Jeep Reviews

America's four-wheel drive rocket has landed in Australia with a price ready to blitz its European rivals.And that price is south of $80,000. It's a price that staggers even Fiat Chrysler Australia's boss, Clive Campbell. "It's $76,000 - that's special. It has no competition,'' he says. "Dealers were quoting around $90,000 - even they don't know the final price - and were taking deposits, most around $20,000."We've sold about 300 - all this year's allocation. "Maybe we could have taken $90,000 for the Jeep, maybe $177,000 (the price of the Mercedes ML63 AMG SUV). But that's not our goal here. We want to build the brand, build our customers.'' The Grand Cherokee SRT8 joins the Chrysler 300 SRT8 that was launched in July.The Jeep version is so well equipped that it only has one option - a dual-pane electric sunroom for an additional $3250. Other features include adaptive cruise control, blind-spot monitoring, ABS brakes with rough-road detection, forward collision warning, sat-nav and rear camera, six airbags, tyre-pressure monitoring, heated/vented front seats and heated steering wheel with heated rear seats, and an 825-watt Harman Kardon audio with 19 speakers.The company says it has just posted its best year-to-date sales figures on record, including the best sales month for the Grand Cherokee. In the year-to-date sales, the group has sold more than 15,000 vehicles this year."We've sold, in the year to August, more vehicles than we did for the whole of 2011,'' Mr Campbell says. "Some of our models have a waiting list. The diesel versions of the Grand Cherokee diesel Laredo and Overland are now out to up to five months depending on specification. "Demand for the Grand Cherokee is so strong that diesel buyers are no opting to take the petrol models, which is realigning our model mix. A special edition Jet Pack sold out in three months.''Now, he says, the problem goes back to Detroit (Chrysler Jeep head office) as it realises how popular the model is in Australia. "I want 1000 Grand Cherokee SRT8s for the 2013 year,'' he says. "That may be difficult for Detroit - they only will make 4000 a year - but it's not impossible. "Australia is the third biggest market for Jeep - after the US and China - and clearly the biggest right-hand drive market.''The frenetic Jeep Grand Cherokee SRT8, now in its second generation with a whopping 344kW/624Nm 6.4-litre V8 and a sub-5sec acceleration time, has come in tens of thousands of dollars under its performance rivals. The latest Jeep SRT8 is 10 per cent more powerful, has 10 per cent more torque and yet the fuel consumption is reduced by 13 per cent. It retains the chassis and five-speed automatic transmission and full-time drivetrain of the previous model.Fiat Chrysler Australia's performance vehicle manager David Mutton says the five-speed was a durable box that suited the engine characteristics of the V8 engine's torque. There was no need, he says, to go to the eight-speed automatic as fitted to the new 300 sedan.The Grand Cherokee SRT8 has a resculptured body that sits up to 30mm lower than the standard model; has extra bracing to boost rigidity by 146 per cent; and has a unique front bumper with running lights, bonnet vents and a new rear diffuser.The permanent all-wheel drive system is Jeep's Quadra-Trac with the hydraulic steering featuring a faster ratio, the suspension including active dampening, the wheels are 20-inch alloys and the brakes from Brembo with six-piston front calipers on 380mm discs and at the rear, four-piston units on 350mm discs.It's the sound that gets to you first - that gutteral burble of a big-capacity V8 petrol unforced with turbochargers or superchargers. At idle, it's cleverly muted but press the loud pedal and the engine responds so quickly, sparking to attention with an accompanying roar from the trumpet-shaped exhaust pipes. The SRT8 is every bit as aggressive in sound - and appearance thanks to its body kit and 20-inch wheels - as its predecessor but, at the same time, more refined.The data doesn't say it all - the 0-10km/h time of less than 5 seconds is quick, but it doesn't feel as fast or as raw as the old one. But more people will appreciate this. It's been tamed and, push it harder, and it's far more positive, confident and reassuring though the corners. Jeep fixes the SRT8 with a five-mode control dial that changes the programming of the engine, transmission, stability control and, thanks to the adjustable dampers, the suspension. It works perfectly on Auto - the fail-safe switch - but don't expect a compliant, US-inspired ride.Instead, it's firm and that shows up how much work has been put into making the body tauter and the suspension more tied down. The sports seats make it more lovable on the track, holding the body as Jeep claims the SRT8 can get to 0.9G in lateral forces. But though it's positively fun on the track, it's just as much a hoot on the roads.The engine burble is so good you'd forgive the 19-spakr audio, while the firm steering is very well weighted and has plenty of feel. The big wagon grips confidently through corners and is an absolute pleasure to steer.It has a Select-Track driving mode with five functions that control the engine, transmission, dampening, brakes and differentials through conditions from snow, track, sport, automatic and for towing purposes. The latter mode allows the Jeep to tow up to 2360kg with trailer-sway control. This is the first time a Jeep SRT8 can tow - the previous model had central exhaust pipes that prohibited the fitting of a tow bar.Above all, it's half the price of some Europeans who match its performance but can't match its features.

