The Jeep Grand Cherokee Trailhawk Is More than an Appearance Package
Many automakers offer packages to lend cars credentials they don’t have. These packages consist mainly of graphics and design elements that can make a car look sportier or more rugged, but without the under-the-skin improvements that lend real credibility.
Only available on the two-row model, the Trailhawk trim gives the Jeep Grand Cherokee all the graphics and stickers its body can handle, plus a fascia that makes the truck look ready to crawl up a mountain. It seems to be Appearance Package 101, instantly recognizable as a Grand Cherokee, but shouting “I’m tough, okay?” at passers-by. But, like all Trailhawk models, this Jeep backs up its tough talk.
There’s an advanced four-wheel-drive system dubbed Quadra-Drive II, an electronic limited-slip differential, the ability to disconnect sway bars, adjustable ride height from the air suspension, exposed tow hooks, skid plates, and 18-inch wheels with big knobby tires. Jeep intended to build a GC that’s more at home in Moab than at the Galleria, the sort you’ll see wheeling on weekends and proudly parked Home Depot during the week, covered in mud.
Yet, on the days I had the Trailhawk, I drove it more like someone who bought a car with Appearance Package 101 in their heart. I went out to lunch. I went shopping. I took my family for a ride. Running through potholes was the closest this Trailhawk got to actually being on a trail. And if you’re buying this $56,030 truck (or $59,825 with the Hemi, $64,280 if you opt for the plug-in hybrid), you’re going to want to make sure you use it as intended.
After all, look at it. The street-oriented fascias from other Grand Cherokees are gone, instantly increasing the off-road cred by improving ground clearance. Combine that with the knobby tires and exposed tow hooks, and the Trailhawk looks like it doesn’t belong on the road period. The same can’t be said of the interior, which is refined and well put together, just a nice place to be, especially with the latest generation of UConnect in the dash, the infotainment used in a multitude of Stellantis products. It’s intuitive and easy to use, something that still can’t be said for so many modern systems.
Our initial reviews of the new Grand Cherokee compared its level of refinement to the BMW X5, a true compliment. The X5 is now one of the best cars BMW makes–an astounding thing to think about at length–and the Grand Cherokee costs less and rivals it on the road at every level. While it will certainly best an X5 off-road, the Trailhawk model is a step back on the road.
Don’t blame the engine. The familiar Pentastar V-6 has 293 hp and 260 lb-ft of torque, more than enough for this truck. The Pentastar feels smooth, if a bit unrefined on the ears, and gets the job done well. The eight-speed automatic is also delightfully smooth, though that’s to be expected since it is the wonderful ZF 8HP, ironically (or perhaps not) the same gearbox that BMW uses in the X5.
The step down from the X5's refinement is thanks to the tires, mostly. The all-terrain tires, 265/60 Goodyear Wranglers, are chunky and intended to be used on surfaces that aren’t pavement. On the street, the grip is diminished. Our colleagues at Car and Driver found that stopping distances from 60 increased by 22 feet to 185 feet from the more road-oriented Summit Reserve trim, and lateral cornering decreased to 0.78 g compared to 0.85 for the Summit. On these wheels and tires, the whole setup feels floaty and disconnected during road driving.
It still rides fantastically thanks to the air suspension, both compliant and supple, but it’d really shine off-road thanks to the height adjustability. The Trailhawk can have up to 11.3 inches of ground clearance, which is huge, and ford water up to 24 inches deep. Jeep did all the things to make the Trailhawk a monster in the wilderness. It's far more capable than I needed. That’s what I kept telling myself the entire time I had it. It was too much for how I was using it, yet a perfect instrument for someone who really wants to get out there but can’t sacrifice a civilized ride on the road.
I kept thinking about the people who will buy this truck. It’s far more capable than most will need, yet like the Wrangler Rubicon and other hardcore Jeep models, many of the Trailhawks will likely never see dirt unless it’s from running over a curb. If you don’t get off-road, and I mean really off-road, like at a hardcore off-road park or deep in the woods or mild rock climbing, then the Trailhawk will be more than you need. The increased stopping distances and decreased cornering ability make it too much of a compromise on the road, especially if that’s where it’s going to be 100 percent of the time.
If you do get out into some tough terrain on the weekends, or are willing to deal with a truck that’s appreciably worse to drive on-road in order to look tough, then this is the right Grand Cherokee for you. If you think you’re only getting some stickers and appearance mods, you’re in for a surprise.
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