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Exterior Styling

If you want to quietly go about your business in an unassuming way, then it’s probably best not to drive a Jeep Wrangler. Not least one that is finished in Firecracker Red. This thing stands out a mile, but for me that’s part of its charm.

We know from the recently-reviewed Jeep Renegade 4xe that Jeep is a brand steeped in heritage, and one that likes to display this with pride.

It’s no coincidence, then, that the Wrangler has the same front end design as a post-war Willy’s Jeep. The circular lamps either side of the slatted grille are now a well-known Jeep motif, so the Wrangler is instantly recognisable.

The Overland model gets 18-inch alloy wheels which are nice, but not so nice that you’d care about getting them dirty.

There is a bulge in the bonnet which suggest a powerful unit beneath (more on that later…) and the overall appearance is a rugged one. From the front bumper – which seems to extend about a foot from the rest of the car – to the side steps and huge arches, this is a vehicle that looks like it will go anywhere.

There are visible hinges everywhere which gives a rustic charm, but they are not just for appearances…

You see, this is the Wrangler Unlimited. And the ‘unlimited’ part of that name relates to the open-air options available to you. Because, with nothing more than a Christmas-cracker tool kit, you can remove the doors, the roof, and even fold down the windscreen.

Though it has to be said this look is more suited to the California surf scene than it is to the British A-roads, it’s still an impressive trick that means when the sun is out you can leave the roof at home.

Interior Finish

One of the most surprising aspects of the Jeep Wrangler was the quality and refinement of the cabin. When you see this car you conjure up images of the previous Land Rover Defender and would be forgiven for thinking that it is old, outdated and cramped inside.

You would, however, be wrong to do so. Jeep has given the Wrangler a well-balanced cabin in terms of being tough enough and rugged to deal with an off-road lifestyle, but also being luxurious enough to befit a car that costs upwards of £50,000.

There is plenty of leather around, from the seats to the dashboard steering wheel, handbrake and gear shifter. It’s of a good quality with contrast stitching too.

Switchgear has a certain rustic appearance to it, but it’s all good-quality modern fittings and the cabin feels solidly assembled. Especially impressive for a car with so many removable parts.

The deep instrument bezels are simple yet elegant, with a crisp multi-function display in between. The central infotainment touchscreen has a tough-looking surround.

There are plenty of well-placed grab handles for the times you might need them, and there are neat little touches like the covers over the USB/power sockets to stop them getting filled with sand/mud when not in use.

In yet another nod to the Jeep heritage, you can spot the Willy’s Jeep motif in the lower driver’s-side corner of the windscreen, which encourages you to take the difficult route.

Engine/Performance

Lying under that bulging bonnet of this particular Wrangler was a rather interesting engine. It’s a 2.0-litre turbocharged 4-cylinder petrol engine, and it can also be found in the Alfa Romeo Giulia and Stelvio.

Like in the Alfa Romeos, the engine here produces an impressive 280PS and 400Nm of torque. It is mated to an 8-speed automatic gearbox, and the Wrangler has selectable 2WD or 4WD.

It’s not the nicest-sounding engine out there. It revs happily enough, but in a typically boring-sounding, 4-cylinder sort of way. And with this power plant under the bonnet, this 1,863kg Jeep Wrangler can go from 0-62mph in 7.4 seconds, and on to a top speed of 110mph.

The acceleration is a pleasant surprise. You get in a car like this and expect it to feel slow and unresponsive. But with a slick 8-speed automatic and that brilliant engine, this feels genuinely nippy. It can, and will, cause upset to other motorists at the lights. And from the driver’s seat that’s a hoot and a half.

With 4WD engaged there is no issue getting that power down, whatever the weather and road surface conditions may be. Even in torrential rain the Wrangler feels like it will achieve close to its claimed 0-62mph time.

And whilst this engine is not the nicest-sounding at 6,000rpm when you’re driving like a lunatic, it is quiet and unintrusive when cruising on the motorway. The 8-speed gearbox helps in this regard, too. Most of the noise you get on the motorway comes from those obscenely-large door mirrors hitting the air at 70mph. Other than that the Wrangler is actually surprisingly refined.

