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Discussion Starter · #1 ·
So we know that the BU Renegade will be offered with 7 different engine choices, however we also know that as of now only two have been confirmed for North America, the FIAT MultiAir 1.4 Turbo and the Chrysler 2.4 Tigershark.

The FIAT 1.4T will have a cast iron block and an aluminium head, while the 2.4 Tigershark has high pressure die-cast aluminium head and block.

FIAT MultiAir 1.4L Turbo 4 Cylinder

Bore/Stroke: 2.83 x 3.31 in
Compression: 9.8:1 (22 psi boost)
HP: 160 @ 5,500
Torque: 170 @ 2,500-4,000
Redline: 6,5000 rpm

Do keep in mind that the 1.4T MultiAir prefers 91 octane but will function on 87.

Chrysler 2.4L Tigershark 4 Cylinder

Bore/Stroke: 3.46 x 3.81 in
Compression: 10.0:1
HP: 184 @ 6,400
Torque: 177 @ 4,400
Redline: 6,500 rpm

402 Posts
I'm on the Dodge Dart forum as well.

The 1.4 Turbo is quicker in 0-60 and has better MPGs.
The 2.4 is faster and more powerful.

Being in the Denver Metro Area, turbo based engines are preferred over N/A because the thin air up here can cause 10 to 20% loss of power in N/A engines.


194 Posts
I got this from the Chrysler site (link below) - nice explanation of both engines:

2.4-liter Tigershark engine with MultiAir2
Efficiency and refinement also are hallmarks of Chrysler Group’s 16-valve, 2.4-liter Tigershark I-4 engine with the MultiAir2 electro-hydraulic, fully variable valve-actuation system. The high-tech engine produces 184 horsepower, 177 lb.-ft. of torque and is paired exclusively with the segment’s first nine-speed automatic transmission on 4x2 and 4x4 models.

MultiAir technology, which is exclusive to Chrysler Group in the North American market, uses a column of oil in place of the traditional mechanical link between the camshaft and intake valves. The resulting precision maximizes intake manifold pressure, significantly reducing pumping losses.

MultiAir2 takes the innovation further by simultaneously controlling both valve opening and closing events to more effectively manage combustion quality. This ensures the appropriate, effective compression ratio and efficient internal exhaust-gas recirculation (EGR) for improved fuel economy.

Refinement was a key consideration in the design of every Tigershark component, from its fully isolated aluminum head cover with integrated oil-separation system, to its high-pressure, die-cast aluminum block.

Sandwiched between the block and the steel oil pan is a lightweight, aluminum ladder-frame with integral oil filter and oil-cooler adapter. This lends additional structural rigidity.

The oil pan itself boasts refinement. Acoustic material is sandwiched between its outer and inner stampings.

The Tigershark’s polymer-coated piston skirts and tighter piston-to-bore tolerances contribute to reduced NVH. The cast-aluminum piston, combustion chamber and ports align with the MultiAir2 system for optimal combustion and fuel economy.

Cast-aluminum pistons with a compression ratio of 10:1 are designed specifically for the engine and MultiAir system.

Each bore is fitted with individual oil-squirters in the block that spray oil on the bottom of the pistons and bore walls to maintain cylinder-wall and piston temperatures. This feature also helps prevent hot spots that could lead to knock, while improving performance and fuel economy.

Fitted to the forged-steel crankshaft are powder-forged-steel connecting rods that feature a full-floating piston pin with diamond-like carbon coating. This further reduces friction and improves fuel efficiency.

Vibration is minimized with the use of a balance shaft module. And to maintain adequate oiling at all engine speeds, the 2.4-liter MultiAir2 Tigershark features a two-stage oil-pressure relief system that reduces engine-oil pumping loads at low engine speeds for better fuel efficiency.

Other key features of the 2.4-liter MultiAir2 Tigershark I-4 engine include:
  • 360-degree engine-to-transmission attachment
  • Coil-on-plug ignition with dual precious-metal spark plugs
  • Front-end accessory drive with automatic tensioning single-belt drive
  • Tigershark delivers reduced operating costs because its cam drive, cam-phasing and valve-train components require no scheduled maintenance

1.4-liter MultiAir Turbo engine
Paired with a six-speed manual transmission, the 1.4-liter MultiAir Turbo four-cylinder engine generates 160 horsepower and 184 lb.-ft. of torque to provide a spirited driving experience on Jeep Renegade Sport and Latitude 4x2 and 4x4 models.

