Contents of the material
SELEC-TERRAIN® ALL-WHEEL DRIVE CONTROL SYSTEM
Legendary Jeep Features® complemented by Selec-Terrain system®, which includes five main operating modes, thanks to which the car operates optimally in any off-road conditions, be it mud, stones, snow or sand. Traction is also improved thanks to Quadra-Trac II systems® or Quadra-Drive® II (depending on version). Quadra-Lift air suspension® With five height settings, you can achieve an even better riding experience.
Chassis
- The Quadra-Trac II transmission with MP3023 two-speed transfer case is quite reliable. After 120–140 thousand km, shaft seals may leak oil. It is better not to delay replacing them: if you continue to drive with a low oil level, the chain will wear out.
- With the optional Quadra-Drive II transmission with limited slip differential (ELSD), the electric motor often fails in the locking drive. It is changed separately, and sometimes can be rebuilt. And the best remedy for drive souring is to periodically turn on the 4WD Low mode.
- The separately replaceable silent blocks securing the rear gearbox to the subframe can wear out after 100–150 thousand km – especially quickly in powerful versions.
- The main failures in cardan transmissions are CV joints. An alternative to buying expensive cardan assemblies is to replace the joints separately in specialized workshops.
- Until 2016, the front suspension used cast iron levers with removable ball joints, which last 120–160 thousand km. For newer cars, at the same mileage, the aluminum lever assembly will have to be replaced, which will cost an order of magnitude more.
- Both front and rear shock absorbers can withstand about 150 thousand km. The front cylinders in the optional Quadra-Lift air suspension typically last the same amount of time. After the 2013 restyling, the Grand Cherokee came with only spring suspension for some time. But in 2016, pneumatic ones again became available, with rear cylinders modified and receiving protective boots – after which they caught up with the front air struts in terms of service life.
- Steering rods and ends usually last up to 100–140 thousand km. The “rack” is reliable, but after 120–150 thousand, leaks may appear in it. This does not lead to replacing an expensive unit – the mechanism is repairable, and usually everything is limited to updating the seals.
- The front brake discs do not have a large reserve of heat resistance; they often warp and begin to “beat”.
- It is better to check the parking brake more often. Drive cables are prone to corrosion and souring. And with drum shoes, the linings often peel off from the support plate – in the worst case, this leads to wheel locking.
What’s the handling like?
Ah, well, as you may expect, long distance cruiser doesn’t exactly scream handling prowess, but the Grand Cherokee has its merits.
Active noise canceling does its best to reduce drone but the resulting soundtrack is a thin and whirring tone that makes the motor sound like it’s far away. On the motorway, the Grand Cherokee really is a proper cruiser – it’s where the ride is at its most compliant and that engine noise isn’t a huge distraction. And, even at slower speeds, the ride quality remains good – even if larger-wheeled versions introduce the odd sharper jolt here and there.
But the Grand Cherokee is BIG. It feels very wide when you’re at the wheel, and that PHEV system adds 350kg to an already heavy SUV. While the powertrain’s tech is mitigated a little by being situated low down, there’s no escaping its mass. Navigating it down skinny roads (including those at our Spanish test location that had some gulp-inducing cliff edges) are a little nervous to squeeze your way down. Even so, body roll isn’t particularly strong for what is a heavy car.
The steering’s nothing special, though. It’s relatively consistent as you apply lock, but there’s no communication from the wheel on twistier roads. Very much a two-finger-resting-on-a-spoke kinda deal.