Ride/Handling

When it comes to the in-car experience, the Jeep Wrangler is all about managing your expectations. This is, after all, a car that is meant to tackle seriously gnarly terrain. It has high ground clearance, low-ratio gearbox, and trail-rated suspension.

It would therefore be wholly unreasonable to expect the Wrangler to behave like a Bentley on the road. Because it simply won’t. What it will do, however, is be surprisingly pleasant to drive as an all-rounder.

The ride is a little lumpy, which is somewhat inevitable given the tyres and suspension. But on the motorway it is comfortable enough and you wouldn’t be scared to take this on a long slog – the big comfortable front seats help in this regard too.

Steering is a little on the vague side, with non-existent feel. But the Wrangler does respond well to inputs. There is plenty of grip through the 4WD system, and plenty of grunt from that 280PS engine, such that the Wrangler can be almost entertaining on a sweeping A-road.

And the handling is good in whatever conditions you point the Wrangler at. Heavy rain, snow, mud, it doesn’t matter. The pedigree of Jeep in this regard is not to be ignored, and the Wrangler is no doubt capable of far more than will ever be asked of it.

It’s for that reason that the on-road behaviour needs to be half decent because, as with most SUVs in the UK – they will seldom be taken off anything worse than a gravel car park…

Economy

OK so let’s assess what we have here: American marque; check. Large SUV; check. Powerful petrol engine; check. That combination would lead you to believe the Jeep Wrangler would guzzle fuel like a marathon runner in 30-degree heat.

That’s what I expected, anyway. So it was with bated breath that I flicked the trip computer onto fuel consumption to find that I had actually averaged more than the claimed 24.8mpg. All things considered (the main ‘thing’ being my exuberant use of the 280PS on offer) I wouldn’t be complaining at that return from this car.

Yes, objectively speaking that isn’t altogether ‘economical’ but then a less powerful diesel model won’t do you much better, so why not have the extra power of the 280PS and enjoy it!

CO2 emissions are 260g/km on the WLTP cycle, so this isn’t a great car for company car users. Not like I expect anyone, anywhere has a Wrangler as a company car…

VED in the first year is £2,245 (gulp!) and from then on is £155. But, with a price tag over £40,000 it falls foul of the VED Surcharge, which means you have more to pay in years 2 through 6. That amount is currently £335 extra, or £490 in total.

But when you consider the Wrangler alongside its competitors, all will incur the VED surcharge, and the first-year rate is absorbed into the price. So it’s all par for the course anyway.

Practicality

We all know that in SUV, ‘U’ is for ‘Utility’. By their very nature, these types of vehicles are supposed to do anything and go anywhere. So how does the Wrangler fare?

When it comes to ‘go anywhere’ there are absolutely no issues. The ‘trail-rated’ status of the Wrangler’s 4WD system basically means it is not just for show. This can really can tackle proper off-road situations with as much ease as it can pop to the local shops.

The concept of ‘do anything’ is quite far-reaching. Cabin space is fine, although it has to be said that the incorporated roll-over protection does use up a little head room.

But that’s the price to be paid for the ability to remove the roof, which is a practicality benefit in itself. The prospect of open-air off-roading – or on-roading for that matter – is something rarely found. This would be the Wrangler Unlimited’s party piece.

I have to point out one potential downside of removing the roof… having somewhere to put it. This is a not-insignificant bit of bodywork, and you would need a clear garage to be able to put it somewhere. If you Google the issue, you will see several Wrangler owners have developed rather ingenious pulley setups in their garage for such purpose.

Boot space is a generous 548 litres, and the side-hinged tailgate means there is a large loading space for bulky items. The downside is that you need to leave plenty of room to be able to open it fully.

Towing capabilities on this model are a respectable 2,495kg braked and 750kg unbraked, which should be more than enough for the horse box, caravan or car trailer.

Equipment

Given where the Wrangler range sits in terms of price point, I was expecting a decent specification. Thankfully, the Jeep didn’t let me down. Even entry-level Sahara trim has plenty of standard kit.

All 4 Door Wrangler models feature alloy wheels, reversing camera, rear parking sensors, cruise control, push button start and tyre pressure monitoring.

