Jeep Grand Cherokee Overland 2012 Review

Price Guide (recommended price before statutory and delivery charges): $69,500
Options fitted to test car (not included in above price): Nil
Crash rating: Four-star ANCAP
Fuel: 91 RON ULP
Claimed fuel economy (L/100km): 14.1
CO2 emissions (g/km): 329
Also consider: BMW X5 (from $92,100); Mercedes-Benz M-Class (from $81,400); Range Rover Sport (from $100,400); Toyota Prado ($55,990)

Trying to find a natural competitor for Jeep’s top of the line Grand Cherokee Overland is like walking in to a certain, recently established German supermarket chain: Most of the goods are there, but the prices are a bit out of kilter with what you normally expect.

Knowing what car-makers are often like, it would have been no surprise at the latest generation Grand Cherokee’s Australian launch in early 2011 if the company had not cited BMW’s X5, the Range Rover Sport and Mercedes-Benz ML series as its market targets, at least for the top of the range Overland model.

A quick look at the specifications and equipment – all-independent air suspension, variable-displacement V8 engine, multi-mode all-wheel drive traction control, seven airbags (although it only scores four ANCAP stars), blind spot monitoring, reversing camera, high beam assist, satellite navigation, full-length glass sunroof, heated, power adjusted steering wheel, heated and ventilated front seats with eight-way power adjustment, heated rear seats, power tailgate, bi-Xenon headlights with auto dipping, keyless ignition, adaptive cruise control, nine-speaker, 506 Watt Alpine audio – suggests there is not a lot wanting in the X5-size, US-built 4WD.

This is particularly so when you look at the big Jeep’s dynamic abilities and compare them with previous Grand Cherokees. It might not quite be the benchmark premium SUV as claimed at the 2011 Australian launch, but it nevertheless sits pretty well with established contenders such as the X5, Range Rover Sport and Mercedes-Benz ML-class. Astonishingly well when you consider the pricing, which places it well below any of those, or even top-line Japanese 4WDs such as the Toyota Prado. Offshore Chrysler offices must have extraordinary pull because Australia has been able to extract amazing pricing largesse from the headquarters in Michigan.

To appreciate the Grand Cherokee Overland though, it is probably best to leave pricing, preconceptions and comparisons with others behind. The big American speaks for itself.

Revisiting the Grand Cherokee for the first time since the original burst of activity in 2011 confirms the reasons for its runaway success in Australia. Apart from the extraordinary pricing, the Overland is impressive for its packaging, on and offroad abilities and the big leap forward in terms of perceived quality.

The high-waisted, angular styling contains enough Jeep cues to make its origins unmistakable, sufficiently restrained so it can park comfortably alongside premium SUVs, but bulky enough to command respect.

The interior remains a big step beyond previous Grand Cherokees with an abundance of soft-touch surfaces, generally neat and clean design, and plenty of stretching space front and rear. The generously-dimensioned, eight-way power adjusted front seats offer substantial cushioning and the rear seats – with slightly less cushion comfort – provide easily adequate legroom for tall passengers.

For the driver there is plenty of gadgetry to get accustomed to, although that doesn’t take long after a quick read of the owner’s manual. The largish, thick-rimmed, power adjustable and heated steering wheel is redolent of US-inspired design and the foot-operated parking brake looks as if it has come straight out of a Mercedes-Benz. Which it could have, given the once cosy relationship between Chrysler and Mercedes-Benz a few years ago.

Looking at the way the interior has been put together confirms the company has come a long way in terms of finesse. There are none of the glaring gaps, clunky switches or tacky materials once associated with US-built vehicles.

And the practical nature of the big Jeep is evident in things like the single-action rear-seat folding (pioneered by the smaller Cherokee model in the early 2000s and now used by a number of car-makers), the yawning aperture left as the big tailgate powers its way open and the “compact” 245/65R18 steel spare that now sits under the luggage compartment floor. All-up, the Grand Cherokee will take 1554 litres of luggage, or a very respectable 782 litres with the seats up and ready for passengers.

Passengers get a good deal in the Grand Cherokee, and so does the driver even if it is not as yet an X5 on the open road.

The big steering wheel operates through well-weighted power assistance and is hampered only by a slightly lazy ratio that requires not a lot less than four turns to swing from lock to lock. The big 205/50R20 tyres keep the 2400kg-plus Overland on track, but drivers more accustomed to regular sedans will take a little while adjusting to the extra arm action required when turning corners. That said, the Jeep’s steering is accurate - and generations ahead of the vague, sloppy manners that once characterised just about every large 4WD.

The ride, courtesy of the top model’s Quadra-Lift air suspension, is about as well controlled as you are going to get, with pitch and bounce sent way into the background. Maybe there is a bit of the initial impact harshness often experienced in air suspension systems but overall the Jeep’s ride is one of its major plus points.

The variable-displacement 5.7-litre Hemi V8 has been given variable valve timing to further help with efficiency and, considering the bulk of the Grand Cherokee (the aerodynamic drag Cd figure by the way is a respectable 0.37) returns reasonable fuel consumption if driven with respect. The official combined figure is 14.1L/100km, which we came close to on test where we recorded an average of 14.7L/100km for most of the time. A burst of city running brought the figure up to 16.0L/100km, which was a fair way short of the frightening urban-cycle figure of 21.1L/100km quoted in the official statistics. The Jeep’s 93-litre fuel tank is a handy thing to have, although it only requires regular unleaded fuel.

A five-speed auto transmission is one of a few shortfalls suffered by the Grand Cherokee when compared with premium SUVs. The normally aspirated V8’s 520Nm of torque overcomes the low ratio count though. Although the maximum comes in at a highish 4200rpm, the big V8 responds with noticeable muscle at lower rpm. And the Multi-Displacement System’s segues from eight to four-cylinder operation on light throttle load completely unnoticed.

The grunt of the V8 and the tough new body structure -- which is 146 per cent better in torsional stiffness than the previous model -- give the Jeep an edge over many in terms of towing ability: It is rated to lug a braked trailer, caravan or boat weighing as much as 3.5 tonnes.

After just 18 months on the road, and a stellar performance on Australian sales charts, the Jeep Grand Cherokee is showing no signs of slowing down. As a freeway express able to subject itself to some real off-roading via its multi-mode Quadra-Lift air suspension -- which, Land Rover style, enables the driver to select the best setting for specific terrain -- it has few peers. And even fewer when its astoundingly competitive pricing is taken into consideration.

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