Jeep Grand Cherokee Diesel 2011 Review
Jeep's great step forward gets a dieselWhat we liked
>> Turbodiesel is muscular and refined
>> Plenty of bang for your bucks
>> Interior is greatly improved
Not so much
>> Test car interior foibles
>> Real verdict will have to wait for onroad testing
Jeep’s newest, the WK Series Grand Cherokee has the brand’s reputation riding on it. Promising better quality and claimed to rival the best SUVs out there in terms of equipment and capability, it will be a litmus test for the bona fides of the resurrected Chrysler Jeep Dodge brand.
Already the PentaStar V6 petrol powered model has gained some strong praise Down Under. Our own international and local launch reviews of the new Grand Cherokee family delivered a ‘thumbs up’. Now it’s the turn for the diesel to hit the roads locally…
Only we still haven’t hit the roads. Jeep Australia chose the sandy tracks of Moreton Island just off Brisbane to launch the new oiler to the local media. While the scenery was spectacular and seemed a world away from the Queensland capital (whose high-rises can be seen from the tops of some dunes), the sandy tracks were barely a challenge for the new GC.
More telling will be the new diesel’s civility and refinement on the urban byways where most of its examples will spend most of their time. We’ll have to wait until a seven-day test of the GC turbodiesel to tick that box…
PRICE & EQUIPMENT
>> Pick your vee
The new Grand Cherokee is offered Down Under in Laredo, Limited and Overland trims levels and the new 3.0-litre V6 turbodiesel CRD powerplant can be had in all. Trim and equipment offers are unchanged at each grade.
Essentially you’ll pay a $5000 premium over the standard Pentastar petrol V6 at both Laredo ($45,000/ diesel $50,000) and Limited ($55,000/diesel $60,000) levels. This is the same premium demanded by the Limited’s 5.7-litre HEMI petrol V8.
In the case of the top-of-the-range $69,500 Overland, you can now opt out of the standard V8 petrol and choose the V6 turbodiesel as a no cost option.
Well-equipped, the GC Laredo comes as standard with cloth trim, 18-inch alloy wheels with 265/60R 18 Kumho Solus rubber, auto-on/off bi-xenon headlights, electrically-heated/adjustable/folding mirrors, dual-zone climate control, cruise control and heated electrically-adjustable front seats for both driver and passenger. Hill descent control and hill start assist are standard.
The Laredo also gets reach/rake adjustable leather-bound steering wheel, trip computer, Bluetooth connectivity, reversing camera, keyless start/entry, tyre pressure monitoring system and a 30-gig HDD/CD/DVD audio system with six speakers.
The Limited steps up to roll on 20-inch wheels (265/50 tyres – also Kumhos) and in addition to the rear camera gets front and rear park sensors.
Equipment highlights include leather seating, rear seat heating and privacy tinted glass. Steering wheel adjustment is powered in the Limited and this variant also boasts an Alpine premium audio system. (Note: in 2011, its anniversary year, Jeep is offering a Limited 70th which steps up the goodies level more but is priced at $63,500 in CRD trim. There are also V6 and V8 versions offered.)
The Overland takes up the mantle as range-topper in the WK Grand Cherokee line-up. It adds a ‘Command View’ panoramic sunroof, powered tailgate, Nappa leather seat trim, ventilated front seats, wood/leather steering wheel and satellite navigation. Blind spot monitoring, rear ‘Cross Path Detection’ and adaptive cruise control are also standard.
But it’s not just extra safety and luxury items that fill out the spec sheet. The range-topper also gets Jeep’s most capable all-wheel-drive system (from Quadra-Trac II full-time dual range system to Quadra-Drive II with rear electronic limited-slip differential) and Quadra-Lift adjustable air suspension.
For more details on both and Jeep’s Land Rover-style Select-Terrain (terrain/drivetrain) customisation system check out the local launch reviews of the petrol models.
Jeep offers an Off-Road Adventure II pack across the WK range. This includes more aggressive rubber, 18-inch wheels, skid plates for fuel tank, transfer case, underbody and front suspension and a shorter axle ratio (3.45 v 3.09) for the electronic rear limited-slip diff. It’s aimed at those who are keen to test their GC’s mettle with serious offroading and is priced from $650-1950 depending on the model.
