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Consumer Reports Drops Grand Cherokee Recommendation

63K views 393 replies 109 participants last post by  jdurkin837 
#1 · (Edited)
I see CR just updated their reliability and recommended lists and the 2014 Jeep Grand Cherokee V6 is well below average for reliability, henceforth removed from their recommended two row suv list. Now they didn't say what exactly it was that dropped reliability rating but if anyone with a CR website subscription looks they can see everything is average or better except the Audio System category. Power Equipment slipped to average rating but I'm not shocked that CR and it's survey respondents answered this way considering how many Ford cars get low ratings from CR due to the Mytouch system.

Please note I am not saying I agree with CR on their vehicle ratings just thought I'd share this and I believe Chrysler is working on fixing bad radios, Uconnect glitches and other electrical control module issues. They are claiming they don't have results yet for the V8.
 
#7 · (Edited)
Just my opinion but I think the much reported uconnect/radio issues and the christmas tree dashboard lights are at the heart of the poor rating. If Chrysler with new hardware and software eliminate those being common issues the ratings should improve and it sounds like the 2014.5 models are a good step towards that goal.
 
#4 ·
Full Review from CR:
Something of a Swiss Army Knife among midsized SUVs, the Grand Cherokee is a versatile, well-rounded vehicle. When properly equipped, it is capable on or off road, and it makes a good choice for trailer towing. The ride is comfortable and the interior is quiet and well finished.

A 2014 freshening brought a significant boost to the Grand Cherokee's road-test score. Improved controls, better fit and finish, and a new eight-speed automatic, which improves performance, are high points of this update. Unfortunately, the transmission does nothing to improve overall fuel economy on the V6 version we tested.

What sets the Jeep flagship SUV apart from its competition is the wide range of powertrains and available trim levels. Those choices can make it anything from a comfortable suburban errand runner to a sure-footed off-road vehicle. Buyers can choose from V6 and V8 gasoline engines or a new diesel, rear or all-wheel drive, and six trim levels to suit their needs. The key is to weigh those options carefully before signing on the line, because the versatile Jeep can get expensive fast.


Why buy one:
  • Versatility and towing capability
  • Off-road capability when properly optioned
  • Very refined, with a quiet well-finished cabin, plush-ride, and supportive seats
  • Optional Uconnect entertainment system is one of the most user-friendly available
  • Offers a diesel engine for thousands less than the competition
  • Has the refinement and capability of expensive German competitors, but with a much lower sticker price
Why not buy one:
  • Fuel economy is not class leading, and the new eight-speed automatic transmission did nothing for mileage
  • Somewhat pricier than many competitors
Viable alternatives:
  • BMW X5 if you want something sportier
  • Lexus RX if you want something more luxurious
  • Nissan Murano for something less expensive
  • Dodge Durango shares the Jeep's platform but has three rows of seats
Best version/options to get:

The mid-range Limited includes desirable features like a back-up camera, power liftgate, and heated leather seats and steering wheel.

The optional Uconnect 8.4 touch-screen radio is well designed and easy to use. A $4,000 Luxury Group of options adds HID headlights, a power-adjusting steering wheel, panoramic sunroof, and ventilated front seats. But getting blind spot detection requires the $1,695 Technology Group.

We'd go for the 3.6-liter V6 unless towing a large trailer was in our plans, in which case we'd skip the 5.7-liter Hemi V8 and get the 3.0-liter V6 turbodiesel, with its added fuel efficiency and torque.

There is also a wide variety of off-roading options available as well as air suspension. Unless you plan to go off-roading, most buyers will do well sticking with the regular four-wheel-drive system and theconventional suspension.

There is also a wide variety of off-roading options available as well as air suspension. Unless you plan to go off-roading, most buyers will do well sticking with the regular four-wheel-drive system and the conventional suspension.



The Driving Experience

Handling: The Grand Cherokee is relatively responsive for a heavy SUV, with a fairly prompt turn-in response. Body lean is not excessive in turns, partly thanks to the firm suspension. The freshening added a new electric steering system that is somewhat vague on-center and less communicative than before.

At the track, the Jeep was secure and predictable at its handling limits, and stability control kept it on its path. It posted a decent speed of 50 mph in our avoidance maneuver with no surprises.

