2005 Jeep Grand Cherokee Review

Specifications

Eating Cake is better than Eating Crow

Have you ever wondered what the use is having a cake without being able to eat it? What a ridiculous saying. Im sure sometime back at the turn of the twelfth century it had meaning, or at least its literal translation may have been used in an entirely different way, but now its one of those inane things that people say to fill dead air space, a sign that the time has come to end the conversation.

Its as silly as those who say you cant have an SUV that can handle like a sport sedan on pavement and a mountain goat off-road. Porsche and to some extent Volkswagen, with their Cayenne and Touareg siblings, proved this point not too long ago, and Jeep has driven the point even further home with its 2005 Grand Cherokee, at a significantly lower price no less. The domestic brand synonymous with four-wheel drive took the opportunity to introduce its new sport utility to an eager group of journalists last week, in the 4×4 haven of Santa Barbara, California. OK, a haven maybe, but isnt visiting Santa Barbara more about gawking at multimillion dollar homes and lying on pristine beaches than overcoming treacherous obstacles on your way to tracts of uncharted wilderness. True, but youd be surprised what lay over and beyond the mountains that surround the beachfront community.

First of all, Southern California is networked by some of the best paved driving terrain on the continent. One of my favorite stretches of roadway in the Santa Barbara area is Torres Canyon Road. It winds serpentine-like through dense woods on its way up the coastal mountain and away from civilization before opening up to the dry, open grasslands that make up much of the California mountain range. The last time I was on this particular stretch was in a Dodge Viper SRT-10, which by the way corners like the road-ready racecar that it is. While I wouldnt go so far as to say the new Grand Cherokee came anywhere close to achieving the Vipers capabilities of adhesion, I found myself continually checking the steering wheel hub-mounted Jeep appliqué just to remind myself I wasnt in a sports sedan. The Grand Cherokee turns in so quickly, so effortlessly, even when being pushed, that the current 2004 model, which I initially felt wasnt too bad when compared alongside many of its peers, feels ancient in comparison. All of a sudden driving a sport utility through switchback corners was fun, and I made the most of it by laying into the throttle as often as the opportunity would permit.

And accelerating quickly was no problem no matter the chosen drivetrain. I started my day with the base 3.7-liter Laredo, slightly more powerful at 210 horsepower and 235 lb-ft of torque than the 4.0-liter inline six that it replaces. The engine pulls well up hills and makes no bones about stretching its legs when on the open road, but it would be limited if asked to tow a heavy trailer or if filled to the brim with people and gear.

Thats when one of two available V8s is recommended. Jeep steps up with its extremely responsive 4.7-liter SOHC V8 as the top Laredo engine. The 230 horsepower engine with 290 lb-ft of torque makes a nice, muffled burble at idle and a subtle yet somewhat racy exhaust note under full throttle, all the while pulling the midsize SUV forward with a purposefulness that only a large displacement V8 can. For me this is an ideal powerplant for the Grand Cherokee, well
at least I thought that before trying the revamped Jeep out with the new top-line 5.7-liter V8.

Sporting what some industry insiders are starting to refer to as Chrysler Groups fourth brand, the new HEMI adds a unique flavor to the Grand Cherokee mix, kind of a Red Bull meets double espresso charge if you know what I mean. With a class-dominant 330 horsepower and 375 lb-ft of torque on tap, the new Limited model whips up a frenzied whirlwind of forward momentum, leaving me grinning like a schoolboy all the way to somewhere around legal speeds. Rumor has it the HEMI-powered SUV keeps charging well beyond such mandated velocities, and some say it maintains complete composure even when tackling less than optimal pavement at ludicrous speeds, but being the completely responsible person that I am I cant personally attest to such accounts… ahem.

By the way, the old 4-speed automatic gearbox is gone on all models, replaced by a much more sophisticated 5-speed automatic featuring AutoStick manual mode, which is one of the reasons acceleration times improve across the line, while fuel economy is also better. Another reason for reduced fuel usage in the top-engine is because of MDS cylinder deactivation, the first time Chrysler Group has put the innovative new system in a Jeep product. MDS saves about 20 percent in fuel costs, if you lay off the throttle and arent towing or hauling anything heavy.