On the inside there is an 8.4-inch touchscreen multimedia system with satellite navigation, 9-speaker Alpine audio system with subwoofer and Bluetooth connectivity. There is also ambient LED interior lighting, power windows, climate control, leather steering wheel and 6-way manually-adjusted driver’s seat with 2-way lumbar support.

It’s the safety department, however, that appears to be lacking. Standard equipment comprises front side airbags, stability control, active speed limiting and not a lot else. It’s part of the reason the Wrangler scored a dismal 1-star Euro NCAP rating, which is borderline unacceptable in this day and age. It is somewhat excusable though for a car which is designed to have the majority of its panels removed…

Overland trim, which is the one I tested, gains blind spot detection with cross-traffic alert to bolster its safety offering. IT also gets keyless entry, leather seats and heated front seats.

The Rubicon model gets uprated Tru-Lok differentials, rock rails, and a front sway bar. This is the most ‘hardcore’ off-roader in the range, whereas the Overland I tested feels like the more premium ‘everyday’ offering.

Value For Money

The Jeep Wrangler is not a cheap car to buy. The cheapest 4 Door model is the Sahara, priced at £48,850 on the road. Interestingly that model comes with the 280PS petrol engine, which would definitely be my choice over the 2.2-litre diesel available in other grades.

There isn’t much variation in price between all the different models. The 4 Door Overland model tested here starts at £51,150 on the road. To that my test car had only one addition; Firecracker Red paint at a cost of £675. Price as tested is £51,825.

There are a few other options/packs available, and given the poor Euro NCAP score I’d be inclined to select the £780 Safety Pack, which includes forward collision warning with autonomous emergency braking, brake assist and adaptive cruise control. Well worth the money in my eyes.

There are a range of roof options – soft tops, dual top, the list goes on. But I wouldn’t be giving too much thought to that in the UK – the standard setup is more than flexible enough.

It is also worth adding that whilst, on the face of it, the Wrangler seems very expensive, it is also a car known to hold value. If you don’t believe me, then just head to the classifieds and see for yourself. There are not all too many of them about, which makes them more valuable on the second-hand market.

And when you stack the Wrangler up against its rivals – namely the Land Rover Defender and Mercedes-Benz G-Class – it doesn’t seem such a silly price by comparison.

Facts and Figures

The post REVIEW – Jeep Wrangler 4 Door Overland appeared first on Simply Motor.

Image Gallery

Exterior Styling

The Jeep Renegade has been around since late 2014. It got a facelift in 2018, but ultimately this is a shame we’re rather familiar with. And it has to be said that it is not one that is universally liked.

This model is the all-new Renegade 4xe, Jeep’s first plug-in hybrid model. Visually, however, it is nigh-on identical to the ‘regular’ models. Finished in metallic ‘Bikini’ it certainly stands out in a crowd.

At the front there are some nods to Jeep’s heritage, with the circular headlights and grill reminiscent of the Willy’s Jeep. Look closely at the windscreen and you will spot the motif of that same car. Jeep does not hide this heritage, and that’s a good thing.

Offsetting the bold Bikini paint is plenty of black trim, mostly around the lower areas of the body. This not only gives a rugged feel, but helps to tone down the brightness of that paint to prevent it being too strong. The matt black bonnet detail is a nice touch, too.

The side profile of the Renegade highlights just how, erm, square it is. And nothing emphasises the problem of putting a round peg in a square hole more than the wheels/wheel-arch on this car. It just looks wrong… The wheels themselves are alright – 17-inch two-tone black and silver.

At the rear, the square tail lights are re-designed and feature another Willy’s Jeep motif in the centre. There are 4xe and Trailhawk badges, while the overall shape is somewhat muscular.

Interior Finish

Stepping inside the range-topping Trailhawk model was a little bit disappointing on the whole. It may have leather seats, but that’s pretty much where the luxury ends. And on a car costing (as tested) almost £40,000 you’d hope for a little bit more in terms of a quality finish.

The seats themselves are very nice. They are nicely bucketed, with contrasting red stitching and embroidered Trailhawk lettering. There are other red flashes throughout the cabin, on the centre console, vent surrounds and speaker surrounds.

The speaker surrounds are interesting for another reason: they feature yet another Willy’s Jeep motif. (Have you lost count yet?)

