Chrysler's 5.7-litre HEMI V-8 has the snort and draw of a Dodge Charger with the same engine and the sweet, musical V-8 motor sound to go with the torque. It's audibly superior to most other cars you would pull up to at a set of traffic lights, however the HEMI's not such a big change in regular driving that it's fundamentally justified, regardless of the mileage punishment. Towing is up to 7,400 pounds and on account of the eight-speed automatic, cylinder deactivation, and an ‘air’ mode on the accessible air suspension, gas mileage is 20 (AWD) or 22 (RWD) mpg on the highway cycle.
A brilliant eight-speed ZF AUTOMATIC is standard over the lineup and matched with paddle-shift controls. The paddles are more like short stubs, which are above the volume buttons mounted on the steering wheel’s back. The gearbox offers more smoothness over the old five-and six-speed units, and it plays in the lower rpm numbers before changing gears, thus turning the car into more of a luxury SUV than a sports model.
The present Grand Cherokee is firmly identified with the Mercedes M-Class, a consequence of designing during the old DaimlerChrysler tie-up. The relationship appears from multiple points of view, all of which make this the best-performing Grand Cherokee ever. The body is stiffer and sounder than at any time in recent memory and this empowers the directing and autonomous steel or electronic air suspensions to carry out their duties better. The Grand Cherokee's suspension just gels with bumps, which make everyday street use a pleasure and without the bouncy ride you get with most other sport SUVs.
With the Limited, Overland, and Summit versions, there's an accessible Quadra-Lift air suspension that can raise the Grand Cherokee from 6.4 inches to 11.3 inches off the ground through five modes, which are fantastic for going dirt-road romping, while considerably more settled on-street. The air suspension can also drop the Jeep, making entry and exit much easier. In addition, when parked, it drops the car to enhance it streamlined features.
Most Grand Cherokees come standard with rear wheel drive, despite there being lots of choices for the individuals who wants some or the greater part of the rough-terrain capacity option that Jeep is well known for. It can be requested with one of three all-or four-wheel-drive frameworks.
The fundamental Quadra-Trac I has a securing differential in the centre, with a force split 50:50 front to back, yet no low range. Quadra-Trac II can split torque variably from front to back, as acceleration disperses at either end, up to 100 percent in principle. Quadra-Drive II also includes an electronic constrained slip differential over the back hub so that the Grand Cherokee can react brilliantly to any slipping and sliding. The base setup is lightweight, basic and provides great footing control for hybrid SUV drivers.
The Grand Cherokee is one of only a handful couple of vehicles that can be fitted with in-your-face rough terrain ability. Jeep joins a Selec-Terrain framework to both of the "II" frameworks. Selec-Terrain gives you a chance to pick one of five footing control modes as indicated by driving conditions: Auto, Sand, Mud, Snow, and Rock. A few variants gain the Trail Rated assignment - those with Selec-Terrain and a rough terrain bundle. I've seen how they do this; by scrambling up 200-foot, 55-degree slants with a Selec-Speed framework that exerts a huge amount of power into the drivetrain, and controls it in 1-kilometer-per-hour increases. It's brainless driving through rough terrain, all allowed by shrewd gadgets and automated stopping device.
The Grand Cherokee SRT is a SUV that compares favourably to that of the ML63 and Cayenne, yet at a major rebate. The 6.4-litre V-8 shunts 470 torque to each of the four wheels through an eight-velocity oar-moved programmed. Chrysler cases an exciting 0-100 kph time of 4.8 seconds, and incorporates dispatch control so you can see those numbers, repeatable, on the SRT's Performance Pages screen. That isn't the only standout number though. The quarter-mile pegged in the mid-13s, top rate hits 255 kph, and 100-0 kph braking stops it in only 116 feet. It's actual execution workmanship, and extreme in ways you may never associate with the Jeep name.
The Grand Cherokee SRT takes the knowledge and all-wheel-drive wizardry and points it at the asphalt. With its own particular tuning, versatile air suspension and a "Selec-Track" powertrain-control framework, it welds all that capacity into an execution bundle that compares to the best Euro-utes. It listens to a large number of sensors and inputs and tailors the transmission, all-wheel drive, motor and suspension, utilising five unmistakable modes: programmed, Sport, Tow, Track, and Snow.
At the same time, the SRT is also living up to expectations working together with Quadra-Trac to ship torque around - all to one back wheel if need be - to offset footing on the 20-inch, 45-arrangement Pirelli all-season run-flats or discretionary P Zero summer tyres. The SRT can tow 7,200 pounds, yet it can turn in around 0.90g of grip, similar to the Porsche Cayenne Turbo, a Mercedes ML63 or a BMW X5 M. It's level, sharp and just brimming with unruly engine rumbles.