Jeep grand cherokee top gear

Jeep Grand Cherokee 3.0 CRD Limited Plus 5dr Auto

Length 4,828mm Height 1,802mm Seats 5 Doors 5 Luggage Capacity (Seats Up) 782l Gross Vehicle Weight 2,949kg Wheelbase 2,915mm Minimum Kerbweight 2,328kg Max. Roof Load 68kg Max. Towing Weight — Braked 3,500kg Max. Towing Weight — Unbraked 750kg Max. Loading Weight 621kg Tyre Size Rear 265/50 R20 Tyre Size Spare Full Size Wheel Type 20″ Alloy

Engine

Top Speed 126Mph 0–62 8.2s Fuel Delivery Turbo Fuel Tank Capacity 93l Fuel type Diesel Transmission Automatic Engine Capacity 2,987cc Engine Code D7AEP Engine Layout North South Engine Power — BHP 247bhp Engine Power — KW 184kW Engine Power — RPM 4,000rpm Engine Torque — NM 550Nm Engine Torque — LB·FT 406lb·ft Cylinders 6 Cylinder Layout V6 Cylinders — Bore 83mm Cylinders — Stroke 92mm CO 0.329g/km CO2 198g/km Number of Valves 24 Camshaft DOHC Drive Train Four Wheel Drive Standard Euro Emissions Euro 6 Compression Ratio 16.5:1 Catalytic Convertor YES Turning Circle — Kerb to Kerb 11.6 m EC Urban 30mpg EC Extra Urban 44mpg HC Nox 0.18g/km NOx 0.152g/km Particles 0.001 PM

Options

Ownership

Insurance Group 41E Standard manufacturers warranty — Years 3 Standard manufacturers warranty — Mileage 60,000 Service Interval Mileage 12,500 Service Interval Frequency — Months 12 Manufacturers Paintwork Guarantee — Years 2 Manufacturers Corrosion Perforation Guarantee — Years 7 Timing Belt Interval Frequency — Months 96 Timing Belt Interval Mileage 100,000

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Jeep Grand Cherokee Trackhawk review: 707bhp SUV driven

It might not give many visual cues – the non-functional quad-tipped exhausts and new wheel design being the only non-verbal hints – that this Grand Cherokee is packing some serious extra heat. On first read you could easily mistake this as the regular 392-engined SRT Jeep. But the giveaway when you look a little closer is right there, writ large on each of the front doors. This is no normal Jeep GC. This one is supercharged.

Which in the US FCA family today means it’s fitted with the company’s 707bhp 6.2-litre V8 monster engine, as first fitted in the Hellcat Charger and Challenger. And then most recently, with some trick upgrades and another 133bhp, in the Demon. Which in anyone’s language means it’s fast. Really, really fast.

Try a 180mph unlimited top speed allied to a 3.3-second 0-60mph time – we know, we did it several times, just to be sure. That makes it quicker to 60mph than most cars with exotic names. No, it’s not as fast as the Tesla in Ludicrous mode. And, no, it’s not as fast as the Nissan GT-R. But, this is a Jeep SUV weighing 2,433kg which can tow 3,266kg and can travel incognito right up until the point you simply disappear at the lights.

But it can’t handle, can it?

Not like a sports car, no. The extra 100lb+ weight of the big engine is right up there at the front, helping to induce understeer. So you’d be forgiven for thinking that it pushes like a bulldozer through every corner. And it does if you just try to get it through the corner on steering alone. The trick, which SRT’s engineers — all avid racers — will tell you is you have to steer with the throttle.

A Jeep you steer on the throttle?

As unlikely as it may seem, they have designed and built in a level of lift-off oversteer in Track mode that gets the big rig rotated and into the corner more easily than you could imagine. Line it up, lift off until the nose is pointing at the corner exit, then pound the throttle, unleash all those horses and it rushes through the corner like a scalded bull elephant. Hilarious.

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What about that 0-60mph time. Easy to achieve?

Yes, very. Couldn’t be simpler. Just press the launch control button, squash the brake pedal, then the throttle, sidestep the brake and BOOM! You are off the line in a haze of 1.4g acceleration, tyre squeal and supercharger roar. Then, if you followed those instructions, just 3.4 seconds or less – our best time was 3.3 seconds – you will sweep past 60mph and whatever car was stupid enough to challenge you to a race.

How reliable is that going to be? Can’t last long, surely?

The system was tested by doing over 150 consecutive launches on three different types of tyre – all season, sport compound and slicks. It didn’t break then and it gave us zero sign that it wasn’t as happy as we were to keep doing it until its petrol ran out.

How does it manage that reliably?

The Trackhawk’s real secret is that the Jeep guys didn’t scrimp on beefing up the drivetrain when they installed the Hellcat motor up front. Every single component downstream of it, other than the bits which couldn’t be changed for packaging reasons, has been given super strength. They couldn’t find metals strong enough in the automotive field, so they used aeronautical stuff instead. Reassuringly expensive aeronautical stuff.

What’s it like on the road?

Just like every other Grand Cherokee, just with a newly explosive Jekyll and Hyde character. It will cruise quietly, the engine sound melting into the breeze, but stab the throttle to pass a truck – or just because you feel like it – and it drops several gears before positively exploding into life with that trademark Hellcat bellow. It might be a little quieter here than in the other Hellcat equipped cars, but there is, we are told, an easily removed resonator which quickly will restore any lost voice.

