For 2005 the Grand Cherokee began its transformation from rough-riding Yank to sophisticated European; fortunately there’s enough laid-back American character left to set it apart from blander rivals

 TARGET RANGE:  £3,000 – £15,000 

The alliance with Mercedes-Benz in the late ‘90s might have been the saviour of the Jeep brand, but it did mean compromising times for the Grand Cherokee. Sitting at the comfort end of the Jeep range with its spacious interior and lusty V8 power the original Grand had been as all-American as apple pie, but it was still too unrefined and thirsty for European tastes. For 1999 the Grand lost its separate chassis in favour of a lighter monocoque bodyshell and, a key advance for European customers, gained sensible Mercedes turbodiesel power. We had to wait until 2005, however, before the Grand also lost its beam front axle in favour of independent suspension, along with tauter steering courtesy of a rack and pinion system and more power from an uprated Mercedes 3.0-litre turbodiesel. Even with these changes the Grand Cherokee retained much of its American character, so compared with European and far eastern rivals it still has a rather brash appearance allied to a laid-back driving style that seems at odds with attempts to make it look and feel more in keeping with European expectations. Hence it was never going to be a best-seller, but it did find a following among folk wishing to be part of the undeniably charismatic Jeep legend, on the other hand, the many who saw the similarly undeniable value for money in a car that undercut key rivals while offering as much, if not more, in the way of luxury equipment.

For 2005 the Grand presented a bold new frontal appearance, with the not-quite-rectangular headlamps of the earlier model replaced by pairs of halogen lamps butting up into the bonnet line, straddling a bold seven-slot grill and underlined by a heavy, almost aggressively-thrusting bumper. Otherwise the body lines seemed unchanged, although closer inspection revealed that the windscreen has a more aerodynamic rake, the doors are bigger and squarer, there’s a higher belt line and the rear has bigger lamp clusters and a heavier rear bumper and tailgate design. The interior was also restyled, not necessarily for the better where the dashboard is concerned, since it has a particularly chunky look to it which we described as looking as if it had been carved out of granite, possibly in an attempt to give the whole car a solid American Rocky Mountain look, great if you like it, but a rather startling exception to the smoother and more organic shapes favoured by most European and Asian manufacturers. Other worthy features in the new model include a 60-40 split for the rear seat fold and a reversible boot-floor storage tray, not to mention the concert-quality sound system in top models linked via a colour display to the satnav.

For Europe the other significant improvement for the new model was the introduction of the 3.0-litre V6 CRD turbodiesel, as used in the Mercedes M-Class, replacing the 2.7-litre unit in the previous generation. The engine is a modern all-alloy quad-cam design with common rail injection, producing 218bhp, perhaps more importantly for heavy towing or off-road duties the peak torque is developed at a lowly 1600rpm. From the start the new model could also be specified with the stunning 325bhp 5.7-litre Hemi V8 engine, absolutely the right choice for anyone wanting to enjoy the all-American side of the car’s character. All those smokin’ cubic inches ought to translate into heady fuel consumption, but in fact the engine is relatively economical since it switches out four of its cylinders to use less fuel when it’s not being hammered to outpace a hot hatch, and uses little more fuel than the old faithful 4.0-litre six – expect 18mpg if you have a sensibly light right foot.

A short while after launch a 4.7-litre V8 was added to the range, with 230bhp on tap but also significantly heavier consumption than the turbodiesel so it has not proved particularly popular, one reason why the thirsty V8s were dropped a year or so later. All versions have five-speed automatic transmissions and low range.

For 2005 the Grand also switched from the Quadra Drive 4WD system to Quadra Drive II, the main difference being that the limited slip differentials on front and rear axles are electronically operated rather than by the oil pressure used to lock the Gerotor type diffs on the previous model – the advantage being that the electronics can keep the diffs locked until the car is well past the situation that called for them, whereas the Gerotor type would keep switching in and out in response to wheelspin.