Heritage and cred abounds when the seven-slot grille of the Jeep Wrangler looms into view. The US brand that is steeped in history from its humble military beginnings is looking to improve its reputation under the new regime and as they said - the only way is up in terms of how its seen by Australians, with a wave of new product coming to Australia, starting with the new petrol V6. Chrysler Australia managing director Clyde Campbell says the brand sold 12,000 cars last year - the brand's highest year ever - and there's new Chrysler product on the horizon. "We think the sales were a really good result in a market that didn't move much - one of our brands we had no product, but the other two brands were well up. "We've set the foundation to repeat the same sort of results this year and we're excited about that," he says.The mildly-updated range kicks off with unchanged prices - starting $32,000 for the two-sport six-speed manual V6, rising $2000 for the five-speed auto; go the diesel path and the impost is $6000, although adding the auto to the diesel only increases the price by $1000. Jumping up to the Rubicon - which adds the hard-core offroad bits - pushes the starting price to $42,000 for the V6 manual and there's no diesel option. The four-door Unlimited petrol V6 manual is priced from $36,000, or $42,000 for the diesel. Among the standard fare are hill start and descent control systems, air conditioning, a six-speaker sound system, 17in wheels and a tyre pressure warning system, but there's no standard Bluetooth (it's part of the Connectivity group at $490) and no standard side airbags (they cost $450) so you know why the pricetag looks lean.Premium paint ups the pricetag by $450 or the options list also includes the Renegade Pack for $3000 (which adds a black three-piece hard top, a black folding soft top, tinted-sunscreen glass,  tubular side steps and the upgraded six-speaker sound system)The petrol-only Rubicon Unlimited manual is priced from $46,000, which adds things like the upgraded sound system, automatic headlights, side rock rails,The new 3.6-litre alloy 209kW/347Nm V6 has 24 variably-timed valves and double overhead cams to gazump the old engine by 63kW and 32Nm with comparable fuel consumption around 11l/100km. There are two part-time four-wheel drive systems on offer, both run rear-wheel drive and then with a centre diff locked in four-high, but the Rock-Trac system has a lower low-range.Also on offer for a bit of extra off-road ability is what Jeep calls Brake Lock Differentials, which brakes individual wheels to reduce wheelspin and send drive to the wheels with grip. The Rubicon model gets the Rock-Trac transfer case as well as locking front and rear diffs, heavier-duty live axles and a rear disconnecting sway bar to help improve rear-wheel suspension travel.Park a 2012 Wrangler next to any number of Jeeps stretching back to World War II and you'll see what sort of design progression has occurred - it's the ain't-broke-don't-fix school of styling that Porsche seems to apply to the 911 (another icon). Macho, broad-shouldered and solid, you can pick them a mile (quite literally) away.The Wrangler has dual front airbags as standard - side airbags are optional - and the off-roader has stability and traction control, as well as the four-wheel drive system. There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests. The bumper sticker says it all - "it's a Jeep thing, you wouldn't understand." It's true in all manner of ways for the Wrangler, which has steadfastly refused to dilute its considerable off-road prowess to satisfy the soft-roader trend and retains icon status as a result.The first few kilometres in the new 3.6-litre petrol V6 (with the six-speed manual) show the powerplant is a big step forward from the old petrol engine, with more power delivered in a smoother and quieter manner. The manual gearshift requires something not far short of brute force and accurate throws as it's not forgiving of half-hearted gearchanges. We've started in the two-door short wheelbase model and it's a bit choppy on the tarmac and lolls around in corners, proving a bit twitchy if the pace is more than leisurely. Unsealed surfaces need the part-time 4WD system engaged if you don't want to bother the stability control, but once driving through all four wheels the Wrangler hangs on. The helm is not the most accurate or feelsome set-up, even among those vehicles with similar off-road prowess - recirculating ball steering and live axles were to blame, say Jeep crew, for the lacklustre manners when turning on-road, with far fewer issues arising off it. Jeep talk about it being new but aside from the engine it's a mild change of model at best, as the diesel is unchanged. Switching to the longer-wheelbase auto petrol V6 four-door and the choppy ride is less evident, a bonus given we're about to engage in some off-road activities. The transfer case lever is still on the wrong side for Australia (something that perhaps may be remedied with a more global approach from Chrysler) but once in low-range and in the rough stuffm the Wrangler feels far more at home. The ride is still little lumpy but it's clambering over sand and rocks (all at road tyre pressures apparently) with little fuss. Inside the cabin, load space in either car isn't great (the SWB is tiny) and the ergonomics of the dashboard and controls leaves much to be desired.  More than a few times my left knee put the automatic into manual change mode, the steering is tilt-adjustable only, the transmission housing intrudes on the driver's left foot and some of the in-cabin storage is awkward. My first car was a 1974 ancestor of the Wrangler (I still have it) and the imagery of the modern car leans hard on that history. Off the beaten track there is considerable ability but a nagging doubt about reliability - Chrysler says the warranty claims have reduced massively in recent times as well, time will tell if the sins of past models are no longer being committed. There are now other Jeeps in the range to join the school-run brigade, but if you still really want to get off the beaten track and can live with the on-road foibles, you'll understand this car.

