Astonishingly, the 0 to 100 km/h in under nine seconds, and 200 km/h top speed, of this most luxurious and powerful Grand Cherokee to date trail similar- engined new-generation competitors such as BMW’s X5 and Mercedes’ M-Class. But it has trump cards: competitive price and off-roading, with a sophisticated but rugged 4x4 drivetrain.
Overland trim spec features five-spoke 17x7,5J alloy wheels and colour-coded body kit. A sunroof is standard issue, as are suede and leather upholstery, embroidered floor mats and wood trim. Overall quality of fit and finish seems good, subjectively a match for the likes of its DaimlerChrysler stablemate, Mercedes-Benz’s M-Class.
The cabin is roomy enough without suggesting overwhelming space. Rear legroom rates as acceptable and headroom a little restricted, the latter possibly because of the sunroof lowering the standard ceiling.
Those familiar sink-into Jeep seats offer heating and power adjustment in front, with a two-position memory for the driver’s. Height and reach adjustable, the steering wheel incorporates switches for the cruise control on its face, and sound system behind.
In a well hooded binnacle ahead of the driver, cream-faced speedometer and rev counter dials sit between four auxiliary dials for water and oil temperature, charging and fuel. Vehicle information such as heading, fuel consumption and so forth is shown on a digital display above the rear-view mirror. One quibble about the otherwise businesslike layout is the confusingly prominent mph markings with minor km/h equivalents on the speedometer.
Comfort and convenience features are climate control with individual left/right adjustment, radio/tape/CD frontloader plus rear-mounted changer, electrically adjustable and heated front seats, power window lifts with one-touch operation for the driver’s side, and two auxiliary power outlets. The electrically adjustable exterior rear-view mirrors fold inwards at the push of a button for manoeuvring in narrow spaces. Another useful touch is the extendable sun
visors - a boon in the intense slanting sun of Southern African afternoons.
Oddments space includes front door bins, magazine pockets on the front seatbacks, glovebox and centre console cubby. Among the detail improvements over previous models are windscreen wiper operation linked to a rain sensor, and uprated air-con.
The HO logo on the tailgate indicates that the Overland’s high output version of the Jeep PowerTech 4,7-litre V8 develops 16 per cent more power than lesser models - 190 kW - and 425 N.m of torque. Special piston profiles, raised compression ratio, and modified cylinder heads, con-rods, crankshaft and intake manifold number among the tweaks. Fire it up, or blip the throttle, and as the V8 burble leaps up an octave, the body dips ominously to the right in
the finest muscle-car tradition. Giving it stick uncorks a hint of a drivetrain vibe in the mid-range, but the 4,7-litre power-unit is otherwise impressively smooth up to its 6 000 r/min cut-out.
Out on the test strip, the Overland shows once again that the days of the lumbering SUV are fast disappearing. Its zero to 100 km/h time of just 8,45 seconds would not disgrace many performance saloons. And at the top end, it’s a governor that finally halts the action with just over 200 km/h rung up on the clock and our digital readout showing a true 200. Planting it while ambling along will whisk you past slow-moving traffic with some rapidity: just 5,93
seconds from 80 to 120. But as impressive as this is, it improves only marginally on a V8 Limited tested in August ‘99.
Kickdown and gearshifting of the five-speed 545RFE automatic transmission can, in general, be rather abrupt, though. Incidentally, despite many transmissions now offering a Tiptronic-style option for sequential shifts, the Jeep uses the conventional straight up and down T-bar. And although the five ratios the console and its repeater display in the instrument panel indicate only 1, 2 and D; a button on the side of the shift lever operates Overdrive. Engagement of low range is by the usual auxiliary selector lever.
Extremely high fuel pressure meant we could not conduct our usual steady-speed consumption tests. But based on the official EPA consumption figure, the Overland will average 16,51 litres/100 km. Conservative driving could get you 500 km on a tankful.
Ride comfort is good, but with enough shuffling and transmission of road irregularities via those big V-rated 235/65 boots to ensure you know you’re not driving a car. That aside, in audibility terms it certainly does not lack refinement, whether on rough or smooth surfaces.
The powered recirculating ball steering offers good insulation from kickback; the tradeoff is a rubbery feel and limited feedback. Push hard into a corner, and roll seems surprisingly limited for a vehicle of this type. When the relatively high level of grip (for a 4x4) begins to be exceeded, a predictable mild understeer and fairly benign responses to power-on and -off ensures that the Overland remains stable at the speeds of which it is capable. In tight
low-speed cornering, there is a distinct sensation of a drivetrain hard at work.
Given the performance, there could have been better bracing for occupants. The front passenger could do with a roof grab handle, and more effective side support would have been welcome.
We won’t dwell on the Jeep’s proven off-road abilities. Suffice it to say that coil springs and beam axles front and rear (incorporated in sophisticated multi-link set-ups) combine comfort with impressive traction and ruggedness. Negotiating obstacles shows up a notable lack of body flex, with no telltale creaks and groans. The drivetrain has the pukka 4x4 advantage of low range - though the auto transmission does lack the effectiveness of a manual’s engine braking on steep descents.
Braking is by ABS with electronic brakeforce distribution (EBD); it has, according to Jeep, the largest discs in the 4x4 segment. In normal use they are excellent. During our emergency braking test repetitions from 100 km/h to standstill we noted a mild deterioration, but nevertheless recorded a good SUV average of 3,36 seconds.
Safety is well catered for. Side curtain bags now supplement the dual front airbags, both of the type that deploys according to the severity of the impact. Additional safety features include taller head restraints; redesigned, taller rear seats; and three-point safety belts for five occupants. There are three head restraints at the rear, though the bench seat is shaped for two people.
Add a Comment