This EcoDiesel is the Grand Cherokee I've wanted to drive since Jeep revamped the Grand Cherokee a while ago. The latest Grand Cherokee has been one of my favorite SUVs, but I hadn't tried the diesel until now. So here it is: all 240 hp and 420 lb-ft of it, and I finally get to try it. The diesel costs around $5,000 more than a standard Summit.
The Summit is the top trim level, and the EPA says I should get 21 mpg in the city and 28 on the highway. Range is around 730 miles, which is more than enough.
My initial impression is rather mixed. It's not as smooth or quiet as other modern diesels (think our long-term Mercedes-Benz GL350). The Jeep's diesel-ness is most noticeable when cold at idle and part throttle away from stops. Once warmed up it's quieter, but again, not as quiet or smooth as the Benz. There's plenty of power and of course torque (VM Motori, of which Fiat owns half, supplies the engine). The eight-speed ZF auto transmission is smooth. I'd certainly consider going this route especially for towing.
As for the rest of the car, it's stylish inside and out, and seems very well-built and leagues ahead of former Jeeps.
Other than the diesel-ness, it's a refined driver. The digital instruments provide all the information I was looking for through the various displays accessible by pushing the steering wheel-mounted buttons. Easy.
It's quiet on the freeway and I'm sure it's excellent off-road. The steering felt good -- accurate with decent weight. The suspension makes the thing quite predictable around town and on the freeway -- no surprises.
It's tempting to say $59K is a lot of money until you compare it to the other diesel SUVs on the market -- Volkswagen Touareg TDI, Porsche Cayenne Diesel, Benz ML350 Bluetec, BMW X5 xDrive35d -- all cost thousands more. So from that standpoint, the Jeep could be considered a bargain.
The 2014 Jeep Grand Cherokee Summit EcoDiesel is equipped with a 3.0-liter turbocharged diesel V6.
DIGITAL EDITOR ANDREW STOY: The premium diesel SUV space is starting to get crowded, and that's a great thing for everyone involved. A diesel powertrain makes a ton of sense for these large, heavy vehicles, and modern compression-ignition engines are the smooth, quiet, torquey powerplants that complement the luxury surroundings.
At least most of them are. Jeep's EcoDiesel V6, built by Fiat subsidiary VM Motori, is a step down in refinement over competitive vehicles from Audi, VW, Mercedes-Benz and BMW. Fire up the Grand Cherokee EcoDiesel and you'll swear there's a Ram 3500 Cummins idling in the driveway. Inside, there was a persistent diesel odor, and resonance caused a maddening vibration somewhere in the dash/A-pillar area any time the engine was between 1,000-2,000 rpm -- in other words, most of the time.
The engine's coarseness (and resulting vibration) stood out in part because the Grand Cherokee Summit is such a nicely equipped SUV otherwise; ZF's eight-speed automatic did its best to smooth things out, and heated/cooled leather seating, an Alcantara-like headliner, panoramic moonroof and gorgeous matte-wood trim conveyed all the ambiance expected of a $60,000 SUV.
Power is likewise not an issue: Prod the EcoDiesel with your right foot and all 420 lb-ft are at your disposal instantly again thanks in part to the transmission's eight ratios. With just a driver and front-seat passenger aboard, the Grand Cherokee diesel is downright fast; while we didn't tow with it during our weekend stint, Jeep claims up to 7,200 pounds of towing capacity properly equipped, and we have no doubt the diesel model will be a better-behaved tow vehicle than any gasoline counterpart.
As for price, $60,000 is a fat chunk of change for a Grand Cherokee without the SRT badge. That said, our tester was a loaded Summit model; diesel intenders can shave $10,000 off the MSRP by opting for a Grand Cherokee Limited as the basic model then adding options from there. The diesel is not available on Laredo models, so a bargain tow vehicle isn't part of the Grand Cherokee EcoDiesel equation.