Jeep are treating customers to an all new model line up of the popular Grand Cherokee, with a varied range of price tags and drive trains to suit all different budgets and requirements.The five-seat Grand Cherokee comes in three specification levels: Laredo, Limited and Overland. Our test vehicle had the Overland spec. The entry level Jeep Grand Cherokee Laredo 3.6-litre V6 petrol starts at $45,000, while the top of the range Jeep Grand Cherokee Overland 3.0-litre turbo-diesel is priced at $69,000. All models are available in automatic only.Overland has adaptive cruise control, hill descent control, hill start assist, automatic high beam, park assist, and a reversing camera that includes a warning when a vehicle crosses the vehicle's path when reversing.The 2012 model also has a new design 3.6-litre V6 engine, as we recently tested in a Jeep Wrangler. While it is an improvement in both performance and economy, it is still no fuel saint. Other engine choices are a 3.0-litre turbo-diesel and a 5.7-litre Hemi V8 with 259 kW of power and 520 Nm of torque. We tested the latter.The big V8 is linked to a six-speed automatic with a manual flick-across shifter. On paper and in reality there's not a lot of difference between the 3.6-litre petrol V6 and the V8. Where it does matter is in towing where the V8 (and the 3.0-litre diesel) will haul up to 3500 kg while the V6 is just 2268 kg. Be warned though the V8 will be thirsty with a load on the back in addition to around 2.4 tonne of vehicle.The engine has an Eco mode and the transmission is smooth through the shifts. Grand Cherokee is fitted with Jeep's Quadra-Drive II active, full-time 4WD system with low range transfer and electronic limited slip differential for the rear axle.The latest Jeep Grand Cherokee’s lines are smooth and athletic and of course there's a seven bar chrome vertical grille announcing the Jeep DNA. It sits on 20-inch painted alloy wheels that set off that rugged athleticism. Late last year the Grand Cherokee was given an overhaul for the 2012 season. It had a below par interior and a 3.8-litre petrol V6 that slurped fuel.Now, the interior sets a new standard for this, Jeep's flagship. The dash sets the tone with stitched leather and the way it seems to naturally interact with the door trim to create a great cabin effect. The seats are supportive, maybe a little too firm, and have a lumbar adjustment. We also liked the colour scheme of black upholstery with ivory roof liner than also ventured down the a-pillar with the other roof supports kept in black.If we have a dislike it's the size of the steering wheel rim which is designed to fit the mit of a Sumo wrestler. Small people might find it simply too broad. We liked the word ‘Overland' in traditional Willys style embossed into the front seat uprights.The rear seat is also firm but comfortable. Being leather they will wear in. Storage areas abound and the rear seat passengers now have improved leg room. There's a fold down centre armrest when two occupy the second row. Head and shoulder room is good. The rear seats have heating while the front seats have heating and cooling.Changes to the Grand Cherokee are small but important: the doors open wider and the passengers have more knee and leg room. Cargo space is up by 11 per cent to 782 litres with the seats up and 1554 with the rear seat folded.The Grand Cherokee Overland is well up in the safety stakes and comes standard with ABS brakes, traction and stability control, forward collision warning, front and side airbags, side curtain airbags, driver's knee airbag and active front head restraints.The Quadra-Drive II system is brought back to the basics for ease of use giving the driver a simple series of dial in terrain choices via a centre console selector: Snow, Sport, Auto, Sand/Mud and Rock.In addition, for off-road work, you can hit the Quadra-lift button to raise the body out of harm’s way, with the maximum height of 271 mm. Despite the classy makeover, the 2012 Jeep Grand Cherokee is still true to its roots as a highly capable get-down-and-dirty off-roader. The ability to substantially lift the body means in most situations off-road the Grand Cherokee will remain grand without the underbody bumps and hits a 4WD might normally accumulate.However, we suspect most Grand Cherokees will rarely see the dirt and rocks and will be used as urban vehicles that double up as a tow vehicle, given the 3.5-tonne capability. On road the Grand Cherokee is a refined piece of kit that offers a ride as good as any SUV and handles particularly well for a vehicle that tips the scales at almost 2.5 tonne (with passengers) and is capable of tackling the most serious of off-road terrain. Jeep has done well to balance out the crossover without compromise.Much as we like the rumble of the big American-style V8 engine, if we were forking out our own hard-earned on the Grand Cherokee we would take the 3.0-litre diesel ahead of it.