Powertrain: Most Grand Cherokees will be equipped with the base 290-hp, 3.6-liter V6 engine, which provides adequate power. Optional choices include a 360-hp, 5.7-liter V8 (Hemi) or a 240-hp, 3.0-liter turbodiesel. High performance SRT models get a 470-hp, 6.4-liter V8 (Hemi). All engines are matched with an eight-speed automatic transmission introduced with 2014 models. Rear-wheel-drive is standard; four-wheel-drive is optional.

Adding three more gears from the new transmission does a lot to improve performance, responsiveness, and drivability with the V6, which struggled to haul around the 4,900-pound Grand Cherokee with the previous five-speed box. Zero-to-60 mph acceleration is improved by a full second, but overall fuel economy remains 18 mpg. We did measure a slight boost in city mileage.

The new transmission is generally smooth, but tends to upshift early to save fuel, which adds to response time and can be annoying around town. Turning off the default Eco mode helps a lot, but you'll have to do that each time you start the car. Ours tended to shift in and out of top gear frequently to maintain a steady 65 mph, hurting fuel economy there. The electronic shifter is somewhat quirky and may take some getting used to. Finding reverse on the first try can be challenging. Shifts can also be made with steering wheel mounted paddles.

If you want more power and don't mind spending another $2,195, the 5.7-liter V8 might fit the bill. The Hemi V8 shuts down four cylinders when cruising to help save fuel, but fuel economy isn't exactly a strong suit. What it does deliver is plenty of pull. Based on our experience with this drivetrain in the Ram 1500 (Hemi V8 and eight-speed automatic), it likely cuts one second from the V6's 0-60 mph sprint. The eight-speed is a great match to this engine, always smoothly picking the right gear. Expect about 15 mpg overall, one better than our tested 2011 Grand Cherokee V8 4x4 with its five-speed automatic.

A more efficient alternative to the V8 is the turbodiesel V6. Thoroughly refined and modern, the new diesel produces none of the smoke or smell you might expect, and little of the noise. If 240 hp doesn't sound like much, consider that this engine supplies a whopping 420 pound-foot of torque, which is 30 pound-foot more than the 5.7-liter V8. That makes for plenty of mid-range grunt, which is what you need for pulling a trailer.

Jeep claims the diesel will deliver 28 mpg on the highway with four-wheel-drive and 30 mpg with rear-wheel-drive. We'll see how the Grand Cherokee diesel does in the real world when we buy one to test.

Like other diesel engines in large vehicles, you need to add diesel emissions fluid periodically. Otherwise, once it runs out, the Jeep will refuse to start. Refilling the fluid is easy, done through a filler port next to the fuel filler. It typically costs around $6 a gallon at auto parts stores and normally needs filling about the time of each oil change.

If a racetrack-ready SUV is more your speed, there's the fire-breathing SRT Grand Cherokee with its 6.4-liter V8. You'll have to feed it premium fuel, but it will run away from most other SUVs.

Off-road: The Grand Cherokee is somewhat unusual among midsized SUVs in that it offers real off-road capability. With programmable modes for snow, sand, and rock, the electronic AWD system quickly transfers power to whichever wheels have grip, and our Limited had no problem climbing our rock hill. Ground clearance is not great, so it's best to use care to avoid damage to the exhaust system and oil pan. The hill descent control feature works well.

Various off-road packages include a "Trail Rated" fender badge and more hard-core off-road equipment. Options include underbody skid plates and more sophisticated four-wheel-drive systems. Quadra-Trac II adds a low range for true off-roading, while Quadra-Drive II adds an electronic limited slip differential. Optional air suspension can raise the Jeep for more ground clearance or lower it for easier access. For most buyers with limited off-road plans, the more basic four-wheel-drive systems and the conventional suspension is enough.

Towing: Gasoline V6-powered Grand Cherokees have a towing capacity of 6,200 pounds. Diesel and V8-powered models are rated for 7,400 pounds with rear-wheel-drive or 7,200 pounds with four-wheel-drive.

Our V6-powered Grand Cherokee took 18.1 seconds to tow our 5,000-pound test trailer from 0-to-60 mph. That's a decent performance. The eight-speed automatic helps out, cutting nearly one second from the tested 2011 V6 five-speed. In our experience, the Jeep is a capable and stable tow vehicle.