The question is, “do you want your diesel SUV to sound and feel like a traditional diesel?” For some, the answer to that question is yes, and the Grand Cherokee EcoDiesel is going to offer tremendous appeal. For others, the Jeep brand name is going to automatically trump imported offerings. But for the luxury ute customer new to diesels and perhaps cross-shopping the BMW X5 xDrive35d and Audi Q5 TDI, the Jeep is going to come across as an almost agricultural entrant.
So, how do you like your torque? I'll still take mine German. That said, even if the Grand Cherokee EcoDiesel isn't my personal favorite, I'm still glad Jeep is offering a fresh option in the segment.
The 2014 Jeep Grand Cherokee Summit EcoDiesel comes in at a base price of $52,190 with our tester topping off at $59,185.
ASSOCIATE EDITOR GRAHAM KOZAK: This diesel Grand Cherokee had to have been one of the most eagerly anticipated vehicles among our editors in recent memory -- everyone here seemed excited to take the oil-burning, well-loved Jeep SUV for a spin.
Maybe this is one case where reality didn't meet expectations. As others have noted, the diesel is startlingly loud and…well, diesel-like, compared to the motor in the Mercedes GL350 Bluetec. You notice it more from the outside; step out into your driveway after using remote start and you'll be greeted by a clattery, diesel-y burbling. It's not awful by any means -- it just wasn't expected.
Put a motor like this in a Wrangler and I don't think anyone would bat an eye (or eardrum?). Likewise, pickup guys will probably eat it up in the Ram. But it does seem at odds with the German-like refinement the Grand Cherokee is going for, which is where the discord you're reading here comes from.
That said, most American car buyers haven't enjoyed the exposure to German diesels that we all have, so they might not be expecting muffled-sewing-machine smoothness and quietness. And clatter is forgotten once you get on the road. The V6 diesel and the eight-speed transmission are a good match, providing ample and easy power from takeoff and smooth shifts, both up and down, at speed. The V6 gasoline motor was adequate, too, though, so I suspect the grunt of the diesel will be most appreciated by those towing boats, trailers, etc.
The economy boost (+5 mpg combined per the EPA) is a bonus -- the range is expedition-worthy when you're full up -- but you'll have to burn a lot of fuel to offset the pricey diesel powerplant itself.
Beyond the torque-y motor, it's just like a regular Grand Cherokee -- a regular Grand Cherokee maxed out on options, at least. For such an upright-feeling vehicle, it's impressive how planted it wants to stay in corners. It's not as glued-to-the-ground as the SRT version, but it's hardly an old-school live-axle SUV.
The decision to buy a diesel is not exactly an easy one for Americans to make. The fuel is relatively expensive, the powerplant itself is a costly option, and there haven't been too many domestic offerings to entice patriots into the oil-burning camp.
This Grand Cherokee is evidence that this is changing, though I think the Ram 1500 EcoDiesel is going to do more to build momentum behind the fuel. And if you need an example of how far we've come in a relatively short period of time, drive behind a Jeep Liberty CDL for a few miles. Once you wipe the soot off your windshield, you'll realize that this motor -- while not perfect -- is certainly progress.
The 2014 Jeep Grand Cherokee Summit EcoDiesel receives an EPA-estimated 24 mpg combined fuel economy.
ROAD TEST EDITOR JONATHAN WONG: It's no secret that I'm a fan of diesels. As Andy mentioned, the Germans are definitely the class in diesel technology when it comes to refinement, like Audi with its TDI engines available in various vehicles throughout the lineup and Mercedes' with the Bluetec equipment like found in our beloved long-term GL350. With those, the old-school diesel hallmarks are difficult to decipher like the clanky and rough idles and loud operation, but the good stuff remains like the healthy torque and better fuel economy.
But hop into the Jeep Grand Cherokee Summit EcoDiesel and things are crude by comparison. Personally, I don't mind the clank at idle or during acceleration, but regular folks probably will. Another thing people who haven't had the diesel Kool-Aid may have a difficult handling is the $5,000 they'll have to cough up to upgrade to the EcoDiesel, while the 5.7-liter Hemi V8 is “just” a $3,695 option.
