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Page last updated at 13:44 GMT, Saturday 2nd January 2010
BATTLE OF THE V8: RANGE ROVER VERSUS JEEP GRAND CHEROKEE When it comes to luxury 4x4 motoring on a tight budget, the Jeep Grand Cherokee and Series II Range Rover take some beating. But can a V8 petrol-engined version really make sense? We take a look to find outFuel prices are rising again – and that means many of us will be paying extra attention to fuel economy when the time comes to buy our next new or used SUV. But for anybody who doesn’t cover a hefty annual mileage, this also opens up some real potential – because if you’re willing to consider a large petrol-engined 4x4 (knowing full well that fuel consumption will be on the heavy side), there are some real bargains to be had.
So we figured that now was a good time to compare two obvious used rivals: the 4.6-litre V8 version of the second-generation Range Rover versus the 4.7-litre V8 derivative of the Jeep Grand Cherokee – the 1999-2004 version that now offers spectacular value on the used scene. And it’s an interesting combination, because even with a budget of no more than £3000, there’s quite a choice of decent examples out there. IN WITH THE NEW The P38-model (Mk II) Range Rover was launched back in 1994 and was instantly acclaimed as a worthy successor to the original legend – the model that had been around for a remarkable 24 years by then. So along came this all-new version, featuring plenty of British engineering brilliance and a whole raft of advanced electronics. For your money you got air suspension, traction control, airbags, ABS, climate control and a whole lot more, all wrapped up in aluminium panelwork that, even today, still looks surprisingly fresh. Sure, it wasn’t cheap; but the newcomer helped to ensure the Range Rover was once again the best vehicle in its class. The new-generation Range Rover certainly made ripples on the other side of the Atlantic. But clearly, the Americans liked the sound of the challenge – and in 1997, that good ol’ Yank, the Jeep Grand Cherokee, was launched over here. It sold on image rather than sophistication, although any lingering sniggers were stifled in 1999 when an all-new Grand Cherokee range was launched. Here, at last, was the premium rival to the Range Rover: almost as able off-road, just as revered on it. Things were truly set for a battle royal. HIGH-END HEDONISM The Grand Cherokee shown here is very much the ‘top of the tree’ model. The 4.7-litre V8-engined Overland would have cost its original owner over £37,000 back in 2003, the Overland version sitting above the old Limited line, and came equipped with absolutely everything; you name it, the Jeep had it. Happily though, there were plenty of well-heeled customers out there clamouring for such a highly equipped Grand Cherokee.
Beneath the surface, the Grand Cherokee boasted Range Rover-like levels of technical accomplishment in places. Quadra-Drive, for example, was Jeep’s name for its advanced 4x4 system. Other than offering the choice of low- or high-range all-wheel drive, it was fully automatic. And thanks to an advanced series of differentials, it was able to continuously divide power between all four wheels – and (something that Jeep reckoned was an industry first) could send 100 per cent of its torque to either of the front wheels as well as the back. So, formidable competition for Land Rover, it seems. A diesel version of note didn’t arrive until 2001. But even then, the true engine of choice for some remained the 4.7-litre petrol V8 we’re featuring here. A power output of 217bhp was superb by any standards, while a whopping 287lb.ft. of torque (albeit developed at a higher-than-ideal 3200rpm) meant the Grand Cherokee was an impressive drive off-road and an excellent tow-car to boot. On the road too, there was no stopping it, the Overland V8 hurtling to 60mph in a mere 8.3 seconds. Unfortunately, though, despite its pretty able road manners, the Grand Cherokee didn’t come with air suspension, so enthusiastic drivers might now find it a little ‘stodgy’ in response. And so enters the Range Rover, surely the most sophisticated 4x4 of the 1990s. It may be previous-generation in this instance, but it can still teach newer competitors a thing or two. Its full air suspension, for example, is outstanding, distilling hysteria into serenity no matter what the surface. And that means it’s the perfect platform for enjoying its beefy V8.