One of the main problems in the interior is the use of materials. Whilst we appreciate that the Renegade 4xe has a trail-rated 4×4 system, and has to be somewhat ‘rugged’, it’s probably fair to say that most Renegades will spend most of their time on the road.

As such, the use of hard, scratchy plastics could have been confined to lower down in the cabin. As it is, the entire dashboard feels a little on the cheap side.

Switchgear is good quality, and feels well put-together. And whilst the instrument cluster is a little on the boring side, there’s nothing overly offensive about it. Unfortunately the same can’t be said of the infotainment screen. It’s a responsive touchscreen, but the actual interface and graphics just feel inferior to other systems on the market.

Engine/Performance

The Renegade 4xe is Jeep’s first foray into the world of plug-in hybrid vehicles. It is a big step forward for the brand, and will open up a new market of potential customers: company car drivers looking for cheaper Benefit-in-kind (BIK) charges.

So what’s the setup in the Renegade then? There is a 1.3-litre, four-cylinder turbocharged petrol engine, and an electric motor. And whilst this car may have a ‘trail rated’ 4×4 system, it is slightly unconventional in that the petrol engine powers the front wheels, and the electric motor powers the rear.

The combined output of the hybrid system is an impressive 240PS and 350Nm of torque. There is only one gearbox option – a 6-speed automatic – and this is designed to smooth out the driving experience as the car flips and changes between internal combustion and electricity.

Put the Renegade in Sport driving mode and you get the full power from both engine and electric motor – the 4xe will go from 0-62mph in a sprightly 7.1 seconds and on to a top speed of 124mph. Impressively, the Renegade can travel at up to 80mph in pure-electric mode.

Not so impressive is the soundtrack. You can tell that this engine was designed to work with the electric motor, at low revs. Anything past 3,000rpm and the unpleasant din lets you know the engine just doesn’t want to do it.

It’s a bit of a shame because there is a lot of fun to be had from this powertrain in sport mode. And in a world still somewhat hesitant about the electrification of cars, it’s ironic that here the driving experience is let down by the petrol engine.

Drive in pure-electric mode and the Renegade feels nippy around town, responding with the instantaneousness expected from electric motors.

Ride/Handling

It may be obvious just from looking at it, but the Renegade is not a car built for cornering at speed. Notwithstanding the age-old stereotype surrounding American cars and non-straight pieces of tarmac, this is a tall car with ample ground clearance and suspension travel.

The result is a car that is prone to significant pitching when cornering, at which point you’ll certainly be glad of the supportive seats.

This problem is amplified by the rather powerful 4xe powertrain. With a combined 240PS you arrive at corners traveling more quickly than you expect, but the Renegade struggles to carry this speed through the bends.

Grip from the hybrid four-wheel drive is very good, due to the nature of the setup. It is electric motors, with their instant torque, that have a tendency to spin wheels.

That’s especially true when they power the front wheels, which have steering to worry about too. But because the electricity powers the rear of this vehicle, the grip levels are more balanced and predictable, even with the most aggressive driving.

Away from the twisty B-roads, the Renegade 4xe is a pleasant car to travel in. It doesn’t wallow around too much, and is reasonably comfortable on the motorway.

But there are cars that are much better on-road handlers. Sure, the Renegade has off-road credentials. But if you’re not planning on straying too far from the tarmac, as I suspect the majority of potential buyers are not, then it begs the question “what’s the point?”.

Economy

One of the main reasons to buy a plug-in hybrid vehicle is to use less fuel, and reduce the environmental impact of car ownership. That’s all well and good, but the scepticism of plug-in models comes from a history of poor full-electric range, and disappointing real-world economy. They are often seen as a ‘cheat’ to lower company car tax due to reduced emissions.

The Renegade 4xe makes a good case for itself as to how that perception might not be accurate nowadays. It has a pure-electric range of 26 miles, and my time with the car suggests this is a realistic claim.

From a charging perspective you can plug the Renegade in at home, and replenish the battery in around 5.5 hours. Depending on the frequency and distance of your journeys, this may be adequate.

Alternatively, there is an E-Save driving mode, which when used in conjunction with the maximum regeneration mode will charge the battery. This is useful if you’re going on a longer motorway stint, giving you a full charge when you arrive in a quaint village at the other end.

