TriShield
06-20-2010, 06:24 PM
2011 Jeep Grand Cherokee redefines the Tipping Point
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by Damon Lavrinc on Jun 20th 2010 at 12:01AM
In the span of three years, Chrysler has been bought and sold more times than Duke Cunningham. Its warped "merger of equals" with Daimler ended in 2007 and the disastrous reign of incompetence extended into its relationship with Cerberus Capital Management – now a "bad word" within the hallowed halls of Chrysler, according to one exec.
After filing for bankruptcy in April of 2009, the reformed Chrysler Group partnered with the Italian automaking juggernauts at Fiat and have since rolled out a five-year business plan that's nothing if not ambitious.
But you didn't come here for an abbreviated history lesson on Chrysler and its failed suitors. You want to find out how your $6.6 billion in federal funding is being spent and if the company's products are finally up to snuff. Well, here's the short version: The 2011 Jeep Grand Cherokee is the first Chrysler product since the 300 that deserves your attention. Follow the jump to find out why.
Unlike the scads of products being teased by the Big Three for the past few years, the all-new Jeep Grand Cherokee has struck the perfect balance of exposure in the run-up to its on-sale date later this year. And if you're fond of the ZJ and WJ models of yore, then there's a lot to like about the new WK2's exterior.
The Grand Cherokee's design is the epitome of evolution, retaining the short overhangs, trapezoidal wheel openings, fast windshield and backlight, and of course, the iconic seven-slat front grille. Mark Allan, Jeep's head of design, was committed to retaining the overall shape of past GCs, saying, "You should be able to tell its a Jeep from far away, but we wanted it to be more serious; more stern."
Allan and his team have succeeded – not just with the overall design, but in the details. The deeply recessed creases in the doors, the blacked-out B- and C-pillars, furrowed brow, standard fog lamps, color-matched spoiler and the tasteful use of chrome – something most domestic automakers still haven't mastered – all blend into a cohesive whole that's at once masculine and refined. And they've even fitted a set of front tow-hooks, something the designers and engineers fought hard to include.
The whole package has grown by three inches in width, but only 1.8 inches in overall length, with a 114.8-inch wheelbase – over five inches longer than before. With the rear wheels shoved so far back, it pays dividends for rear-seat passengers, with an additional four inches of rear leg room. But that's only the tip of the iceberg when it comes to the wholesale changes inside.
The pitiful excuse for interiors that Chrysler, and by extension Jeep, have foisted on consumers for the past 20 years has finally been addressed, and if the GC's insides are any indication, journalists will need a new horse to flog if these kind of appointments disseminate throughout the Pentastar's offerings.
Behold: textured plastics that don't make you wretch. Faux aluminum trim that doesn't feel like it's been liberated from a Ukrainian toy factory. Switchgear – in particular, the window controls and climate knobs – that are (shocker!) pleasing to thumb and won't detach in your palm. Granted, it's not exactly Audi-grade stuff, but it's easily on par with some of the best from the domestic luxury set, and in many cases, even better. And it's not just limited to the high-end Overland model.
The Laredo and Limited variants get a soft-touch dash, chrome-trimmed instrument panel and LED lighting. The leather on the seats and console hasn't been sourced from a Burger King-grade bovine, and when you open up the hinged console to reveal the illuminated cup holders, they gracefully recess into the side with decidedly Germanic damping. It's all in the details. And the list is long.
In the Overland, real wood flanks the dash and doors, including the top of the leather-wrapped, tilt and telescope steering wheel. The cowhide goes up a grade and comes complete with contrast stitching that extends to the dash – close your eyes and run your hand over the top and you'd be convinced you're sitting in something from Cadillac. Or better.
A touchscreen sat-nav is optional, along with Jeep's massive "CommandView" dual-pane sunroof, but the niceties aren't just limited to the big-budget options. Heated and ventilated front seats, warmed rear thrones, four-way power lumbar controls, rain sensing wipers and "Keyless Enter-N-Go" are all for the taking, along with a rearview backup camera, memory seating and heated steering wheel. A FloTV system for rear seat passengers and Chrysler's UConnect WiFi setup are also options, and yes, a power liftgate complete with a "flipper" rear window is still available.
Underneath that highly revised interior is a platform based largely on the Mercedes-Benz M-Class, with a fully independent suspension equipped with variable rate springs in the rear. More importantly, Jeep has introduced a duo of new suspension technologies to blend on-road refinement with off-road capabilities.
