"Grand Cherokee: Refining the Rugged"
12-22-2005, 12:24 PM
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"Grand Cherokee: Refining the Rugged"
The New York Times
November 20, 2005 Sunday
SECTION: Section 12; Column 4; Automobiles; Monumental Expansion for
the Empire of Jeep; Pg. 1
Grand Cherokee: Refining the Rugged
REMEMBER the 90's? Is it too soon to be nostalgic for the quaint era of
Bill Clinton and Newt Gingrich, Whitewater and Y2K, impeachment
hearings and Internet stock bubbles, George Costanza and the Jeep Grand
Cherokee?
For much of the decade, ''Seinfeld'' dominated the airwaves, and
starting in 1992 Grand Cherokees seemed to shade every suburban
driveway where a Ford Explorer wasn't casting its shadow. Jerry
Seinfeld described his show as being ''about nothing''; likewise, from
today's perspective, the sport utility craze of the 90's, like most
fading fads, seems like much ado about very little.
Many S.U.V. haters fervently believe that the 4x4 mania has cooled
because they turned public opinion against the notion of using
off-roaders as family cars. Yet the shift has surely had as much to do
with the short shelf life of fashion as with the sudden arrival of
environmental consciousness (or consciences) among Americans.
Mr. Seinfeld put his TV schtick on mothballs because it wasn't fresh
anymore. So it may be with plastic-cladded vehicles that let
suburbanites pose as crocodile hunters.
The challenge then, was to make the latest Grand Cherokee seem relevant
and appealing to consumers no longer in thrall to Jeep's reputation for
ruggedness. Against a wave of decidedly more carlike competitors,
Jeep's decision makers opted to make subtle improvements that enhance
the vehicle's road-going appeal.
The result is a vehicle that, since a redesign for 2005, is much more
refined, sophisticated and comfortable than its predecessors. Still,
while each previous generation of Grand Cherokee reasserted class
leadership, the field is much tougher now.
There has been no doubt about the Grand Cherokee's off-road prowess,
but many of the factors that helped to make this Jeep such a mountain
goat also made it somewhat beastly on paved roads.
Thus, the solid front axle has been replaced with an independent axle
that gives a much smoother ride. The old recirculating-ball steering,
with its considerable free play, poor on-center feel and slow response
-- not necessarily bad things when crawling over boulders -- has
yielded to a quick and accurate rack-and-pinion system.
Powertrains have also been upgraded. With three available engines,
potential buyers are likely to find one that feels just right, from the
more affordable, less thirsty V-6 (rated at 22 m.p.g. on the highway)
to a 4.7-liter V-8 and a higher-performance 5.4-liter Hemi V-8, which
cranks out 330 horsepower.
The 3.7-liter V-6 replaces a hoary, coarse in-line 6. The Hemi can run
on four cylinders when cruising, so it barely burns more gas on the
highway than the smaller V-8.
And if you want a Grand Cherokee quicker than a Porsche Cayenne Turbo
(or so Jeep says), stay tuned for the 420-horsepower SRT8 that goes on
sale early next year.
The V-6 is matched to a lighter-duty transmission than the V-8's. Both
are five-speed automatics.
If this array doesn't cover enough possible customers, consider the
drivetrains. While Jeeps are renowned for their four-wheel drive,
plenty of people are happier with a plain old rear drive setup -- those
who live in the South, for instance, or tow trailers long-distance --
so two-wheel drive versions are available.
If you choose four-wheel drive, your job still isn't done, because
there are three ways to send power to the wheels. Both Quadra-Trac
systems (called I and II) are full-time all-wheel-drive setups that
require no action from the driver. The third system, Quadra-Drive II,
is a more sophisticated permanent four-wheel-drive unit with a
computerized transfer case to distribute power to the front and rear,
along with computer sensors that automatically lock the differentials
when traction is low.
My test model, a 2005 Limited, had a price of $43,570 and included the
Hemi engine, navigation and DVD entertainment systems.
The superb leather seats, communicative steering and smooth highway
ride make the Limited as pleasing for summertime family trips as it is
for winter runs to the ski slopes.
While the new Grand Cherokee is five inches longer than the old one, it
remains nimble. Bigger, bulkier S.U.V.'s can carry more passengers and
cargo, but can't squeeze between boulders or trees with the Jeep's
agility. That same nimbleness serves the Grand Cherokee well when
slipping into compact parking spaces at Wegmans.