Jeep Wrangler is the direct descendant of the original WW2 US Army Jeep and enjoys an iconic status with those who venture off-road.The 2012 Jeep Wrangler is fitted with a 3.6-litre V6 petrol engine that produces more power and torque than the previous 3.8-litre powerplant, while also reducing fuel consumption. In addition, Jeep has finally booted out the old four-speed auto in favour of a new five-speed. The new Pentastar 3.6-litre V6 offers 209 kW of power (up by a whopping 63 kW) and 347 Nm of torque, up from 315 Nm in the old 3.8-litre.Wrangler's interior is a mix of retro design, in keeping with the Jeep philosophy, and modern technology. We like the driving position and the overall comfort of the front pews. There are some things that take some getting used to such as some important switches – traction control, hill descent control, emergency flashing lights and outside mirror – buried at the bottom of the centre stack. The power window switches are mid way down the dash centre stacker. The reason for this is simple: the doors are removable. Getting in and out of the back seat is an ordeal. With all four seats in use the Wrangler's luggage area is about large enough for two aircraft flight bags. But the rear seat does fold and tumble giving a fair swag of room for camping gear. Wrangler two-door tows 1000 kg by the way.Wrangler comes with multi-stage driver and front passenger airbags with optional seat-mounted airbags for front seat passengers. Stability control, brake assist, traction control, electronic roll mitigation, tyre pressure monitoring lamp, trailer sway control, hill start assist and brake lock differentials are all standard. The auto also gets hill descent control.Jeep claims combined fuel consumption of 11.2 litres/100 km. During our review period we found Wangler auto slurped around 15.4 litres/100 km around town, and the combined figure was around 11.9 litres/100 km. On the open road the engine was quite a bit thirstier at 110 km/h than it was cruising at 100 km/h. At the higher speed we could not get below 12.3 litres/100 km. Jeep has improved consumption by bringing in the five-speed auto, but ideally we'd like to see a six or seven speed with a taller top gear to reduce the rpm when sitting on speeds above 100 km/h.Wrangler has always been vague in the steering. The current model is leaps and bounds ahead of the previous model but it still has a long way to go, particularly on Australia's rough roads. It’s is fine on the smooth tarmac, but as soon as it gets a little lumpy the car starts to jump around and requires the driver's full attention and input. Wrangler does respond quickly and predictably to driver input. The new engine delivers the goods and is never found wanting on hills or for passing at speed without dropping back a cog. If the road is dead smooth it also handles fairly well for a high-riding 4WD.Off-road is where Wrangler gets it together. The approach, departure and ramp-over angles are excellent for the toughest of terrain. The hill descent control works well and we really like the gearing in the auto when in manual mode. Being an auto and with the engine having so much torque, grunt is never going to be an issue off-road. Wrangler Sport two-door comes with the Command-Trac transfer case, so this is the basic Wrangler package for off-road duties with the Rubicon getting all the good stuff like front and rear electronic remote locking differentials.Good as the new petrol is, we'd opt for the diesel variant for on road economy and off-road performance. If you are buying a Wrangler for occasional off-road use the Sport is probably the way to go. If you are into regular serious off-road excursions with a Jeep club, then the Rubicon is the only choice.

