The Jeep Grand Cherokee is beautiful among mid-size SUVs. There’s a grade between being able of performing a task and be leader for a purpose. And while every Wrangler is had to compete in the dirt, none of the 10 dissimilar Grand Cherokee versions supplied for 2016 were assembled specifically for the act upon which Jeep made its brand.
Such a model seems like a no-brainer, if for no other reason than to give Renegade Trailhawk and Cherokee Trailhawk drivers something to move up to. But more all-important, it would gesture to Jeep’s desirous off-roadway supporters, some of whom may be developing, increasing offspring, or for whatever reason might find the Wrangler bottomless a bit too spartan. Jeep certainly has had the know-how (and most of the existing environments) to make such a situation all along, and it approached to pass with the uncovering of the 2017 Grand Cherokee Trailhawk last spring.
This isn’t the first moment Jeep has supplied the Grand Cherokee in Trailhawk form, such a model first were as a 2013 model, overstating the Grand Cherokee’s most blase off-roadway elements, a benevolent but not affluent stage of creature supports, and rhetorical gestures cognition to jeans and a fabric garment. At around $42,000, the 2013 value was commonsense enough that kins who disburse their weekends in a shelter by a fire still might spend it. But the Trailhawk quietly disappeared when the facelifted 2014 model arrived. As before, the Trailhawk starts with the champion off-roadway wheel in the Jeep collection, the Quadra-Drive II four-wheel-drive system with its two-speed movement case and Selec-Terrain dial, along with an electronically commanded minor-slip back differential, hill ascent and descent control (HDC), a full scope of board bases, and Jeep’s good off-roadway app. The grade air springs can emergence to give up to 10.8 inches of ground clearance (0.4 inch more than any other breeze-moving -equipped Grand Cherokee) or debased the automobile to ease disappearances and reappearances. The rotating capital is no wit, Kevlar-reinforced 265/60R-18 Goodyear Wrangler All-Terrain escapade all-tract tires covered around aluminum wheels with matte-black sections.
Our try-out instance was energy by FCA’s present 3.6-liter Pentastar V-6, making 295 horsepower and 260 lb-ft of torque, with an eight-speed automatic doing the shifting. The 360-hp 5.7-liter Hemi V-8 and the 3.0-liter turbo-diesel V-6 with 240 horsepower and 420 lb-ft of torque are accessible as well. The Trailhawk’s chromium has been expelled from the light edges, opening, mirrors, roof rails, bumpers and emblems in kindness of argent gray or black, while two red tow hooks and matte-black hood designs visually neckwear it to other Trailhawks in Jeep’s case. Some of us could do without the hood aculeus, but the Trailhawk is still beautiful, even in our instance’s shinny Redline Pearl colorant—a powerful color for a huge SUV to move off. And there’s something about a need of chromium that makes a truck look good when it’s filthy.
Things are even more aggravated inside, where beautiful much everything other than some chromium parts and red handicraft is made in rigid black (the only color accessible). The Trailhawk borrows several parts from high up the Grand Cherokee fuel series, such as a 506-watt sound system and FCA’s 8.4-inch Uconnect touchscreen information and entertainment unit, although by far the champion enhances are the deeply reinforced front sport rooms from the Grand Cherokee SRT, supplied here in leather and microsuede. Our instance also overstated a $450 UConnect navigation system enhance and the $2695 Trailhawk indulgence collection that adds HID automatic headlights, LED fog and runnigh lights, a power-adjustable steering column and a wide roof.
The Trailhawk controlled everything we flung its path, from passing body-bending walked grooves to rising abrupt, silt-covered slopes to navigating down even abrupt slopes on the back side. With HDC’s control, the off-roadway cognition of cruise regulate, the Trailhawk kept a dependable rate over all but the craggiest of rough ways. The most extraordinary feature of steering on that non-identical tract was how tiny we had to think about it. And while it may never feel natural to keep one’s foot off the restraint drive during abrupt righteous, our cognition to equal the resoluteness of the hill descent control on our own while plunging a particularly abrupt rank vividly elaborated the technology’s merits.
Off-roadway-oriented automobiles usually perform more poorly than their on-roadway equivalents in our instrumented try-outs, and the Trailhawk is no omission. Energy by the same motor and measuring within 100 pounds of a 2016 Grand Cherokee degree V-6 4x4 we previously experimented, this Trailhawk was a half-second sedate to 60 mph, at 7.6 seconds, and lagged by the same amount in the quarter-mile (15.9 seconds and 88 mph). Manual translations supplied our champion times, as the eight-speed automatic were to upshift well abbreviated of the V-6’s redline. We also learned to activate the Sport method upon launch, which adjusts translation components and valve environments to keep the 5077-pound creature on a fleeter footing, even if it pulled our spied fuel system down to an immeasurable 15 mpg. Other goal try-out figures also were dull. The Trailhawk’s 198-foot 70 mph to-zero stopping spacing is 17 feet longer than the Summit’s, and its 0.71-g skidpad illustration ways the degree’s 0.76 g. The Kevlar tires reinforced latex doesn’t exactly claw a made-up roadway, proving not only in agreed performance but unclear steering, too. On the flipside, drive grade is tight yet remarkably advanced for anything so able, and the tire sound at freeway accelerates is scarcely any big than that of more street-friendly latex.
The 2017 Trailhawk starts at $43,990, the third bargain-priced of the 10 Grand Cherokee versions for 2017, which is $1700 less than the cushy Overland but $5100 more than the Limited. The value increased to $50,125 once the addons come into play, plus another $900 for Mopar roof rails, $595 for blind-spot informing and rear cross-traffic detection and $1495 for the Jeep Active Safety collection (adaptive cruise regulate, forward-collision informing, lane-departure informing, and park assist). Although it seems like a strong asset, at least you get even more ability to go with the extra tech and creature supports. And maybe the Trailhawk will fasten around for more than one year this moment.