But it's about torque and extended range that the diesel will afford you in the Grand Cherokee. You've got 420 lb-ft of torque here, which outmuscles the Hemi's 390 lb-ft. The diesel gets an EPA fuel economy rating of 21 mpg in the city and 28 mpg on the highway, which is quite a bit better than the V8's 14 mpg city and 20 mpg highway numbers for the 4WD model.
From stoplights, the EcoDiesel shoves the Grand Cherokee down the road with ease and the eight-speed automatic is well tuned with slick upshifts, and is quick to downshift when you boot it. It's probably my favorite engine in the Grand Cherokee besides the honkin' 6.4-liter V8 residing under the hood of the SRT8 model, but that's an entirely different beast.
Besides the diesel engine, this Grand Cherokee test car remains familiar thanks to our time with a long-termer we had a few years back. The interior is simple to work with the large central touchscreen and quality materials throughout. One big annoyance was a rattle that was coming from somewhere behind the main gauge cluster that would come up more often than not under acceleration. The Grand Cherokee also still looks good to my eye even though this generation has been around for a bit now.
It's a comfortable ride around town, with light steering feel that's responsive enough to inputs for an SUV and a suspension that easily absorbs shocks from potholes that litter our roadways here in Michigan. Brakes are grabby and confidently slow matters.
But I know the $59K as-tested price of this Summit model is still alarming. If you can do without the niceties that come with the Summit, like the leather-wrapped instrument panel, larger center touchscreen with fancier Uconnect system, adaptive xenon headlights and larger wheels, you can get the Limited trim with 4WD for around $44K. Strangely, the EcoDiesel option on the Limited and Overland versions of the Grand Cherokee is $4,500 instead of the $5,000 for the upgrade on the Summit. To me, a Limited with the diesel engine seems like quite the bargain. Hope we can get one of those in here soon.
As-Tested Price: $59,185
Drivetrain: 3.0-liter turbocharged diesel V6; 4WD, eight-speed automatic
Output: 240 hp @ 3,600 rpm, 420 lb-ft @ 2,000 rpm
Curb Weight: 5,374 lb
Fuel Economy (EPA City/Highway/Combined): 21/28/24 mpg
AW Observed Fuel Economy: 21.4 mpg
Options: 3.0-liter EcoDiesel engine, 800-amp maintenance-free battery, quadra-drive II 4WD system, electronic limited-slip rear differential, anti-lock four-wheel disc heavy duty brakes, selective catalytic reduction, “Eco Diesel” badge ($5,000); rear Blu-ray entertainment center including rear seat video system, Blu-ray compatible dual screen video ($1,995)
The Summit is the top trim level, and the EPA says I should get 21 mpg in the city and 28 on the highway. Range is around 730 miles, which is more than enough.
My initial impression is rather mixed. It's not as smooth or quiet as other modern diesels (think our long-term Mercedes-Benz GL350). The Jeep's diesel-ness is most noticeable when cold at idle and part throttle away from stops. Once warmed up it's quieter, but again, not as quiet or smooth as the Benz. There's plenty of power and of course torque (VM Motori, of which Fiat owns half, supplies the engine). The eight-speed ZF auto transmission is smooth. I'd certainly consider going this route especially for towing.
As for the rest of the car, it's stylish inside and out, and seems very well-built and leagues ahead of former Jeeps.
Other than the diesel-ness, it's a refined driver. The digital instruments provide all the information I was looking for through the various displays accessible by pushing the steering wheel-mounted buttons. Easy.
It's quiet on the freeway and I'm sure it's excellent off-road. The steering felt good -- accurate with decent weight. The suspension makes the thing quite predictable around town and on the freeway -- no surprises.
It's tempting to say $59K is a lot of money until you compare it to the other diesel SUVs on the market -- Volkswagen Touareg TDI, Porsche Cayenne Diesel, Benz ML350 Bluetec, BMW X5 xDrive35d -- all cost thousands more. So from that standpoint, the Jeep could be considered a bargain.
