Jeep Grand Cherokee reviews

2003 Jeep Grand Cherokee Driving Impressions

Jeep has refined the Grand Cherokee for 2003. New brake calipers and a high-output master cylinder reduce braking effort. The steering has been recalibrated for lower effort. Reduced-pressure shock absorbers enhance the Grand Cherokee's on-pavement ride.

Jeep's high-output 4.7-liter V8 is lively, and its 30-horsepower advantage over the standard 4.7-liter V8 is noticeable. This engine provides the Grand Cherokee with smooth acceleration performance, and it sounds refined. It produces 265 horsepower at 5100 rpm and 325 pound-feet of torque at 3600, compared with the standard 4.7-liter V8's 235 horsepower at 4800 rpm and 295 pounds-feet of torque at 3200 rpm. In other words, it produces more power, but revs higher to do it. Most of the power increase comes from a higher compression ratio (9.7:1 vs. 9.3), so the high-output engine requires premium fuel.

The five-speed automatic transmission that comes standard with the V8 engines shifts unobtrusively. It makes hurrying up a mountain or passing slow-moving trucks a breeze. It has two overdrive gears, so in fifth gear the engine is only turning 2000 revs while cruising at 70 mph. You could say this transmission is actually a six-speed automatic: There are two second-gear ratios, a low second gear ratio for up-shifting from first and a higher second gear ratio for downshifting from third. No more than five gears, however, are used in sequence.

The Grand Cherokee seems sluggish off the line at first, but this is partly due to the throttle's long pedal travel. Experienced off-road drivers prefer a longer pedal travel for precise manipulation of the throttle in tricky situations. Deliberate mashing of the throttle brings a quick launch, quicker than in most other SUVs in this class. That's due in part to the relative lightweight of the Jeep, whose figure is kept trim by its unit-body construction. This unusual design strategy, also used by the Nissan Pathfinder and Mitsubishi Montero, results in a platform that is lighter and more rigid than traditional truck-based designs that are built on a frame. The Jeep feels faster and more responsive than most V8 SUVs, especially the huge Tahoe and Expedition.

A surprisingly tight turning circle adds to the Jeep's spirited, nimble feel. Off-road, or driving down a bumpy, rutted rural lane, it feels controlled and steady. There's no need to slow down for rough railroad crossings in the Grand Cherokee. But under many on-pavement conditions, the Grand Cherokee drives like a big, heavy truck, leaning noticeably in turns.

Steering is quick but isolated. When you turn the wheel you can't feel how much the front tires are slipping on pavement. You don't really steer the Grand Cherokee so much as guide it. But that's the same for all of the top-selling sport-utilities. Like them, the Jeep is still a truck, sitting tall, and leaning side-to-side in corners and high winds.

Our Overland stopped confidently, but with the telltale diving motion of a high-riding off-road vehicle. The Up-Country suspension package that comes on the Overland lifts the body an inch higher than the standard Grand Cherokee suspension.

The trend among competing sport-utilities is to use independent suspensions for better highway handling. The Jeep Liberty uses an independent front suspension, and the new Ford Explorer's suspension is independent at all four wheels. The Grand Cherokee, however, rides on live axles, front and rear. This is a drawback on washboard-rutted roads, where the Grand Cherokee will bounce itself sideways at speed.

For the most part, however, the Grand Cherokee stays pointed straight ahead on bumpy roads. A triangle link locates the rear axle, keeping it square with the body. Careful tuning of suspension and drivetrain mounts allows a lot of compliant movement, so that the Jeep's axles lift and pivot over large bumps and dirt holes where the independent suspensions of other SUVs reach their limits of travel. As a result, the Grand Cher