If you plan to tow with your Grand Cherokee, get the factory Class IV tow package. It includes heavy-duty cooling and a bigger alternator, a self-leveling rear suspension, a full-sized spare tire, and well-designed hitch and trailer electrical connections. There's also a wire pigtail for hooking up an electric trailer brake controller under the driver's side footwell.

Ride comfort: This heavy SUV rides well, especially for a vehicle with its off-road capability. Steady and compliant, body motions are well controlled but there is an underlying firmness that is more noticeable at low speeds. Lateral motion is quite minimal, and the Grand Cherokee is composed on thehighway.

Noise: With a quiet and refined V6, modest wind noise, and virtually no road noise, the cabin is quieter than most competitors, and some rivals costing considerably more.

Braking: Stopping distances were respectably short for a midsized SUV in wet or dry conditions. The brake pedal had good feel and was very easy to modulate.

Headlights: Low-beam halogen bulbs provide good visibility and intensity forward and to the sides, but irregularities in the pattern create streaks and lines that detract from overall uniformity. A sharp cutoff can also reduce visibility going over dips and bumps. High beams provide an improvement in both distance and intensity.


Inside The Cabin

Interior fit and finish: The interior is inviting and nicely finished, with soft-touch padded surfaces on the door panels and dashboard top, and abundant wood grain and chrome trim. Storage compartments are lined. Switches have a quality feel, with rubber-rimmed knobs and door controls leftover from the Jeep's Mercedes-Benz lineage. Even the cargo area is neatly trimmed, with finished compartments surrounding the full-size spare tire. Most components fit together well.

Just a few issues keep this interior from ranking among the best in its class, including a few lumpy seams on the seat cushions and so-so fitting plastic covering the A pillar instead of the fabric we'd expect in an interior of this caliber.

Driving position: Drivers will find plenty of head, leg, knee, and foot room in the Grand Cherokee, with a generous range of adjustment for the seats and tilt and telescoping steering wheel. One gripe is that wide center tunnel intrudes on right foot room around the throttle pedal, pushing the driver somewhat off-center.

Visibility: The Jeep's upright styling and big windows all-around help visibility greatly. Some children complained that the high beltline made it hard to see out from the backseat. Front windshield pillars are not too wide, but rear pillars create the typical blind spots common in SUVs. Big side door mirrors are a bonus.

A backup camera is standard on Limited and higher-trim models, but you can't even get one as an option on lower-level versions. This important safety feature should be standard throughout the line. At least if you pay up to get the camera and the big Uconnect screen, the large display works well.

Another annoyance is that the helpful blind-spot and rear cross-path detection systems are only available on Limited and higher models as part of a $1,695 package, which includes active cruise control, rear cross-traffic alert, and forward collision warning.

Seat comfort: Big front seats are very supportive without being confining, with a well-shaped backrest and good lateral support. Cushioning is on the firm side, but remains supportive on long trips. There are plenty of power adjustments, including lumbar for good lower-back support.

The rear seat is comfortable and spacious, even for three people. There's plenty of leg, head, and knee room and the seatback reclines for comfort. Well-shaped cushions supply good overall support and posture. A nearly flat floor helps provide good foot space, and there's decent toe room under the front seats.

Access: It's a bit of a climb to get in or out, and some of our smaller drivers used the steering wheel to help pull themselves in. Other than that, access isn't hard, front or rear. Large square doors are big enough that you don't need to duck to get in or out, and there's no need to step over the flush door sills. There's a decent-width footpath into the back, but it's not quite generous.

Gauges: Higher trim levels, including our Limited, have a hybrid display combining an analog tachometer, fuel, and temperature gauges with a digital screen for the speedometer and other information. Everything is clear and easy to read, and the display can be configured different ways, with options to select what the speedometer looks like and what ancillary information you want to see. The system delivers a lot of information, but set up involves scrolling through menus using a five-way controller on the steering wheel that can be cumbersome at first.

One feature we like and wish more cars would adopt is an easy to spot button to turn off the big center touch-screen display, which is great for reducing visual overload at night.

