Jeep Grand Cherokee 2005 Review

What we liked
>> Refined, car-like handling
>> Bigger, with little weight gain
>> Diesel powertrain option, etc

Not so much
>> Tight rear legroom
>> Thirsty V8s
>> LHD switchgear/handbrake lever

OVERVIEW
The local arm of the American brand (now firmly entrenched within DaimlerChrysler) is bouncing back with some enticing new models, from the sporty Crossfire and SRT-6 derivatives to the soon-to-be-released 300C luxury sedan.

The third-generation Jeep Grand Cherokee is the latest arrival in the Chrysler stable. New from the ground up, Jeep's 'flagship' SUV is a significant but not radical departure from the previous two generations, which have sold around 17,000 in Australia since 1996.

Changes to the big Jeep include an edgier body design, more comfortable interior, safety and mechanical upgrades designed to improve the Grand's on-road manners whilst staying true to Jeep's 'Trail Rated' off-road promise.

Responding to customer demand for more car-like SUVs, Chrysler used BMW's X5 as the benchmark for the design and engineering of the latest Grand Cherokee. The result, not surprisingly, is a distinctly more European feel, from the uncluttered, chiselled styling to the more responsive, car-like handling.

Throw in firmer suspension and seating, crisper rack-and-pinion steering and a whisper-quiet interior and, though not quite a Porsche Cayenne, it's a far cry from the softly-sprung American buses of the past.

Built in Austria, the five-seater family wagon comes with more choice than ever, including three engines -- two powerful petrol V8s and an economical V6 turbo diesel -- two hi-tech four-wheel drive systems, five-speed automatic transmissions, and two equipment levels.

Despite some additional features pricing has remained steady, starting at $56,490 for the 4.7lt V8 auto Laredo. The 3.0lt V6 CRD diesel Laredo begins at $59,090, while a fully-loaded Limited with 5.7lt Hemi V8 costs $71,990.

FEATURES
With its trademark seven-slot grille and flared guards, you won't mistake the latest Grand Cherokee for anything but a Jeep. Subtle exterior restyling includes new Mercedes-Benz style headlights, a higher beltline and slightly lower stance for a more aggressive look. Other nice touches include chrome side mouldings (on Limited versions), big 17-inch wheels, and integrated rear foglamps.

Chrysler has taken the restrained, Euro-theme even further with a sombre palette of exterior colours, to match the similarly low-key interior. With their various shades of silver, black and grey, our convoy of Jeeps on the launch drives in Western Australia (Petrol V8s) and the Victorian High Country (Diesel V6) could have been straight out of a scene from the movie 'In the line of Fire.'

The new Grand Cherokee is bigger, lower and wider than the previous model, with a 90mm longer wheelbase, 139mm extra length, 24mm lower body height and 12mm extra width, which translates to slightly more elbow room for rear seat passengers. Despite the growth in size, it's gained just 40kg overall.

The 'entry-level' Laredo comes well equipped with cloth trim, power windows and mirrors, cruise control, electrically-adjustable driver's seat, trip computer, in-dash CD player, and adjustable roof rails.

Step up to the 'Limited' and you also get heated leather seats, special 17-inch alloy wheels, power folding exterior mirrors, woodgrain trim, 'memory' seats, leather-wrapped steering wheel, rain-sensing wipers, rear park assist, and six-speaker Boston Acoustic system.

The options on the Limited model include are metallic paint ($370), skid plate package ($166) and electric sun roof and security glass package ($2700).

COMFORT
Gone are the plush, bulky front seats of the previous Grand Cherokee -- dubbed by one Chrysler executive as 'American sofas' -- replaced by firmer, better contoured, Mercedes-Benz-style pews. Not only do they provide more lateral and thigh support they're also very comfortable over the long haul.

With the aluminium bonnet set lower the view ahead from the driver's seat has improved, although the bulky A-pillar -- fitted with handy grab handles -- still blocks some forward vision. To help find a comfortable driving position the power-assisted driver's seat is fully-adjustable although the steering column is not adjustable for reach.

Chrysler paid particular attention to NVH (noise, vibration and harshness) as well as aerodynamics during the design of the latest Grand Cherokee, and it shows. Even while cruising along the bitumen at 130km/h-plus in the Hemi, there's very little wind or tyre noise to disturb the peaceful interior, or interrupt the superb sound from the Limited's Boston Acoustic system.

The code of silence is not broken if you opt for the CRD oiler, either. This is an amazingly refined diesel - the very same engine that will power the diesel versions of Mercedes soon to be release ML range.

