The Grand Cherokee is 4 inches longer in wheelbase, about 6 inches longer overall, and 2.5 inches wider in track than the previous model, so it will be more stable in both on- and off-road situations.
The all-new Grand Cherokee is built in Detroit using a new steel uniframe construction, a close marriage of a welded steel unit body and underlying front and rear modules, a completely different approach from the new body-on-frame Durango, so although its inside volume and overall size are both similar to the Dodge's, this Jeep is not a clone of the Durango, but a unibody Jeep design through and through.
Laredo models come with a body-colored grille, Limited models with a chromed grille.
Just about everything on the inside of the Grand Cherokee is new, with a new two-tone dark-over-light-over-dark instrument panel and door trims, with new grains, materials and finishes that are generally much richer and better looking than the previous Jeep interior materials roster, which were not particularly good.
We found the seats to be larger and cushier than any previous Jeep seat, with supportive contours and more seat track travel, always important for us tall guys. On top of the travel and legroom increments, there's also increased headroom that adds the feeling of extra space to the interior.
The instrument panel has no more of that pasted-together black-plastic of the last generation, but is a real, cohesive interior design with a nice combination of shiny plated parts, matte-finish plated parts, and a first-rate instrument layout. A new four-gauge instrument cluster with LED illumination has black gauges with brilliant red pointers. On the Limited model, the gauges are surrounded by chrome rings.
The cargo area features a reversible load floor panel that flips over on itself to create a shallow container, for more versatility in the rear storage compartment. As a system, the new interior is far better organized, more light in feeling and color, and altogether more roomy than the previous version, which had been around since 1993.
To be honest, we didn't like the old Grand Cherokee very much, because we never thought it was very grand. It was small inside, with a dark, confusing interior, too much plastic, really cheap seats, and not much cargo space, but always fun off-road. This new Grand Cherokee erases all the bad stuff about the old version, but keeps the mountain-goat-like off-road performance, finally becoming grand in the process.
The basic Laredo comes standard with the Chrysler-made 210-horsepower single-overhead-cam 3.7-liter V6, borrowed from its sister trucks, the Jeep Liberty and Dodge Ram, with its own five-speed overdrive automatic transmission. The 3.7 replaces the tired, old 4-liter inline six engine that was in the last Grand Cherokee and was a relic from American Motors' inventory of 25 years ago (still used in the Wrangler). The V6 gets an EPA-rated 16/21 mpg City/Highway, while the V8s get 14/21. Both automatics feature the Chrysler/Mercedes-Benz manual override function for the automatic transmission.
The 4.7-liter V8 engine in our test truck was terrific. We don't want to undersell the power and torque of the Hemi, but this smaller, slightly less thirsty V8 engine was a paragon of power and smoothness for around-town and highway driving if you don't live in the mountains and don't usually tow anything, where the Hemi would be best suited. It has a broad torque band, a lovely sound, and an electronic throttle control (drive-by-wire) that's comfortable and easy to use and very precise in those tricky downhill off-road situations. Both V8 engines get a heavy-duty five-speed automatic transmission with a direct fourth gear for towing.
The Hemi engine in the Jeep features automatic cylinder deactivation, which shuts down four of the engine's cylinders whenever it detects a steady-state cruise condition, and reactivates them on demand, for up to 20 percent additional fuel economy.
The new independent front suspension system, used on both 2WD and 4WD models works beautifully and is some 100 pounds lighter than the old suspension. It's coupled with new lighter, more compact and more precise power rack-and-pinion steering that's reasonably quick and accurate, and nicely weighted. There's plenty of understeer dialed into the handling, good for a vehicle this tall and this heavy where you don't want directional changes to happen too quickly. There seemed to be a more flatfooted, glued-down attitude with this big Jeep, with far less body roll than the previous model, which had a bit of body roll built into it that paid some comfort dividends off-road. This one is just as comfortable on- and off-road without it.
Front suspension travel is increased by almost 10 percent over the previous Grand Cherokee, and the new steering geometry yields a tighter turning circle, which counts heavily off road. A new five-link rear suspension combined with the new steering and new front suspension produced a boulevard ride, and cornering prowess, like no other Jeep in history, an enormous improvement. We don't usually go around flinging 4500-pound SUVs into corners, but this one invited a little bad behavior, which was very rewarding within the limits of its tires. We can only imagine what a Hemi version with DHS and ESP would be like.
Because it does not have a frame underneath it, the Grand Cherokee is rated to tow 3500 pounds, only about half what the Durango is rated for. That's not to say the Jeep is weak. Far from it. It's much stiffer and stronger than the previous version, with nary a squeak or a rattle in our short experience with it.
Four-wheel-drive systems vary by packaging and come with confusing names and complicated mechanical differences. If you order a V6 4WD, you will have a Quadra-Track I single-speed, full-time four-wheel-drive system called NV140, which uses electronic clutches in the center differential to pass out torque to the four tires as needed for best traction. No switches, no buttons, no handles, no low range.
If you want more flexibility, you will have to buy one of the V8s, which have a Quadra-Trac II two-speed manual transfer case, and a locking low range. Both systems are slightly biased, with 52 percent of the torque normally going to the rear tires and 48 percent to the front.
A new wrinkle is a third four-wheel -drive system. The optional Quadra-Drive II system uses a set of electronic limited-slip differentials (ELSD) at the front, center, and rear of the drive system. ELSD replaces the Vari-Lock progressive axles in the Quadra-Drive system, with quicker response to changing conditions and greater torque capacity, for use with the Hemi engine in particular.
Jeep Grand Cherokee comes in two models, Laredo and Limited. The basic Laredo comes standard with a 210-horsepower 3.7-liter V6 and a five-speed overdrive automatic transmission. A 4.7-liter V8 or 5.7-liter Hemi V8 is available for both Laredo and Limited. Both V8s come with a five-speed automatic; both come with two-wheel drive or four-wheel drive.
The Laredo ($26,130) comes with air conditioning, 17-inch tires and wheels, an eight-way power driver's seat, AM/FM/CD changer, a driver information center, 60/40 split folding rear seat, and remote keyless entry. Laredo 4x4 models ($28,100) come with Quadra-Trac I full-time four-wheel drive.
The Limited ($31,455) adds the 4.7-liter V8 engine and larger capacity automatic transmission, power adjustable floor pedals with memory, rain-sensing wipers, adjustable roof rails, eight-way power passenger seat, leather upholstery and trim (optional on the Laredo), HomeLink, MP3 capability for the entertainment system, Boston Acoustics premium sound with 276 watts of power, and adjustable roof rails. Limited 4x4 ($34,045) gets the Quadra-Trac II drive system.
Standard safety features include front smart air bags with four levels of deployment, brake-controlled traction control, four-wheel anti-lock disc brakes (ABS), and a tire-pressure monitoring system. Side curtain air bags are optional.
A Dynamic Handling System (DHS) is available as part of the Quadra-Drive II 4x4 system on late-2005 Hemi models. DHS reduces body roll, or lean, when cornering, resulting in sportier handling. An Electronic Stability Program (ESP) is also available, and comes packaged with the Hemi.
Options include GPS navigation built into the radio ($1,200), a rear-seat DVD entertainment system, a trailer tow package ($255), Boston Acoustics audio, UConnect hands-free communication system ($275), Smart Beam headlamps that sense the available natural light and adjust accordingly, and rear park assist ($1,200). The traditional Off-Road package ($420) with tow hooks is available, along with chromed alloy wheels, and an engine block heater for winter trekking. Side curtain air bags are also available for the first time on Grand Cherokee.