Jeep Grand Cherokee 5.7 2011

Jeep Grand Cherokee 5.7 2011

Moab, Utah— It's been a full four model years since Jeep has launched an all-new vehicle. That's a good while—even for a brand whose vehicles have unusually long legs. And Jeep's flagship, the current WK Grand Cherokee, has been in the stable since the 2005 model year. So the all-new 2011 Grand Cherokee couldn't come soon enough. That's especially true since this is the very first all-new vehicle to emerge from Chrysler's 2009 alliance with Fiat. Fortunately for Chrysler, Fiat and the American taxpayer, it's a good one.

Though the new Grand Cherokee will be launched, marketed and sold by this new Chrysler, it was in fact the old DaimlerChrysler that helped create it. The 2011 Grand Cherokee utilizes shared component sets with the Mercedes-Benz ML—including, for the very first time, a four-wheel independent suspension.

The 1992 downsize ZJ Grand Cherokee may have been the first one, but it was the 1999 to 2004 WJ version that has become the most iconic. So Jeep designers drafted the lines of this new one as an homage to that vehicle. And to our eye the design really works. The new Grand Cherokee looks tough, refined and muscular.

So, how does the new Grand stack up against its legendary predecessors on-road and off? We traveled to Moab, Utah, to find out.

The Specs

There has been a lack of six-cylinder muscle in Jeep's lineup since the torquey 4.0-liter straight six left in 2006. The current 3.8-liter V6 makes a lackluster 202 hp and 237 lb-ft of torque, and engineers knew it wouldn't be powerful or efficient enough to keep Jeep competitive.

Well, they are certainly proud of the new 3.6-liter "Pentastar" V6 that makes its debut as the standard engine in the new Grand Cherokee. The V6 churns out 290 hp and 260 lb-ft of torque, and 4WD models (Yes, you can still get a 2WD Jeep Grand Cherokee) deliver 16 mpg city and 23 mpg on the highway and tow 5000 pounds.

Of course, a 5.7-liter V8 is optional with a whopping 360 hp and 390 lb-ft of torque. It is still a Chrysler Hemi V8, but don't expect to see the name "Hemi" anywhere on this Jeep. Planners found that the term "Hemi" does not resonate with some potential Grand Cherokee buyers, so from now on this is the "MDS V8," highlighting the engine's multi-displacement technology. Regardless of its name, the 5.7-liter V8 in 4WD Cherokees will return 13 mpg city and 19 on the highway and will tow 7200 pounds. Both engines are paired to five-speed automatics, and you can spot the V8 Jeeps by a dual exhaust.

To get that power and torque to the trail, Jeep offers three 4WD systems. Quadra Trac I is a single-speed all-wheel-drive system identical to that in the Mercedes-Benz M-Class. Quadra Trac II offers all-wheel drive, as well as 4WD High and Low (2.72:1) ranges with a locking center differential. Quadra Drive II is the top dog in the line and adds an electronic limited-slip differential to the rear axle that works with the four-wheel ABS-brake-based traction control. Quadra Trac II and Quadra Drive II both come with Selec-Terrain—a center-console-mounted five-position dial (Sand/Mud, Sport, Auto, Snow and Rock) that coordinates the throttle, transmission, transfer case, hill-start assist and hill-descent control to match the condition.

If there was one major criticism with the outgoing Grand Cherokee it would be, well, a lack of "grandness." The old truck was just not roomy enough for rear-seat passengers. That has changed with this new one. The Grand rides on a 114.8-inch wheelbase—5.3 inches longer than before. And nearly all of it contributes to improved rear-seat legroom. Additionally, the Grand is 2.6 inches wider and has 17 percent more cargo room.

For the first time, the unibody Grand Cherokee uses a four-wheel independent suspension, just like its Land Rover rivals. And though some components and geometry are shared with the Mercedes-Benz M-Class, many of the hard parts have been made more durable for Jeep duty—like the cast-iron lower control arms versus the aluminum Mercedes units. Most models will utilize a steel spring suspension. But opt for the Quadra-Lift air suspension and the Jeep has five distinct suspension levels. Normal ride height offers a soft ride and 8.1 inches of ground clearance, Off-road 1 lifts the Grand to provide 9.4 inches of clearance and Off-road 2 raises the truck for an impressive 10.7 inches of clearance.