Could the Jeep Grand Cherokee be the best value large SUV on the market today?  Depending on what you want from an offroader - and as long as that doesn’t include blistering  performance -- it has a lot to offer,  and competes well with its rivals on price.The latest rendition of the Jeep Grand Cherokee Limited sits higher and wider than its predecessor, is more elegant and less boxy, with a more modern, yet blander design. The 7-bar Jeep radiator grill remains as distinctive as ever, bordering on intimidating for smaller vehicles in their rear view mirrors.The Limited is a big vehicle by any standards measuring in at almost five meters long and 5cm shy of two meters wide. Yet, even though the design is very macho, it still appeals to the ladies - a favourite with my wife and her friends. However, the ride height is just a smidgen above perfect, requiring a stretch on every entry and exit.From the driver’s seat, everything is at hand through the comfortable leather bound steering wheel controls - all major menus including stereo, phone, cruise control and on-board computer. Driving at night is quite the calming experience, with a gentle green glow emanating from various feature points around the cabin.The seats are super-supportive and comfortable, wrapped in thick leather and double stitched. They are fully electrically manoeuvrable, but the best bit is the electric lumbar support which can be moved vertically and with varying intensity.“Daddy, it’s got hot seats in the back”, another all-important feature for some - and certainly to my five-year-old son. It goes without saying the fronts are also heated. This really is a super comfortable sofa on wheels.Four stars are awarded for ANCAP Safety, with front, side, head and knee airbag protection.  Really, Jeep should be aiming for five stars with a car at this level.  The usual safety features abound: electronic stability control, ABS and forward collision warning, but more importantly, it now comes with a host of new features which didn’t appear to be fitted to our test car, including adaptive cruise control, blind spot monitoring and rear cross path detection. The forward collision warning sensors are slightly too sensitive, frequently alarming when buses and trucks pulled up next to us in traffic - but useful nonetheless. The mirrors are superb and three quarter visibility is excellent for such a large vehicle, but it was let down by the large A-pillars which obscured little old ladies and children at zebra crossings.Taking the Grand Cherokee Limited for a drive is a lethargic experience, almost so relaxed you could fall asleep on the road. The steering is light yet accurate, but bland and devolved. Luckily the main computer has a host of features to play with, to keep the experience more involving.Trying to overtake can be frustrating, with a mild depression of the throttle yielding no results. When more aggressive throttling, it takes a full second to respond in “Auto” mode and about half a second in “Sports” mode. It’s akin to pushing your foot into soft custard and hoping for a reaction at the other end. You might get a little sticky, but not a lot more happens. Remember, the Grand Cherokee Limited is carrying at least 500kg more than the Wrangler Sport powered by the same engine, so it’s no real surprise that it’s quite the slouch.  Interestingly, the CRD diesel engine option has phenomenal torque and is able to tow 3,500kg, a huge plus for those wanting to trail a float and two horses or a large caravan.On our undulating test roads, the cruise control proved close to useless. When set to exactly 60kph, going downhill the speedo managed to reach 75km/h before the lower gear was auto selected to reduce speed, and going uphill it dropped to 55km/h before changing gear to accelerate back to 60km/h. That’s a 20km/h variance in speed at 60km/h - enough to lose your licence.  With the active braking feature installed this may now be resolved.Efficiency is not the petrol Limited’s strong point. Over a week of light cruising and commuting, we managed just 13.9 L/100km compared with the quoted 11.2 L/100km. It’s a big heavy vehicle whichever way you look at it, so if you’re worried about economy get the diesel.The Limited is incredible value at a pinch over $60,000 drive away in NSW, coming fully loaded with all the trimmings.  I particularly loved the black metallic paint of our test car, with a stunning blue/green fleck which enhanced the deep rich colour and firm stance.It’s not a “drivers” car, being all about functionality, comfort and elegant understated style - the perfect large family car, commuter or open road cruiser. The daily commute was never more relaxing, like putting your feet up and visiting the spa, letting the heated seats and lumbar support do their work, arriving at your destination fully relaxed and ready to go.The Jeep Grand Cherokee Limited is the smart man’s Range Rover Sport. Save the extra $50,000 and use it to buy a Wrangler for weekend fun, or a Toyota 86 sports coupé, and still walk away with change.

Think off-road, think Jeep Wrangler. The Jeep Wrangler is steeped in history and has been synonymous with off-roading since 1941.  The original prototype was designed in 1940 and hand built in just 49 days for the US Army. During World War II, more than 700,000 were built, making them instantly recognisable by soldiers and civilians alike.  It has since become a legend in its own right with a massive global following. And with good reason, for those who want to venture off sealed surfaces.The Wrangler is unique on the road, barely changed in 70 years, and with a bright yellow Dozer paint job it stands out in traffic even more. The approach and departure angles are steeply raked, giving great off-road clearance and the cab sits high for excellent visibility.The design still allows the doors to be removed and the windshield to be folded down for open-air driving freedom – and untrumped hipster style.Although is well-equipped compared with its ancestors, the Wrangler is still spartan by modern standards.  