The combined fuel consumption is a claimed 128.4mpg. The problem with this figure is that it is entirely subjective. It may be based on the WLTP cycle, which we know to be more realistic. But with a plug-in your fuel consumption depends entirely on how you use it.

If you only ever do the school run and pop to the shops, you might use one tank of fuel a year, running off battery alone. But if you are forever up and down the M6 with work, you are unlikely to see 128.4mpg. Ever.

CO2 is 51-52g/km, which means first-year VED of £15 (currently £140 thereafter) and a company car tax of 14% from April 2021.

Practicality

As a family car, the Jeep Renegade has a lot going for it. In terms of space, it is generous throughout. Headroom is plentiful, thanks mostly to the tall stature. Legroom in the rear is fine even for taller adults, and front seat passengers will be able to stretch out comfortably.

Despite being a hybrid, with an additional motor and batteries to house, the Renegade 4xe still boasts 330 litres of boot space. The load area is a good size, making it easy for loading bulkier items, especially with the rear seats folded down and making use of the car’s height.

On the Hybrid front, the Renegade 4xe is a very easy car to live with. This is mostly due to the flexibility with which you can run and charge it. You can potter around town in pure electric mode, and charge using a 3-pin plug at home.

Or, conversely, you can opt to save all battery and even use the petrol engine to charge the battery on the move. For me, it was a mixture of both. And that level of flexibility makes a good case for running a plug-in hybrid.

It is also interesting to note that the Jeep Renegade is a credible off-roader. The four-wheel drive system may be a hybrid, but there are still several off-road drive modes designed to tailor the system to the conditions underfoot.

From snow to sand and mud, the Renegade 4xe has you covered. There’s even a low-ratio mode and 4WD lock function for especially tricky situations. It’s hard to imagine that this Bikini-coloured car would ever find itself in such situations, but it’s reassuring to know the capability is there.

Equipment

On the whole, the Renegade is a well-equipped car. Even the ‘base’ model Longitude boasts a fair amount of standard kit.

All Renegade models feature the Uconnect 8.4-inch touchscreen infotainment system with satellite navigation, Bluetooth hands-free technology, Apple CarPlay and Android Auto.

Convenience features include cruise control, speed limiter, power windows, dual-zone automatic air conditioning and rear parking sensors.

Safety equipment comes in the form of traffic sign recognition, intelligent speed assist, forward collision warning with autonomous emergency braking and lane departure warning. Despite this seemingly generous array, the Renegade only achieves a disappointing 3-star Euro NCAP score.

In addition to the above, 4xe models get a PHEV-specific TFT display, selec-terrain 4WD system and driver fatigue sensor.

Additional specification on Limited models includes adaptive cruise control, front parking sensors, full LED lighting pack, leather upholstery, heated front seats and steering wheel and a premium instrument cluster.

Range-topping Trailhawk trim adds hill descent control, off-road skid plates (under-floor protection), privacy glass, matte black bonnet decal, rear tow hook, Trailhawk-specific seat stitching and 17-inch off-road wheels.

The 4xe Trailhawk also boasts a reversible and height-adjustable cargo floor, and a Parking Pack, which comprises a rear-view camera, parallel and perpendicular park assist, and blind spot monitoring with rear cross path detection.

There aren’t many options available on the Renegade, in fact our test car had pretty much everything available. Some omissions from the equipment wish list would be ventilated front seats, heated rear seats, fully-digital instrument cluster, wireless mobile charging pad and perhaps some ambient lighting in the cabin.

The tech in the Jeep Renegade just feels a little dated now – even the Uconnect infotainment system has an aftermarket feel to it.

Value For Money

One of the main barriers preventing the electrification of cars being a mass-market solution often comes in the form of a high price. Whilst it is appreciated that the technology inevitably costs more, the willingness of motorists to go out and pay more for these cars is low.

Take this Renegade 4xe as a prime example. The cheapest ‘regular’ Renegade, the Longitude, is £23,400. The range-topping Limited is £28,200.

Then we come to the 4xe models. A PHEV Longitude model is £32,600, and a Limited is £34,500. The range-topping Trailhawk tested here starts at a whopping £36,500.

