EVER since the Chrysler group decided to create a more upmarket and larger model than its popular Jeep Cherokee in 1992, the larger Grand Cherokee has – mostly – successfully catered for the significant percentage of buyers who regard big SUVs as luxury vehicles. But luxury hasn’t been the Grand Cherokee’s only strength. Harnessing all of Jeep’s extensive off-road expertise, the Grand Cherokee quickly established itself as a serious contender off-thebeaten track. It was, however, the vehicle’s less accomplished on-road abilities that drew criticism. By focusing so much of its attention on the off-road abilities of the Grand Cherokee, Jeep was seen to have overlooked the fact that most of the vehicles sold in this segment clock most of their miles in everyday, on-road, environments. Four generations later, though, and Jeep is confident that the latest Grand Cherokee now offers the perfect balance between on-road comfort and luxury and proven offroad prowess.
It’s immediately obvious that Jeep has paid close attention to the importance of perceived build quality and refinement. The new Grand Cherokee’s frame is claimed to be 146 per cent more rigid than the model it replaces and this impressive figure goes a long way towards not only giving the new car a solid feel from behind the steering wheel, but also greatly reduced noise and vibration (NVH) levels, making the cabin a wellinsulated and altogether comfortable place to be in. The Jeep’s cabin doesn’t exactly wrap around its occupants like some of its rivals do, but one can sense this is exactly the sensation of size and volume that this American brand was aiming for. We were, however, disappointed to find that a foot-operated park brake cramps up the already tight driver’s footwell even more. While we appreciate the fact that the removal of the traditional handbrake lever frees up space on the centre console, perhaps an electronic version could have been adopted. Of course, the footoperated parking brake is a throwback to the DaimlerChrysler days, and the Jeep still shares its underpinnings with the ML-Class.
Jeep is offering two specification levels on its smallerengined Grand Cherokee models (3,6-litre Pentastar V6), but the 5,7-litre Hemi V8 model only comes in top-of-the-range Overland specification. It is here where rivals may really start to feel some pressure, as Overland specification includes such niceties as a panoramic sunroof, electrically-operated tailgate, bi-xenon headlamps, roof rails, full-leather upholstery (including heating for front and rear occupants), a multi-function steering wheel, rear view camera, a comprehensive touch-screen audio and SatNav system, and full keyless functionality. The last of these features is tainted slightly by the fact that, despite being keyless, the actual key fob remains a tad too bulky and cumbersome to comfortably remain in one’s pocket at all times.
All-round visibility from the electrically-adjustable driver’s seat is good, although some testers did comment that the position of the front left fender and wheel arch, especially, proved a bit tricky to judge from behind the ’wheel.
The new Grand Cherokee range features an all-new four-wheel independent air suspension arrangement and this adds a new dimension to this large SUV’s onand off-road prowess. A Selec- Terrain control dial, positioned on the centre console, will look somewhat familiar to the Land Rover brigade but in Jeep’s application a choice of Auto, Sport, Snow, Sand/Mud, and Rock modes can be selected (depending on the lay of the land ahead). In Sport mode a bias is placed on enthusiastic on-road driving and, in turn, the suspension lowers to its most aerodynamics-enhancing setting and 80 per cent of the 520 N.m worth of torque is directed to the rear wheels. This mode also, somewhat mysteriously, switches out some of the traction control functions. Around town the suspension does well to iron out most road imperfections and even though the vehicle rides tall on its flared wheelarches, body roll is well managed by a standard anti-roll function. Also included are stability and traction control systems and ABS.
A full-size spare wheel – a musthave for serious off-roaders – is positioned below the boot board of the 336 dm³ luggage area. The 60:40 split second row backrests can be reclined or folded flat to increase packing space.
Our test unit had an optional R12 000 Off-Road Adventure II package fitted to it and, aside from adding numerous underbody protection plates, this option swaps the standard models 20-inch rubber for a more off-road competent 18-inch set and, significantly, also adds an electronic limited-slip differential rear axle to the package. The Quadra-Lift air suspension is able to add up to 104 mm to the default 205 mm worth of ground clearance and combining this with the veritable full-house of standard off-road features, including hill descent control and a low-range transfer case, ensures that the new Grand Cherokee will go just about anywhere its nose is pointed, as we found out during testing on a challenging off-road course on the Klipbokkop reserve near Worcester.
Well aware that the eyes of the world are currently firmly focused on fuel efficiency and emission levels, Jeep has been working tirelessly to make its legendary Hemi V8 seem more “green”. A Multiple Displacement System shuts down four of the eight cylinders when it senses a lowpower driving mood such as when the cruise control is engaged. The full 259 kW of power is then made available again at the press of the throttle pedal. That being said, all who drove the newest Jeep model commented on the disappointing lack of responsiveness when the pedal is planted. This perceived lack of grunt was also not aided by the comparatively lazy five-speed automatic transmission. Throttle response does improve in Sport mode, however.
Jeep claims a combined cycle consumption figure of 14,1 litres/ 100 kilometres, though it has to be said that we struggled to match this figure during everyday driving conditions, though not on our fuel route, where it ran in Eco mode most of the way.
TEST SUMMARY
Jeep is confident that this is both the most capable and luxurious Grand Cherokee that it has ever produced – and we believe them. The newcomer’s styling has been sharpened to be unmistakably Jeep and there is just the right amount of chrome and cladding to make it one of the more imposing SUVs on the market. More importantly for this brand, the Grand Cherokee instils perceptions of genuine quality and high levels of refinement that it’s predecessor failed to do. On pricing and specification levels alone the new Jeep deserves a look. We’re not convinced that the V8 is the pick of the range, but even so, for buyers who need a luxurious SUV with proper off-road ability, the new Grand Cherokee is, once again, right back up there with the best.