Controls: The Jeep's optional Uconnect 8.4-inch touch screen entertainment system is one of the best designed of its type available in a car today. It does a lot of things right, with a large and easy to reach screen and icons, fonts, and on-screen buttons that are big and simple to use. And system logic is straightforward and simple.

Adding to its ease of use is the use of hard buttons and knobs for some frequently used climate and radio adjustments, including fan speed and radio volume and tuning. But other changes still require you to first pull up the respective audio or climate screen.

Steering wheel controls are big and simple to use. We really like Chrysler's choice of mounting toggles for radio tuning and volume on the back side of the steering wheel, where they're easy to use and help reduce clutter on the front of the wheel.

Minor complaint: the combination turn signal and wiper control lever is used for one function too many, and a separate stalk on the other side of the steering column for wipers would simplify things.

Electronic connectivity: It's easy to pair a phone with Uconnect. The system is more fully compatible withApple devices than with Android, providing iPhone users with displayed album information and choice of connection through either Bluetooth or a USB plug. Android is compatible only through Bluetooth. iPhone and iPod users can also call up artists or music genres by voice when connected by USB, a feature not available with Android devices.

Uconnect allows voice commands for radio, navigation, and phone. All work well enough, but voice control is not as advanced as Cadillac CUE or Ford Sync, which allow you to speak more naturally.

The navigation system allows addresses and points of interest to be selected by voice while driving, a handy feature not available in all systems. Chrysler uses a similar layout to Garmin navigation systems, so it will seem familiar to anyone familiar with their portable units.

Uconnect Access is a subscription service available on some Chrysler vehicles including the Grand Cherokee, and includes audio apps such as Aha, iHeartRadio, Pandora and Slacker radio, as well as the capability to send and receive text messages using your voice and remote door locking, unlocking and vehicle start using a smartphone. A 3G WiFi hotspot is also available at an extra charge, ranging from $9.99 a day to $34.99 a month.

Climate features: The automatic climate system worked well, but we heard some complaints that it did not direct enough air to the floor vents in auto mode.

Our mid-level Limited model included welcome climate features like heated rear seats and a heated steering wheel. These are controlled through the touch screen, but would be better still with dedicated controls.

Cabin storage: There's a convenient open bin in front of the shifter that's just right for a smartphone. A two-level covered bin between the front seats includes a handy light that comes on when the lid is lifted.

Lights and visors: The sun visors do not slide on their mounting rods for additional side coverage.

Electronic amenities: A concealed compartment under the radio contains a 12-volt power outlet, USB/iPod port, auxiliary jack and an SD card slot. There's another 12-volt outlet under the armrest in the center console. Rear passengers have access to two more USB ports that can be used to charge devices and a normal household (115-volt) outlet. The cargo area has an additional 12-volt power outlet.

Cargo space: With rear seatbacks folded, the cargo area can carry items up to 35.5 cubic-feet in size, according to measurements taken with our expandable pipe-frame box.

A power lift gate is standard on the Limited and higher trim levels, and can be opened or closed electrically using a button in the passenger compartment or the key fob. It can also be raised using its touchpad, and closed using a button in the cargo area. Cargo area features include a 12-volt power outlet, a few bag hooks, four sturdy tie-down points in the floor and a one-piece retractable security cover.

Payload capacity is 1,050 pounds.

Spare tire: A full-sized spare tire is included with the tow package, and rides in the car under the cargo floor. But it is not the same size as the other tires on the vehicle and should be used like a temporary spare. Vehicles without the tow package get an actual temporary spare.


Safety Notes

Safety belts: Front belts have pretensioners and force limiters.

Air bags: Front-seat occupants are protected by front and side air bags, and air curtains that are designed to also protect outboard occupants in the rear seats. A knee air bag for the driver is also standard.

Head restraints: The front-row head restraints are tall enough to provide protection even when lowered. Rear outboard head restraints fold forward for stowage and are tall enough when raised to provide protection. The rear center restraint is not tall enough, even when raised, to provide adequate protection.

Crash-avoidance systems: Antilock brakes with brake assist, traction control, and stability control are all standard on the Grand Cherokee. A rear backup sensing system and camera, blind-spot monitoring, forward collision warning, rear cross detection and accident avoidance systems are all optional.