The 2014 Jeep Grand Cherokee Summit EcoDiesel is equipped with a 3.0-liter turbocharged diesel V6.
At least most of them are. Jeep's EcoDiesel V6, built by Fiat subsidiary VM Motori, is a step down in refinement over competitive vehicles from Audi, VW, Mercedes-Benz and BMW. Fire up the Grand Cherokee EcoDiesel and you'll swear there's a Ram 3500 Cummins idling in the driveway. Inside, there was a persistent diesel odor, and resonance caused a maddening vibration somewhere in the dash/A-pillar area any time the engine was between 1,000-2,000 rpm -- in other words, most of the time.
The engine's coarseness (and resulting vibration) stood out in part because the Grand Cherokee Summit is such a nicely equipped SUV otherwise; ZF's eight-speed automatic did its best to smooth things out, and heated/cooled leather seating, an Alcantara-like headliner, panoramic moonroof and gorgeous matte-wood trim conveyed all the ambiance expected of a $60,000 SUV.
Power is likewise not an issue: Prod the EcoDiesel with your right foot and all 420 lb-ft are at your disposal instantly again thanks in part to the transmission's eight ratios. With just a driver and front-seat passenger aboard, the Grand Cherokee diesel is downright fast; while we didn't tow with it during our weekend stint, Jeep claims up to 7,200 pounds of towing capacity properly equipped, and we have no doubt the diesel model will be a better-behaved tow vehicle than any gasoline counterpart.
As for price, $60,000 is a fat chunk of change for a Grand Cherokee without the SRT badge. That said, our tester was a loaded Summit model; diesel intenders can shave $10,000 off the MSRP by opting for a Grand Cherokee Limited as the basic model then adding options from there. The diesel is not available on Laredo models, so a bargain tow vehicle isn't part of the Grand Cherokee EcoDiesel equation.
The question is, “do you want your diesel SUV to sound and feel like a traditional diesel?” For some, the answer to that question is yes, and the Grand Cherokee EcoDiesel is going to offer tremendous appeal. For others, the Jeep brand name is going to automatically trump imported offerings. But for the luxury ute customer new to diesels and perhaps cross-shopping the BMW X5 xDrive35d and Audi Q5 TDI, the Jeep is going to come across as an almost agricultural entrant.
So, how do you like your torque? I'll still take mine German. That said, even if the Grand Cherokee EcoDiesel isn't my personal favorite, I'm still glad Jeep is offering a fresh option in the segment.
The 2014 Jeep Grand Cherokee Summit EcoDiesel comes in at a base price of $52,190 with our tester topping off at $59,185.
Maybe this is one case where reality didn't meet expectations. As others have noted, the diesel is startlingly loud and…well, diesel-like, compared to the motor in the Mercedes GL350 Bluetec. You notice it more from the outside; step out into your driveway after using remote start and you'll be greeted by a clattery, diesel-y burbling. It's not awful by any means -- it just wasn't expected.
Put a motor like this in a Wrangler and I don't think anyone would bat an eye (or eardrum?). Likewise, pickup guys will probably eat it up in the Ram. But it does seem at odds with the German-like refinement the Grand Cherokee is going for, which is where the discord you're reading here comes from.
That said, most American car buyers haven't enjoyed the exposure to German diesels that we all have, so they might not be expecting muffled-sewing-machine smoothness and quietness. And clatter is forgotten once you get on the road. The V6 diesel and the eight-speed transmission are a good match, providing ample and easy power from takeoff and smooth shifts, both up and down, at speed. The V6 gasoline motor was adequate, too, though, so I suspect the grunt of the diesel will be most appreciated by those towing boats, trailers, etc.
The economy boost (+5 mpg combined per the EPA) is a bonus -- the range is expedition-worthy when you're full up -- but you'll have to burn a lot of fuel to offset the pricey diesel powerplant itself.