And it doesn’t end there either. My test car featured a few optional extras: Bikini paint is £700. The Function Pack is another £700 and consists of keyless entry and drive, power-folding heated door mirrors, and one-touch windows. A Mode 3 charging cable – for use at public charging points – is £300, and a temporary spare wheel is £250.

That takes the price of this car, as tested, to £38,450. As pleasant as it may be, and as clever as the hybrid system is, that’s always going to be a hard sell.

If you need the off-road capabilities, you are probably less interested in the 4xe than other models in the Renegade line-up. And if you don’t need off-road capabilities then you can get more for your money with other crossovers. You could even get an all-electric Kia e-Niro for similar money.

Overall though, this is a perfectly likeable car. In bright Bikini colour, it stands out. It has a certain charm and charisma coming from its heritage. So while it may be the left-field choice, I wouldn’t rule it out entirely.

Facts and Figures

The post REVIEW – Jeep Renegade 4xe Trailhawk appeared first on Simply Motor.

Since I first got behind the wheel of the new Jeep Grand Cherokee back in 2013 I have been itching to spend some more time with it. Little did I expect that when I got to do, it would be no ordinary Grand Cherokee. You see this was the fire-breathing, rip-snorting SRT. That means it has a whopping great V8 under the bonnet and the economic credentials of the average coal power plant. But then this a car designed for the hardcore petrolheads amongst us; something I would like to think I am. So I grabbed the keys, and went to see what all the fuss is about.

Looks – 9/10

The Grand Cherokee is a sizeable car, and with the SRT touches it has a remarkable presence. At the front you notice the gaping air intakes. The gloss black accents offer a wonderful contrast to the Deep Cheery Red paint. To the side you get 20-inch black chrome alloy wheels, chunky door handles and some of the biggest wing mirrors I have ever seen. The arches are bulging and broad, leading to the rear of the car (which is all that most people will get to see!) Only a small SRT badge and two flared exhausts give a hint to other motorists that this is a serious piece of kit. Overall the Grand Cherokee is a nice blend of bold chunkiness and some subtle curves. The SRT model looks fantastic from all angles, and is eye-catching in shop windows as you drive past.

Inside, the cabin feels somewhat smaller than the exterior would lead you believe. Part of this is down to the American-sized front seats. They do however offer nice support to the side and shoulder bolsters and, finished in half leather and alcantara, look very inviting. The controls are all very macho and chunky, from the gear selector to the steering wheel (which I could just about get my hands around!). The cabin is finished with carbon-effect and aluminium trim, which compliments the nice plastics and heaps of leather. The dials are relatively simple, but offer a wide range of customisation; from fuel economy to your best 0-60mph sprint time.

The Grand Cherokee SRT is all about performance. Under the bonnet lies a 6.4-litre V8 HEMI. It’s an absolute beast, offering 461PS and 624Nm of torque. Sent to all four wheels via an 8-speed automatic gearbox this 2.4-tonne leviathan is capable of going from 0-62mph in 5.0-seconds, and will keep going all the way to 160mph. You get the traditional V8 rumble from under the bonnet, though overall the Jeep is a little quieter than you’d expect. There are numerous drive modes, and built-in launch control. This was my favourite feature on the SRT, and I was simply staggered at how quickly this car lurches off the line. It’s simply remarkable. Stay in normal mode and the Grand Cherokee is almost civilised. It’s not harsh on throttle response and is easy to drive round town. It site comfortably on the motorway, just waiting to be unleashed to overtake the car(s) in front.

Despite its size and stature, I think the SRT handles damn well. The 4WD grip is a big factor in dealing with such a large amount of power. The suspension is firm enough to prevent excessive pitch and roll in the corners (although there is still a bit if you get really keen), and works well on bumpier B-roads. The big seats ensure that you can’t call this car uncomfortable whatever the surface. There are also modes for Snow – to ensure that you don’t scare yourself to death in British winter- and Tow- so you don’t split the broken car in half! That chunky steering wheel offers a direct response, which comes in handy should you select Track mode, which makes the SRT a bit tail happy. Stopping power is provided by 380mm, six-piston Brembos all round which make deceleration almost as impressive as acceleration. More importantly they give you more confidence to unleash the SRT, safe in the knowledge you can rein it in again too.