Needless to say, while the Range Rover’s drivetrain wasn’t quite as sophisticated as the Jeep’s, it was still flawless off-road. And one key advantage aided it here: the ability to raise that air suspension, giving it the ground clearance (and, reckon some Land Rover experts, just about the ability) of a contemporary Defender. Take nothing away from the Grand Cherokee, for its Quadra-Drive system is pretty awe-inspiring in how it can summon up grip from nowhere. You have to wonder if Land Rover (and BMW) engineers didn’t pour over it when developing the P38’s replacement. But when the going gets really tough, it’s the Brit that’s able to edge ahead with its added dose of composure and tall-striding march, although neither is exactly lacking in terms of power, torque and off-road ability. V8 GREATS And so it proves on the road, too. Yes, these vehicles are extremely thirsty. Environmental campaigners will castigate them both (although you can lessen the impact – not to mention the expense – by considering an LPG conversion). But look at the asking prices we’re dealing with here: £2-3k is secondhand supermini money. The Jeep is the firebrand of the two. Its engine responds very keenly to the throttle, always willing to drive forward with vigour and a glorious bellow from beneath the bonnet. The four-speed auto (actually a five-speed; there are two closely-spaced second gears, and the best one for every particular instance is chosen) shifts smoothly, and generally the excellent refinement on offer complements the tight, crisp feeling that the vehicle exhibits. It’s pretty spacious too, with ample room for five inside, plus a decent amount of loadspace. Unlike the previous-model Grand Cherokee, the spare wheel is mounted beneath the boot floor, so there’s ample space behind the back seat, although the sporty rake of the rear window does limit ultimate flexibility.
That air suspension, as we mentioned, provides a superb ride. But don’t overlook the surprising agility it instils, too. Because the driver is never fighting against the heaving mass of the body, responses to the steering are more alert than you’d expect, helped by the car itself detecting this and stiffening up the air units. Yes, there are tales of it ‘collapsing’, but usually this is it going into limp-home mode. A dealer with the right software can often diagnose a faulty, cheap-to-replace sensor, making it tip-top again in a matter of minutes. There’s a lot to like with the Grand Cherokee – and the American remains the faster, more eager machine – but ultimately it’s the Range Rover that feels more special. It’s roomier too, and the split-level tailgate opens up to a more flexible load area. Oh, and once again, the air suspension adds a bonus: it can be lowered onto its bump stops to aid easy loading. CLUB-CLASS CABINS Where the Brit scores over the Jeep is in its all-important perceived quality, even if early build standards didn’t match expectations. All the materials used inside though, are extremely well matched, with soft-touch plastics and high quality leather throughout, as well as an expanse of real wood veneer rather than the Jeep’s imitation stuff. All the controls in the Brit have real tactility, all the displays look classy and light up attractively. It’s a lovely thing to behold and sets off the exterior to perfection.
One area that is worth touching upon, though, is safety. Both vehicles meet all the standard crash test regulations, but don’t discount the effect of Euro-NCAP back in the late Nineties. Indeed, this is what did for the original Grand Cherokee, as it had an appalling result. The 1999-2004 model though, performed far better – although nobody knows how the older Range Rover would have done, as it wasn’t tested. EXECUTIVE EQUIPMENT With both of these vehicles, it may be easier to list what they haven’t got… but it’s more fun to point out what they have! Leather seats with multi-way electric adjustment? Check. Dual-zone climate control? Check. CD autochanger? Check – playing through a 120-watt stereo in the Range Rover’s case. Solihull’s finest also (should) get plush floor mats, along with electric operation of everything you could imagine, and an alarm system that, when it was new, was an award-winner. As for the Jeep, it marries leather, wood, climate control, glitzy alloys and a full array of beautifully backlit dials, and when new was also available with a very clear, neatly integrated optional sat-nav system. This really does show the progress of technology, as the latter wasn’t available at all on the Range Rover. RELIABILITY WOES? We all know the good old P38 Range Rover doesn’t have the most dependable reputation around. But if it’s any consolation, many of these issues were related to build quality, not the sturdiness of components. By now, any of the more major leaks or trim rattles may have been solved. Hey, we’re not saying an ageing Rangie will be a better-finished proposition than when it was when new, but… Some don’t rate that 4.6-litre engine, reckoning it’s over-bored. Certainly a badly-maintained model could prove troublesome, particularly as fitting liners costs at least £2000. It’s therefore imperative you check for blue smoke when running, particularly when accelerating hard. Also make sure you check there’s a healthy amount of coolant, and no tell-tale leaks from the head gasket or cooling system. At least, though, it’s less susceptible to the 4.0-litre’s occasional camshaft troubles.