Overall the cabin is spacious, practical and well-laid out, and solidly built with no squeaks or groans in any of the test vehicles we tried. It loses marks in ergonomics, however, with the trip computer buttons on the centre console and park brake both located too far from the driver's reach; a legacy of its origins as a left-hand drive vehicle. The information display before the driver is also hard to read, especially in sunlight.

While there's adequate room for three in the rear, taller adults might struggle with legroom and feel a bit cramped with three abreast. The 60:40 split rear seats fold down to further increase an already substantial cargo space that should satisfy the load-carrying requirements of most family holidays or trips to Ikea. There's also a nifty fold-away table in the rear compartment.

SAFETY
The Grand Cherokee has also lifted its game in regards to safety, with a host of electronically-governed active safety features that step in unobtrusively when required to help keep things under control. Th electronic nannies include stability and traction control, electronic throttle control, anti-skid brakes, and electronic roll-over mitigation.

Other handy safety features include a tyre pressure monitor and halogen headlights that are 40 per cent brighter than the previous spotters.

If all else fails, there's also four airbags fitted including full-length side curtain bags.

Reflecting its greater emphasis on safety, the Grand Cherokee has already received a five-star safety rating in the US for frontal and side-impact crash protection.

MECHANICAL
Two petrol engines, both V8s, are on offer. The 4.7lt SOHC V8 is carried over from the last generation Grand Cherokee (about the only component that is) and produces 170kW of power at 4500rpm, and 410Nm of torque at 3600rpm. If that's not enough grunt, there's also a 5.7lt pushrod Hemi V8, which packs 240kW at 5000rpm and a whopping 500Nm at 4000rpm for scintillating off-idle acceleration and stress-free overtaking.

Both these power plants propel the 2200kg Jeep from standstill to highway speeds with impressive ease and accompanied by a stirring V8 rumble as the revs rise. At 7.4secs, the Hemi is almost two seconds faster to 100km/h than the 4.7lt.

The Hemi V8 also features MDS (multi-displacement system) which will automatically shut off four of the engine's cylinders during steady or low speeds to conserve fuel. Chrysler claims this reduces the amount of premium unleaded used by up to 20 per cent; handy when fuel consumption around town for the big V8 could easily exceed 16-litres/100km.

The diesel option is (as noted above) a Mercedes-Benz-sourced 3.0lt V6. This new generation engine features Bosch's latest high-pressure common rail direct fuel injection, variable geometry turbocharger and four valves per cylinder. It complies with the latest Euro 4 emissions standards and while claimed power is a modest 160kW, there's a stump-pulling 510Nm from 1600-2700rpm. Indeed, consult the torque graphs and you can see the CRD engine has a whopping 450Nm at just 1000rpm.

Progress is quick with this sort of twist available -- the 3.0lt diesel will sprint to 100km/h in a 4.7lt V8 beating 9.0secs.

Both petrol engines are hooked up to a smooth-shifting five-speed automatic transmission, with a sequential manual function, while the diesel engine gets a specially-developed five-speed auto with Benz-style side-to-side manual shift mode.

Underneath, the front suspension is all new and now fully independent (replacing the live axle), while a five-link design replaces the old three-link at the rear. Variable ratio rack-and-pinion steering also replaces the old recirculating ball system, there's bigger disc brakes all-round, while towing capacity is 3500kg.

Two full-time, four-wheel drive systems are available; both capable of sending the Grand Cherokee well off the beaten track. Quadra-Trac II -- fitted to the 4.7lt V8 -- features a two-speed transfer case that directs torque to the wheels with most grip as well as a low-range ratio for extreme driving conditions.

The more advanced Quadra-Drive II, fitted standard to diesel, Hemi V8 and Limited versions, uses Electronic Limited Slip Differentials (ELSD) at the front, rear and centre to deliver the utmost in off-road traction.

COMPETITORS
Grand Cherokee faces stiff competition from a number of impressive entrants in the large, luxury SUV market. Chrysler views the BMW X5, Volkswagen Touareg and Volvo XC-90, all of which have varying off-road ability, amongst its main competitors. Within this bunch DaimlerChrysler claims it's got the edge in regards to outright torque and towing ability, although on-road performance might be a different story.

If it's a V8 you're after, the Grand Cherokee shapes up well on price if not specification, with bent-eight versions of the X5, Touareg, and Mercedes ML, all costing in excess of $100,000 on the road.