 Our verdicts 

Looking back on it we were pretty harsh on the Grand Cherokee back in 2005 when we pitted the all-new third-generation model against nine competitors in one of our ‘World’s Best Off-Roader’ features. It came eighth out of 10, narrowly beating the Hyundai Terracan and giving ground to the Mitsubishi Shogun and Toyota Land Cruiser as well as the Land Rover Discovery, but then the overall winner was the Santana PS10, so it’s obvious that our main interest in that confrontation was plain mud-plugging with no consideration for style and refinement. The previous generation Grand Cherokee had actually won the ‘Best Off-Roader’ accolade for 2004, so what had gone wrong? Our explanation, in the July 2005 issue, was straightforward: “In adapting the Jeep’s running gear for improved on-road ride comfort the engineers have compromised off-roading agility. The key factor is the switch from beam axle to independent front suspension, robbing the Jeep of the excellent articulation the previous model enjoyed.” We did at least heap praise on the new Quadra Drive II system, which effectively locks front and rear differentials in tortuous situations.

We had already experienced the Quadra Drive II system in action; it just so happened that our very first hands-on experience of the new Grand Cherokee, at its launch presentation, had taken place just a couple of weeks earlier, so the report appeared in the same July 2005 issue. That gave us the opportunity to give a more balanced overview of the new model, and we were impressed: “It’s been criticised for years for its lack of on-road finesse but finally Daimler Chrysler has bowed to pressure and delivered a new Grand Cherokee that’s a revelation to drive on the road. The new suspension has allowed Jeep to use rack and pinion steering, which has improved driver feel no end with a new found nimbleness. Electronic Stability Programme has been brought in, traction control and rollover mitigation are standard.”

We hailed the arrival of the more economical and powerful 3.0-litre turbodiesel, but naturally enthused over the 5.7 Hemi: “The combination of the Hemi V8 with the slick, smooth and delightful five-speed auto is spot on. Kickdown is superb and hits the driver with a pure adrenaline rush.” Fuel consumption at 18.3mpg meant it wasn’t for everybody.

We gave the high-specification Overland a cool reception when it appeared early in 2006. Our report in the June issue of that year praised some aspects of the well-equipped interior, but not others: “The Overland majors on soft two-tone leather and wood accents which look like they were once part of a tree. Shame they couldn’t improve on the silly ignition key location and the handbrake lever tucked down the side of the passenger seat.”

We liked the honeycomb grille, the 18-inch alloys and the platinum detailing that distinguishes the Overland from the rest of the range, but were more impressed by the turbodiesel engine: “The CRD engine is superbly refined with enough performance to leave a Discovery floundering in its wake. The Jeep is lighter than the Discovery but users will appreciate the Discovery-sized 3500kg tow rating.” We still weren’t sure about the car’s off-road ability: “The brilliant Quadra Drive II 4WD system will get you out of a muddy gymkhana field, but the downside to the Grand Cherokee’s estate-car stance is that any more taxing off-roading is probably best avoided.”

The Grand Cherokee made regular appearances in our annual 4×4 Of The Year appraisals, but never impressed enough to win a major award, even though for 2006 we again had the pleasure of the 5.7 Hemi-engined version. By 2007 we’d decided that we didn’t like the heavy sculptured dash with its equally bulky door trim, but by 2008 we were beginning to recognise that, in spite of a firm ride quality, it was well worth considering as a value-for money luxury purchase. We firmed up that feeling for 2009: “This is a lot of car for the money. It’s the cheapest in the class and yet is still highly refined and comfortable.” By 2010, with a new model on the way and more competition than ever from sharper-styled rivals, our farewell comment was predictable: ‘We love the sublime Mercedes V6 engine and we’ve always been huge fans of the Quadra Drive II system, but that driveline brilliance comes packaged in something so bland that no amount of leather and wood can convince you that the Grand is anything more than a ‘really nice’ 4×4.”

The mainstream specification level for the Grand Cherokee is the Limited, and these are most common secondhand. There is also a standard trim version, but they’re rare and not particularly cheap, although they have cloth upholstery they do have electric seat adjustment, air conditioning, electric windows, remote central locking and 17-inch alloy wheels, with driver, passenger and front side airbags, tyre pressure monitors and the electronic stability programme, as well as the off-road aids of hill descent control and hill start assist. We spotted a silver 2006 model with 96,000 miles on offer for £5985 at Ivybridge Motors in Devon (01752 892403), with the added bonus of an extended warranty and lifetime MOTs.