Some folk are sniffy about the Range Rover’s reliability record, but the Jeep’s is hardly glittering. JD Power satisfaction surveys, for example, never rated it highly, mainly because of niggly faults that kept cropping up. Then again, some would say that’s a consequence of having so many electrical goodies in the first place. Specifics include axles that need topping up – if not, wear will occur and repairs will cost upwards of £1500. Worn diff bearings are indicated by a whining gearbox, while noisy front suspension suggests work ball joints or wheel bearings. Brakes can wilt if they’re not kept in good condition (Jeep even issued a recall here). Leaking automatic gearboxes are bad news, too. Don’t worry if the alarm has a mind of its own, however, as this is often traced back to faulty door sensors and is an easy repair. Inside, make sure you check the air conditioning system – if it doesn’t blow cold, there could be a £1000 bill for a new compressor. More generally, simply do the same as with the Range Rover and ensure absolutely everything works as it should. These are not cheap machines to fix, and you’re particularly susceptible as there isn’t the legion of independent specialists out there. There is for the Range Rover, and this could become even more significant come annual service time. The Jeep’s lazy V8, though, is as bulletproof as the Rangie’s. 217bhp from 4.7 litres? It’s hardly stressed…
Compare it with the best from Solihull, however, and we can’t help recommending the Range Rover. Its expensive-feeling drive, classy interior and excellent ride and handling are impressive – as is the way it still comes across as so special. Drive even a Range Rover of this age and you feel like you’ve made it. And it’s this feeling that gives it the nod over the Jeep.
RANGE ROVER – The Brit icon still feels special, even at this age and mileage. Just goes to show that age can’t fade class. JEEP – This Big Yank tanks along brilliantly – the engine is an unexpected treasure that doesn’t fail to please. RANGE ROVER – There’s no denying that reliability could be an issue with a high mileage example. JEEP – Dynamically, it doesn’t scale the lofty heights of the Range Rover, while its interior simply doesn’t feel as special. It lacks the last tenth that gives the Rangie true upmarket status. RANGE ROVER – Error messages in dash display and climate control readout; water in passenger footwell; head gasket and coolant leaks; blue exhaust smoke; windscreen washers that trickle rather than spray. JEEP – Noisy front suspension; whines from the gearbox or transmission; air con that doesn’t blow cold or struggles to react to temperature changes; screeching alarms; leaks from around the auto gearbox.
RANGE ROVER 4.6 HSE AUTO JEEP GRAND CHEROKEE 4.7 V8 OVERLAND WHAT WE SPOTTED 1997 (P-reg) Range Rover 4.6 SE, 120,000 miles, £1995 2002 (51-reg) Jeep Grand Cherokee 4.7 V8 Overland, 53,000 miles, £1989 |
Secondhand SUVs are suddenly back in fashion, with values of even the larger, more upmarket models – including the Range Rover – on the rise over the last few months. But that tends to apply only to diesel-engined models, leaving the petrol-guzzling derivatives still struggling to find buyers in many cases.
Despite its impressive specification, this opulent Jeep still managed to comprehensively undercut the equivalent Range Rover: the 4.6-litre V8 Vogue. Indeed, such was the gulf between the two, even the cheaper Range Rover HSE was still nearly £10,000 more expensive than its American archrival.
Not for nothing did TVR nick this unit to use in their sports cars. The 225bhp unit likes a drink, but what a consummate performer it is, particularly as its marriage to the four-speed auto is one made in heaven. Hitting 60mph in around 10 seconds didn’t tell the half of it; it was effervescent, muscular (courtesy of 277lb.ft. of torque) and, even by today’s standards, an absolute pleasure to drive.
Still, though, it doesn’t feel as special as the Range Rover. There’s something about the Solihull offering’s driving position that’s so effortlessly regal, so royally British. The sides are flat, the seat high, the view down peerless. And nobody matches plastics, leather and wood in the 4x4 world as well as Land Rover manages with the Range Rover. The fact that in the background is the effortless purr of the punchy V8 makes it almost perfect.
Things have a harder edge in the Jeep. Plastics are… erm… plasticky, the leather has a hard, shiny look, and as for some of the garish displays – well, don’t get us started. There’s a brash, American feel to it all that simply can’t match the restraint of the Range Rover. Yes, it’s pretty well assembled but, purely in terms of showroom appeal, it can’t equal the Range Rover’s high standards.
You should also look out for warning symbols on the dashboard at start-up, central locking maladies and, in the climate control display, a tiny illuminated ‘book’ symbol (this indicates problems). Sometimes ‘Gearbox Fault’ will flash up in the dash display, but this is often traced back to a loose connection in the shifter mechanism; it’s easier to fix than broken dash display bulbs and failed heated seats, both of which should be checked.
The Jeep Grand Cherokee, in 1999-2004 guise, is a cracking machine, particularly in 4.7-litre V8 form. Sure, it’s thirsty, but its performance and engine note are infectious, and the crisp styling is probably the most satisfying of any used Jeep to our eyes. That the work of depreciation brings it to such an accessible level is cause for cheer.| Email a friend | Français | Deutsch | Español | Italiano |