They have designed and built in a level of lift-off oversteer in Track mode that gets the big rig rotated and into the corner more easily than you could imagine

Handling wise, the standard 392 SRT GC is sweeter and lighter on its toes. No question. The extra weight up front gives the Trackhawk more of a deliberate, slightly slower battleship feel than its lower-powered sibling. But it’s not anything extreme. Plus you can always counteract any directional delay with a blast on the accelerator.

Anything else I should know?

The only other remarkable thing is that it does all of this without any sacrifice in any other area of the car. It is still the practical workhorse you expect a Jeep Grand Cherokee to be, complete with five seats, a yawning rear load area and all the flexibility you want. Plus, as I mentioned above, it can tow over 7,200lb. So it’s very fast, but it’s still just as practical and rational as ever.

So should I buy one?

The Trackhawk was designed and built to beat the best super SUVs in the world. The development benchmarks included the Porsche Cayenne Turbo and SVR Range Rover Sport. Fair to say it’s crushed that brief. It doesn’t just out accelerate them and walk past them on top end, it also manages to have a great sense of humour and theatre about the way it does everything. So, yes, you should if you can. The Hellcat engine turned the Charger and Challenger from contenders into winners. And now it’s done the same for the Grand Cherokee. Starting at $85k we shouldn’t call it a bargain. But it is. And a hilarious one at that.

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Jeep Grand Cherokee 4xe review

It’s the grandest Jeep sold in Europe, and it comes only with a plug-in hybrid powertrain. It’s about the same size as a Mercedes M-Class (remember, we call it the GLE now) or Range Rover Sport. It’s all-new, with a redesigned monocoque and many fresh tech features. In America the Grand Cherokee can also be had as a LWB three-row, and with pure-petrol engines, and even as a RWD. But not in Britain, where it’s five seats and plug-in 4WD only. Jeep doesn’t want to be seen as a nameplate of supersized gas guzzlers, nor of faux-by-fours.

The plug-in hybrid drivetrain broke cover on the Wrangler last year and quickly became a market favourite even in petrol-friendly America. Part of the reason is credibility in the one thing that makes a Jeep a Jeep: off-roading. The silent, controllable torque of a four-wheel-drive electric machine is quite something.

Sports or utility?

In an age where lots of SUVs aim for sportiness, this definitely doesn’t. If you want to take it into the rough, or do some towing, it’s right at home. But most of the time of course it’ll be on the road, and Jeep has trimmed it pretty plushly and loaded it up with tech and gadgetry.

Among the trim levels is Trailhawk, which bundles all the off-road features: chunky tyres, LSD at the rear, a decoupling front anti-roll bar, and skid plates. Then there’s Summit Reserve, which is the lux version, touting Mcintosh hifi, a HUD and another display in front of the passenger where you’d expect the glove box lid to be.

How does the powertrain operate?

This isn’t one of those hybrids where the one axle is driven by petrol and the other by electricity. Here, they both drive all wheels, for full Jeepular traction.

A four-cylinder two-litre petrol engine of 272bhp is at the front. Behind that is the 143bhp motor. Independent clutches allow either or both to drive the eight-speed autobox and transfer case, and thence to the wheels. The combined output (they peak at different revs so you can’t just add their numbers) is a useful 375bhp and 470lb ft.

The transfer case allows you to choose normal high ratios for the road, or a low set for off-road crawling.

How much more efficient is it?

A 14kWh battery pack allows useful all-electric range: 31 miles in the official tests, which might translate into 20-25 miles in mixed driving. Or it supplements energy from petrol to make it stretch further. It can also capture regenerated energy. On the WLTP it’s about 100mpg depending on spec. But as with any PHEV real-world it entirely depends on how frequently it’s plugged in. And running costs depend on the price of electricity.

What about the driving?

The engine isn’t that refined but with electric backup you’re mostly not stressing it. There’s plenty of power for most needs. There’s an oddness to the steering, with a dead central band, that gets too quick once you’ve turned slightly. So you sometimes put too much input into a heavy car that really needs driving smoothly. It rolls less than you might expect but pitches if you’re not smooth. Still, a well-judged ride matters and it’s got one, at least with the air-suspended version we tried.

What’s the Grand Cherokee up against?

If you’re heading off-road then you should be looking at the Land Rover Defender, Mercedes G-Class and Ford Bronco (outside the UK, of course). All handily tested side-by-side at this very link, along with the Jeep Wrangler. Rather depends on how much money you’re prepared to throw at the problem. None of those are PHEVs though, and they sit a league above in terms of ability. Chances are you will be mostly on-road with this, so think BMW X5, Audi Q7, Range Rover; that sort of territory.

What’s the verdict?

“ The Jeep Grand Cherokee is not a sporty SUV but we’re OK with that. There’s lots of space, equipment and capability ”

PHEV powertrains are a popular choice for the user-choosers who buy big SUVs. Just take a look at the badges on X5s, GLEs and the like. The Grand Cherokee 4xe takes that potential frugality and adds another dimension, the off-road smarts. It’s not a sporty SUV but we’re OK with that. There’s lots of space, equipment and capability. Jeep is also playing a strong value card alongside the German and British opposition.

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