Jeep Grand Cherokee Limited Wagon 2008 Review

Jeep Grand Cherokee Limited Wagon

What we liked
>> Compact, prestige feel for an offroader
>> Smooth V8 and auto
>> Convincing highway/offroad capabilities

Not so much
>> It's heavy and thirsty
>> Rear passenger legroom and load height
>> Big turning circle

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW
Since the WH series Grand Cherokee was launched locally in June 2005, it has been joined by a flood of look-alike Jeep models that range from softroader to hardcore offroader. Just as the top-shelf Grand Cherokee range was starting to blend into this clutter, Jeep has just launched its MY08 upgrade to restore some of the Grand Cherokee's stand-alone presence. It deserves it.

The Grand Cherokee was always a hard model to pin down and the latest version is even harder. It has always looked like a rugged but classy family wagon, yet it could challenge several purpose-built offroaders away from the bitumen.

At entry Laredo diesel level, it is a worthy alternative to a wide range of serious 4WD models and softroaders. At Limited level with its vastly improved 4.7-litre V8, it is priced against the top versions of the medium Japanese four-wheel drives yet the driving experience is far more top-shelf with its silky V8 petrol engine and five-speed auto.

But no matter what Jeep says, it is not a direct BMW X5 or Volvo XC90 rival. Neither of these softroad Euros are intended for offroad use, hence their clearance and angles are determined by packaging, not offroad capabilities. Despite the styling upgrades, the Grand Cherokee is still an offroader, first and foremost, hence rear legroom and luggage height cannot be as generous as the softroaders when wheelbase and overhangs need to be tighter for the rough stuff.

The Jeep also carries a massive full-size spare under the luggage compartment (except SRT8) that will get you out of the bush. To maintain approach, rampover and departure angles of which the others can only dream, Jeep has been forced to raise the floor over the spare, which eats into luggage height. For those who don't want a heavy spare hanging off the tailgate or don't want to chance getting back to civilisation on a spacesaver, the Jeep approach could be a real clincher especially when towing.

Where previous Grand Cherokee models tended to float a little on the highway, this latest series is taut and noticeably free from sway while featuring a ride over the worst roads and tracks that is unusually compliant and quiet.

In combination with the upgraded 4.7-litre V8's smooth power delivery and the Limited's long equipment list, the Grand Cherokee's disciplined chassis behaviour and packaging ensure that there is no direct rival at the price.

PRICE AND EQUIPMENT
The Grand Cherokee range now includes the entry Laredo as a 3.0-litre CRD diesel only at $59,490, while the more luxurious Limited starts at $64,990 with the upgraded 4.7-litre V8. For $67,990, Limited buyers can then choose between the 3.0-litre CRD diesel or 5.7-litre petrol.

The revised high performance SRT8, due in Aussie showrooms in August, boasts 313kW and 569Nm from its 6.1-litre HEMI V8. At $89,990, this stonking engine underpins Jeep's claim that it is the quickest Jeep ever and the fastest SUV in Australia priced under $100,000. This makes a shootout between FPV's F6X and the SRT8 inevitable despite their very different starting points.

Outside, Chrysler claims there are restyled headlights, grille and front fascia and new alloy wheel styles. Apart from the foglights which have been moved from the main bumper zone out of harm's way into the front spoiler, you would be hard-pressed to tell. The lower front spoiler is now easily removed for offroad work.

There are front and rear parking sensors while a reversing camera is now standard on Limited and SRT8.

The cabin has been freshened-up but only in detail, including an additional cloth trim combination for the Laredo and a second two-tone leather combination for the Limited. The new two-tone instrument panel and softer surfaces are less sombre than before, while the instrument cluster features brighter LED lighting and the Limited a light show that generates chrome-ringed black gauges on start-up. The effect is worth it in terms of legibility.

There is now a tilt and reach adjustable steering column, some extra brightwork and controls on the steering wheel, new cupholders and leather-wrapping for the Limited's handbrake.

The Limited also gains a touch screen and the 20G hard drive MyGIG CD/DVD/HDD/MP3 system as standard, while the controls for the Boston Acoustic sound system are integrated into the touch screen. Jeep claims you can load 100 hours or more than 1600 songs into the system -- the iPod is redundant already in this automotive context!

Hill Start Assist and Hill Descent Control which operates in Neutral and Reverse then maintains different speeds in every forward gear while in Low Range, are both new to every Grand Cherokee model, but not available on the SRT8.

Given the Grand Cherokee's 3500Kg towing capacity (1585kg for SRT8), the new Trailer Sway Control is a big advance. Along with rain sensing wipers, ESP and ABS with rough road detection, these extra functions add even more to one of the most comprehensive safety packages on and offroad at this price.

Vision is exceptional, aided by the clever tilt function for the rear seat headrests that also operates automatically when the rear seat backs are folded.

MECHANICAL
When the Grand Cherokee is a hefty 2135kg (an asset if you are towing), the previous 4.7-litre V8 was overwhelmed. Because it no longer has to work as hard, Jeep can claim a five per cent improvement in fuel economy while delivering a 30 per cent power increase and a 10 per cent boost in torque.

Changes to the 4.7 include twin plugs per cylinder, higher compression ratio, better gas flow in the cylinder-head ports and a new valve-lash adjuster system. A new cam design helps deliver a smoother idle while a lightweight piston/rod assembly and drive-by-wire throttle makes it feel livelier. Belt noise is cut by lowering the accessory drive speed.

