JEEP Grand Cherokee 2019

Body and cabin

The Jeep Grand Cherokee (GC) Trailhawk is recognizable for its darkened headlights, red tow hooks and an icon of the 1941 Willys MB—the original Jeep—on the wheels. It all adds a touch of robustness Canadians seem to like, if the sales share of the Trailhawk in this country is any indication.

The Grand Cherokee may use a unibody frame, like a crossover, but it displays proportions typical of a sport-ute just the same: squared shape, large glass surface, high ground clearance. You notice the difference from its main competitors—Ford Edge and Nissan Murano—right away when you climb inside, because of the higher step up.

The driving position also is high: enough to provide the sense of domination so dear to SUV buyers, but not overly perched. The front seats are both wide and supportive and should suit a variety of drivers. The very long range of the telescoping steering wheel allows tall drivers to position their seat without having to drive with their arms stretched.

The Jeep Grand Cherokee’s two rows of seats offer ample space for four adults and can even accommodate two tall people one behind the other. The rear bench is a bit too low for good thigh support but wide enough to seat a third person in the middle without too much difficulty.

The 60/40-split seatbacks fold flat to the floor to enlarge a cargo area that otherwise seems a bit restricted when the seat is in place for a vehicle as large as the GC.

Convenience features are as numerous as in much more recent models. Access to the functions is easier than average thanks to a clear and logical 21.3 cm/8.4 in. touch screen and numerous intuitive physical controls. A second 17.8 cm/7 in. screen allows multiple configurations of the instruments. Audio sound quality and storage spaces are up to expectations.

Certain overly hard or shiny plastics are, however, a throw-back to the GC’s “modest” origins. While that may pass in a $45,000 Laredo model, it is a bit more noticeable in a fully equipped $66,000 Trailhawk like the one we tested.

Safety

FiatChrysler offers a full suite of driver assistance technologies, including lane departure alert with lane keeping assist, adaptive cruise control and, especially, automatic emergency braking. It should be noted, however, that those features are standard only on the most expensive models, including the exotic SRT and Trackhawk. They cost $1,495 more on the Limited, Trailhawk and Overland and are not even available on the Laredo, Upland and Altitude versions. A minor consolation, all 2019 models come with standard blind spot monitoring.

The Jeep Grand Cherokee obtained an overall score of 4/5 in U.S. government crash tests. It achieved the Insurance Institute for Highway Safety’s highest 4/4 score in most of its tests but not in its small overlap front evaluation, where it was rated 2/4 for the driver-side test and a meager 1/4 for the passenger side.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 2 / 4
- passenger side: 1 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

Mechanical overview

Mechanically, the Jeep Grand Cherokee Trailhawk is distinctive for its limited slip differential, air suspension, all-terrain tires and skid plates, compared to the other GCs. It also receives the “Trail Rated” badge, which identifies the most trail worthy Jeeps on leaving the factory. Some of those features are standard and some are optional on Overland and Summit models; all are available as a package on the Laredo and Limited.

Jeep offers no less than five engines for the Grand Cherokee. First-off, the 6.4L and 6.2L supercharged V8s: they are restricted to SRT and Trackhawk, two niche models that deliver, respectively, 475 and 707 (!) horsepower. For an informed public only, willing to deal with a city/highway consumption of 16 to 18 L/100 km, according to official ratings. Imagine the actual results if things were pushed a bit…

The other GCs come with a 3.6L V6 that outputs 295 horsepower and maximum torque of 260 lb-ft. It has a maximum tow rating of 2,812 kg/6,200 lb, more than for any other V6-equipped competitor—except for the Dodge Durango, a cousin of the GC with an equal rating.

Towing capacity climbs to 3,266 kg/7,200 lb for all the other engines in the lineup, including the now famous 5.7L Hemi V8 found throughout the FiatChrysler (FCA) lineup. In the GC, it produces 260 horsepower and 390 lb-ft of torque.

The last engine listed in the catalogue will make its return later in 2019. This, of course, is the 3.0L diesel V6 that FCA had to retire temporarily following a U.S. emissions investigation. The version recently certified by the Environmental Protection Agency should deliver 240 horsepower and an impressive 420 lb-ft of torque at just 2,000 rpm.

It also represents the most fuel-efficient option in the lineup, with a combined city/highway rating of 10 L/100 km, according to Natural Resources Canada. The V6 gas engine follows closely, with 11.3 L/100 km; the 5.7L V8 delivers an average of 14.1 L/100 km.

In all cases, an eight-speed automatic transmission transmits power to all four wheels. In the Laredo model without off-road options, torque is always divided 50/50 between the front and rear wheels. The other “non-sporty” GCs vary power between the two axles in normal driving and offer a low-speed range for all-terrain driving. SRT and Trackhawk models offer a choice of five fixed split levels, including Sport and Track modes, which transmit up to 70% of power to the rear wheels.

Driving impressions

Over the years the Jeep Grand Cherokee has always stood out for its good road manners. That is truer than ever for the current model, even though its overall design has not changed in eight years.

It must be said that the basics are good: the Grand Cherokee and its stretched homologue, the Dodge Durango, use a unibody platform designed in collaboration with Daimler in the mid-2000s, when the two automakers were affiliated. In fact, the Mercedes-Benz GLE (the former ML) has used this same chassis since 2012.

We test drove two Jeep Grand Cherokee Trailhawks in the desert surrounding the city of Moab, in north-east Utah. One was equipped with the 3.6L V6 and the other, the optional 5.7L V8.

In both cases, we were impressed by the road comportment, considering the age of the vehicle. Secure, composed and exempt of body noise, the Grand Cherokee lets you rack up the kilometers with confidence and very comfortably. That is even true with the Trailhawk’s all-terrain tires, and even on highways where speed limits can reach 128 km/h/80 mph.

The well-weighted steering provides good straight-line stability and good precision in turns. Of course, the body leans if the vehicle in pushed, but in a well-controlled and confidence-inspiring manner.

The air-suspension plays a big part in this balanced behavior, but such suspensions usually entail higher maintenance costs. That can be avoided by opting for the regular suspension on the Laredo, Upland Edition, Altitude and Limited without the off-road package.

The V6 engine displays good power reserves and relatively linear acceleration thanks to the excellent work of the automatic transmission. The eight-speed’s good gearing successfully masks the relatively weak torque at low rpms.

The V8 Hemi obviously runs more easily and flexibly, while emitting a rousing acceleration note. However, it doesn’t seem necessary, except for heavy towing. Its fuel consumption, 25% higher than that of the V6, is another argument in favour of the smaller engine.

Independent of the engine, the Jeep Grand Cherokee Trailhawk can take on some pretty intimidating off-road trails. The hilly rust-red terrain around Moab is a formidable playground for the Trailhawk, especially since it is rarely travelled by anything other than serious off-road vehicles—modified Jeep Wranglers, Land Rover Defenders, Toyota FJ Cruisers…

The low-range 4X4 system provides good, effortless traction, even with two wheels no longer touching the ground. The hill-hold system precisely modulates braking on slippery slopes. The air suspension lets you increase ground clearance when necessary. And despite its large size, the GC went everywhere the Jeep Cherokee and Compass did. You just have to be careful of its imposing width and approach rocky outcrops slowly to avoid snagging the underside.