That is why I got my 2006 Jeep Liberty Diesel. Chrysler had no idea how to up charge it. I got it for a whopping $500 more than the 3.7L gas version! Great little VM 2.8L 4 banger. I got onto VM's website when I bought this, and they designed it to be for a B50 life (less than 50% of the engines would need major repair or overhaul) of 300,000 miles. Same engine they where putting in some marine applications. Jeep had been selling the Liberty (called Cherokee in Europe) with 2.5L VM diesels for some time and decide to build 11,000 for the N. American market with the 2.8L. Too bad the 2007 emission mandates killed the project. And I think those emission standards are the primary inflated cost of the diesel GC now.
The 2.5 VM engined Cherokee (Liberty) was much more common with the 2.8 in Europe.
The 2.5 was found mostly in more lower spec models.
The 2.5 engine has been fitted in the TX4 London Taxi since 2006. And has now been fitted with a dpf system to meet Euro5
It isn't the most reliable engine.
And needs very good maintenance.
Most common fault is bottom end failure.
I used to rent out a TX4. It is still on the original engine at well over 200k. But many have failed before 80k.
Trick seems to be use full synth oil.
Many that have gone bang were dealer serviced. And they specced semi synth.
Haven't heard of any going bang that have been ran on fully synth.
Only time i used semi i changed it at 6/7k
I found lowest oil use, the engine also seemed a bit quicker believe it or not, with good old Mobil 1 0w40 New Life.
I do like the look of the new Jeep above.
But find it a little too similar to the new RR and RRS.
Both of which have the awesome 3.0v6 twin turbo diesel as fitted to my Jag. And with the later 8speed ZF box which is super smooth.
I would have a diesel Range Rover Sport to be honest.
But certainly wouldn't be unhappy with a Jeep like the OP's.
Jeeps depreciate badly in the UK.
So it is on the shortlist when the Pathfinder has to go.