Fortunately I found the big disc brakes well up to the task of stopping the hurtling mass of metal and plastic in short order, even under repeated applications.

So the new Grand Cherokee can dance around corners like former undefeated amateur world ballroom dance champion Jonathan Crossley twirls around Kylie Jones, wonderful. But

at what cost? Does it lose any ground when off-road? Nada, zero, zilch. This rig can climb out of a knee deep rut as capably as the categorys best, straddle un-forsaken obstacles and ford through deep puddles of silt-strewn water. While a 4×4 is only as good as its driver is intelligent, if you keep the speed at moderate levels theres not much this side of a Mercedes Unimog that it cant overcome. I know this first hand, as we barged up, plowed through, and straddled over some pretty intimidating terrain in order to prove this point, serious enough that some seasoned journalists chose merely to go along for the ride than take the wheel. Having played with 4×4s my entire adult life I couldnt resist the opportunity to hang a wheel or two in the air before nose-diving straight into an oncoming embankment.

While off on the heavily beaten path I couldnt help being amazed that something as capable as the new Jeep could also be as comfortable, and luxuriously appointed. The seats feature high density foam, similar to that in European luxury cars, and are resultantly firm and supportive. Those used to the soft-as-grandmas-couch easy chairs in the previous generation may not fully appreciate them at first, but give them a try and Im sure your back will respond with less creaks and groans. They look stunning too, especially when clothed in two-tone perforated leather.

I also found more head and shoulder room inside, due in part to a flatter, more squarely shaped bodyside, top and bottom. Its cargo capacity has grown as well, up to 34.5 cubic feet behind the rear seats, and 67.4 cubic feet when the second row is folded flat. I really liked the reversible carpet/vinyl floor treatment, with storage underneath. When turned upside down, the panel boasts a ridged bin-like plastic container to keep dirty stuff away from the carpeting.

Jeep has done an exceptional job upgrading the new Grand Cherokees switchgear too. Everything features that top-tier quality most premium buyers crave. It all turns, clicks and flicks in precise increments, and the control surfaces feel substantive to the touch. This is important, as the Grand Cherokee has one of the wealthiest owner demographics of any domestic vehicle.

And that brings me to my only major complaint. In a vehicle that has improved in every respect over the outgoing model, why has its interior plastics quality gone downhill? Its most noticeable on the dash, where in the 2004 model a rich, soft-touch, foam-backed leather-like plastic compliments a nicely appointed interior. Despite the new models interior design being much more attractive, and all of its switchgear and trim improved, the upper and lower dash is comprised of hard, hollow plastic that doesnt befit a vehicle that reaches over $40K when fully decked out. And to tell you the truth, such shortsightedness really upsets me. All it would take is another $100 or $200 per vehicle to get it right, and the new Grand Cherokee would be just about perfect. Unfortunately the beancounters at DCX won the cheap plastic argument and now Jeep runs the risk of turning off its wealthy, and subsequently, extremely picky clientele. Big mistake in my opinion.

The rest of the car, however, is nothing short of superb. While styling has changed, with a more traditional Jeep-like corporate face that integrates a taller grille and quad circular-style headlamp clusters, angular taillights, and thicker C- and D-pillars that make its stance appear sturdier on the road, no one even slightly tuned into the SUV market will find it difficult to distinguish the 2005 model as anything else but a Grand Cherokee.

I also like the fact that despite the many 6- and 7-passenger competitors that are vying for American consumers attention, Jeep is sticking to the 5-occupant layout and accompanying on- and off-road handling benefits, attributes that have made the Grand Cherokee one of the top sellers in the luxury SUV class year in and year out. To satisfy the growing 7-passenger SUV market Jeep will follow up the 2005 GC introduction with an all-new 7-occupant SUV dubbed Commander next year, based on the same architecture.