Driving with kids: Safety belts are mounted on short, rigid stalks set at an angle that can make it difficult to snug the belt without bunching. Despite this, forward- and rear-facing seats should prove secure in all rear positions when installed with the safety belt. LATCH anchors in outboard seating positions are easily accessed. There are three top-tether anchors on the rear seatbacks but they are hidden under the cargo floor flap and can be easily missed.


Reliability

We expect reliability to be much worse than average, according to our latest subscriber survey.
Tested model: 2014 Limited 4-door SUV 4WD, 3.6-liter V6, 8-speed automatic
Major options: Towing package, sunroof, Uconnect 8.4N with navigation
This road test applies to the current model year of this vehicle.
 
#327 ·
It is a beautiful, comfortable vehicle. I have a 14 GC. I bought in Nov 2013 and it has been in the shop 4 times. The first time, dangerously sluggish acceleration when merging and passing. Fix: software update, also issues with the navigation not working correctly. Floating car icon and incorrect info on the road i.e.: road is 65 mph, car shows 35 mph, can't connect bluetooth, Solution: update software. 2nd time in; navigation acting as before; Solution:update software, 3rd time in, the same nav problems, Solution attempt: replace radio, in again yesterday, dealer said the entire nav software was going to be replaced, pick up car this a.m., nothing , done, update not in to dealership.
The dealer blames the issues on Jeep and Garmin, Jeep blames it on Garmin, no one has a solution. On the surface, nav problems wouldn't seem like a safety issue, but it certainly can be. I had to drive to Cleveland and don't know the area. There were whiteouts at the time. If I had followed the GPS, if I would have made a turn that the nav directed me, it would have been into oncoming traffic on a divided highway. I was lucky there wasn't a whiteout at that moment and obviously saw the GPS was wrong.The local news had a story about a woman who followed her GPS, it took her off of the main road and she ended up in a snow pile in a ditch.
I researched for 6 months before I bought this. I saw no mention of the problems. I have and still own a 2006 Toyota 4Runner 106k in miles and only normal wear and tear. Sure it doesn't have the computer, but we also have had a Cadillac CTS and a Avalon Hybrid with complex computers systems and haven't had any of these problems.

I will be trading this GC out ASAP. It is too bad as there is a lot I love about the vehicle, but I can't have a new car in the shop all the time. It defeats the purpose of a new auto.
 
#11 ·
I don't see the checkmark for the 2013, maybe to dropped that as well?

The Durango still has the recommended checkmark though.
 
#45 ·
I for two don't ever never ever get any sort of automobile guidance from Consumer Reports. Or any other subject where I actually know at least two facts about the topic.

Blenders, maybe, but given how accurate they've been in the past on topics I know something about, I tend to ignore their comments on blenders as well.

Remember that they aim their articles on the "vehicle as just another appliance" target audience... not people who know what a swash plate or skin effect is.
 
#13 ·
Let's see with 18 months of ownership: New #2 cylinder head, new 730N (3 so far), and this week's adventure is a new transmission at 39,000 miles. My memory seat FOB does not work any longer with #2 setting. I subscribe to Consumer's Report. Wish I was warned about this piece of shit.
 
#14 ·
Would you happen to know the lemon law in your state? Seems like your issues are the ideal candidate.
 
#21 ·
Not to diminish your problems as it sounds like you've got a lemon, but all car companies put out lemons. They don't call it the Japanese Consumer Reports for nothing. People are already psychologically predisposed to rate foreign vehicles better on average, even if they aren't in reality.

Yes, the horrible products put out in the 80's and 90's by American auto manufacturers will haunt them for decades to come. Societal stigmas are very slow to change.
 
#22 ·
Gee, please don't tell my '11 Laredo X or my '14 Limited 'cause I haven't had any problem with either. I don't really care. I love they way the vehicles handle and ride so I put Life Time Max Care on both and intend to keep them until I can't stand to look at them anymore.
 
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#23 ·
My Subaru legacy has incurred about $9000 in maintenance expenses in the last two years. I could have completely replaced the motor had I known it was going to add up like that. You roll the dice with any new car, because they all have issues. Yes, some more than others, but in my opinion, I'd rather drive the car I want and have some issues than drive something bland and boring and not have issues.

Edit: I love my Subaru so much, I'm not selling it when I get my GC in a couple weeks. It's worth it.
 