First, we have Quadra-Lift, an air suspension system that can raise or lower the GC to five different heights depending on the task at hand. The Normal Ride Height offers 8.1 inches of ground clearance to boost fuel economy and aerodynamics. Hit the highway and the system automatically adjusts to Aero Mode by lowering the Jeep by 0.6 inches, further improving consumption and reducing drag from the GC's low .37 Cd. Those settings, along with the Park Mode, which drops the ride height by 1.5 inches to make entrance and exit slightly more graceful, is the staid stuff. Here's where it gets interesting and where Jeep's off-road heritage shines through: All the settings are controlled through Jeep's Selec-Terrain knob on the center console. The two that matter: Off-Road 1 and Off-Road 2. The first raises things 1.3-inches (for a total of 9.4 inches of ground clearance), while the latter boosts ride height to 10.7 inches. Partnered with the stability control and traction electronics, 12 different settings for power, throttle, braking and transmission adapt to the terrain by selecting one of the five settings, all of which are self-explanatory.
Sand/Mud, Snow and Auto are exactly what you'd expect, dialing in the proper amount of torque and wheelspin to suit the surrounds. Sport brings things down a notch and focuses on on-road performance, while Rock raises the ride height to its maximum setting and partnered with the transfer case, differentials and throttle, delivers maximum low-speed control. But when it comes to how that power gets to the wheels, things get slightly more complex.
Forget about the 4x2 versions of the Laredo, Limited and Overland. If you're buying a Jeep for more than kiddie schlepping, you're after the 4x4 variants. And with that selection comes choice. In Quadra-Trac 1 guise, you've got a full-time four-wheel-drive system that performs the majority of the duties for you, but swaps the sophistication and customization for a single-speed transfer case and boosted fuel economy. What you're really interested in comes in the form of the upgraded Quadra-Trac II and Quadra-Drive II systems, both of which come standard with the Selec-Terrain system.
With Quadra-Trac II, you've got a two-speed transfer case with highly adaptive electronics that can quickly shuffle as much as 100 percent of the torque to the axle with the most traction. Good, but it gets better. Select the Quadra-Drive II system and the rear diff is swapped out with an electronic limited-slip differential with higher sensitivity and the ability to immediately and seamlessly transfer power to the appropriate rear wheel. How good is it? Jeep set us out on a few trails at the Hollister Hills SVRA to find out.
Now, we've done these kind of staged off-road expeditions before. And generally, the courses have been carefully selected and perfectly prepped (and in some cases, explicitly designed) for the vehicle in question. So it speaks volumes that Jeep's team chose a section of the park largely unexplored by the PR team to let the new Grand Cherokee loose in the hands of hamfisted journos. One Jeep official confided in us that they hadn't scouted out the location until a few days before our arrival, so if the GC couldn't handle it, serious embarrassment would be the order du jour.
Not likely.
http://www.blogcdn.com/www.autoblog.com/media/2010/06/15jeepgrandcherokeefd2011.jpg
http://www.blogcdn.com/www.autoblog.com/media/2010/06/20jeepgrandcherokeefd2011.jpg
http://www.blogcdn.com/www.autoblog.com/media/2010/06/29jeepgrandcherokeefd2011.jpg
by Damon Lavrinc on Jun 20th 2010 at 12:01AM
In the span of three years, Chrysler has been bought and sold more times than Duke Cunningham. Its warped "merger of equals" with Daimler ended in 2007 and the disastrous reign of incompetence extended into its relationship with Cerberus Capital Management – now a "bad word" within the hallowed halls of Chrysler, according to one exec.
After filing for bankruptcy in April of 2009, the reformed Chrysler Group partnered with the Italian automaking juggernauts at Fiat and have since rolled out a five-year business plan that's nothing if not ambitious.
But you didn't come here for an abbreviated history lesson on Chrysler and its failed suitors. You want to find out how your $6.6 billion in federal funding is being spent and if the company's products are finally up to snuff. Well, here's the short version: The 2011 Jeep Grand Cherokee is the first Chrysler product since the 300 that deserves your attention. Follow the jump to find out why.
Unlike the scads of products being teased by the Big Three for the past few years, the all-new Jeep Grand Cherokee has struck the perfect balance of exposure in the run-up to its on-sale date later this year. And if you're fond of the ZJ and WJ models of yore, then there's a lot to like about the new WK2's exterior.
The Grand Cherokee's design is the epitome of evolution, retaining the short overhangs, trapezoidal wheel openings, fast windshield and backlight, and of course, the iconic seven-slat front grille. Mark Allan, Jeep's head of design, was committed to retaining the overall shape of past GCs, saying, "You should be able to tell its a Jeep from far away, but we wanted it to be more serious; more stern."
Allan and his team have succeeded – not just with the overall design, but in the details. The deeply recessed creases in the doors, the blacked-out B- and C-pillars, furrowed brow, standard fog lamps, color-matched spoiler and the tasteful use of chrome – something most domestic automakers still haven't mastered – all blend into a cohesive whole that's at once masculine and refined. And they've even fitted a set of front tow-hooks, something the designers and engineers fought hard to include.
The whole package has grown by three inches in width, but only 1.8 inches in overall length, with a 114.8-inch wheelbase – over five inches longer than before. With the rear wheels shoved so far back, it pays dividends for rear-seat passengers, with an additional four inches of rear leg room. But that's only the tip of the iceberg when it comes to the wholesale changes inside.