Base Laredo Jeeps will wear 245/70R17 tires but the majority will ride on 265/60R18s or more pavement-biased 265/50R20s. However, no matter what wheel and tire and package is chosen, the overall diameter measures 30.5 inches.

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The Drive

The Jeep team had a small group of V6 and V8 Grand Cherokees for us to drive, packing the top level Quadra-lift air suspension and 18-inch tires.

One glance around the cabin reveals vast improvements, with soft-touch panels everywhere the hand might fall. Limited and top-level Overland models pack plenty of beautifully lacquered real wood and soft leather. Even the dash vents move in a way that feels solid and upscale. And yes, if you check enough option boxes, you'll have heated and cooled seats, blind-spot detection, adaptive cruise control and just about every feature you'd find in a luxury sedan.

On the paved roads around Moab, the Grand Cherokee did feel like a luxury car. The air suspension is pillow soft. The Grand Cherokee rides exceptionally well over rough terrain and could be one of the best SUV choices for urban pothole pounding. The entire chassis imparts a sense of robustness—dare we say, it seems almost Germanic. And it's very quiet too.

However, the V6 model was not as quick off the line as we had expected. Perhaps it was the terrain or the elevation, but the acceleration was only modest until the revs began to climb. We prefer serious off-the-line grunt, so we'd probably opt for the V8 and take the small fuel-economy hit.

As we climbed in elevation and the roads became twistier, the Grand felt composed but, as you'd expect for a softly tuned vehicle, there was a measure of body roll on the tightest corners. Unfortunately, the Sport setting on the Selec-Terrain dial does not firm up the shocks. Perhaps this will become an option at some point. It does, however, allow a greater degree of side slip before the stability control reigns in the fun. But hey, this is a Jeep not a Lotus Evora so the test track for this vehicle is off-pavement. Fortunately, there is plenty of that in Moab. In fact we got our first taste of the Jeep's traction as we plowed through a dusting of snow high atop the valley. And when we locked the Selec-Terrain in Snow mode we never slipped a tire.

Locked in low range, and with the air dams unbolted for extra front-end clearance, we tackled both the Hell's Revenge and Fins and Things trails. The majority of these trails could be accomplished in the Off-Road I mode, and while the suspension does become firmer with the increased height, it remains comfortable on the trail.

The more difficult obstacles did require the Off-Road II mode, which raises the body and provides over 10 inches of ground clearance. As such, we had no trouble taking some fairly challenging lines in the Jeep. However, this is a setting that one might only use for specific tasks. It rides too firmly to use for an entire trail ride, and in some instances, the more fluid suspension movement of Off-Road I might actually outweigh the ground clearance gains of the higher mode. And when equipped with the electronic limited slip that comes in Quadra Drive II models, the added traction really makes a difference.

It's fairly astonishing that a vehicle as luxurious and refined as the new Grand can take on a very serious off-road trail and leave relatively unscathed—especially with such a long wheelbase. We did puncture a tire thanks to a horseshoe nail we picked up. But thanks to the full-size spare tire mounted inside the cargo hold, we were able to make it back to pavement without a problem.

The Bottom Line

Some die-hard Grand Cherokee fans thought the flagship Jeep had lost its way with the previous generation. Aside from the stunningly cool 425-hp SRT8 model—we did too. This new one blends an exceptionally refined and solid chassis with a plush interior. It provides nearly full-size SUV roominess, towing capacity and, of course, it maintains the Jeep trail capability. The base Laredo will start at $32,995, the Limited will go for $39,994, and the Overland for $42,995. And though the engineers we spoke with won't confirm it, we get the impression another SRT8 will be right around the corner too. We can't wait for that one.

Ben Stewart Ben is a lifelong enthusiast of anything with wheels.

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Jeep Grand Cherokee 5.7 2011

Source: https://www.popularmechanics.com/cars/reviews/a5872/2011-jeep-grand-cherokee-test-drive/

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