Quadra-Lift air suspension is also offered as an option on Laredo ($2500) and Limited ($3250). While the Overland’s powered tailgate is available on Limited models as part of the $3250 Luxury II pack. This pack also includes satnav and the Overland’s heated steering wheel. A must for snow bunnies, surely…
The focus of this review is the new diesel engine – for packaging, safety and other categories check out our first drive reviews of the petrol versions via the links above…
MECHANICAL
>> All-new heart
At the heart of the GC CRD models is a new 3.0-litre, 60-degree common-rail direct-injected V6 turbodiesel developed jointly by Italian diesel specialist VM Motori and Fiat Powertrain.
The new engine replaces the Daimler-sourced 3.0-litre V6 of the outgoing Grand Cherokee and is claimed to be cleaner, lighter and more efficient. Power is boosted from 160-177kW and torque has increased from 510-550Nm, and is delivered across a wider (but slightly higher) rev range --1800-2800rpm versus 1600-2400 for the Benz diesel.
Jeep says combined fuel figures have been trimmed from 10.3L/100km to 8.2. And there’s more to come -- currently fitted with the same five-speed auto transmission as its V6 Pentastar stablemates, the CRD version will eventually get a new eight-speed automatic transmission. Gone are the days when you could consider Jeeps as agricultural.
Jeep says the new turbodiesel engine is fitted with Fiat’s latest-generation MultiJet II direct-injection technology. Featuring ultra-high pressure (1800-bar) injectors, the system was developed and patented by Fiat Powertrain and made its debut in 2009 on Fiat passenger cars. It uses multiple injection cycles to each cylinder to reduce emissions and maximise efficiency.
The new Euro 5 certified engine is a significantly under-square design – the stroke measurement (92mm) is longer than the bore (83). This means the powerplant can be more compact (in terms of length) but long strokes also tend to boost torque. Benz’s V6, while a 90-degree vee, had the same bore and stroke dimensions.
Jeep does not list any other significant changes to the GC in its adoption of the diesel V6. In terms of weight, the oiler is still lighter than the 5.7-litre HEMI spec-for-spec, and other tweaks such as fuel tank capacity -- while changed (93.1 litres down from 93.5) -- are not material.
Perhaps of more importance to owners will be the fact the diesel has a shorter service interval than the petrol models – 10,000km versus 12,000.
For more pics of the Jeep Grand Cherokee click here for gallery at motoring.com.au
>> Promise of things to come
In its last iteration the turbodiesel variant accounted for better than 60 per cent of Grand Cherokee sales. Turn the clocks forward to the WK generation and Chrysler Jeep Dodge Australia believes that the ratio will be reversed thanks to the wider acceptance of the Grand Cherokee’s much more accomplished V6 petrol entry-level engine -- the Pentastar.
We’re not so sure. For a start, buyers interested in towing will likely disagree: the diesel’s maximum towing rating is a full 3500kg -- 1200kg more than the V6. Indeed, we reckon the new turbodiesel is still very probably going to remain high on people’s shopping lists. Its performance is muscular and it should deliver significantly better real world fuel economy.
I write ‘should’ because a day of driving on sand is not a good gauge of fuel consumption. And it’s not the ideal situation to check on-road refinement or handling either. Thanks to the Moreton Island location we can’t tell you whether the diesel will get the same thumbs up on bitumen that our testers delivered the V6 petrol. We CAN, however, tell you that with their standard Kumho rubber deflated to appropriate pressures, the Grand Cherokees on test easily coped with all the locale and a bunch of sand driving tenderfoots could throw at them.
Even a group of travel journalists along for the launch had trouble getting in trouble.
On the wide low-tide expanses of Moreton’s ocean-side beaches the diesel delivered good pace. Jeep claims it’s quicker 0-100km/h than either the V6 or V8 petrols (8.2sec v 9.1 and 8.7 respectively) and we’re not about to argue. Sand sucks power but the CRD GC rarely seemed short (see below).
And though it’s hard to state it categorically, we’d suggest the new VM Motori/Fiat V6 is quieter than the Benz mill it replaces. There also seems to be less lag in the Italian V6 – though this impression is another that will have to wait for verification with onroad testing.