#25 ·
What year is your Legacy and what motor ? I have a 2005 turbo and that BL/BP chassis was the best looking car Subaru ever made. At 105,000 miles and plenty of mods, my Subaru still delivers. And since the only realistic replacement would be an STI, there're so point to upgrade when I got something as good if not better in the Legacy GT. Of course, I wish for an RS7 but I must win the Lottery first.
 
#26 ·
I have a 2006 Legacy GT Spec B (2.5 Turbo). #345 of only 500 made that year. 140k miles, rebuilt both heads, replaced wiring harness, replaced intake manafold runner valves. Apparently I ran her a little hard these past few years :)

I agree, I love the look of that generation. The new gen is just too swoopy, though I'm kinda OK with the STI hatch.

My upgrade would be an RS6, but close enough :) I was actually toying with the idea of an S4 when I chose the JGC.
 
#27 ·
I do totally agree with CR's comment

Minor complaint: the combination turn signal and wiper control lever is used for one function too many, and a separate stalk on the other side of the steering column for wipers would simplify things.
My 2002 GC was at the bottom of CR's list too. That's a good sign my 2014 GC will be another good SUV, in the long run. You really have to measure the overall enjoyment of owning a vehicle. I loved my 2002 GC. It had some issues, but overall it was one of my best cars Had it 12 years and 227K and I bought a another. I have Owned GMC, VW, AUDI, Pontiac. I've had back to back GC's since 94.

My daughter owns Accura (tons of expensive problems). Good friend has owned many BMW's with many expensive problems. Friends with Toyota's have had very few problems. Problem is they are the most boring thing on the road and that's fine for some folks.

A Vehicle is an extension of your personality. I'm problematic too :) so VW's and Jeeps are a good fit.


VW's are at CR's bottom of the list. Our VW's have been great.

The 2014 is a complex Vehicle. The Uconnect, although still buggy, blows competition away.
 
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#29 ·
I do totally agree with CR's comment

My 2002 GC was at the bottom of CR's list too. That's a good sign my 2014 GC will be another good SUV, in the long run. You really have to measure the overall enjoyment of owning a vehicle. I loved my 2002 GC. It had some issues, bu overall it was one of my best cars Had it 12 years and 227K and I bought a another. I have Owned GMC, VW, AUDI, Pontiac. I've had back to back GC's since 94.

My daughter owns Accura (tons of expensive problems). Good friend has owned many BMW's with many expensive problems. Friends with Toyota's have had very few problems. Problem is they are the most boring thing on the road and that's fine for some folks.

A Vehicle is an extension of your personality. I'm problematic too :) so VW's and Jeeps are a good fit.

VW's are at CR's bottom of the list. Our VW's have been great.

The 2014 is a complex Vehicle. The Uconnect, although still buggy, blows competition away.
I live in SoCal where we had our first rain today since last March so I haven't had to use the wipers....yikes what a contraption!
 
#28 ·
I believe CR just took a couple of Toyotas off the recommeded list as well...including the Camry. So, all is not perfect in the land of the rising sun...
Back here in Detroit, there was quite a bit of hype for the '14 GC and some lofty expectations. Hell, they were selling '14s in what...February of 2013? That should have been the first warning. Chrysler just couldn't wait to get the bugs worked out. So, In their haste to get the new GC to market, I guess Jeep simply didn't live up to the hype!
 
#72 ·
Allegedly it was the Fiat chairman that strongly suggested Jeep doll up the GC interior a bit.

I haven't driven a 500, but I have driven the heck out of some really nice Fiat coupes in Italy and they'll hold their own against the VWs on the 'strada.

Its almost like Tony is looking for work as a Maytag repairman.
 
#37 ·
Individual reports of vehicles are meaningless. It's the aggregate. All I am saying is that foreign brands are generally overrated, and domestic generally under-rated. This is largely due to past history that may no longer apply, social convention and it's the "cool" thing to do.

I know people who will "hate" on all American vehicles, and they haven't owned one or drove one in 20 years. Yet no matter how many issues they have with their foreign vehicles, they always appear to be "better".
 