It sports a leather steering wheel, clear instrument cluster, a modern stereo with Bluetooth connectivity and the usual comforts of air conditioning and electric windows, although I found the location of the electric window switches particularly awkward in the centre of the dashboard. The ‘U-connect’ stereo system is awful, requiring double confirmations on some basic actions such as dialling a number.  The voice recognition is hit-and-miss, and the audio streaming crackled and distorted.  I would have the system replaced with a quality third-party option before even taking delivery.Nowadays it almost goes without saying that all new cars should come with an ANCAP 5-star safety rating.  Not so the Wrangler.  There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests.  It comes with front driver and passenger airbags as expected, however very little else. Not even pre-tensioners for the seatbelts which felt pretty slack when braking in heavy traffic.  It does have Electronic Stability, Traction Control and ABS and you have to pay more for optional side airbags for front occupants only.As an on-road vehicle, the short wheel base Wrangler is dire.  It drives like a diesel truck.  The steering is light and loose, the nose pitches up and down during acceleration and braking, and the body wallows and rolls from side to side every time the engine is blipped. It feels like sitting in the rear of a light aircraft experiencing “dutch roll” and is guaranteed to make your passengers sick.  Ironically, I was expecting the ride to be soft and comfortable due to its off-road design, but the suspension setup and solid axles make every bump felt.After a couple of days of road driving, I avoided driving it if I could, finally deciding to take it off-road before losing all interest. I felt the Wrangler release a quiet jump of joy - back to its roots and over terrain for which it was originally designed.Within 100m of entering a rocky and sandy trail, it was immediately obvious the Wrangler relaxed and opened up.  The steep rocky inclines, soft dunes and sandy beaches were devoured with ease and in fantastic comfort.  What a turnaround, the Wrangler suddenly came alive!Even on relatively rough ground, with four wheel drive high gear engaged, the Wrangler didn’t miss a beat.  The low gear set is only really required when driving over steep dunes and soft sand, with the short wheel base and high clearance giving it a huge advantage.  Our afternoon was filled with fun and laughter, but I began to dread the prospect of the two hour drive back home.Under light commuting and general urban driving, the Wrangler struggled to better 13 L/100km, no matter how light footed, significantly higher than the quoted 11.2 L/100km combined cycle for the manual transmission.  On the freeway, we managed 12.4 L/100km using cruise control, but you should plan for 16 L/100km when off-roading.There is probably no more capable off-roader for the price.  The Wrangler represents fantastic value with prices starting a tad over $36,000 on the road. But - let’s be clear - the Wrangler is not a daily driver or a commuter.  This vehicle is a toy car, a weekender, for throwing the surfboard in the back, with a couple of mates and heading to those hard to reach locations normal cars envy.  It’s great fun off-road and simply awful on-road.Take it off-road and keep it there.

Jeep Wrangler and Toyota FJ Cruiser go head-to-head in this comparative review.

The Jeep Patriot has one thing its rivals lack - rugged looks. It is just as well. This entry level to the Jeep world needs a tough skin if it is to improve on the minor dent it has made so far against the more polished compact SUV class leaders. Rivals are led by the Subaru Forester, Toyota RAV4 and Nissan X-Trail.VALUEPrices start at $28,000 for the Sport manual (CVT auto $30,000). Then comes the Limited at $32,500 and the Anniversary at $37,500.

DESIGN
The vehicle is well named, for you need to be patriotically American to put it above all others.
There is no doubting its heritage. The boxy square-rigged exterior, trademark seven-bar grille, upright windscreen, flat roof and angular rear-end spell American and Jeep.The latest model gets a revised grille, bumpers, side cladding and tailights. Inside, the layout is angular and high-waisted, with hard plastic trim but clear and easy-to-use controls and good vision to the rear and sides.

EQUIPMENTWhat you get is full-time all-wheel drive, a lockable centre differential, hill-descent control, off-road stability control and a ground clearance almost equal to the best in class.
But while off-road capability is a plus, the Patriot is not over-endowed with interior space, refinement or driving appeal.TECHNOLOGYOn paper, the 2.4-litre petrol engine puts out a respectable 125kW and 220Nm, but with a relatively tall geared five-speed gearbox and a body weighing 1.5 tonnes, throttle response is dull and it needs plenty of coaxing to keep pace.DRIVING
On the open road it cruises calmly at 2350rpm at 100km/h but requires liberal use of the gearbox in hilly terrain. Fuel use is a claimed 8.4l/100km on the combined cycle and on test averaged 9.2l/100km. However, the fuel tank is just 51 litres.
Cabin space is confined, although the headroom and rear seat legroom are generous.
The front and rear seats are firm and relatively flat, the doors open wide for easy entry and exit and the split-fold rear seats have rake adjustment on the backrest. Load space is only average and confined by the high floor covering a full-size spare wheel. There are plenty of storage spaces but many of them are small and limited.Jeep PatriotPrice: From $28,000Warranty: Three years/100,000kmEngine: 2.4-litre, 4 cylinder; 125kW/220NmTransmision: Five-speed manualEconomy: 8.5 litres/100km 196g/km CO2 Body: 4-door wagon, 5 seatsDimensions: 44424mm (l), 1808mm (w), 1712mm (h)Wheelbase: 2635mm, tracks front/rear 1520mm/1520mmWeight: 1645kgTyres: 17x6.5. 215/60 R17, alloy.Spare: Full-size steel.