Until then the new Grand Cherokee will take up the slack, with the new model offering more content for fewer dollars. In 3.7-liter base Laredo trim the 2005 Grand Cherokee stickers at $26,775, a $995 savings compared to the 2004 GC that currently lists for $27,765. Less money for a better vehicle? Such is the kind of competitive nature that Chrysler Group has shown in recent months, with the introduction of the high value, low cost Chrysler 300 series, Dodge Magnum, Chrysler PT Cruiser Convertible, Dodge Durango, and others.

An important part of anything Jeep has always been legendary off-road performance, and the choice of three new full-time 4×4 systems for Grand Cherokee put it in a unique class in its segment. Jeep delivers rugged off-road capability, even better than the outgoing Grand Cherokee, along with exemplary on-road characteristics due to its new independent front suspension system.

The Grand Cherokee marks the first application of front and rear Electronic Limited Slip Differentials (ELSD) worldwide, and along with Electronic Stability Program (ESP) no doubt makes for extremely capable on- and off-road dynamics.

Other than rear-wheel drive models, the entry-level Laredo gets Jeeps Quadra-Trac I full-time 4-wheel drive, proven to be an ideal all-weather traction system for every type of terrain. Assisting the 4WD is standard Brake Traction Control System (BTCS) and Electronic Stability Program (ESP), the first for getting off the line cleanly and reducing slippage in inclement weather, and the second to offset lateral forces that could otherwise throw the vehicle into a skid and the driver to lose control.

Connecting the SUV to the road are grippy all-season tires framing attractive 17-inch Satin Silver finish rims, large in diameter for a standard wheel and tire package. Four-wheel disc brakes with ABS are standard too, plus additional amenities such as a power actuated 8-way drivers seat, driver and front passenger adjustable lumbar support, mini trip computer, advanced multi-stage driver and front passenger airbags, and a tire pressure monitoring system.

Other features include 17-inch chrome aluminum wheels, leather-faced seating, a DVD navigation system with integrated six-disc CD/MP3 player, a rear DVD entertainment system, power glass sunroof, Boston Acoustics audio system, front and rear side curtain airbags, plus an off-road package with tow hooks and skid plates.

While more options are available, those with a taste for opulence might as well just buck up the $32,100 needed for Jeeps flagship model, the Grand Cherokee Limited. The same 4.7-liter V8 that comes optional in the Laredo is standard in the Limited, with the all-wheel drive system upgraded to Quadra-Trac II, which provides full-time active 4-wheel drive. Whats active 4WD? Quadra-Trac II “anticipates and prevents wheel slip for optimum traction during a wide range of conditions,” according to a Chrysler Group press release. The Limited also takes advantage of Electronic Stability Program (ESP) and Brake Traction Control System (BTCS).

Also standard on the Limited is premium two-tone leather interior trim, a leather-wrapped steering wheel, heated front seats, a power glass sunroof, dual-zone automatic climate control, power adjustable pedals with memory, rain-sensing automatic wipers, electrochromic interior rearview mirror, 8-way power driver and 4-way power front passenger seats, a 288-watt digital amplifier powered Boston Acoustics 6-speaker premium AM/FM audio system with a 6-disc in-dash CD changer featuring MP3 capability. In addition the Limited gets Sycamore woodgrain trim inside and chrome accents on the outside.

Optional equipment for the Limited includes the aforementioned 5.7-liter HEMI V8 for an MSRP of $37,860, again more features for less money than a comparably equipped 2004 Grand Cherokee Limited. For those still wanting more, chrome clad aluminum wheels can be added, as can front and rear side curtain airbags, a rear seat DVD entertainment system, DVD navigation with an integrated 6-disc CD/MP3 player, Parksense rear parking assist, and an off-road package featuring tow hooks, skid plates, etc.

After my test ride and drive I couldnt help thinking that Jeep has done a stellar job of doling out the cake and allowing its Grand Cherokee customers to feast upon it, or in other words the 2005 model is now one of the finest combinations of on-road performance and off-road capability that Ive ever experienced. Jeep should pat themselves on their backsides for building such an exceptionally good vehicle, and then they should collectively fire the aforementioned beancounter.