2014 Jeep Grand Cherokee and Grand Cherokee SRT8 Test Drive

On-Sale Date: March 1, 2013

Base Price: $29,785 to $63,990

Competitors: Ford Explorer, Volkswagen Touareg, Porsche Cayenne, Mercedes-Benz ML, BMW X5, Land Rover LR4, Lexus RX, Infiniti FX

Powertrains: 3.0-liter diesel V-6, 240 hp, 420 lb-ft; 3.6-liter V-6, 290 hp, 260 lb-ft; 5.7-liter V-8, 360 hp, 390 lb-ft; 6.4-liter V-8, 470 hp, 465 lb-ft; eight-speed automatic, RWD or AWD

EPA Fuel Economy (city/hwy): 21?22/28?30 (diesel), 17/24?25 (V-6), 14/20?22 (5.7 V-8), 13/19 (6.4 V-8)

What's New: What do the 2014 Jeep Grand Cherokee and the 2013 Porsche Cayenne have in common? Their base prices have little to do with what the average buyer is willing to spend on one. The cheapest Cayenne can be had for $48,850, but packing on at least $20,000 in options is pretty much the norm. Jeep's Grand Cherokee customer isn't typically quite that wealthy, but the optional equipment list makes it easy to inflate the price above $50,000. This latest makeover is apt to tempt buyers all the more, with sexy new interior offerings including real wood trim and gorgeous leather seating. One thing you won't have to spend more to get is the new standard eight-speed transmission (replacing an outdated five-speed), an update that Jeep credits for improving fuel economy more than 10 percent on both the V-6 and V-8 rigs.

But it's the new excellent V-6 diesel that really shakes things up. When Jeep last offered an oil-burner stateside, in 2007?08, it sourced the engine from then-partner Mercedes-Benz. This new unit, courtesy of parent company Fiat, blows the old diesel away with 25 more horsepower, an increase of 45 lb-ft of torque, and 11 percent better fuel economy.

Chrysler head of design Ralph Gilles suggested not too subtly that the V-8 is the least attractive offering on the 2014 ("Anyone who really wants the V-8 should just get the SRT," he said), especially for anyone who wants to tow or drive off-road. Gilles said there's simply no diesel competition to the five-passenger Grand Cherokee, and on price, he's right. The least expensive diesel Grand Cherokee will set you back $40,295, while you'll spend $48,320 on a VW Touareg and well into the $50,000 range for a Mercedes-Benz ML, BMW X5, Audi Q7, or Porsche Cayenne.

Tech Tidbit: Hill Descent Control (HDC) is pretty common on quasi-SUVs and crossovers these days; now Jeep's Selec-Terrain system adds Hill Ascent Control. We used it to nose the Jeep Grand Cherokee up a ten-car-length, 50-degree rock ramp Jeep had arranged for testing outside Austin, Texas, and it worked flawlessly. Tapping the HDC button in the center console allowed gas/brake-free climbing, with the traction-control system regulating throttle application to any wheel with grip. The paddle shifters further controlled the speed of climbing?left for slower, right for faster. All we had to do was steer.

Driving Character: Jeep is right to think the bulk of customers will opt for the V-6, but it's clear that the diesel is the new premium option. Paired with the eight-speed transmission, the diesel V-6 offers seamless kickdown and superb 40- to 70-mph passing muscle. The diesel is also perfect for rock crawling because peak torque arrives at only 2000 rpm. Anyone who tows will want that torque and fuel economy too, and even around town the diesel loafs much more quietly than the V-8.

Jeep also does a good job of keeping the Grand Cherokee comfortable for daily driving, which is how most owners use this ute. On-center feel to the steering is strong, rearward sighting is easy in traffic, and the suspension is more forgiving than the sportiest of crossovers in the segment?but not so plush you'd mistake it for the Lexus RX or other five-passenger models that don't have the off-road brawn of a Jeep.

Favorite Detail: There's a new TFT (thin-film transistor) LCD gauge cluster with a digital speedometer. At the center of the speedo you'll see information ranging from the radio station to a prompt that succinctly explains in-car settings as you change them. For instance, if you switch the vehicle to one of five off-road modes, the display in the cluster reminds the driver of the change and what that mode is best suited for. Yes, the central display also shows information that can be a distraction (do you really need to see wheel articulation digitally?). Nevertheless, we like what Jeep's done here and wish more SUVs with off-road ambitions educated the driver in this way.

Driver's Grievance: Although Jeep was thorough with this mid-cycle reboot, it hasn't been able to improve the cave-like feel of the cabin. This is particularly noticeable in the rear, where anyone approaching six feet tall will feel cramped, and yet the bench height feels lower and more confining than in other five-passenger competition (several smaller crossovers have more rear-seat legroom). Also, while most of this interior is greatly improved, somehow Jeep neglected to update the plastics used in key places that passengers will see daily, like the A-pillar. This is not a tragic oversight. But Jeep's pushing itself toward Lexus and Mercedes with this SUV, and cross-shoppers are going to notice such details.

The Bottom Line: It's not hard to see why Jeep broke its all-time annual sales record in 2012. The Grand Cherokee is a segment leader in part because it's macho yet not so aggressive it turns off the average soccer mom or dad. With an upgraded interior, a new diesel engine offering, and a standard eight-speed transmission upping fuel economy across the board, the 2014 Grand Cherokee is going to appeal to a lot more buyers. The worry for Jeep: There are thriftier five-passenger options, and seven-passenger options too, like Ford's Explorer. True, most don't have this Jeep's off-road chops?but how many customers really go off-road?

Source: http://www.popularmechanics.com/cars/motorcycles/reviews/2014-jeep-grand-cherokee-and-grand-cherokee-srt8-test-drive-15142551?src=rss

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