Jeep Grand CherokeeFerret around the off-road community, and you’ll find a noticeable percentage of the members for whom only one marque will do the business, and the name’s Jeep. And of the models which this manufacturer, now firmly allied to Fiat, produces, it’s the Grand Cherokee that carries the most kudos.The new Grand Cherokee is no mere facelift. Designed on a new platform, the car offers significantly lowered emissions and fuel consumption, with a new 3-litre V6 CRD engine courtesy of Fiat and VM Motori. They also claim “a world-class interior providing luxury, comfort and enhanced safety”.The car is available in two versions: Limited – a name that I’ve always felt does little for their reputation – and Overland. The new look incorporates a high waist line and steeply raked windscreen, but the design language is nevertheless unmistakably Jeep, and instantly recognisable thanks to the classic trapezoidal wheel arches together with the familiar Jeep seven-slot grille. The car is approximately 7cm wider and 7cm longer than the model it replaces, whilst the wheelbase has been stretched by over 13cm to give extra boot space, and more specifically extra rear leg-room. The cargo area offers up to 782 litres (28 cubic feet) of space with all the seats in place – 11% more than the previous model – and the tailgate is power operated on the Overland version.The new engine is a triumph of diesel refinement. Whether you’re on a flowing B-road, zapping down the motorway or pottering around town, the engine is completely unobtrusive, but a 0-60 time of 8.2 seconds illustrates the impressive performance. The first of the Grands I tried was the Overland, which is fitted with sports suspension as standard, and my guess is that most buyers would prefer the softer set-up you’ll get with the Limited. The Overland feels pretty firm on the road, and these days that means bouncy, for English roads are a long way from billiard tables. That aspect aside, the Jeep interior is comfortable and quiet, with little in the way of tyre noise, which is so often a problem with off-roaders.For some Jeep buyers, not too many I suspect, it’s the off-road abilities that will be the big draw. And here the Grand Cherokee lacks for nothing. Its 4x4 system, called Quadra-Trac II, features a two-speed transfer box with low ratio gears and an electronically controlled clutch that allows variable torque distribution. The two-speed transfer case uses input from a variety of sensors in order to determine tyre slip at the earliest possible moment and take corrective action; when tyre slippage is detected, as much as 100% of available torque is instantly routed to the axle with the most traction. Selec-Terrain, also standard on both models, allows the driver to choose from five driving conditions, such as Sand/Mud, Rock or Snow, in order to achieve the best all-terrain driving experience; it’s a sensible and understandable method, though it has to be said that Land Rover have been there for quite a while. In addition to that lot, there are hill assist and hill descent control systems featuring Brake Traction Control Systems on both axles. BTCS uses the brakes to act on any wheel that is slipping, and allows additional torque transfer to those wheels with traction.I tried the car on a reasonably demanding course, with the drive set to 4WD low ratios, Mud/Sand selected on the terrain control, and Hill Descent also selected to take us gently down the steep bits without need of touching the brake. It all worked with unbelievable efficiency, but the aspect that continually surprised me was the turning circle; tight 90 degree bends and even hairpins it negotiated comfortably, when I was convinced that a three-or-more-pointer would be required. For more on the off-road experience check out Tom Scanlan’s piece here.The Grand Cherokee is a large car, so good leg and head room are to be expected. More of a welcome surprise is the adaptability of the luggage area, which features a one-touch mechanism for folding the rear seats (cushion moves with the backrest), and a resultant huge floor that is virtually flat from back to front. The sill is certainly high – you have to expect that with all the 4WD gubbins under the boot – but it’s level with the boot floor, so loading even the heavy stuff should be no problem.There’s a lot to like in the new Grand Cherokee: engine, off-road ability, refinement and sheer presence are all out of the top drawer. It’s pricey, but Jeep likes to compare the price and standard equipment (a very long list) with Volkswagen’s Touareg; with which to get to a similar level you’d need a further seven grand.Size: 4.82m x 1.94mEngine: Diesel: 3.0 litres – 237PSGearbox: 5-speed auto 4WDConsumption: 34.0mpgPrice at July ’11: from £36,795Full details of the Grand Cherokee are available on the manufacturer’s website: www.jeep.co.ukPeter Cracknell – July 2011
Jeep Grand Cherokee
Ferret around the off-road community, and you’ll find
a noticeable percentage of the members for whom
only one marque will do the business, and the name’s
Jeep. And of the models which this manufacturer, now
firmly allied to Fiat, produces, it’s the Grand Cherokee
that carries the most kudos.
