Jeep Grand Cherokee Trackhawk 2017 Review

There’s been a lot said about Jeep’s on again, off again (for Australia) Grand Cherokee Trackhawk. But the good news is it’s (almost) here – and, it’s properly fast.

Claimed by its maker to be “the world’s quickest and most powerful SUV”, it boasts a 0-100km/h figure that outguns the likes of big-name, big-power SUVs -- including the Audi SQ7 (4.9sec), Bentley Bentayga W12 (4.1sec), BMW X5 M (4.2sec), Mercedes-AMG GLE 63 (4.2sec), Porsche Cayenne Turbo S (4.1sec) and Range Rover Sport SVR (4.7sec).

Jeep says the all-electric Tesla Model X P100D (3.1sec) is a crossover, not an SUV, and therefore not a rival…

Still, with a 0-100km/h claim of 3.6sec, and a top whack of 290km/h, it’s significantly quicker – and cheaper – than all of the its conventionally-powered rivals.

It runs 0-400m in a staggering 11.6sec, with a terminal speed of 186km/h, and uses the same ballistic 6.2-litre supercharged HEMI V8 found in Dodge’s Charger and Challenger SRT Hellcat muscle-cars.

To clarify, the Jeep outputs 6Nm less than the Hellcat muscle-car twins owing to revised intake and exhaust plumbing (at 527kW/874Nm).

It’s also just as quick to stop, hauling from 96.5km/h (60mph) in 34.7m; but more on that in a minute.

About that donk…
For the Aussie market, the Trackhawk’s mill nearly compares to the same-displacement 474kW/815Nm Chevrolet Corvette-sourced unit found in HSV’s swansong GTSR W1. Nowhere else in the Aussie marketplace is such potent supercharged V8 power available.

The technology offered is comparable to the HSV, and for Jeep includes a cast-iron block with forged-steel crank and induction-hardened bearing surfaces said to withstand firing pressures of nearly 1600psi.

That’s the equivalent of five Jeep Cherokees standing on each piston every two revolutions! To make sure it’ll last, the engine was bench-tested at speeds of 13,000rpm.

High-strength, forged-alloy pistons are married to powder-forged connecting rods with high-load-capacity bushings and diamond-like, carbon-coated piston pins. The aluminium-alloy heads are heat-treated to improve thermal conductivity, while the hollow-stemmed, sodium-cooled exhaust values and “special alloy” headers withstand temperatures as high as 900 degrees Celsius.

The twin-screw supercharger feeds 2380cc of air per revolution, and incorporates charge-air coolers and an electronic bypass valve to regulate pressure at a maximum of 11.6psi.

The rotors themselves run at up to 14,600rpm and are coated with what Jeep says is a “proprietary formula of polyimide, Teflon and other resins to allow tighter clearance, improve performance, and help mitigate wear”. The entire supercharger unit is sealed for life.

Air is drawn from an inlet where the passenger-side fog light would usually reside feeding a 92mm throttle body. The air is cooled via a new, low-temperature cooling system comprising a pump, reservoir, and heat exchanger which aim to keep intake air temperatures below 60 degrees Celsius while enabling air flow of up to 30,000 litres per minute – or 4500 litres less (per minute) than the GTSR W1.

Fuel is supplied by two high-flow, multi-mode electric pumps.

Launch. Control.
Jeep toughened much of the Grand Cherokee’s driveline componentry to handle the added torque on offer. The standard paddle-shift-equipped TorqueFlite eight-speed automatic transmission is bolstered to improve shift response and feel, while also remaining reliable enough to withstand hard starts – yes, it is launch control-equipped – and kick-down events.

The shift map alters continuously according to throttle input and road resistance, and in Track mode can swap cogs as quickly as 160ms.

Like the Grand Cherokee SRT on which it is based, the Trackhawk also runs on-demand all-wheel drive via Jeep’s six-mode Quadra-Trac system (Custom, Auto, Sport, Track, Snow and Tow).

It includes an electronic limited-slip rear differential and a single-speed active transfer case, the latter enhanced by forged steel chain sprockets and a wider chain for added strength and durability. Drive is altered front-to-rear between 50:50 and 30:70 depending on mode.

Remaining on the durability front we find a strengthened rear drive shaft and rear axles, a tougher rear differential housing, revised ring-and-pinion tooth geometry, and new four-point axle mounting set-up for better load distribution, additional torque capacity, and, you guessed it, overall durability.

Torque is delivered to the rear wheels via new ultra-high-strength low-alloy vacuum melted steel half-shafts with upgraded eight-ball outboard constant velocity joints.

The 20-inch alloy or optional forged aluminium wheels – shod in 295/45ZR Pirelli Scorpion Verde All-Season tyres (P Zeros are available optionally and will be standard on Aussie Trackhawks) – are held to the ground via lowered independent suspension and adaptive Bilstein dampers all round. The steering is electrically-assisted.

As touched on earlier, and unique to the Trackhawk, are the largest front brakes ever offered on a Jeep, the 400mm two-piece vented Brembo rotors arrested by six-piston, yellow-painted callipers. At the rear we find four-pot clamps on 350mm rotors.

The anti-lock brake system, stability and traction control systems are all specially calibrated for the Grand Cherokee Trackhawk.

Torqued up. Tarted up. Tech’d up
The Jeep Grand Cherokee Trackhawk is recognised by body-coloured wheel flares and side-sill cladding, and a sculpted bonnet with dual heat extractors. The seven-slot grille sits between adaptive bi-xenon headlights and LED DRLs each set against a gloss black background unique to the model.