Economy – 4/10

To some extent this section could be considered irrelevant. If you’re considering buying a 6.4-litre, 2.4-tonne SUV then I hardly think the Green Party will be counting on your vote. But in the essence of being fair, I will nonetheless talk about economy. It’s terrible. Quoted combined fuel consumption is 20.2mpg. The SRT has a clever system which can shut off a bank of 4 cylinders when driving gently, and this is still all you get. Be enthusiastic with the loud pedal, and watch this figure dwindle away. You’ll find yourself spending a lot of time at petrol stations, and with a 94.5-litre fuel tank these visits won’t come cheap. CO2 emissions of 327g/km put the SRT in VED band M (or “maximum”). That’s £1,120 in the first year and £515 thereafter. Ouch.

Practicality – 7/10

Now I will get the negatives out of the way first. This car is too big for British B-roads; meeting oncoming traffic is unnerving. You don’t want to take it on long drives because it empties itself of fuel very easily, and chances are this will lose more money than a Range Rover or German rival. But, the SRT is extremely well equipped as standard. Keyless entry and go, radar cruise control, power front seats, heated front and rear seats, 8.4-inch touch-screen multimedia system including satellite navigation and SRT Performance Pages, power tailgate and heated steering wheel. That’s just some of the goodies on offer, and all make the SRT an easy car to live with. Driving around town is fine, and parking isn’t too bad with front and rear sensors and a reversing camera. Cabin space is generous, and the boot is large enough for the dogs and the shopping.

Concluding Remarks

So that concludes my week with the Jeep Grand Cherokee SRT. In many ways it is a pointless car. It’s too big, too powerful, too harmful to mother earth and- at £65,995- too expensive. And yet. It looks fantastic, with a true head-turning ability. The performance is exhilarating, and addictive. It still baffles me how fast this car is; not just for a big SUV, but full stop. And when you consider the alternatives (such as the Range Rover Sport V8, BMW X5 xDrive50i or Mercedes-Benz GLE AMG 43 or 63) then £65,995 is noticeably cheap, given that the Grand Cherokee is fully loaded as standard. So on that basis it’s a no brainer. And that’s definitely not how I thought this review would end! For more information visit the Jeep website or see a local dealer.

Total Score – 40/50

The post REVIEW – Jeep Grand Cherokee SRT appeared first on Simply Motor.

The Jeep Cherokee returned in 2014 after being absent from the UK market for 4 years. Last year a new 2.2-litre diesel engine was introduced to try and keep with the competition, in a segment which is becoming increasingly crowded. Put simply, if you’re looking at a Jeep Cherokee then you could well consider two models from Land Rover; the Discovery Sport and Range Rover Evoque. But a lot of people forget that Jeep know what they’re doing; they’ve been at it since 1941! I grabbed a top-of-the-range Cherokee Limited to see how it stacks up.

Looks – 5/10

If I could describe the Cherokee in one word, it would be ‘American’. This car would look most at home cruising up I4 in Orlando. The front end is angular, with some striking lines. Most striking of all are the chrome highlights to the grille. They are like giant chrome teeth, and the Cherokee is shouting. Other than that the headlights are oddly small and point. To the side broad arches give the Cherokee some stature, whilst further chrome trim frame the windows. The 18-inch wheels also have a chrome finish, which is a little gaudy. At the back it’s less pointy and a little more on the sleek side, which is good. Twin exhausts are a nice touch, and the rear lights look executive. A subtle rear spoiler rounds off the rear end, and you can just about see the shark-fin aerial. My test car was finished in a wonderful Granite Crystal metallic (£650) which glistened in the sunlight and dark and sophisticated at night.

On the inside cream leather offered a nice contrast to the grey exterior, and brought a bit of light to the cabin. The seats themselves are big and welcoming; like an American armchair. They are perforated to allow for the ventilation, and feature an embossed Jeep logo. The steering wheel proudly shows Jeep’s heritage with the words “Since 1941”. All the controls, from the steering wheel to the gear knob, are chunky and have a rugged look to them. At the centre of the dashboard is an 8.4-inch touch screen, which is framed by air vents and silver trim. The plastics look nice, but overall the interior lacks a premium edge to it. The dials are a bit on the basic side, and some of the buttons/switches look cheap. The large panoramic roof is nice, and has a retractable blind for when you want some shade.

