AMERICAN BEAUTY
Jeep’s latest family wagon is ready to convince customers to take a new approach
Jeep’s new Grand Cherokee L has arrived bearing good news and bad. The good news is it's an imposing, handsome and capable beast with room for seven to sprawl out in luxury. The bad news is there’s no diesel engine for those who enjoy extra torque and superior fuel economy.
The only engine offered is Jeep’s familiar non-turbo 3.6-litre V6 petrol, offering 210kW and 344Nm.
The maximum tow rating is 2813kg, or only 2268kg for the range-topping Summit Reserve with its trick air suspension. The outgoing Grand Cherokee diesel could lug 3500kg, making it a heavy tower’s American dream.
“I just wonder how many of those really needed three-and-a-half tonnes; isn’t 2.8 tonnes enough?” suggests Jeep Australia managing director Kevin Flynn. “What’s before us is plug-in hybrid and we’re going to be embracing that. The bottom line is this is a new model, it’s not coming with diesel, and I can pretty much guarantee it’s going to be the same with many other brands going forward.”
Diesel’s public image may be in tatters, but 57 per cent of old Grand Cherokees sold were oil burners. That will leave a hole. For those seeking more performance and economy – and willing to pay the circa $100,000 price tag – a five-seat plug-in hybrid Grand Cherokee will arrive early next year with 280kW and 637Nm. It will only tow 2800kg, though.
In the meantime the seven-seater starts $82,250 plus on-roads for the cheapest Night Eagle model, climbing to $87,950 for the Limited and $115,450 for the Summit Reserve.
With a few options the range topper is likely to cost $130,000 on the road. Jeep says it’s a premium product and priced accordingly.
The Summit Reserve’s cabin is indeed special. Plush quilted leather seats adjust in every direction then heat or vent your bum and back while massaging them. There’s a panoramic sunroof, pumping 19-speaker McIntosh audio and open-pore walnut wood finishes that wouldn’t look out of place in a Bentley. Really.
Jeep asks an extra $5500 for a pack bringing head-up display, wireless phone charging, night vision and a screen for the passenger.
No Night Eagles were available for test, but the mid-spec Limited looks the pick. Its cabin also exudes class and quality – leather, heated seats across two rows, a digital instrument cluster, 10.1-inch centre screen and knurled metal gear selector.
Third row passengers enjoy impressive headroom, while the cavernous second row slides forward for adult-friendly legroom too.
You don’t feel third class back here either; there are four USBs (from 12 in total), bottle holders and soft-touch armrests. There’s even 487 litres of boot space with seven seats up – more than you’ll find in a Mazda CX-5.
The Grand Cherokee L’s trump card is being able to go where luxe seven-seat rivals dare not tread. Our test drive featured Aussie wilderness trails with large loose rocks, giant wheel ruts and underside-scraping mounds.
Only the Summit Reserve brings low-range 4x4, and it slots into its off-road costume with no vulgar clunking. The air suspension raises 61mm over its on-road Sport mode and you choose from five different terrain settings, while hill descent control keeps things tidy.
You wince ploughing a $120,000 Jeep with 21-inch alloys and road rubber up a sketchy climb, but this thing is highly competent. Its 276mm ground clearance makes it the true offroad hero; lesser grades have only 215mm clearance so underbody noises are more common. Even so, the Limited went everywhere the range-topper did – more than most owners would dare contemplate - albeit with a bit more fuss.
Such hardcore ability makes the on-road performance all the more impressive. The Grand Cherokee L cruises beautifully in near silence while feeling safe and planted through corners for a vehicle its size. Show it lumpy, potholed roads and it absorbs hits very well. Comfort-wise, you’re missing little not having the Summit Reserve’s air suspension.
The V6 makes a lovely note and feels powerful enough, but it lacks the pull of a diesel or V8, which would be more noticeable when towing. For reference, when cruising we returned 10.2L/100km – near identical to our return in the V6 diesel-equipped new Toyota LandCruiser.