As far as diesels go, this unit is technologically up to snuff. Its makers have adapted the latest power-generating technologies, including dual overhead

The 165-horsepower CRD makes up to 295 lb-ft of mountain-moving torque. (Justin Couture, Canadian Auto Press)

cams, four valves per cylinder, and a fuel-rail capable of delivering and atomizing diesel fuel at an astonishing 23,000 psi. This kind of injection, called common-rail, injects fuel directly into the cylinder as a super-fine mist, improving and promoting more complete combustion. Responsiveness is perked up by a large Garrett variable geometry turbocharger that's capable of adding 26.5 psi of boost under maximum throttle. What you get out of the engine is 165-horsepower, which, while some ways down from the 210-horsepower 3.7 litre V6 engine, is made up by 295 lb-ft of mountain-moving torque. A good thing

One thing we're missing out on in North America is a six-speed manual gearbox; North Americans only get the five-speed automatic with O/D lockout to play with. (Photo: Justin Couture, Canadian Auto Press)

to remember when moving heavy vehicles around is that torque is the only engine spec that matters, and despite its compact dimensions the Liberty CRD is hardly a flyweight at 1,953 kg (4,306 lbs).

Surprisingly, for a market that lacks the same high quality, low sulfur diesel, our Liberty CRD pumps the same power figures as the model sold in Europe. One thing we're missing out on is a six-speed manual gearbox; North Americans only get the five-speed automatic with O/D lockout to play with. Interesting factoid: the Liberty Sport's 2.4-litre inline-four is only available with a six-speed manual, and the standard gearbox for the V6 is also a six-speed manual.