Beyond the torque-y motor, it's just like a regular Grand Cherokee -- a regular Grand Cherokee maxed out on options, at least. For such an upright-feeling vehicle, it's impressive how planted it wants to stay in corners. It's not as glued-to-the-ground as the SRT version, but it's hardly an old-school live-axle SUV.
The decision to buy a diesel is not exactly an easy one for Americans to make. The fuel is relatively expensive, the powerplant itself is a costly option, and there haven't been too many domestic offerings to entice patriots into the oil-burning camp.
This Grand Cherokee is evidence that this is changing, though I think the Ram 1500 EcoDiesel is going to do more to build momentum behind the fuel. And if you need an example of how far we've come in a relatively short period of time, drive behind a Jeep Liberty CDL for a few miles. Once you wipe the soot off your windshield, you'll realize that this motor -- while not perfect -- is certainly progress.
The 2014 Jeep Grand Cherokee Summit EcoDiesel receives an EPA-estimated 24 mpg combined fuel economy.
But hop into the Jeep Grand Cherokee Summit EcoDiesel and things are crude by comparison. Personally, I don't mind the clank at idle or during acceleration, but regular folks probably will. Another thing people who haven't had the diesel Kool-Aid may have a difficult handling is the $5,000 they'll have to cough up to upgrade to the EcoDiesel, while the 5.7-liter Hemi V8 is “just” a $3,695 option.
But it's about torque and extended range that the diesel will afford you in the Grand Cherokee. You've got 420 lb-ft of torque here, which outmuscles the Hemi's 390 lb-ft. The diesel gets an EPA fuel economy rating of 21 mpg in the city and 28 mpg on the highway, which is quite a bit better than the V8's 14 mpg city and 20 mpg highway numbers for the 4WD model.
From stoplights, the EcoDiesel shoves the Grand Cherokee down the road with ease and the eight-speed automatic is well tuned with slick upshifts, and is quick to downshift when you boot it. It's probably my favorite engine in the Grand Cherokee besides the honkin' 6.4-liter V8 residing under the hood of the SRT8 model, but that's an entirely different beast.
Besides the diesel engine, this Grand Cherokee test car remains familiar thanks to our time with a long-termer we had a few years back. The interior is simple to work with the large central touchscreen and quality materials throughout. One big annoyance was a rattle that was coming from somewhere behind the main gauge cluster that would come up more often than not under acceleration. The Grand Cherokee also still looks good to my eye even though this generation has been around for a bit now.
It's a comfortable ride around town, with light steering feel that's responsive enough to inputs for an SUV and a suspension that easily absorbs shocks from potholes that litter our roadways here in Michigan. Brakes are grabby and confidently slow matters.
But I know the $59K as-tested price of this Summit model is still alarming. If you can do without the niceties that come with the Summit, like the leather-wrapped instrument panel, larger center touchscreen with fancier Uconnect system, adaptive xenon headlights and larger wheels, you can get the Limited trim with 4WD for around $44K. Strangely, the EcoDiesel option on the Limited and Overland versions of the Grand Cherokee is $4,500 instead of the $5,000 for the upgrade on the Summit. To me, a Limited with the diesel engine seems like quite the bargain. Hope we can get one of those in here soon.
2014 Jeep Grand Cherokee Summit EcoDiesel
Base Price: $52,190As-Tested Price: $59,185
Drivetrain: 3.0-liter turbocharged diesel V6; 4WD, eight-speed automatic
Output: 240 hp @ 3,600 rpm, 420 lb-ft @ 2,000 rpm
Curb Weight: 5,374 lb
Fuel Economy (EPA City/Highway/Combined): 21/28/24 mpg
AW Observed Fuel Economy: 21.4 mpg
Options: 3.0-liter EcoDiesel engine, 800-amp maintenance-free battery, quadra-drive II 4WD system, electronic limited-slip rear differential, anti-lock four-wheel disc heavy duty brakes, selective catalytic reduction, “Eco Diesel” badge ($5,000); rear Blu-ray entertainment center including rear seat video system, Blu-ray compatible dual screen video ($1,995)
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