The five-speed auto is fuss free (manual changes are east-west like its original Benz donor vehicles) but does seem to have a big ratio jump from second to third gear which let the engine off the boil when left to its own devices in the faster sandy stretches. This could be an issue in hilly terrain when you’re towing… Something to check out down the track perhaps?
Good 4x4s should give their drivers the confidence to tackle tough terrain and the Jeep shapes up to do just that. Driver aids and the low range selection, etc, are easy to use and work as advertised. The hill descent function was used on one big dune but the car would have easily coped in Low Range first without it.
The drive gave us time to appreciate the cabin of the new car, which is a highlight – it’s a magnitude better than the previous generation and augurs well for the group’s future products like next year’s all-new 300C.
Cabin quality and better materials are a focus of the reborn Chrysler Jeep Dodge. To help prove the point CJD Australia brought the company’s Head of Interior Design Klaus Busse Down Under for the diesel launch. The engaging ex-Benz exec was mortified when the very first Grand Cherokee we jumped into had two trim issues. Though minor, they soured first impressions. Yours truly checked other cars at the launch and found no repeat offenders.
Busse explained that the loose heating and ventilation control panel and a binding storage area lid we struck was were one-offs but also commented on the fact that the Grand Cherokee is still ‘wearing’ a modest number of carry-over components. In CJD’s defence, the mismatch of old and new is not glaring to the casual observer.
Most buyers will be extremely pleased with the progress Jeep’s made. Gone are the hard plastic surfaces and new touch points like the aircon vents and even the centre console latches have a quality feel to them.
Jeep Australia is bullish about the new Grand Cherokee prospects claiming that with back orders and strong showroom traffic it believes it will post at least one 2000-unit month in the second half of 2011. The ongoing sales levels will more logically depend on the ability of the brands’ dealers to attract new buyers to the marque.
With its sharp pricing and the makings of a very competitive performance onroad, the new diesel line-up will key to this success.
Update August 16:
Jeep debuted the car on the sand island a week or so ago but the event gave us no chance to sample the car in its most likely habitat – urban highways and byways. Thus we grabbed a brand-spankers, gleaming white Grand Cherokee for this past weekend for a quick spin. The car had barely 700km on the clock so it was a touch tight. In our experience most modern turbodiesels don’t give their best until they have a least 2500km under their wheels. That said, the new VM Motori common-rail 60-degree V6 acquitted itself well.
This is a muscular and responsive engine with, it seems, less turbo lag from a standstill than the Daimler-sourced engine it replaces. Plant the foot away from lights and even with the 4x4 system underneath you, such is the instant surge of torque that the traction control is sometimes required – and that’s on dry roads. It’s also a very quiet powerplant – perhaps still not as good as VW’s latest but very impressive nonetheless.
In a mix of computing and weekend A-to-B inner-city droning it returned an average of 11.8L/100km. That’s was with barely a freeway mile to drag the average down. On a trip nines, or perhaps even eights, should be achievable.
The GC proved quiet and comfortable in Limited spec. We noted that our test car was sans auto rear tailgate and navigation. Those items aside, it was a convincing offer for circa $60K plus onroads. And we’re pleased to note that the car had none of the interior trim issues we struck on our first tester at Moreton. Indeed, a couple of weekend passengers commented on the quality of cabin.
We played with the fold flat rear seats – easy and quick to tumble away -- but noted the cheap feel of the rear luggage area blind. It’s a far cry from the multi-function items that Benz and BMW offer that incorporate a luggage net/barrier (and can be repositioned when the second row is folded). The standard-equipment rear heated seats were a hit, however.
Our steel sprung Limited had a firm but not crashy ride. Body control was good, and steering, though a little too light for my liking, was precise -- some drivers might prefer it a touch quicker, however. I’m not a huge fan of variable ratio steering (though BMW seems to have it pretty much sorted these days), but it’s big rigs like the GC that would benefit from a smartly configured system. That said thanks to parking aids and a decent rear camera we had no issues in the carpark shuffle.
Having now sampled the GC CRD on local roads we’re much more confident of putting a tick in the recommended viewing box. Now with an excellent diesel option and given its competitive pricing, it’s worth a good hard look…
Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Tags
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