No matter if you can’t find one, the Limited is arguably a much better value purchase, since it has a higher equipment spec including leather upholstery and climate control. Satnav was a £1550 option. There is also a huge range of second-hand examples available, pay from £3000 for a high-mileage early example, more like £6000 for anything decent with less than 100,000 miles, though we have seen a few being offered privately at around £4500. Used Car of Doncaster (01427 875288) were offering a metallic blue 2006 Limited with 92,800 miles, full service history and MOT to April, for £5988. Caravan dealers County of Somerset (01823 413333) were advertising a silver 2009 example with 64,500 miles, good bodywork and tyres, for £9900, presumably a car with towing experience, something of a bargain compared with the similar-age 58,000 mile metallic silver example priced at £11,500 at Trade Price Cars of Essex (01286 766722) though this did have a service history, new MOT, six-month warranty and a year’s AA breakdown cover thrown in. From 2008 there was an S-Limited which included an in-car entertainment upgrade, parking aids, rain sensing wipers and 18-inch alloys, Hadleigh Garage of Leigh-on-Sea (01702 471003) were asking £13,999 for a pristine metallic silver 34,000-mile run-out example on a 60 plate, full service history and a 6-month warranty.

The Overland introduced in 2006 was hailed as the most luxurious Jeep yet, with detailed improvements to the interior, with additional leather trim on the steering wheel and door panels, high-end stereo and CD system with Bluetooth and satnav as standard, it also had a rear-view camera. Look out for versions that had the optional sunroof. Pay £5000 for a high-mileage example, Whitley Bay Motors in the north east (01914 153540) were asking £6995 for a blue 80,000 miler from 2006 with a new MOT. Acklam Car Centre of Middlesbrough (01642 966670) had a 46,000 miler on a 60 plate advertised for £15,990 (not a bad price considering it cost over £33,000 new), arguably there was better value to be had from Eddie Wright Car Supermarket in Lincolnshire (01724 245570) who were asking £13,000 for a metallic grey 70,000-miler of the same age. Look out for examples of the Overland Tech, which had a power sunroof as standard and xenon headlamps.

Petrol versions are also rare, but the 5.7 Hemi is a delight to drive. How’s this for a high-fun beast of a car for relatively chicken-feed money – Doshsavers of Mansfield (01623 652004) had a silver 2007 Hemi with a full service history but only 84,000 miles and priced at just £7795. Meanwhile if you like the sound and performance of a V8 but aren’t sure you’d be able to cope with the Hemi, there was a 4.7 Predator special edition from 2006 on sale at Central Car Sales of Northallerton (01609 773777) for £5995, still in top condition and with only 51,000 miles, full service history and sold with a warranty and long MOT.

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Possibly the most desirable Land Rover product yet, the Evoque’s stunning styling remains concept-car fresh, it’s luxurious, a dynamic drive on and off the road – and becoming increasingly affordable

 TARGET RANGE:  £20,000 – £35,000 

The Evoque is a remarkable success story for Land Rover, which itself has enjoyed an almost fairly-tale level of success considering its agricultural beginnings. The avant-garde styling of the Evoque was a bold departure from the traditional Land Rover look, adding a more dynamic and youthful edge to a range that otherwise majored on a more conservative and elegant approach to express its dominance in the world of SUV luxury and technology.

Even in these days of quick-turnaround model development courtesy of CAD-CAM design systems, it’s rare for a visually-exciting motor show concept vehicle to go straight into full-scale production, but that’s pretty much what happened after the LRX concept first appeared at the North American Motor Show in Detroit in 2008. The concept was a three-door coupe, for production this design was tweaked so subtly to add a five-door model to the range that it’s hard to see where the modifications were made – the five-door is only about 10mm longer than the coupe, but it’s also around 50mm taller; in spite of the rearward-sloping roofline that seems to squeeze the rear window into a narrow slit, there’s still quite adequate headroom in the rear to accommodate three adults in comfort.