Other similarly-sized cross-over vehicles to consider include Honda MDX and Lexus RX330, although these are only available with six-cylinder engines and are limited in their ability to head off-road.

Amongst the real bush bashers, there's old favourites like the Land Rover Discovery, Toyota Landcruiser and Nissan Patrol, all of which come with V8 performance and compare favourably on price and features.

The diesel Grand Cherokee is also a compelling equation. Kicking off at $59,090 the Laredo-spec CRD compares favourably in terms of equipment, pricing and performance against the likes of X5 3.0d ($84,300), Touareg R5 ($69,990) and Discovery TdV6 ($64,650). According to Jeeps figures, the CRD is the fastest of the bunch and only the X5 is more frugal.

ON THE ROAD

Australian V8 launch
Broome, WA
July 2005

You don't need long behind the wheel of the new Grand Cherokee to realise the significant advances that have been made to the big Jeep's all-round ability. The launch drive from Broome to Fitzroy Crossing in Western Australia revealed the big Jeep's new found confidence over a variety of road surfaces and conditions.

Whether ploughing through super-soft sand along Cable Beach or hammering hard over some deeply rutted and heavily potholed dirt roads through the Outback the Grand Cherokee didn't skip a beat. Although the ride is firmer, thanks to the European-tuned suspension on all Australian vehicles, all but the harshest undulations are soaked up with little fuss.

While it still feels big and bulky in tight corners, the stiffer chassis, wider track and better-controlled body gives the Jeep a much more secure feeling at speed. The steering is still light but more responsive to driver input while a tight turning circle ensures easy parking.

While the 4.7lt V8 continues to impress, the Hemi is a step up in refined aggression, with seemingly always plenty in reserve when the need arises. At $5500 more than the 4.7lt, it's an enticing proposition for those with heavy-towing requirements or just a penchant for lusty V8s. The only downfall is the extra thirst that under heavy loads will rapidly empty the 77.7-litre tank.

All up, the third-generation Grand Cherokee impresses as a fast, all-terrain, all-weather vehicle. With much improved road manners to go with its rock-hopping reputation, it adds up as a more attractive proposition for those who spend most of their time on the bitumen.

Australian CRD launch
Falls Creek, Vic
August 2005

The first thing that strikes you when you turn the key of the CRD is the noise - or rather lack of it. This is a remarkably quite vehicle - diesel engined or otherwise. Indeed, you're hard pressed to pick the common-rail V6 as a diesel. It's only under load at about 1200-1400rpm that a smidgen (and it's just a smidgen) of diesel rattle escapes.

About the noisiest thing about the CRD launch, about from the journos whinging about the cold (and snow!) were the cars' aggressively treaded all-terrain Wrangler rubber. Jeep sales chief Brad Fitzsimmons explained most Grand Cherokees cars would arrive with tamer all-weather Goodyears. For the record, we weren't fazed by the subtle tunes of the tyres - and they proved capable in off-road conditions.

The CRD's performance is strong off the line and overtaking is strong in the 90-125km/h range - at least in the lightly loaded two-up trim we drove the car in. Equally on some of the steep inclines we tackled in four-wheel-drive, the CRD just kept on trucking. It'll take more than a little old hill to stop this Jeep.

Build quality while improved on the last generation still has some minor niggles. The dash has some large plastic surfaces which are well executed. It's where these meet the components of the centre console stack that needs a little attention.

The diesel features a bespoke five-speed transmission with lower gearing and a sharper final drive ratio. In low range this translates to a reasonable reduction in first for long downhills. Hard core off-roaders will probably want even more (and a bit more ground clearance) but it strikes a happy medium given the car's target market. Just don't think about trying to use low second on anything too steep - there's a reasonable step in the gearing. Also it pays to be prepared - selecting low range requires neutral and a stationary vehicle. Once in low a hill holder is activated.

Though the off-road section of the drive was not extreme, the CRD romped through it - an indication there was plenty in reserve. That said, it wasn't the most frugal oiler we've tested. ON the road we registered 12.3lt/100km with the consumption increasing around 2.5lt/100km on the mixed terrain loop. Over 500NM of torque can't be accessed without expending some hydrocarbons. And compare the above figures to what the V8 petrols are likely to register. Trust us, they're not in the hunt.

Jeep expects around 45 per cent of its Aussie Grand Cherokees buyers to opt for the CRDs. If our first impressions are anything to go by, that percentage will increase markedly. While the Hemi is undoubtedly a blast to drive, the CRD is the Grand Cherokee to own.