The pitiful excuse for interiors that Chrysler, and by extension Jeep, have foisted on consumers for the past 20 years has finally been addressed, and if the GC's insides are any indication, journalists will need a new horse to flog if these kind of appointments disseminate throughout the Pentastar's offerings.
Behold: textured plastics that don't make you wretch. Faux aluminum trim that doesn't feel like it's been liberated from a Ukrainian toy factory. Switchgear – in particular, the window controls and climate knobs – that are (shocker!) pleasing to thumb and won't detach in your palm. Granted, it's not exactly Audi-grade stuff, but it's easily on par with some of the best from the domestic luxury set, and in many cases, even better. And it's not just limited to the high-end Overland model.
The Laredo and Limited variants get a soft-touch dash, chrome-trimmed instrument panel and LED lighting. The leather on the seats and console hasn't been sourced from a Burger King-grade bovine, and when you open up the hinged console to reveal the illuminated cup holders, they gracefully recess into the side with decidedly Germanic damping. It's all in the details. And the list is long.
In the Overland, real wood flanks the dash and doors, including the top of the leather-wrapped, tilt and telescope steering wheel. The cowhide goes up a grade and comes complete with contrast stitching that extends to the dash – close your eyes and run your hand over the top and you'd be convinced you're sitting in something from Cadillac. Or better.
A touchscreen sat-nav is optional, along with Jeep's massive "CommandView" dual-pane sunroof, but the niceties aren't just limited to the big-budget options. Heated and ventilated front seats, warmed rear thrones, four-way power lumbar controls, rain sensing wipers and "Keyless Enter-N-Go" are all for the taking, along with a rearview backup camera, memory seating and heated steering wheel. A FloTV system for rear seat passengers and Chrysler's UConnect WiFi setup are also options, and yes, a power liftgate complete with a "flipper" rear window is still available.
Underneath that highly revised interior is a platform based largely on the Mercedes-Benz M-Class, with a fully independent suspension equipped with variable rate springs in the rear. More importantly, Jeep has introduced a duo of new suspension technologies to blend on-road refinement with off-road capabilities.
First, we have Quadra-Lift, an air suspension system that can raise or lower the GC to five different heights depending on the task at hand. The Normal Ride Height offers 8.1 inches of ground clearance to boost fuel economy and aerodynamics. Hit the highway and the system automatically adjusts to Aero Mode by lowering the Jeep by 0.6 inches, further improving consumption and reducing drag from the GC's low .37 Cd. Those settings, along with the Park Mode, which drops the ride height by 1.5 inches to make entrance and exit slightly more graceful, is the staid stuff. Here's where it gets interesting and where Jeep's off-road heritage shines through: All the settings are controlled through Jeep's Selec-Terrain knob on the center console. The two that matter: Off-Road 1 and Off-Road 2. The first raises things 1.3-inches (for a total of 9.4 inches of ground clearance), while the latter boosts ride height to 10.7 inches. Partnered with the stability control and traction electronics, 12 different settings for power, throttle, braking and transmission adapt to the terrain by selecting one of the five settings, all of which are self-explanatory.
Sand/Mud, Snow and Auto are exactly what you'd expect, dialing in the proper amount of torque and wheelspin to suit the surrounds. Sport brings things down a notch and focuses on on-road performance, while Rock raises the ride height to its maximum setting and partnered with the transfer case, differentials and throttle, delivers maximum low-speed control. But when it comes to how that power gets to the wheels, things get slightly more complex.
Forget about the 4x2 versions of the Laredo, Limited and Overland. If you're buying a Jeep for more than kiddie schlepping, you're after the 4x4 variants. And with that selection comes choice. In Quadra-Trac 1 guise, you've got a full-time four-wheel-drive system that performs the majority of the duties for you, but swaps the sophistication and customization for a single-speed transfer case and boosted fuel economy. What you're really interested in comes in the form of the upgraded Quadra-Trac II and Quadra-Drive II systems, both of which come standard with the Selec-Terrain system.
With Quadra-Trac II, you've got a two-speed transfer case with highly adaptive electronics that can quickly shuffle as much as 100 percent of the torque to the axle with the most traction. Good, but it gets better. Select the Quadra-Drive II system and the rear diff is swapped out with an electronic limited-slip differential with higher sensitivity and the ability to immediately and seamlessly transfer power to the appropriate rear wheel. How good is it? Jeep set us out on a few trails at the Hollister Hills SVRA to find out.
Now, we've done these kind of staged off-road expeditions before. And generally, the courses have been carefully selected and perfectly prepped (and in some cases, explicitly designed) for the vehicle in question. So it speaks volumes that Jeep's team chose a section of the park largely unexplored by the PR team to let the new Grand Cherokee loose in the hands of hamfisted journos. One Jeep official confided in us that they hadn't scouted out the location until a few days before our arrival, so if the GC couldn't handle it, serious embarrassment would be the order du jour.
Not likely.