The new 1.4-liter MultiAir Turbo engine transmits its power through high-strength components throughout the drivetrain, including equal-length half shafts and a 4.438 final-drive ratio.

Structurally, the 1.4-liter MultiAir Turbo engine starts with a durable cast-iron block and a structural aluminum bedplate. The bore and stroke are 72 mm and 84 mm, respectively, for a total displacement of 1,368 cc.

Boost pressure is dynamically managed to provide a broad torque curve over a wide variety of ambient conditions, with a peak pressure of 22 psi at 4,000 rpm.

Exclusive MultiAir valve-actuation technology controls intake air, cylinder by cylinder and stroke by stroke. The resulting precision reduces carbon-dioxide emissions and boosts fuel-economy up to 7.5 percent compared with engines equipped with conventional valvetrains.

At the bottom end, a forged-steel crankshaft with select-fit main bearings is supported across five main journals. The crankshaft and its counterweights are designed to reduce overall mass.

Durability is ensured with the use of lightweight forged-steel connecting rods that have been designed with a unique cross-section to minimize longitudinal and lateral rod-bending.

Lightweight cast-aluminum pistons contribute to the overall efficiency of the reciprocating assembly and the engine’s high-rpm capability. Full-floating piston pins are used for added strength.

Piston cooling jets, located at the bottom of each cylinder, contribute to fuel economy by squirting oil on the bottom of the pistons. This helps maintain cylinder temperatures and reduce the possibility of hot spots along the cylinder walls or at the top of the piston that could lead to spark knock.

Proven, fun-to-drive six-speed manual transmission
All-new 2015 Jeep Renegade Sport and Latitude models equipped with the standard 1.4-liter MultiAir Turbo feature a six-speed manual transmission with 6.68 ratio spread and a 4.438 final-drive ratio for fuel efficiency at faster speeds. And thanks to its first-gear launch ratio of 18.4:1, the gearbox delivers quick acceleration with smooth, precise shift quality. A tubular intermediate shaft with equal-length half shafts helps mitigate unwanted torque steer.

1 Posts
I am curious what is the 0-60 for the 1.4 L and the stick, FWD only. It sounds like a great, inexpensive small-hauler for our city life in MExico... with lumpy roads and some mild off-road on the weekends. We drive very little miles per year, since we don't commute. Anyway, cheers if anyone can provide me the stat I'm looking for.

111 Posts
I am curious what is the 0-60 for the 1.4 L and the stick, FWD only. It sounds like a great, inexpensive small-hauler for our city life in MExico... with lumpy roads and some mild off-road on the weekends. We drive very little miles per year, since we don't commute. Anyway, cheers if anyone can provide me the stat I'm looking for.
The FWD european version with the 1.4 engine and 6 speed manual gearbox (C635) with around 140 HP and 230 Nm of maximum torque has a 10.9 s from 0-100 km/h (0-62 mph).
NAFTA version has 160 HP and 250 Nm of maximum torque.

You can find the data in the last section of Jeep Renegade technical specifications.

Premium Member
916 Posts
Welcome/Bienvenido to the Forums


According to to this Car and Driver review it states 0 to 60 in 8.8 seconds in a Renegade Sport 1.4T Manual (but its 4x4)
That is 0.1 seconds faster than the Limited since its 300 lbs lighter.

but I'll keep searching...

In this cars 2015 review they tested the Sport FWD 1.4T Manual and it states 0 to 60 in 8.7 seconds.


78 Posts
I think we are having a hard time getting 8.7~8.9s in our 2.4L. Seems we have a decent response from 0-40 or so but 40-60+ is very slow. Seems like in the real world we are seeing closer to 9.5s though I haven't timed it yet so I'm just guessing. I'm hoping a K&N drop in will help the throttle response some.

Stinks we love off of a major US hwy with no frontage roads...we need acceleration!
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