Handling/Performance – 7/10

The new engine on offer is a 2.2-litre multijet diesel engine offering up 200PS and 440Nm of torque. It is available only as an automatic, but features a 9-spee gearbox for refinement. It helps keep the Cherokee on its toes too, resulting in a 0-62mph time of 8.5 seconds and a top speed of 127mph. That’s about right in this class, and feels almost nippy in a car like this. The engine itself is torquey, and refined in the lower rev bands. It suffers from a little 4-cylinder rattle once you’re past 3,000rpm, but thankfully with the 9-speed box you can keep the revs down. On the motorway you can hardly tell the engine is on, but a quick jab of your right toe will push you past the car in front.

The Cherokee is definitely set up for comfort mode. I think that comes back to my I4 theory. Sit on a motorway at 70mph in the soft, comfortable leather seats and the miles will just disappear. Unfortunately there is usually a downside to such a soft ride, and that comes on the country roads. The Cherokee wallows over bumpier roads and that is a little unnerving. The steering itself feels direct, but the car leans on corner entry and is not at all adapt at hauling itself through twisty sections. On the upside the grip offered from the 4WD system is reassuring, especially when faced with British summer weather (and the resulting standing water) on the road.

Economy – 9/10

Despite being a hefty vehicle, the Cherokee does rather well in keeping money in your wallet; as opposed to handing it over to every petrol station you pass. The 2.2-litre engine features start/stop technology, and this helps keep CO2 emissions down to 150g/km. Road tax is £145 in the first and subsequent years. With the efficient 9-speed automatic gearbox keeping the revs down, the Cherokee boasts combined fuel consumption of 49.6mpg. Anybody buying an SUV would be happy with that, but unfortunately the Cherokee can’t score a perfect 10 because it is bettered by the Land Rover Discovery Sport for both consumption and emissions.

Practicality – 10/10

The Limited is the top model in the Cherokee line-up. It therefore comes suitably equipped. Keyless entry and go, HID Xenon headlights, a rear-view camera, dual-zone air conditioning and Parksense® are all standard. That makes the Cherokee a great car to live with. The cabin looks like it was designed for American passengers, which means for us scrawny Brits it’s vast. Open the power tailgate and you are greeted by an expansive space. Standard boot space is 591 litres, which rises to 1,267 litres with the rear seats folded down. For £2,200 you can add the “Technology group” which comprises Advanced Brake Assist, Power & Multifunctional Mirrors, LaneSense® Lane Departure Warning, Forward Collision Warning, Adaptive Cruise Control with Stop & Go, Blind Spot Monitoring, Rear Cross Path Detection and Parallel & Perpendicular Park Assist. That’s a lot of tech, and ensures the Cherokee can go toe-to-toe with competitors.

Fun – 4/10

You can’t argue that the Cherokee is well-equipped. There is a gadget to make just about every aspect of driving easier. But that doesn’t necessarily make it better. There are that many systems that as a driver you feel somewhat detached from the drive itself. Add that to some questionable styling and you’re hardly filled with the urge to drive the Cherokee. Once you do get behind the wheel, long drives are relaxing and comfortable, and arriving to your destination refreshed is a valuable trait. Look carefully and you will see the 1941 Willys Jeep silhouette on the windscreen, which is a lovely touch. But the biggest problem is that you will have to explain to your friends that you’ve spent £41,000 on a Jeep. And they will think you somewhat mad. I do understand that perception isn’t everything, but it spoils a car when you have to heartily justify it all the time.

Concluding Remarks

So that rounds off my week with the Jeep Cherokee. The new 2.2-litre engine is rather good, and when coupled to the 9-speed auto box makes for a smooth and refined powertrain. The equipment list is extremely generous, and you can be confident in the Jeep’s off-road ability. But on the road the suspension lets the drive down. The styling is a bit ‘marmite’ and frankly there are ‘cooler’ cars out there. The final drawback comes with price. The Cherokee Limited starts at £37,245 but, as tested, costs £41,560. Granted, this had all the toys, but there is a lot of choice once you get to the £40k mark. For more information head over to the Jeep website or pop into a dealership. The Jeep Cherokee Limited; vastly capable but ultimately lacking that want factor.

Total Score – 35/50

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