A handsome, roomy, go-anywhere SUV, and a desirable pre-owned 'ute as well!
There's no question that Jeep's Grand Cherokee, the larger, sleeker sister of the boxy, suddenly cool-again Cherokee, opened the brand to style-conscious buyers like no other Jeep in recent memory. That was way back in 1993, but for the G.C.'s first redesign, making its debut in 1999, Jeep played conservative, keeping the Grand's identity--trapezoidal wheelwells, toothy grille, slightly smoothed box profile. Gen II Grand Cherokees, like the first, were a big success for Jeep.
Although it rode on the same 105.9-inch wheelbase, the body grew in length and height, slightly improving total interior volume. There was no third row, but for the 1999 rework, Jeep moved the spare tire out of the luggage bay and under the floor, opening up the rear cargo area.
Power for this generation initially came from two engines: one new, one reworked. Jeep removed the Mopar 5.2- and 5.9-liter V-8s from the previous gen and fitted the new SOHC 4.7-liter engine that would go on to power the Dakota and Durango and is still in use today in various vehicles. It provided a reasonable 235 horsepower with a surprising 295 pound-feet of torque. For 2002, a strengthened version of the 4.7 arrived in the Overland package. It was called the High Output or HO and boasted 260 horsepower and 330 pound-feet of torque. The only engine that came with rear drive the first year was the carryover 4.0-liter inline-six, said to be modified for improved power and refinement; it made 195 horsepower and 230 pound-feet of torque. Some owners commented that the difference in mileage between the V-8 and the I-6 was too small to be worth the trade-off in performance and personality.
Between those engines and the wheels came a variety of automatic transmissions--sorry, no manuals. Initially, the V-8 models came with a four-speed, boasting shift logic that bestowed two different second-gear ratios to help takeoff acceleration and towing capacity. In 2001, a proper five-speed automatic became standard in the V-8 models. Those transmissions were used in two-wheel drive or a choice of three four-wheel-drive configurations. Jeep's Selec-Trac system was a part-time design; the Quadra-Trac used a speed-sensing center differential that could be locked; and finally, the Quadra-Drive added a viscous limited-slip differential in front and rear. The Quadra-Drive system allows the vehicle to keep moving even if only one wheel has traction.
As to reliability and consumer confidence, the 1999-2004 model appears considerably more trouble-free, according to various online reports and consumer feedback. The previous truck's troublesome air-conditioning and 4x4 gear seem to hold up better on the later model. Even so, this G.C. suffers from the same disc-warping problems as some of the Dakota/Durango twins, which is almost an epidemic in models of the same years. Jeeps, as well as some other Chrysler products, suffer electrical maladies, including short-lived engine and driveline sensors. It's worth noting here the I-6 appears to have more sensor failures than the V-8 and also has a recall for debris collecting on the manifolds, a problem that could possibly lead to an engine fire.
In fact, the reflected experience of Grand Cherokee owners suggests that Jeep's much-touted efforts to improve the vehicle paid off in this generation, making this a handsome, roomy, go-anywhere SUV, and a desirable pre-owned 'ute as well.
By Marc Cook
Photography by Truck Trend archives
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