The result is 223kW at 5650rpm and 445Nm at 3950rpm with an urban fuel consumption of 19.2L/100km and a highway 10.9L/100km for a combined figure of 13.9L/100km.

Although the engine is noticeably livelier and more frugal, the combined figure can be misleading. The V8 needs to be worked around town to get the GC's hefty weight up to speed. Even if the optional 5.7-litre V8's 240kW and 500Nm make lighter work of it, the fuel usage is heavier.

Compared to the 5.7-litre's urban 21.6, highway 12.1 and combined 15.6L/100km, the 4.7-litre is now a better compromise when it closes the gap in power and torque. The consumption figure, however, provides some insight into why Chrysler has hooked-up with some of the best LPG conversions in the country. See more here in our news section).

The diesel's 160kW at 4000rpm and 510Nm at 1600-2400 make for an interesting comparison when its urban 13.1L/100km is much closer to the highway 8.6L/100km for a combined 10.2L/100km.

Jeep's 0-100km/h figures now place the 4.7-litre just in front of the diesel (8.9sec compared to 9.0) while the 5.7-litre V8 has it covered at 7.4.

The SRT8's 313kW at 6000rpm and 569Nm at 4600rpm from its 6.1-litre V8 boosts fuel consumption to 21.8L/100km urban, 12.6L/100km highway and 16.1L/100km combined. We've outlined the SRT8's unique features here.

The Grand Cherokee also offers the Off-Road Group Option for $2000 which would have to be one of the best value spends at this level delivering the Quadra-Drive II system with its active transfer case and three limited-slip diffs.

Jeep claims it offers "best-in-class tractive performance" and combines it with all-terrain tyres and skid plates for fuel tank, transfer case and front suspension along with two front and one rear heavy-duty tow hooks. For two grand, you wouldn't leave town without it!

ON THE ROAD
With the Carsales Network the first to grab the new Grand Cherokee (more here) when it arrived Down Under, we organised our own test program which included our standard seven-day test route over which we have already run the V8 versions of the Volvo XC90 and BMW X5 (along with most other softroaders). We also ran it through sections of our offroad route which on this occasion was wet.

The first finding to quickly emerge was that the Grand Cherokee Limited 4.7, despite its offroad focus, drove well over the tight, sealed mountain roads thanks to its precise rack and pinion steering and well controlled weight transfer. The comfortable ride over broken or unmade surfaces and lack of sway in an offroader at this price came as a surprise. It has that sublime prestige feel that was once only the preserve of a Range Rover.

It is a big machine when placing it on narrow roads and tracks yet it doesn't feel that way from the driver's seat. The commanding view, enhanced by plenty of adjustment in the driver's seat and steering column, allows the driver to place the vehicle with uncanny accuracy.

This vision is also an asset with the nose almost buried in the ground while negotiating the steep descents that this vehicle makes so easy with its new Hill Descent function. Despite plenty of provocation over drops and gullies, it refused to scrape in most situations.

Jeep's claim that the body shape was designed to protect the sides from road debris might well be true when the Grand Cherokee emerged cleaner than expected after a long drive through wet, yellow clay.

Even with the road tyres filled with mud, the Grand Cherokee's electronic systems kept it unwaveringly on its course as the slippery ruts and soft mud tried to throw it into the surrounding trees. It was an uncanny feeling as the vehicle was thrown from side to side then the giant electronic hand would catch it and return it back on course with little effort from the driver.

The articulation of the front and rear suspension provided some interesting comparisons. While it was relatively easy to lift one of the independently-suspended front wheel off the ground, the live rear axle would travel through amazing lengths to stay on the ground. Repeated attempts to bring it to a stop with a front and rear wheel clear off the ground failed as the 4WD system would barely allow any loss of traction before drive was transferred to the wheels still on the ground and continue as if nothing happened. The lack of body twist was noticeable.

Our tester featured the standard Quadra-Trac II System. The optional Quadra-Drive II would turn it into an even more formidable all-terrain luxury ride.

On hilly or winding sealed roads, the manual sequential shift, which works from side to side in a Mercedes-Benz pattern, is essential as the small V8 needs to be kept on the boil to deliver its best. There is just no quick way off the line or out of a tight uphill corner when a 3950rpm torque peak and 2135kg take a moment to be reconciled. Once on the move, there is fun to be had while extracting the best out of it.

Left to its own devices, it can sometimes feel sluggish as the auto can't always anticipate the need for instant revs, probably in the interests of fuel economy.

The live rear axle, with its long travel and plenty of compliance, doesn't seem to be a disadvantage even when cornering. Dual-piston brakes front and rear make light work of any descents while the ESP was rarely intrusive, despite provocation on some loose surfaces. The ABS was particularly good -- not a given when some overseas systems don't always translate this well in the Aussie context.

If you were really loading up, the shallow rear cargo area could make a difference but it is a small price to pay when its helps deliver another dimension of 4x4 travel simply not available on the softroaders. The main drawback of this offroad focus, apart from the weight, is the hefty 11.8m turning circle.

Fuel consumption over the 350km test varied from 15L/100km in a mix of stop-start city and occasional freeway use to a peak of 17L/100km in the offroad work. Given its toughness and what it can do, this is not excessive.

Whether the Grand Cherokee is the right vehicle really depends on whether you can exploit its extra toughness and towing capabilities often enough to cop the bill for the extra fuel in between. Even so, it is still a neat and indulgent way of cruising around town, due in no small part to the silky and much improved V8.

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