Jeep Grand Cherokee CRD Laredo

Welcome to the end of the road test. No, TrailerBoat is not trialling an innovative
bass-ackwards article publishing system, but with the new Grand Cherokee breaking long standing sales records in its first month Down Under, there seems little reason to test the metal of Jeep’s big daddy 4WD.

Then again, if some kind soul at DaimlerChrysler’s headquarters wishes to avail Editor Kaberry and my good self of two Grand Cherokees for a week - one with 5.7lt V8 Hemi power and the other packing Mercedes-Benz’s syrupy 3.0lt turbodiesel - it’s only fair we tell you about it.

First, though, a quick overview of the vehicle that is fast shaping as Jeep’s salvation in Australia. Labelling a new vehicle a cleansheet design is a polite way of saying “the last model had no redeeming features”. And even though that’s a little unfair on the previous Grand Cherokee, one drive of the new vehicle is enough know it’s mostly true.

The 2005 Grand Cherokee is bigger than the old model in most dimensions, and weighs a fair bit more at 2200kg. Visually, classic Jeep cues abound, like the seven-slot grille which is flanked by familiar-shaped dual round headlights. Under the swanky new body hides a multitude of mechanical advances, a wider track, longer wheelbase and those feisty engines we mentioned earlier.

Typical of all Jeeps, the Grand Cherokee’s no softy off road. Plenty of wheel travel, good four-wheel traction and a low range transfer case keep it ahead of the pack. But we knew all that before. What we didn’t know was that Jeep could build a vehicle that’s refined and responsive on road, too. My guess is all that fraternising with their colleagues at Mercedes-Benz (which DaimlerChrysler also owns) is finally paying off.

Now, being the boss, Kaberry snaffled the keys to the thumping 240kW Hemi V8 Grand Cherokee, which left me with the oil burner. Methinks the joke’s on him, because the turbodiesel-powered Grand Cherokee CRD is a real revelation. The Laredo test car carries a $59,090 price tag, and wants for little. Electric seats, alloy wheels, cruise control, air conditioning, remote central locking and adjustable roof rails are all part of the kit.

For the safety freaks, it’s packing four-wheel disc brakes with ABS, dual front airbags and side/curtain airbags for both seating rows.

Under that long, sloping bonnet is a boat owner’s delight; a high-compression turbodiesel engine with 510Nm of torque on tap from 1600rpm - 10Nm more than Kaberry’s beefy V8.

The CRD also gets a slick five-speed auto transmission which changes gears like a magician shuffling cards. Not that you need ’em, the CRD pulls in any gear - though the long travel accelerator pedal needs a firm foot. Jeep’s ditched the old steering system too, and replaced it with a more responsive variable ratio rack and pinion system that quickens the further you turn from centre.

Time for the coupe de grace. Kaberry’s gas guzzling V8 has no chance of beating the light sipping diesel, despite the petrol donk’s ability to drop cylinders on demand. How’s 10.2lt per 100km grab you in these days of $1.40 per litre? In a vehicle capable of rocketing you from rest to 100km/h in nine seconds flat? One that can tow 3500kg of boat and trailer?

So, where’s the catch? Well, it’s American, which means you’ve gotta wear a ten gallon hat and talk like Gee Dubya Bush while driving it. But, unlike Dubya, this Yank is refined, smooth, easy on the palette and knows how to give an honest day’s work. Sounds like a winner to me.

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