There’s something special about driving a Jeep Wrangler.  The car that helped win a war has a rugged feel you don’t get in many so-called 4WDs any more. Jeep’s suspension is on the harsh side, the steering is kind of vague and the amount of noise that gets into the cabin is significantly greater than normal.All of which may sound like a criticism – but in fact we just love the way the American icon sounds and feels. Instead of being isolated from the action you’re sitting amongst everything that’s happening.ENGINE AND MECHANICALOur test drive marks introduction of a new V6 petrol engine to the Jeep Wrangler range. A thoroughly modern design displacing 3.6 litres, this twin-cam unit develops up to 209 kW of power, with 347 Nm to torque. Most to the latter is available at only 1800 revs – giving it diesel-like grunt that’s perfect for off-road driving.Jeep’s test figures say the new petrol powerplant accelerates from rest to 100 km/h in almost 30 per cent less time than the old 3.8 petrol unit it replaces, yet uses significantly less fuel while providing the overtaking safety the acceleration provides.The turbo-diesel 2.8-litre four-cylinder engine is still available and Jeep says it’s still likely to make up the bulk of sales of Jeep Wranglers – however, we feel the extra smoothness and responsiveness, not to mention the lack of that diesel fuel smell, will point more people in the direction of petrol than the sales guys anticipate.A five-speed automatic transmission is likely to be the biggest seller and though it seems to be cheating in some ways to drive a tough 4WD with a self-shifter there’s no doubt it will be simpler to drive in the tough on-road conditions that are likely to be the fate of the typical Wrangler.DESIGNVisually the 2012 Jeep Wrangler and Wrangler Unlimited, the latter being the long-wheelbase four-door model, are as before. The seven-slot grille has become an iconic part of the Jeep – though it must be pointed out that the earliest models actually had nine slots – as has the flat bonnet with rounded side and the squared-off mudguards.Jeep designers have tried playing games with the shape in the past, but the purists have jumped on them from a great height and the chances of them being silly again seem rather slim.DRIVINGWe took a brace of Jeeps over terrain that would have stopped many vehicles masquerading as 4WDs but which are aimed at creating the aforementioned isolation, not at enjoying the rugged Australian outback, beaches and forests.We took our Jeeps along narrow ridges with steep drop-offs that could have killed us had we got it wrong then along beaches with howling winds that created dangerous waves, as well as softening up the sand. (The winds later blew down a high-tech tent apparently erected in a semi-sheltered area for us to lunch.) As well as through paddocks with kangaroo and wallaby bouncing in front of us, apparently with a death wish.One thing we would like changed is the simple strap holding the doors open. We nearly had our knees smashed when the wind sweeping of the Southern Ocean tried to slam the doors shut. A more modern strut system to hold the door open would have prevented this – all complaints and explanations from Jeep lovers will be considered, but don’t be too harsh with your threats; particularly those who suggest we should be knee-capped…The favourable increase in the value of the Australian dollar against the US greenback has resulted in Jeep being able to begin the price list at a very reasonable $32,000 (excluding government and dealer delivery charges). This and the sheer pleasure in owning a Jeep Wrangler seem certain to see its sales climb significantly during 2012.JEEP WRANGLER 2012Price: from $32,000Warranty: 3 years, 100,000km with Jeep roadside assistanceService interval: 12,000km or 6-monthsThirst: 11.2 L/100km (manual) 11.3L/100km (auto), CO2 259g/km (manual) 263g/km (auto)Safety equipment: Airbags, ABS, ESC, HSA, ERMCrash rating: N/AEngine: Pentastar 3.6-litre V6, 209kW/347NmTransmission: 6-speed manual standard, 5-speed auto optional, 4WDBody: Four-door, 5 seatsDimensions: 4751mm (L); 1877mm (W); 1840mm (H); 2947mm (WB)Weight: 2268kgTyres: 245/75R17, 17-inch aluminium painted satin carbon wheels. 