The Evoque’s edgily modern styling is matched by the leading-edge technology it embraces, and that’s not only the Terrain Response and Hill Descent controls pioneered by Land Rover but now common on all other premium SUVs. It borrows from the mainstream Range Rover such features as keyless entry, the touch-screen dual-view display and connectivity options including Bluetooth and USB, and auxiliary inputs for iPods and MP3 players, and can be specified with surround camera systems, automated parking feature and rear seat entertainment using eight-inch video screens, wireless headphones and a touch-screen remote control.

If there’s anything conventional about the Evoque it’s the basic drive train, which employs what has become the industry standard automatic 4×4 system, using a Haldex-type clutch to balance drive between the front and rear wheels; since there’s almost always some drive going to the rear wheels it qualifies as a permanent 4×4 system, with additional drive to the rear wheels when necessary being added so seamlessly that it’s impossible to notice from the driving seat. Back this up with Land Rover’s superbly smooth-acting traction control systems and you have a car with unquestionably class-leading off-road agility. Yet it’s also a delight to drive on the road, particularly in versions that have the optional MagneRide continuously variable adaptive dampers, which are soft enough to absorb potholes and other rough-road irregularities, but stiffen in corners to reduce body lean and help steering accuracy. Yet they’re also tuned to give an excellent quality of ride in more extremely variable off-road situations, making the Evoque a superb all-rounder.

Note that there is also a two-wheel drive variant, this using a lower-power version of the turbodiesel engine, aimed at low emissions and better fuel economy than the 4×4 versions. The mainstream 4×4 Evoques have a choice of the 2.2-litre turbodiesel producing either 147bhp in the TD4 or 187bhp in the SD4, or the turbocharged petrol Si4 developing 236bhp. The petrol engine is a direct-injection type with variable valve timing, powerful enough to provide 7.1second 0-60mph getaway acceleration, efficient enough to return a reasonable 36mpg and a CO2 figure of 181g/km. The turbodiesels are naturally more economical, though this is matched by lower performance. Base versions with the 147-horse unit should return 50mph with emissions of     145g/km, the punchier SD4 offers better performance with similar economy. Originally the transmission was a six-speed manual with a six-speed automatic available on SD4 and petrol models, from mid-2013 a nine-speed automatic became available, a technically advanced unit offering a lower first gear, for better off-road crawling and trailer-shifting capability, as well as slicker downshifts and smoother upshifts.

For the 2016 model year the Evoque gets a new turbodiesel engine, a high-tech new alloy-block 2.0-litre multivalve unit with 177bhp; this effectively replaces the nominally more powerful SD4, but higher peak torque and better flexibility result in a more positive mid-range driving experience. Efficiency is the main aim, showing up in 59mpg economy and CO2 emissions of 125g/km. If you’re thinking of buying a new Evoque, one of these will be the natural choice, though there might be worthy bargains available on run-out 2.2-litre models as dealers keen to clear remaining stock from their showrooms snip a grand or so off the list price, more if you have a half-tempting trade-in.

 Our verdicts 

We were thoroughly impressed with the Evoque from our first contact with the new model, and that was even before we had a chance to drive one. We’d been invited to view pre-production cars at Jaguar Land Rover’s Gaydon test facility, where we were quickly convinced that the shapely new bearer of the Range Rover badge wasn’t just a styling exercise; just watching the cars being put through their off-road paces was enough to reassure us that this was a car worthy of the Land Rover all-terrain reputation. Editor Nigel Fryatt made the point in our June 2011 edition: “When it comes to 4x4s you should never judge until you have got behind the wheel both on, and off, the road. Rules are there to be broken, and the Evoque does just that… it’s a hugely impressive piece of kit, and if anything, its stunning looks do it an injustice. It’s better than it looks.”

Our first opportunity to drive the car came in time for the September issue of that year, and one incident in particular during a drive over some difficult tracks in the Snowdonia National Park confirmed our feelings about the car’s credentials as a true off-roader as well as a superb luxury estate. We wrote: “The route was steep and a number of uneven boulders poked through the damp sandy soil, just before a tight S bend through some trees. The vehicle in front had slowed, the driver checking that Hill Descent was engaged, reduced the selected speed to the minimum and inched forward.