INSIDE TRACK: The best Grand Cherokee ever, though the audience may be
tuning out.
November 20, 2005 Sunday
SECTION: Section 12; Column 4; Automobiles; Monumental Expansion for
the Empire of Jeep; Pg. 1
Grand Cherokee: Refining the Rugged
REMEMBER the 90's? Is it too soon to be nostalgic for the quaint era of
Bill Clinton and Newt Gingrich, Whitewater and Y2K, impeachment
hearings and Internet stock bubbles, George Costanza and the Jeep Grand
Cherokee?
For much of the decade, ''Seinfeld'' dominated the airwaves, and
starting in 1992 Grand Cherokees seemed to shade every suburban
driveway where a Ford Explorer wasn't casting its shadow. Jerry
Seinfeld described his show as being ''about nothing''; likewise, from
today's perspective, the sport utility craze of the 90's, like most
fading fads, seems like much ado about very little.
Many S.U.V. haters fervently believe that the 4x4 mania has cooled
because they turned public opinion against the notion of using
off-roaders as family cars. Yet the shift has surely had as much to do
with the short shelf life of fashion as with the sudden arrival of
environmental consciousness (or consciences) among Americans.
Mr. Seinfeld put his TV schtick on mothballs because it wasn't fresh
anymore. So it may be with plastic-cladded vehicles that let
suburbanites pose as crocodile hunters.
The challenge then, was to make the latest Grand Cherokee seem relevant
and appealing to consumers no longer in thrall to Jeep's reputation for
ruggedness. Against a wave of decidedly more carlike competitors,
Jeep's decision makers opted to make subtle improvements that enhance
the vehicle's road-going appeal.
The result is a vehicle that, since a redesign for 2005, is much more
refined, sophisticated and comfortable than its predecessors. Still,
while each previous generation of Grand Cherokee reasserted class
leadership, the field is much tougher now.
There has been no doubt about the Grand Cherokee's off-road prowess,
but many of the factors that helped to make this Jeep such a mountain
goat also made it somewhat beastly on paved roads.
Thus, the solid front axle has been replaced with an independent axle
that gives a much smoother ride. The old recirculating-ball steering,
with its considerable free play, poor on-center feel and slow response
-- not necessarily bad things when crawling over boulders -- has
yielded to a quick and accurate rack-and-pinion system.
Powertrains have also been upgraded. With three available engines,
potential buyers are likely to find one that feels just right, from the
more affordable, less thirsty V-6 (rated at 22 m.p.g. on the highway)
to a 4.7-liter V-8 and a higher-performance 5.4-liter Hemi V-8, which
cranks out 330 horsepower.
The 3.7-liter V-6 replaces a hoary, coarse in-line 6. The Hemi can run
on four cylinders when cruising, so it barely burns more gas on the
highway than the smaller V-8.
And if you want a Grand Cherokee quicker than a Porsche Cayenne Turbo
(or so Jeep says), stay tuned for the 420-horsepower SRT8 that goes on
sale early next year.
The V-6 is matched to a lighter-duty transmission than the V-8's. Both
are five-speed automatics.
If this array doesn't cover enough possible customers, consider the
drivetrains. While Jeeps are renowned for their four-wheel drive,
plenty of people are happier with a plain old rear drive setup -- those
who live in the South, for instance, or tow trailers long-distance --
so two-wheel drive versions are available.
If you choose four-wheel drive, your job still isn't done, because
there are three ways to send power to the wheels. Both Quadra-Trac
systems (called I and II) are full-time all-wheel-drive setups that
require no action from the driver. The third system, Quadra-Drive II,
is a more sophisticated permanent four-wheel-drive unit with a
computerized transfer case to distribute power to the front and rear,
along with computer sensors that automatically lock the differentials
when traction is low.
My test model, a 2005 Limited, had a price of $43,570 and included the
Hemi engine, navigation and DVD entertainment systems.
The superb leather seats, communicative steering and smooth highway
ride make the Limited as pleasing for summertime family trips as it is
for winter runs to the ski slopes.
While the new Grand Cherokee is five inches longer than the old one, it
remains nimble. Bigger, bulkier S.U.V.'s can carry more passengers and
cargo, but can't squeeze between boulders or trees with the Jeep's
agility. That same nimbleness serves the Grand Cherokee well when
slipping into compact parking spaces at Wegmans.
INSIDE TRACK: The best Grand Cherokee ever, though the audience may be
tuning out.
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