#107 ·
There's a good reason why many of us haven't driven an american car in twenty years and that's because we got burned buying them 20 years ago.
On the other hand the buy american argument went out the window long ago as many japanese, german and korean autos are built right here in the USA. GM still has plants in mexico and canada and chrysler is run by fiat and so it goes.
I'm hoping the 2015 JGC will have many of these issues worked out as I don't know what else to get at this point.
 
#38 · (Edited)
I'm that guy who stayed away from Murican vehicles for 25+ years, and I've had zero issues with first gen WK2 built Sept 2010.

That said, 7 of the 10 top recommendations from CR are still Japanese despite that continent going through its own manufacturing and QC challenges, and at least two high volume Japanese vehicles dropping out of the top 10. CR has its own biases, and I personally do not care for Japanese autos, but there's good reason consumers are buying those vehicles.

Notwithstanding my own vehicle preferences, my better half is on her second Acura MDX, and she couldn't be happier. Acura service completely beats the German service experiences I've had over the years.
 
#39 · (Edited)
There are a lot of folks with rose colored glasses here, some implying Consumer Reports' bias against domestic vehicles. Hogwash! Fact: CR initially recommended the 2014 JGC. Fact: Yesterday's revision is based on real folks' negative experience with reliability and quality control. It is very probable that the 2014 JGC consumer response quantity was very substantial due to excellent sales over the past 7 months. The data is valid. JNAP, Detroit - we have a problem!
 
#40 ·
I agree--and I'm concerned. My Grand Cherokee Diesel is being shipped right now and I'm thinking about cancelling my order. The Jeep dealers in my area are questionable at best (I'm buying from a dealer in Houston) and I'm very much afraid of having a bad service experience, or even a lemon. I'd really like to know what percentage of 2014 Grand Cherokee buyers are experiencing problems and if they are serious. As much as I respect Consumer Reports, they aren't providing that level of detail on the 2014 Jeep Grand Cherokee yet.
 
#41 ·
I don't think you can blame the folks at JNAP for many/most of the problems. JNAP is an assembly plant. While they build the bodies, most everything else comes in as a preassembled unit that gets bolted in place. These modules should be checked long before the get to the assembly plant.

Since JNAP is the end of the line, the last person who touched it takes the blame.

Jeep needs to have more of its own people, full time, in the vendor / manufacturers facilities making sure the quality control is good at the outset, not leaving it all for the end.
IMHO


---
 
#48 ·
Most of the problems were small problems that have been fixed. This sucks for the first round buyers of the JGC, but with the problems fixed, the main complaint involves the onboard computers. Chrysler has some of the best integrated and advance computing in cars today. The problem is everyone expects it to work as good as an Apple. When you have new design between mechanical and Computing, there are bound to be a few glitches. Most of these glitches have now been now fixed. It was a problem with a break computer connected to the main computer. The newer ones are not having problems. Also, a lot of owners have not gotten the updates on the computers. People who get the updates say it fixes most things.
 
#78 ·
Check back with us after 30000-40000 miles. My 5 speed transmission "feel apart inside" at 38000 miles. It was a tried and true "old" transmission. The 2014 has the new 8 speed, not a long term fixture in Chrysler's power trains like the 2012's 5 speed. My pentastar head failure and 730n failures could be due to "new" systems, neither of which were "small problems" for me and the many other owners still having issues.
 
#49 ·
Well... it wasn't jus the JGC that was mauled by CR:
http://video.msnbc.msn.com/nightly-news/53399413

That being said, I wouldn't be shocked if the issues around reliability were more related to UConnect than anything.

What I really wish CR would do is break out the ratings.

One dot represents thousands of mechanical and electrical systems, and has a massive impact on buying decision process.

Just because the UConnect system was wonky at the get go, doesn't mean that the engine will fall out of the vehicle.
 
#53 · (Edited)
Though it's not detailed down to what exactly people reported the CR website shows multiple categories for the 2014 Jeep Grand Cherokee:

Much better than average for almost everything

Better than average for Transmission minor (Transmission major is show as much better than average) and Drive System

Average - Power Equipment

Way below average - Audio System

I would guess that the electrical gremlins and uconnect/radio glitches are what's driving the rating down. Now if the "fixed" electronic hardware/software being sent to service centers to fix these issues works as intended, and the 2014.5 models have the fixes installed from the go one would believe that ratings should improve.
 
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