“As the front wheels cleared the first boulder the nose dipped into a deep rut and the Evoque’s rear rose on the nearside to clear the mound. From our viewpoint the clearance and wheel articulation was obvious. Clear daylight could be seen underneath the car and it gently negotiated the tight twist, controlled and without fuss.

“When it was our turn everything happened much the same, the only difference being that it seemed far less dramatic. Had we not stopped to watch the other Evoque, conversation in the cabin would have continued… so competent was this new Range Rover that you could sit back and enjoy the view.”

For anyone who thinks it might just have been the shock of the ‘new’ that so excited us about the Evoque, crunch time came later in 2011 when we pitted the new Range Rover against six other premium SUVs in our 4×4 Of The Year contest. The dated Mitsubishi Shogun, Toyota Land Cruiser and road-biased BMW X5 were quickly sidelined. The Volkswagen Touareg fared a little better, but lost out against the sheer value-for-money – not to mention better off-road agility – of the Jeep Grand Cherokee, which left only the Land Rover Discovery 4 as anything like competent competition, and it could have won for its more focused 4×4 system, towing capacity and seven-seater capability, but being a run-out design, heavy, thirsty and expensive it was just outpointed by the eye-catching, lightweight and more nimble Evoque, which nevertheless reflected the full monte of Range Rover luxury fittings and fixtures. Enough to win the best in class award, but the overall winner that year? Stupidly expensive but completely unbeatable, it could be nothing other than the Range Rover itself, in Autobiography form.

The theme was repeated in our next 4×4 Of The Year extravaganza, featured in the Winter 2013 issue. On that occasion the Evoque was again a clear class winner, with the Range Rover Sport taking overall top spot.

Time did little to change our opinion, reflected in our most recent 4×4 Of The Year shoot-out ending with the same results, and that was even taking the eye-watering price into account. We said of the Evoque, tested in Dynamic form: “The trouble we have is the price at over £40,000 without the Lux Pack at £4650. You do, however, get a lot of top class performance for that amount of cash, and you can get into the Evoque at entry level at a more palatable £39,000.

“Whatever model you buy, it looks superb as a cut above the rest of the pack and offers a level of leather comfort and ICE prestige that rivals envy. The dash is beautifully sculpted, on the road it’s like driving a light sports car… most Evoques won’t ever test their incredible off-road ability, which is a crying shame.”

 Which one to buy 

There’s a seemingly bewildering variety of Evoques to choose from, and whichever trim level you’re looking at, the car will probably have had optional extras included – for instance, some 60 per cent of purchasers choose the panoramic sunroof. That’s because most Evoques will have been built to order, so although the basic styling differences between Pure, Prestige and Dynamic are clear-cut, second-hand pricing could vary significantly depending on the actual equipment fitted, so it’s worth shopping around to find one that has your own preferred features. Pure is theoretically the base trim level, featuring black detailing across the tailgate and along the waistline, dark-finish grille and, on the coupe, bonnet louvres.

Wheels are 18inch ‘sparkle silver’ alloys with 235/60 tyres. There’s no shortage of luxury since the upholstery is leather and the dash has brushed aluminium trim. Front seats are heated, there’s climate control, an 11-speaker Meridian audio system and an eight-inch colour touch-screen display. Terrain Response, Hill Descent and Hill Start Assist are standard, but look out for versions with the Tech pack, excellent value initially since for under £2000 to the original list price it added HDD satnav, front parking sensors, heated windscreen, headlamp washers and the auto headlamp and windscreen wiper system.

You could be asked to pay over £25,000 for a well-maintained low mileage Pure – at least make sure it has the Tech pack at that price – but there is a good selection available from £20,000. There’s little difference between three-door and five-door prices, these again depending very much on mileage and condition rather than the number of doors. CarShop of Northampton (0800 458 2732) were offering a 61-plated five-door in grey metallic with 88,000 miles and a full service history for £21,600, while Monty’s of Sheffield (01143 320156) had a pristine ‘pre-loved’ SD4 Pure Tech with 86,000 miles going for £21,995, a metallic silver car with black leather interior.