The new Grand Cherokee is no mere facelift.
Designed on a new platform, the car offers
significantly lowered emissions and fuel consumption,
with a new 3-litre V6 CRD
engine courtesy of Fiat
and VM Motori. They also
claim “a world-class
interior providing luxury,
comfort and enhanced
safety”.
The car is available in two
versions: Limited – a name
that I’ve always felt does
little for their reputation –
and Overland. The new
look incorporates a high
waist line and steeply
raked windscreen, but the
design language is
nevertheless unmistakably
Jeep, and instantly
recognisable thanks to the classic trapezoidal wheel
arches together with the familiar Jeep seven-slot
grille. The car is approximately 7cm wider and 7cm
longer than the model it replaces, whilst the
wheelbase has been stretched by over 13cm to give
extra boot space, and more specifically extra rear leg-
room. The cargo area offers up to 782 litres (28 cubic
feet) of space with all the seats in place – 11% more
than the previous model – and the tailgate is power
operated on the Overland version.
The new engine is a triumph of diesel refinement.
Whether you’re on a flowing B-road, zapping down
the motorway or pottering around town, the engine is
completely unobtrusive, but a 0-60 time of 8.2
seconds illustrates the impressive performance. The
first of the Grands I tried was the Overland, which is
fitted with sports suspension as standard, and my
guess is that most buyers would prefer the softer set-
up you’ll get with the Limited. The Overland feels
pretty firm on the road, and these days that means
bouncy, for English roads are a long way from billiard
tables. That aspect aside, the Jeep interior is
comfortable and quiet, with little in the way of tyre
noise, which is so often a problem with off-roaders.
For some Jeep buyers, not too many I suspect, it’s
the off-road abilities that will be the big draw. And
here the Grand Cherokee lacks for nothing. Its 4x4
system, called Quadra-Trac II, features a two-speed
transfer box with low ratio gears and an electronically
controlled clutch that allows variable torque
distribution. The two-speed transfer case uses input
from a variety of sensors in order to determine tyre
slip at the earliest possible moment and take
corrective action; when tyre slippage is detected, as
much as 100% of available torque is instantly routed
to the axle with the most traction. Selec-Terrain, also
standard on both models, allows the driver to choose
from five driving conditions, such as Sand/Mud, Rock or
Snow, in order to achieve the best all-terrain driving
experience; it’s a sensible and understandable method,
though it has to be said that Land Rover have been
there for quite a while. In addition to that lot, there are
hill assist and hill descent control systems featuring
Brake Traction Control Systems on both axles. BTCS
uses the brakes to act on any wheel that is slipping,
and allows additional torque transfer to those wheels
with traction.
I tried the car on a
reasonably demanding
course, with the drive set
to 4WD low ratios,
Mud/Sand selected on the
terrain control, and Hill
Descent also selected to
take us gently down the
steep bits without need of
touching the brake. It all
worked with unbelievable
efficiency, but the aspect
that continually surprised
me was the turning circle;
tight 90 degree bends and
even hairpins it negotiated
comfortably, when I was
convinced that a three-or-more-pointer would be
required. For more on the off-road experience check
out Tom Scanlan’s piece here.
The Grand Cherokee is a large car, so good leg and
head room are to be expected. More of a welcome
surprise is the adaptability of the luggage area, which
features a one-touch mechanism for folding the rear
seats (cushion moves with the backrest), and a
resultant huge floor that is virtually flat from back to
front. The sill is certainly high – you have to expect that
with all the 4WD gubbins under the boot – but it’s level
with the boot floor, so loading even the heavy stuff
should be no problem.
There’s a lot to like in the new Grand Cherokee:
engine, off-road ability, refinement and sheer presence
are all out of the top drawer. It’s pricey, but Jeep likes to
compare the price and standard equipment (a very long
list) with Volkswagen’s Touareg; with which to get to a
similar level you’d need a further seven grand.
Size:
4.82m x 1.94m
Engine:
Diesel: 3.0 litres – 237PS
Gearbox:
5-speed auto 4WD
Consumption:
34.0mpg
Price at July ’11:
from £36,795
Full details of the Grand Cherokee are available on the
manufacturer’s website: www.jeep.co.uk
Peter Cracknell – July 2011
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