The current Grand Cherokee has been a huge success for the Jeep
brand. The handsome vehicle is available with four engines, five
drivelines, and in many trims, best of which can give the
Range Rover
a run for its money. The Altitude, introduced for 2014, is an
interesting model, where Jeep takes many desirable features, wraps them
in a monotone exterior with sporty black wheels, and prices the package
well.
In the past I have reviewed Grand Cherokees with V8 and diesel engines. The
Overland V8 felt like a hot-rod with tons of instant power but the fuel economy was predictably poor. The
EcoDiesel
is a smooth operator with a ton of torque and great gas mileage, but it
comes at a high price. Could this nicely optioned V6 model be the happy
medium?
The Pentastar 3.6-liter generates 290hp, which is more than the hot rod
5.9 Limited did in the late 90s
,
and 260lb-ft of torque. In this configuration it is mated to a
new-for-2014 eight-speed transmission and the base Quadra-Trac I 4WD
system with a single-speed transfer case. The EPA rates this combination
for 17mpg in the city and 24mph on the highway, with 19mpg combined.
Those numbers are very close to the ones I got real world driving, where
I averaged about 18mpg with somewhat of a heavy foot around southern
Florida.
This engine is surprisingly smooth, quiet, and has plenty of power on
tap. Acceleration and highway passing are effortless and it loves to
cruise. The transmission has a regular mode, which makes things a little
lethargic until you really stomp the gas pedal, and a sport mode which
magically quickens the throttle response and changes shift points to
where they should really be. There also an evil Eco button which is
suppose to save more fuel when engaged but in really it just makes
things slower.
The Pentastar-powered Grand Cherokees are rated to tow a maximum of
6200lbs. Unless towing is a serious buying objective, or you have a
perfectly understandable diesel fetish, there is really is no good
reason to select any of the other engines for the basic purposes of
getting to work or hauling the kids around. The EcoDiesel and V8-powered
Grand Cherokees, including the SRT, are rated to tow up to 7400lbs
(7200lbs for 4×4 models).
The black twenty-inch wheels, which are wrapped in 265/50 GoodYear
Fortera HL rubber, don’t exactly scream “Trail Rated” but the ride is
surprisingly smooth and quiet. A tire’s side profile is the percentage
of its width, so despite this being a dub, there is still a good amount
meat to absorb potholes. I know a handful of people who own the JGC with
twenty-inch wheels and none of them has bent a wheel yet. I reviewed
the EcoDiesel Grand Cherokee with similarly sized wheels in the winter
and that Jeep got through deep (6″-8″) fresh snow surprisingly well. The
Altitude has the base coil-spring suspension with conventional shocks,
unlike some other models that have the height adjustable air suspension.
Like the V6 engine, for a vast majority of people this setup offers a
very nice blend of ride comfort, handling, and payload.
The dash is cleanly laid out with the minimum amount of buttons and
just the right amount of knobs. The gauge cluster consists of center
screen which is configurable in a multitude of ways via steering wheel
controls. The seats are comfortable but could use more support overall,
and the headrests have a nice tilt feature which can support your neck
on long drives without putting you to sleep. The center console has a
cubby for your phone with all connections, two cup holders, and a large
segregated closed compartment. The rear seats recline and are split
60:40, but don’t have a center pass-thru. The rear window does not pop
up like it once used to.
The touchscreen Unconnect is one of the most user-friendly systems on
the market, with soft buttons for all major functions and auxiliary
audio controls on the back of the steering wheel. If there is a
downside, it’s that the heated seats/wheel controls are also hidden in
it. The system streams music over every phone app imaginable, including
Pandora and IHeartRadio. Your phone can be connected via Bluetooth, USB,
or auxiliary input. There is also an SD card slot. The system even has a
hotspot (subscription required) to stream music independently of your
phone data program.
The interior is not perfect, however. The visibility is not great and
there are blind spots in the back as well as in the front due to a
large A-pillar, big side mirrors, and mirror mounts. Being picky, I
noticed some wiring and not covered metal body under the seats, visible
when you drop something, for instance, and uneven trim around the
sunroof when looking from the outside in. The biggest annoyance is the
electronic shifter which toggles like a joystick, requiring a look down
or at the gauge cluster for gear indication.
The Altitude is priced and positioned between a loaded Laredo and
Limited with some options. For $37,095 the Altitude offers SRT-like
body-colored claddings, fascia, and grill, glossy black badges, black
light trim, and black wheels. Inside are black heated leather and suede
seats (the only color choice) and a large 8.4″ Uconnect touch-screen,
sans nav. The driver gets a power seat but it lacks the memory feature.
Power hatch, 115vAC receptacle, and a remote start round out the
Altitude package. Sunroof is $1095 extra, 506-watt audio is $495,
back-up camera with sensors is $395, and the destination charge is $995,
for a total of $40,075 as seen here.
The Altitude has many desirable features and it certainly looks good.
It is priced well by skipping the features that the majority of buyers
won’t care for, but it lacks some things, such as the roof rack. Some
options are not available on it, specifically blind spot detection and
the active forward collision warning and crash migration which can
literally save your life – those are only available on the loaded
Limited and higher models. Other versions of the Grand Cherokee provide
some very impressive off-road hardware and/or road performance but no
one will buy the Altitude for its power or off-road abilities but rather
for the peace of mind and functionality that an all-wheel-drive SUV
provides.
Kamil Kaluski is the East Coast Editor for Hooniverse.com.
His ramblings on Eastern European cars, $500 racers, and
other miscellaneous automotive stuff can be found there. In the past he
has owned two Jeeps, a CJ-7 and a TJ Wrangler. His mother just bought a
new Wrangler which he may have started modding.
FCA US LLC provided the vehicle for the purpose of this review while I was thawing out in Florida.
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