The Prestige trim level focuses on luxury and has Oxford leather upholstery and real wood trim, carpet mats and chrome tread plates. There’s an HDD satnav system, rear-view camera and front parking sensors. The headlamps are xenon with LED running lights, backed up by driving lights. Ivybridge Motors in Devon (01752 892403) were asking £23,485 for a 60,000-mile white three-door 61-plated SD4, boosted by the offer of an extended warranty and free lifetime MOTs, while Car Select of Coventry (024 7511 9883) had a 75,000-mile five-door of similar age in black with the panoramic sunroof at a headier £25,223, but they had thrown in their own 12-month warranty.

The Dynamic is a more sports-oriented set-up, starting with 20inch alloys on 245/45 tyres giving it racy street cred and sharper handling, backed up by the MagneRide suspension, which is a £1000 extra on Prestige with the SD4 engine. The interior is livened with aluminium pedal covers, perforated leather on the steering wheel and metallic trim on the centre console. Caffyns of Lewes (01273 283951) had a manufacturer-approved three-door SD4 in Orkney Grey, 60,000 miles with the Tech pack at £25,995, Stratstone of Milton Keynes (01908 518117) had a 12-plated Fuji White 2012 five-door SD4 with just 46,000 miles on their approved scheme for £26,991.

Prestige and Dynamic models could also be specified with the Lux pack, which for an extra £4500 added the panoramic sunroof, power tailgate, 825 Watt surround sound audio, television reception, surround-view cameras, blind spot monitoring, park assist system and advanced climate control with air quality sensor. R Symons of Bournemouth (01202 060398) is offering a self-parking Dynamic Lux with 80,000 miles, just serviced, for £27,750.

For the 2013 model year the Dynamic could be specified with the Black Design Pack, adding extra visual impact to an already striking car – it includes a rear sports spoiler, dark-look headlamps and driving lamps, 20inch gloss black wheels and a roof in Santorini Black, the colour repeated on the bumpers and exhaust finishers. Good examples won’t be cheap, Ongar Bridge in Essex (01277 366661) had a stunning Dynamic in Firenze Red metallic, just 16,000 miles on a 63 plate with the nine-speed automatic, panoramic roof and power tailgate, for £36,950. This pack first appeared on the Sicilian Yellow special edition, which could be specified either with yellow body and black roof, or black body with yellow roof, Marshall of Melton (0844 334 9045) had a 35,000-miler, black with the yellow roof, priced at £37,800. If buying an automatic dating from 2013 it’s worth paying a little extra for one with the nine-speed gearbox rather than the six-speeder, not just for its better efficiency but also theoretically better long-term reliability.

For an ultimate driving experience, though it comes at a price, look out for one of the Autobiography Dynamic models released last year, unmissable in their unique Pheonix Orange colour with the Santorini Black roof and satin ‘technical grey’ 20inch wheels; of more interest to the driving enthusiast is the upgraded engine – petrol only, unfortunately, but tuned up to deliver 281 horsepower, 40 more than the standard engine – and the ‘command-shift’ wheel-mounted gearshift paddles to control the nine-speed auto, which has been retuned to deliver livelier mid-range performance. Marshall of Cambridge (0844 334 9015) had one in Corris Grey with 4000 miles on it at £45,000.

However, if you’ve got this much to spend you’re well into new and nearly-new territory, so shop around for offers from the many Land Rover and other specialist dealers around the country; Lookers of Bishop Stortford (0844 659 4283) for example had a 2015 SD4 Pure Tech in Corris Grey with just 10 miles at £32,995, and a 64-reg Dynamic with 3000 miles at £36,995.
For the current range the Prestige badging has been dropped, the range becoming more complicated with the introduction instead of familiar SE and HSE trim levels which can also be specified with Pure or Dynamic, making it even more difficult – or interesting – to shop around for a used example that offers the exact specification you’d prefer.

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