Sneak previews of the 2011 Jeep Grand Cherokee

by David Zatz • see Mark’s and Maciej’s test drive, with video, following

We tested the 2011 Jeep Grand Cherokee on a ten-mile cruise involving sharp turns, highway acceleration, and fairly hefty hills, through fair weather and a heavy thunderstorm (which started just after the picture below was taken).

The Jeep Grand Cherokee has always been unit body; Chrysler is saying that this one uses the next-generation ML chassis, which is true as far as it goes (but reportedly the chassis was a joint effort). The car is just a little longer than its predecessor, but the wheelbase has been expanded by a few more inches than the length, and there is barely any front overhang at all.

Druing the presentation and Q&A, we learned that Jeep is not using the Hemi name, though it will remain on the engine; Jeep is emphasizing the V6 version, with its best in class highway mileage and horsepower; the driving range is 500 miles with the V6, on the highway at least, thanks in part to a large tank.

The Jeep Grand Cherokee gives the impression of luxury, even in the base (Laredo) model, and that’s quickly backed up by the experience of driving it. As the Jeep marketing man, Jim Morrison, repeated, it drives like a car though it has the capabilities of a Jeep. Every Grand Cherokee is fully outfitted with chrome trim and numerous features that are usually optional, so that Chrysler claims the Laredo starts at $3,000 less than a comparably equipped 2010 model. All have fog lights, dual temperature air conditioning with filter, trip computer with personalization features, LED interior lights, the iPhone app, and even leather-wrapped steering wheels — whether or not you get leather seats. They also have a convenient overhead console with the soft-touch, slow-drop, sunglass holder which Chrysler started using back in the 1980s in minivans (only lined with a more durable antiscratch material). Oddly, though, the power rear hatch option seemed to be controlled only from the key, not from a button inside the cabin (or maybe we just didn't see it).

Jeep’s Jim Morrison said that the Grand Cherokee has a “complete new shell and a new chassis,” with a new independent rear suspension, but “it will do the 60° and 70° angle because it’s a Jeep.” That includes 20-inch water-fording capability, with an air intake above the headlights. Trail Rated models — those with an offroad kit — can handle the Rubicon and satisfy Chrysler’s other Trail Rated requirements. As for diesels and hybrids, Jim acknowledged Chrysler’s hybrids and said “Fiat has the best diesels in the world,” but would not say anything further, or about any “future product” including the rumored Magnum/Durango.

The interior has indeed been almost completely reworked, with newer materials, better assembled, and an overall look and feel that seemed more precise than in the past. Jim Morrison pointed out various minor touches, the LED lighting, the feel of the full-size spare’s cover, tail-lights inspired by the 1963 Grand Wagoneer; the rear seat area is larger, but still not generous. (Mark Allen was the lead exterior designer, Klause Busse was the lead interior designer). Unfortunately, he also affirmed that “I am, I ride” would remain Jeep’s tagline.

Our test vehicle was a 4x4, with the noiseless interior and bump-handling aplomb of a Lexus; but it did not have the vagueness and dullness all too common when manufacturers strive for luxury. The transmission was decisive and quickly downshifted when we pushed the pedal to the metal; it transmission reacted instantly but smoothly to the range selector. It’s hard to believe this is the same Mercedes five-speed that detracted from the LX cars when they first arrived; Chrysler has apparently tamed it well.

The V6 powertrain was tuned largely for comfort, but it has power too; you just have to show that you want it. Writer Robert Calem referred to the area under 3,000 rpm as “chaffeur mode;” the tip-in area is huge and the engine reacts slowly unless you shove your foot down hard. Flooring the gas always resulted in a quick trip to the power band, one way or the other — through revving with a quick, even building of power, or through a soft but fast and effective kickdown. [I realized later that the terrain control might have been set to "snow," which would account for this. We did not have time to play with terrain selection, and a prior driver might have left it on a less than ideal setting.]

Robert also noticed that the daytime running lights shut off when the turn signals are on — that is, the DRL on for the side has a blinking signal — presumably to avoid having the DRLs drown out the turn signals. That doesn't happen with the standard headlights; we didn't test with the brights.

