifter failures that require costly internal repairs .
- Don’t follow the factory oil change interval: Many mechanics recommend changing your Pentastar’s oil every 5,000 miles to prevent lifter failure, rather than the factory recommendation of 10,000 miles .
The 3.0L EcoDiesel: The One to Avoid
If there’s one engine you should run from, it’s the 3.0L EcoDiesel. It’s a performance powerhouse, but it’s also a source of major, expensive headaches.
Catastrophic Engine Failure
The most frightening issue is a complete engine failure. Mechanics have found that the big end bearings on the crankshaft can spin, especially in cylinder number five (or number three in some cases). This causes severe scoring on the crankshaft and rod, leading to a total loss of the engine .
What causes this? It’s often a combination of the 8-speed transmission and the engine. When towing, the engine can be “laboured,” causing the bearings to overheat and fail. Replacing one of these engines is not cheap. In Australia, a new long motor costs between $14,000 and $16,000 AUD (around $22,000-$23,000 installed) .
Serious Fire Risk
There was a major recall for 2014-2019 Grand Cherokees with the EcoDiesel (Transport Canada ID 2020544) . The problem? The exhaust gas recirculation (EGR) cooler can crack internally and leak coolant. This vaporized coolant can then ignite, creating a fire risk . If a previous owner didn’t get this recall fixed, the risk remains.
The 5.7L HEMI V8: The Ticking Time Bomb
The 5.7L HEMI V8 is a beloved engine for its power and sound. It’s generally more reliable than the EcoDiesel, but it has one very common flaw: the exhaust manifold tick.
The Infamous HEMI Tick
If you hear a ticking noise from the engine, especially when it’s cold, it’s likely a cracked exhaust manifold. This is a well-known issue on 2019-2022 models with the 5.7L V8 . The manifold castings can crack, allowing exhaust gases to escape. The sound often goes away after the engine warms up and the metal expands. If the problem is ignored, it can lead to broken manifold bolts, which are notoriously difficult to remove.
The 3.6L Pentastar V6: Widely Used, Widely Problematic
The 3.6L Pentastar V6 is the most common engine in the Grand Cherokee. It’s not a bad engine, but it has a critical weakness that tends to show up at around 80,000 to 100,000 miles.
The Camshaft and Lifter Failure
The Pentastar is known for camshaft and lifter failures . The hydraulic lash adjusters can stick, causing the rocker arm rollers to bounce on the camshaft. This wears down the camshaft lobe and can lead to a misfire. If you’re lucky, you’ll catch it early with a rough idle and a check engine light (often a cam position sensor code). If you keep driving, the misfires will spread, and you’ll be looking at a very expensive repair that involves replacing the camshaft and lifters .
A Trial Year
The 2011 model year was the Pentastar’s debut, and it had the most problems. Owners reported the engine cranking but not starting, bad cylinder valves, excessive oil consumption, and misfires . It’s generally a good idea to avoid the 2011 model year for any engine, but the Pentastar in that year is particularly risky.
Oil Change is Key
Many mechanics strongly advise against following the factory recommendation of a 10,000-mile oil change interval. They recommend changing the oil every 5,000 miles to prevent the sludge buildup that contributes to lifter failure .
Summary of Engine Problems
| Engine | Primary Issues | Severity | Years to Avoid |
|---|---|---|---|
| 3.0L EcoDiesel | Catastrophic engine failure, EGR cooler fires | Extreme | 2014-2019 |
| 5.7L HEMI V8 | Cracked exhaust manifolds (tick) | Moderate | 2019-2022 |
| 3.6L Pentastar V6 | Camshaft and lifter failure | High | 2011, 2017+ (for lifter issues) |
The Bottom Line
Buying a used Jeep Grand Cherokee is a great choice, but you absolutely must pay attention to which engine is under the hood.
- If you see a 3.0L EcoDiesel, just walk away. The risk of a catastrophic failure or a fire is simply too high, and the repair costs are staggering .
- A 5.7L HEMI is a solid choice, but listen carefully for a ticking sound during a cold start. If you hear it, know that you’re looking at a future repair bill.
- The 3.6L Pentastar is the most common and can be reliable if it has had regular oil changes (every 5,000 miles is best). Be wary of the 2011 model year and any vehicle with a rough idle.
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