This is what happens when SUVs go bad. Or good. A muscle car makeover has just transformed the best Jeep in generations into a hotrod rival to a bunch of family heavyweights including the BMW X5M, Mercedes-Benz ML63 AMG and even the Porsche Cayenne turbo.The Jeep Grand Cherokee SRT picks up the classy engineering and cabin quality of the regular models that arrived in Australia last year, then gives the package a giant thump with a 6.4-litre V8 engine, big wheels and brakes, and sports-tuned suspension.It's not going to be a cheap machine, from around $90,000, but the SRT badge gives a Jeep just as much credibility for potential buyers as an M tag or AMG label in the BMW and Benz world.Downsides? The new SRT hauler is a little slower than the previous model, just as thirsty, and is not going to cash-in the savings that Chrysler Jeep Australia is delivering on other new models coming downunder.But the Nascar-style exhaust thunder from the ultimate Grand Cherokee will be more than enough compensation for some people.There are a surprising number of SUV muscle cars in Australia, since people with Porsches and Ferraris also need something more family friendly to fill their garage. The benchmarks are the X5 M and ML63, both in the $150,000-plus range, and that makes the Jeep SRT look like a bargain. Then again, they are from two of the best luxury brands in the business, just like the Cayenne Turbo from a whacking $248,600.So the SRT needs to be compared with the luxury stars, not a regular Grand Cherokee from $45,000. That makes it look pretty good, with everything from classy leather trim in an upscale cabin to climate control and beefy bodywork.The previous SRT didn't do particularly well in Australia, but that was probably down more to the base car than the upgrading."We think the new model will have wider appeal, based on the refinement of the Grand Cherokee overall. It's the same as the current Laredo and Limited, which are far more popular," says Dean Bonthorne of Chrysler Jeep Australia.Everything is new on the SRT8, starting with the body. That means more space and comfort inside, a better chassis with improved suspension - with switchable active ride - and all the latest safety gear including a knee airbag for the driver.The heart of the car is a 6.4-litre Hemi V8, up from the previous 5.7 and now with 344 kiloWatts and 624 Newton-metres. But there are only five gears in the automatic and the overall gearing is unchanged, which means slightly less go with an extra 150 kilograms to haul around.Chrysler says the SRT8 will still belt to 100km/h in less than five seconds, a mark we could not match in Nevada, but there is cylinder deactivation to improve the efficiency of the engien even though it still only managed 14.1 litres/100km and CO2 emissions of 328 grams/ kilometre.Oh, and there are now crawler gears, despite the off-road credentials of the Jeep brand. Not that an SRT8 owner is ever likely to head into the bush . . .For me, the best thing about the SRT8 is the beautifully sculpted bonnet, with twin scoops to tell the world what's happening in the engine room. The overall shape and soft-touch cabin - which is a massive improvement across the Grand Cherokee range - are much as before, including a driver's side rear-vision mirror that needs to be bigger.The SRT upgrade is predictable stuff, from the deeper front spoiler with blacked-out air intake to the 20-inch alloys, Pirelli tyres and six-piston front brake calipers. The look is tough but still restrained, even for the blacked-out big- bore exhausts.There is no ANCAP ruling on the Grand Cherokee, by Bonthorne says the Grand Cherokee have received the equivalent of a five-star ranking in the USA and the car is a top safety pick by the National Highway Traffic Safety Administration.The Grand Cherokee, like a lot of models developed when Chrysler was partnered with Daimler, gets a lot of Mercedes-Benz safety gear from impressive ESP stability control to blind-spot monitoring. There are a total of seven airbags, a rear-view camera, and even what Chrysler calls an enhanced accident response system - which turns on the interior lights, unlocks the doors, hits the hazard flashers and shuts off the engine and fuel in an impact where the airbags are triggered.The Grand Cherokee SRT8 makes an immediate impact, even in Sin City. There are lots of upscale cars in Las Vegas, and we spot a Lamborghini Gallardo Spider and Rolls-Royce Phantom in less than 30 minutes, but the Jeep easily holds its own. And when we head out towards the desert for some private picture work, the Nascar rumble from the 6.4 brings plenty of smiles.More smiles are provided by the comfy-yet-supportive leather buckets, the punchy sound system and aircon that copes easily with any conditions. It's the same with the roomier new back seat and a cabin that's well designed and screwed together so there are no squeaks or rattles - or any hint of future trouble.The stopwatch says the SRT8 is a few ticks slower than the previous model but it's not something you really notice, even if the upcoming ML63 has Benz's monster 5.5 twin-turbo V8 - a big advance for the ML that we need to trial at home for a serious score - and the Cayenne Turbo has a belter 4.8 V8 that will whack the Jeep. It's more like the Range Rover Sport, although not as hunkered-down and grippy for cornering work.It rolls along smoothy with little tyre or wind roar, and when you hit the go pedal it does. The cornering grip is good, either in the standard or Sport setting for the suspension, although it rocks and rolls a bit as you'd expect from a big and very heavy SUV. It also stops very well.The steering feel is not great, and I think the flagship Grand Cherokee needs a bigger colour display in the dash. It also gets very thirsty if you want to play.But the SRT8 cashes-in the quality of the Grand Cherokee update last year and it ticks the boxes for someone who wants an SUV with the sort of punch and packaging you get from Holden Special Vehicles or Ford Performance Vehicles.The SRT8 is not really a rival to the ML or X5, let alone the Porsche turbo, but it's a solid choice for anyone who wants a family SUV with real punch - and doesn't have an unlimited budget.A solid performance upgrade on the impressive new Grand Cherokee means another winner from Jeep.