You can extract a lot of power — more than the 4.7 liter V8 used to have — and the Grand Cherokee will react instantly, rapidly acceleration up to redline. Still, the V6 engine was quiet and smooth at all speeds, from idle to near the redline, continuing to convey the image of a luxury car.

The chassis was also capable of both comfort and performance, but it could do both at once. As we drove over ruts in the road, we felt them but were not disturbed by them, and could have ignored them entirely; there seemed to be no loss in traction as we went over concrete breaks and asphault ridges. From far away slight noises made it clear that the tires were indeed pounding over imperfections. Yet, the ride was not floaty or overly cushioned; and the steering was tight and fast. The 2011 Jeep Grand Cherokee seemed to be the kind of car you could drive for very long distances without feeling tired, and without feeling as though you were battling a car that was either too responsive, or too wrapped up in insulation.

Cornering was easy, with little body roll; when a thunderstorm crashed down, the car felt solid and well planted as the rain pounded down, and the interior remained unusually quiet despite the squall. It seemed as though it would feel as comfortable roaring through sharp turns as it would rolling straight down the boulevard.

The optional leather seats in our Laredo felt firm at first, bringing up bad memories of the rock-hard Commander seats, but were supportive and, over the full ride, they seemed to be surprisingly comfortable. Controls were generally logical, though we're not a real fan of the new keyless entry system (most people do like it). The fan had numerous positions, with light detents; windows were full express; and the wiper’ “fast” speed was very fast indeed, as one would hope. Light blueish-white backlighting was uniformly used across the dashboard, matching the LED interior lights.

Our only real complaints were the push-to-release emergency brake, which we always find annoying, though this one seemed better than most; and we prefer more "instant on" for the gas pedal, though we understand the compromises made to keep the luxury feel (and, for that matter, to improve traction). Overall, this is one of the best new vehicles we’ve tested in years.

Jeep will probably do very well with the new Grand Cherokee; its market share has already gone up 3.3 points from November 2009 (to 10.2% of the US SUV market), despite not having any “new” vehicles. (By the way, when the event started, a huge mass of Grand Cherokees were assembled together; while we were being filled in on the details, dealers came and drove them away. But there was something about seeing a full fleet of Grand Cherokees in one place...)

by Mark • see Dave’s and Maciej’s test drives, following

I was at an event where you could drive the 2011 Jeep Grand Cherokees and test them against the Lexus RX350. The staff had done training and seemed well informed, but had no spec sheets to hand out.

I have my heart set on picking up a black Overland and was surprised this weekend when I saw it without the air suspension. I was told that the Overland will have an optional Quadra-Lift suspension.

The fit and finish was very nice on all models. Even the basic Laredo models seemed to all be fitted with dark wood trim and the Overlands and limited with more of a red rose wood. The staff seemed to get paid by how many times they could tell you that it was "real wood" or by how many times they could tell you that this was a "luxury vehicle." It did look very nice in the most basic models.

The back seat seems a lot bigger than expected the extra inches look like even more than predicted and the middle rear seat is actually comfortable now.

The rear lift gate is a nice addition although the button to close the lift gate is on the inside left of the trunk and not on the lift gate, which seems like an awkward location to me. The spare tire is now conveniently located under the rear cargo cover and not under the car, via a crank system.

The door handles were really nice, and in better locations. The door locks "lock" flush to the door sills now, which always bothered me because I like to rest my arm on the door sill when the window is down.

The steering wheel was really nice on all models. The Overland's wood steering wheel was the best, because of the wood. It was also very thick, like a BMW 5 series or X5/X6 steering wheel. The leather wrapped wheel in the Limited and Laredo models seemed to be high quality and reminds me of the leather in my Audi.

The air conditioned seats were a plus, because it was 100 degrees on the day of the test and we drove with the windows down. I think it helps Jeep compete in the luxury class. The buttons were also very intuitive and easy to read.

I saw Jeeps with rear seat entertainment systems (roof mounted) and head rest TVs do not appear to be an option. So if you opt for the panorama roof, you will forgo an entertainment package.

The Overland seats feature piping and look very different than the limited seats. The Limited seats were all smooth leather looking, the Overland's looked much tighter, and were perforated for ventilation. The Laredo seats were cloth and have a graphical line art on them.

