2014 jeep grand cherokee diesel review




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  • Jun 1, Quiet, effcient, and with torque aplenty: Modern diesel engines usually suit us well. So when Jeep added a liter turbodiesel V6 to the Grand.

    A complete list of - Jeep Grand Cherokee Consumer Ratings and Review. Dealerships need to tell consumers that the DIESEL engines need to be .

    Oct 29, Since the EcoDiesel equipped Jeep Grand Cherokee is definitely one of the most talked about diesel vehicles in the past year, we had to.

    First Report Average mpg this report: Real wood in more natural finishes and what seems like never-ending accent lighting. Route guidance included lane recommendations in the graphics. But it's about torque and extended range that the diesel will afford you in the Grand Cherokee. Part of the option cost goes to the diesel exhaust cleanup system, which requires refills of its 8-gallon diesel exhaust fluid DEF tank every 10, miles.

    Jeep Grand Cherokee EcoDiesel First Drive - Motor Trend

    The differences between the current Jeep Grand Cherokee and the model may not be apparent at first glance. If you happen to see it side by side with its predecessor however, the has a contemporary look while the pre-facelift model looks, well, old. Like most new vehicles, however, the mechanicals under the sheet metal are far more important than the simple aesthetics.

    Both the horsepower, 3. Both are fitted with Chrysler 's ZF-sourced 8-speed automatic. The addition of three more ratios and a big jump in technology has transformed otherwise average powertrains to slick-shifting, fuel-misering, class standouts.

    The only reason these two engines might be overlooked is because for , Jeep has introduced a horspower, lb-ft, 3. For North American duty, the VM Motori engine, built in Ferrara, Italy, has received a water cooled turbo and increased rail pressure of 29, psi.

    It will go roughly 10, miles on one 8. Jeep is stating the diesel Grand Cherokee will return 30 mpg on the highway, giving a one tank range of miles along with the ability to tow lb. At the launch event in Austin, Texas, we spent the majority of our time in a diesel-powered Grand Cherokee Summit, which is the new top of the line trim and includes all the bells and whistles imaginable, from heated and cooled seats, in-vehicle Wi-Fi, adaptive cruise control, and the 8.

    The new interior feels more upscale than the out-going model. Jeep designers have expanded their color pallets to include more colors and different materials. Expect to see warmer tones with trims in copper instead of chrome. Real wood in more natural finishes and what seems like never-ending accent lighting. On the road, the Grand Cherokee is what you would expect from a Jeep. The ride is firm yet comfortable while the steering is a bit vague on-center and isn't very exact on turn-in.

    You find yourself guessing at inputs for large sweeping turns on the highway both entering and unwinding on exit. Otherwise, the steering has good heft and once committed to a turn, the feedback is decent. Cabin noise is minimal, surprisingly so in the diesel. The whoosh of the turbo is always there when the engine is making boost but NVH while cruising is low. Visibility out of the cabin is good, with blind spots smaller than you might think for relatively large D-pillars.

    The Summit model comes standard with adaptive cruise control. On wide-open Texas two-lanes, it worked as well as any other system I've used in the past. Computer controlled braking and acceleration is smooth -- it doesn't jump on the brakes or stab the throttle like other systems.

    Controls are mounted on the steering, on and below the right spoke and are intuitive and clearly marked. On twistier sections of road, the ride height adjustable air suspension felt even better. The Grand Cherokee will never be mistaken for a sports sedan, but it's stable and confidence inspiring.

    At cruising speed, the big Jeep hunkers down six-tenths of an inch below normal ride-height to improve aerodynamics. While off the road, it can raise itself up 2. We needed all that ground clearance when we headed off on trails at a ranch a couple of hours outside of Austin proper. While most of our drive consisted of long stretches of rolling plains, the grounds of the ranch looked more like someplace I would be fighting a Gorn than driving a highway vehicle.



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