As we noted earlier, fog lights are absent on the Trackhawk owing to air intake and cooling provisions.

At the rear the Trackhawk is distinguished by a gloss-black valance housing 4.0-inch black-chrome quad exhaust outlets. The note is nothing short of NASCAR angry.

The tailgate incorporates a Trackhawk nameplate on a liquid chrome outline and matte black background, joining a pair of Supercharged badges on the front doors.

The Trackhawk is available in nine exterior colours.

Of course the Trackhawk’s interior is every bit as sporty. Premium soft-touch materials are found in droves, garnished by light black chrome and carbon-fibre spear accents.

A 7.0-inch driver instrument display sits front and centre on the instrument panel, the tach set to the middle and 200mph (322km/h) speedo to the left.

The familiar Grand Cherokee centre stack is updated with an 8.4-inch Uconnect touch-screen infotainment array that includes Apple CarPlay, Android Auto, and Trackhawk-specific Performance Pages.

These show an assortment of performance timers and gauge displays, and engine dynamometer function, downloadable via USB.

Then, there’s the three-spoke flat-bottom steering wheel, Nappa leather and suede heated and cooled seats, and optional dual-pane panoramic sunroof and red seatbelts.

Active noise cancellation continues to feature on the equipment list, as does a choice of two audio systems, the highlight of which is a harmon kardon 19-speaker, twin subwoofer powerhouse (to be standard on Australian models).

Safety gear includes adaptive cruise control with stop-functionality, advanced brake assist, blind-spot monitoring, rear cross-traffic alert, forward collision warning with crash mitigation, front and rear parking assist, lane-departure warning and a reversing camera.

Street sleeper
The untrained eye mightn’t spot the differences between the Grand Cherokee Trackhawk and its SRT derivative – which depending on where you sit is a good thing.

This isn’t outlandish and overly done. It doesn’t have garish spoilers and ostentatious body stripes. In fact, we reckon it’s about as restrained as Jeep could have possibly made it. At least until you fire it up.

Hitting the starter will remove any doubt that the Trackhawk isn’t a seriously powerful beast. Prod the throttle and the reality of those astonishing power figures is made instantaneously and abundantly clear.

This isn’t an SUV for the foolhardy; and it quickly lives up to every last one of its maker’s performance claims.

Yet the Trackhawk achieves its speed with remarkably civility. On road it’s placid and mostly very quiet. There’s no engine or exhaust drone when cruising, just a modicum of tyre hum at highway speeds.

It’s no harder to pilot than the regular Grand Checker, either, and is surprisingly refined in terms of ride comfort – the only distraction that the front-end’s uber-wide rubber tends to tram track slightly over the creases and ridges of poorly maintained roads.

Oh, and that the trip computer sits a fair way above what most would call respectable. On a sedate country run, we managed a best of 13.4L/100km.

But the reality is that getting a 2500kg SUV to accelerate, ride, handle, steer and stop in a way that also delivers on the promise of a decent drive is nothing short of remarkable – especially considering the relatively modest asking price.

Relative to its rivals the Grand Cherokee Trackhawk is the bargain of the decade; and on the racetrack we think it would also shame many a big name rival – a comparison we can’t wait to host.

The Grand Cherokee Trackhawk’s straight-line acceleration is nothing short of neck stretching, and with the use of launch control we had no trouble matching the manufacturer’s 0-100km/h claim.

It’s an urge that’s matched on corner exits, too, propelling the hefty beast rapidly at the next bend, and aiding in ‘steering’ your intended line as the laws of physics seek to wrestle that high-riding frame clear of your grasp.

More than most vehicles with the power of a WWII fighter plane, the Trackhawk rewards smooth lines. This isn’t an overcooked hot hatch and its limits must be respected. Driven properly it’s an absolute hoot.

The best part is that it’s a better balanced vehicle than even we gave it credit for. And though its weight is apparent, a lift of the throttle will correct understeer easily, and a sharper lift promote oversteer.

It’s brilliantly easy to modulate, even with the electronic nannies dialled back, and with tenacious all-wheel drive traction, can rip itself back on line as adroitly as any of the competitors we listed above – with or without torque vectoring.

We were blown away by how well modulated the Trackhawk’s brake pedal was, and astonished by the stopping power offered. Considering the severity of the track’s change in altitude, and the speed carried, the performance and endurance of the brakes is really something else. A bit like the fuel economy, really…

On track the Trackhawk finished the afternoon with the display showing 6.7mpg. A quick conversion brings that to a metrified – or should that be a mortifying – figure of 35.1L/100km!

Back-street brawler
The hype preceding the Trackhawk’s arrival was mega – as mega as it deserved to be.

On the performance front, Jeep’s new halo car delivers on not only its promises, but also on our expectations. And, straight-up, we’re pretty chuffed that it has.

Now we’re not saying it’s perfect, or that it’s a substitute for a track-ready sports car. But like a back-street brawler taking home the heavyweight crown the Grand Cherokee Trackhawk feels like its earned its time in the sun; and if that’s not enough to put the wind up Europe’s finest, we don’t know what is.

2017 Jeep Grand Cherokee Trackhawk pricing and specifications:
Price: $140,000 (estimated) / $160,000 (estimated, Launch Edition)
Engine: 6.2-litre V8 supercharged petrol
Output: 527kW/874Nm
Transmission: Eight-speed automatic
Fuel: 18.8L/100km (estimated) / 24.3L/100km (average as tested)
CO2: TBC
Safety rating: Five-star ANCAP