2016 Jeep Grand Cherokee Summit EcoDiesel: Truly at the Summit
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For nearly 25 years, the Jeep Grand Cherokee’s been giving the old thumb-nose to the SUV segment. It may not have been the best seller in its class but I’m willing to bet that a number of buyers of the #1 seller probably settled for the slightly lower-priced alternative and secretly longed for a Grand Cherokee.
It is, after all, a Jeep. That four-letter word goes very far, and carries lots of weight, literally. FCA’s SUV branch has brilliantly multiplied the number of versions of the Grand Cherokee and this has only helped to heighten its desirability factor. For this round, I’ve spent time in the crème-de-la-crème version, the Summit. And it carries its name well.
- Also: Here is the 2017 Jeep Grand Cherokee Trailhawk
- Also: 2016 Jeep Grand Cherokee SRT: a Wolf in Jeep’s Clothing
The current 4th generation Grand Cherokee (GC) arrived in 2011 and was on the receiving end of a facelift for the 2014 model year. It first landed in 1993 and although it always offered up generous amounts of luxury, this latest GC is not only the most high-end, but also the most efficient.
For the EcoDiesel
The adage states that you have to pay to play. This is very true in the case of Jeep’s GC. Fact is that, as interesting as the 3.6L V6 is, and as cool and powerful as the HEMI 5.7L V8 is, nothing in my mind matches what the 3.0L turbodiesel V6 can do. In order to spec your GC with it, a $57,495 Overland needs to be selected to which the $7,145 option must be added.
Ouch, I know.
My advice to you is do not test drive an EcoDiesel powered GC if you’re shopping for one. Because if you do, you’ll probably focus more on the slight throttle delay upon initial application (can be defeated by switching ECO off) of pressure than the following rush of torque. The 3.6L offers a more linear delivery of power but on full boost cannot hope to keep up with the diesel.
The EcoDiesel generates 240 horsepower and a whopping 420 lb-ft of torque at only 2,000 rpm. If these numbers don't turn you off, and they shouldn’t, it is possible that the diesel’s signature noise will. Where I’m concerned, it tickles my boyish love for big trucks.
Other than the power, the fuel economy is what would really get you but on a 20-minute test drive, you’ll never notice. Over a week’s test drive and 500 km, the fact that nearly half a tank remained and that the posted average fuel consumption was of 8.5L/100 km are what would turn you on.
Unlike some crossovers, the Grand Cherokee won’t let you forget what it is you’re driving. It feels heavy, and its suspension will permit a fair amount of lean in a corner but it’s all in the name of the SUV. The Quadra-Lift air suspension system plays a large roll in making the GC and all-round performer. And a great asset when lugging around a pregnant girlfriend.
Its various height levels allow it to crouch below the “air” to improve high-speed stability or to crawl over various obstacles. And crawl the GC can. The Quadra-Drive II 4x4 system is the Jeep’s ticket to conquer the world. At least what the planet is made of… Also part of the game is Jeep’s Selec-Terrain traction control system that, through the Sand, Mud, Auto, Snow and Rock settings, will adjust suspension, stability and traction control, throttle, transmission and more to ensure safe passage. For the typical owner, it’ll be “auto” and forget it.
The GC’s electric steering is quicker and heavier than expected and I for one feel it is well sorted. All of the Jeep’s mechanicals come together to make the Grand Cherokee a very comforting and satisfying truck to drive.
Luxo-Jeep
What also helps make the Grand Cherokee feel regal is its luxuriously appointed cabin. A few details make it obvious that we’re aboard an FCA product but the quality of most of the materials and the fit and finish could just about trick someone into thinking this is a German product.
As per usual, FCA’s UConnect infotainment system and 8.4” touchscreen is boss. The majority of important controls are easily attainable. Generally speaking, the ergonomics are quite good with points awarded for the audio buttons located behind the wheel. As far as I’m concerned, all cars with wheel-mounted switchgear should be set up as such.
The front ventilated and heated seats are very accommodating while the heated adjustable rear bench is plenty large for three adults. Head- and legroom are very generous all around and a pair of thumbs-up goes to the cavernous trunk.
It’s interesting to note that the 2016 GC is now fitted with a “regular” shifter that replaces the previous E-Shifter. The latter is currently under investigation for being faulty.
The Summit edition Grand Cherokee is adorned with a fair amount of chrome and despite my slight aversion to the material on recent cars, it works on the Jeep. The large 20” wheels do not look out of place and the signature 7-slat grille would be a great addition to a wall in my living room.
As with any modern vehicle, especially in the case of my near-$75k Grand Cherokee, all manners of passive and active safety features are available. At this price point, the Jeep is vulnerable as it measures up to the Mercedes GLE-Class, the BMW X5 and other such popular luxury SUVs. In my mind, the GC wins and looses for the same reason: It’s a Jeep. For those that want all the luxury without the stigma of a brand, the Grand Cherokee is tough to beat.
