The differences between the current 2014 Jeep Grand Cherokee EcoDiesel First Drive may not be apparent at first glance. If you happen to see it side by side with its predecessor however, the 2014 has a contemporary look while the pre-facelift model looks, well, old. Like most new vehicles, however, the mechanicals under the sheet metal are far more important than the simple aesthetics. Both the 290-horsepower, 3.6-liter Pentastar V-6 and 360-horsepower, 5.7-liter Hemi V-8 carry over for 2014, but the transmission they are bolted to is not. Both are fitted with Chrysler’s ZF-sourced 8-speed automatic. The addition of three more ratios and a big jump in technology has transformed otherwise average powertrains to slick-shifting, fuel-misering, class standouts.
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2014 Jeep Grand Cherokee EcoDiesel First Drive
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| 2014 Jeep Grand Cherokee EcoDiesel First Drive |
2014 Jeep Grand Cherokee EcoDiesel First Drive
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| 2014 Jeep Grand Cherokee EcoDiesel First Drive |
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2014 Jeep Grand Cherokee EcoDiesel First Drive
At the launch event in Austin, Texas, we spent the majority of our time in a diesel-powered Grand Cherokee Summit, which is the new top of the line trim and includes all the bells and whistles imaginable, from heated and cooled seats, in-vehicle Wi-Fi, adaptive cruise control, and the 8.4-inch U-connect infotainment system. The new interior feels more upscale than the out-going model. Jeep designers have expanded their color pallets to include more colors and different materials. Expect to see warmer tones with trims in copper instead of chrome. Real wood in more natural finishes and what seems like never-ending accent lighting. Although I was impressed with the $56,990 fully-loaded Summit, it is probably worth noting that the $36,790 Limited model I spent a few minutes in was nearly as nice.
On the road, the 2014 Grand Cherokee is what you would expect from a Jeep. The ride is firm yet comfortable while the steering is a bit vague on-center and isn’t very exact on turn-in. You find yourself guessing at inputs for large sweeping turns on the highway both entering and unwinding on exit. Otherwise, the steering has good heft and once committed to a turn, the feedback is decent. Cabin noise is minimal, surprisingly so in the diesel. The whoosh of the turbo is always there when the engine is making boost but NVH while cruising is low. Visibility out of the cabin is good, with blind spots smaller than you might think for relatively large D-pillars. The Summit model comes standard with adaptive cruise control. On wide-open Texas two-lanes, it worked as well as any other system I’ve used in the past. Computer controlled braking and acceleration is smooth -- it doesn’t jump on the brakes or stab the throttle like other systems. Controls are mounted on the steering, on and below the right spoke and are intuitive and clearly marked. On twistier sections of road, the ride height adjustable air suspension felt even better. The Grand Cherokee will never be mistaken for a sports sedan, but it’s stable and confidence inspiring. Brake actuation is linear with good pedal effort and the two-piston calipers over 13-inch rotors are going to provide all the squeeze the 265/50/20 tires can put to the ground. At cruising speed, the big Jeep hunkers down six-tenths of an inch below normal ride-height to improve aerodynamics. While off the road, it can raise itself up 2.6-inches over standard ride height for a total of 11.3-inches of total ground clearance.
We needed all that ground clearance when we headed off on trails at a ranch a couple of hours outside of Austin proper. While most of our drive consisted of long stretches of rolling plains, the grounds of the ranch looked more like someplace I would be fighting a Gorn than driving a highway vehicle. Luckily, Jeep makes front and rear fascia removal a five-minute job. Popping them off brings the Grand Cherokee’s approach angle to nearly 36 degrees with the suspension at maximum height. If you aren’t familiar with 36 degrees, think of driving up a wall, and that is nearly what it looks like. From rock crawling to bashing through gullies, the Grand Cherokee took it all in stride. Descent control feels a bit intrusive, but it slows you down in situations where you are literally hanging from the seat belts. In some of the more extreme slick rock situations, I actually felt more comfortable being in the longer wheelbase version Grand Cherokee than Wrangler we were following. Overall, Jeep has taken a good Grand Cherokee and made some big improvements, but the diesel is the real story here. The new 8-speed has transformed all the drivetrains, but the oil-burner is still the standout. It makes the V-8 virtually obsolete in terms of torque. With 20% better highway mileage and just a $2300 premium over the V-6, it makes that look far less attractive as well. We will be testing the diesel very shortly, so look for real test numbers as well as what everyone is looking forward to, a long road trip to gather some real highway mileage data. Until then, our initial reaction is that this is probably the best Grand Cherokee ever, and we agree with about 80% of “best in class” claims Jeep kept throwing around at the launch.
On the road, the 2014 Grand Cherokee is what you would expect from a Jeep. The ride is firm yet comfortable while the steering is a bit vague on-center and isn’t very exact on turn-in. You find yourself guessing at inputs for large sweeping turns on the highway both entering and unwinding on exit. Otherwise, the steering has good heft and once committed to a turn, the feedback is decent. Cabin noise is minimal, surprisingly so in the diesel. The whoosh of the turbo is always there when the engine is making boost but NVH while cruising is low. Visibility out of the cabin is good, with blind spots smaller than you might think for relatively large D-pillars. The Summit model comes standard with adaptive cruise control. On wide-open Texas two-lanes, it worked as well as any other system I’ve used in the past. Computer controlled braking and acceleration is smooth -- it doesn’t jump on the brakes or stab the throttle like other systems. Controls are mounted on the steering, on and below the right spoke and are intuitive and clearly marked. On twistier sections of road, the ride height adjustable air suspension felt even better. The Grand Cherokee will never be mistaken for a sports sedan, but it’s stable and confidence inspiring. Brake actuation is linear with good pedal effort and the two-piston calipers over 13-inch rotors are going to provide all the squeeze the 265/50/20 tires can put to the ground. At cruising speed, the big Jeep hunkers down six-tenths of an inch below normal ride-height to improve aerodynamics. While off the road, it can raise itself up 2.6-inches over standard ride height for a total of 11.3-inches of total ground clearance.
We needed all that ground clearance when we headed off on trails at a ranch a couple of hours outside of Austin proper. While most of our drive consisted of long stretches of rolling plains, the grounds of the ranch looked more like someplace I would be fighting a Gorn than driving a highway vehicle. Luckily, Jeep makes front and rear fascia removal a five-minute job. Popping them off brings the Grand Cherokee’s approach angle to nearly 36 degrees with the suspension at maximum height. If you aren’t familiar with 36 degrees, think of driving up a wall, and that is nearly what it looks like. From rock crawling to bashing through gullies, the Grand Cherokee took it all in stride. Descent control feels a bit intrusive, but it slows you down in situations where you are literally hanging from the seat belts. In some of the more extreme slick rock situations, I actually felt more comfortable being in the longer wheelbase version Grand Cherokee than Wrangler we were following. Overall, Jeep has taken a good Grand Cherokee and made some big improvements, but the diesel is the real story here. The new 8-speed has transformed all the drivetrains, but the oil-burner is still the standout. It makes the V-8 virtually obsolete in terms of torque. With 20% better highway mileage and just a $2300 premium over the V-6, it makes that look far less attractive as well. We will be testing the diesel very shortly, so look for real test numbers as well as what everyone is looking forward to, a long road trip to gather some real highway mileage data. Until then, our initial reaction is that this is probably the best Grand Cherokee ever, and we agree with about 80% of “best in class” claims Jeep kept throwing around at the launch.