The V6 engine was good and on the course was not at a disadvantage compared to the V8, but the power of the V8 is immediate and undeniable.

by Maciej

A few days ago I, along with other local Chrysler dealership staff, had the opportunity to see and try out the new 2011 Jeep Grand Cherokee. This is a training session that manufacturers set up for dealership sales staff every time a significant new model is introduced or redesigned. We were thoroughly impressed with what we saw.

The exterior styling of the Jeep is a big departure from anything Jeep has done previously. The front carries the traditional Jeep seven slot grille, but past that you could easily mistake it for a European luxury SUV that wouldn’t look out of place in a valet spot at a trendy Beverly Hills restaurant or hotel. The big sculpted but smooth fenders define the sides without being too bulky or truckish looking, and the chrome window trim outlining elegant side profile gives it an Audi-esque look.

For a second I though the two Grand Cherokees sitting in the parking lot waiting for us were a pair of Audi Q7s. The rear end is stylish as well, once again looking like it could wear a European luxury badge. Attention to detail is evident everywhere, including in the headlights where the traditional Jeep front (the logo with the seven slot grille) is actually etched into the lenses.

Inside the interior impressed everyone too. Apparently the designers spent as much time designing the air vents in this generation GC as they did on the entire interior of the previous generation GC. And it shows.

Gone are miles of grainy plastics, replaced with quality materials and fabrics, a beautiful gauge cluster, and the luxurious looking Selec-Terrain control pad between the centre armrest and the shifter, reminiscent of the Audi’s MMI system in location, feel, and appearance. Driving position is comfortable, and I actually found better support in the Laredo’s cloth seats than in the Overland’s leather seats.

Rear legroom is very good, probably due to a 5 inch increase in wheelbase. Passive Entry and Keyless Go (you can leave your keys in your pocket to get in, start, stop, and lock the vehicle) are now standard on every model (at least in Canada) and so is dual zone climate control, Jeep’s removable cargo area LED flashlight, power 8 way driver’s seat, and the whole set of airbags.

The spare tire has been relocated inside, but the trunk floor appears to be of same height as before. One nice touch is the cargo hatch glass that has been redesigned to close softly and shut on its own after being pushed down, instead of being slammed like in the previous versions. 

This new model has some new noise reducing features too. The doors don’t sound tinny, the engine compartment has heavy duty looking seals around the hood to minimize any emitting noise, and the outer fender wells have some sort of synthetic carpeting. Yes you read that correctly; if you put your hand in the outer wheel wells, you’ll feel the same type of synthetic material that you’d normally find lining vehicle trunks.

The new Pentastar 3.6L V6 is said to improve fuel economy by 14% and horsepower by 38% over the previous version. Our short drive through the cones didn’t give us enough time to truly evaluate it or compare it to the previous model, but acceleration felt strong, and handling felt stable [other reviewers told Allpar that the 3.6 felt like “all any normal person would want,” and that “the Hemi has a definite boost but most people won’t feel they need it”]. This model’s chassis is shared with the current generation Mercedes ML, and with its four wheel independent suspension one would expect decent handling.

The most impressive feature by far on this model would be the available Quadra Lift air suspension. With the suspension fully lifted, this Jeep’s stance reminded me of the Volkswagen Touareg [which has a similar feature], sleek body sitting high up with massive gaps between the fenders and the relatively low profile tires. Between the Park mode where the GC sits 1.5” below the normal ride height, and the Off Road 2 mode where it sits 2.8” above the normal ride height, there is 4.3” of height difference. For off-road guys who don’t want to upset their wives by installing crazy lift kits in their new SUVs, this seems like a perfect compromise.

One thing I’d be weary of is how well this suspension lasts over the years. It brings to mind all the old Range Rovers that are being converted from air suspension to coil springs.  I also hope that these GC’s don’t end up looking like the old Lincolns from the 1990s with their failed air suspensions causing the ends to sag and drag on the road.

Overall I’m mostly pleased with the way this GC looks in and out. It definitely has the style to compete with the best, and it’s perfect for those who want luxury without showing off in a European luxury SUV, or massive domestic SUVs like the Navigator or Escalade.  I think Jeep has a winner on its hands. The only thing better would be to equip it with a clean diesel. I can’t wait until these hit our showrooms.

We will have another perspective and test drive next week • 2011 Jeep Grand Cherokee in depth

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