When Jeep launched the latest Grand Cherokee in 2004, I was on the program and impressed with many of the improvements made to the iconic 4x4.

The current Grand Cherokee design, with its rounded headlights and chunky sheetmetal, has been around for a few years. (Photo: Canadian Auto Press)

It was the third generation since leaving the full-size J-series pickup truck based Grand Cherokee behind, and while hardly as revolutionary as the first midsize model that not only looked great but also performed much better on and off the road than its forebear, it continued the tradition of discreet elegance mixed with rawhide toughness, another sign of good taste to be found in better neighbourhoods everywhere. Problems? What problems?

The GC enjoyed one of the wealthiest demographics anywhere as its customer base, and the then-new one I tested in ‘04 was filled to the brim with top-tier features like an awe inspiring audio system and navigation, so what could go wrong? It’s difficult to say whether it was the cheap plastics used in the interior, which I took the time to tell the design and engineering teams wasn’t as good as used in the outgoing model, showing them firsthand by driving the old model, there for comparison, right up beside the new one, and asking why they skimped out on the “better” replacement, or possibly it was the new design that incorporated rounded headlights, more upright, chunky sheetmetal and nowhere near as sleek a profile.

Interior updates for 2009 focus on comfort, with a soft-padded centre armrest cover, interior chrome door handles, and more. (Photo: Canadian Auto Press)

Then again, it could have been the general buying patterns of SUV buyers; the fact that those buyers were steadily becoming car-based crossover owners as they realized the fabulous 4x4 capability in a vehicle like the GC was hardly used, if ever at all, so why pay for it initially and then everyday afterwards in fuel economy and maintenance?

So here we are. It’s 2009 and the classic sport utility vehicle has nearly been obliterated from existence. Sure there are the stalwarts from Land Rover and Mercedes-Benz in the upper realms, plus Dodge, Ford, GM, Nissan and Toyota among entry level automakers, not to mention an all new one from Kia (what were they thinking?), but where there were once fleets of off-road capable SUVs to suit almost anyone’s lifestyle, now the majority of automakers either produce only one or don’t see much need for any at all, at least not in North America. But why? Is it just fickle buying patterns, too many Greenpeace beatniks ranting about sport utes destroying the planet, or has fuel economy really played that much of a role in minimizing the SUV’s utility factor?

Under the hood of the CRD is its namesake common rail diesel engine, which puts out 215hp and 376 lb-ft of torque, using 12.0 L/100km city and 9.0 on the highway. (Photo: Canadian Auto Press)

Jeep has addressed all of the above issues with its Grand Cherokee CRD, and by doing so has created one of the most fuel-efficient, clean-living, and dare I say, sportiest SUVs ever sold on our market. OK, compared to the Grand Cherokee SRT8 it’s a slug, but then again almost every rival is slow compared to that. Back to reality, the CRD is V8-like quick off the line and linearly powerful right up to highway speeds and beyond thanks to 215hp at 3,800 rpm and (are you sitting down?) 376 lb-ft of torque from a very tractable 1,600 through 2,800 rpm, while returning small-displacement V6-like fuel economy.

It’s actually better economy than the 3.7L V6 that uses up 13.9L/100km in the city and 10.1 on the highway, with a rating of 12.0 and 9.0 respectively. But wait a second, compare it to an engine that makes similar power and torque, like the 4.7L V8, and things come into crystal clear perspective. The V8 sucks down 21.1L/100km in the city and 14.8 on the highway… ouch!

The Grand Cherokee remains a stalwart in the shrinking SUV market, offering plenty of space and utility. (Photo: Canadian Auto Press)

I’ll take diesel for better performance and way lower fuel usage, and the icing on the cake is that diesel is once again priced lower than regular unleaded.

While quiet compared to diesels of yore, the 3.0L Mercedes-Benz-sourced inline-six is easily recognizable as a diesel. It percolates away at idle like a fresh brewing pot of coffee, letting you and passersby know you’re supporting all things green despite driving an SUV. This said it’s hardly an intrusive noise, and when the throttle gets buried the sound is even stimulating in a big highway truck sort of way, an audible match to its immediate jump off the line.

The GC CRD is not a sporty ute in the corners, however, but then again it takes to curves well enough if not pressed too hard.

Unlike many car-based crossovers, the Grand Cherokee retains truly awesome off-road capabilities. (Photo: Canadian Auto Press)

In other words, think before you act and you’ll have no problems and probably even enjoy the ride. Its suspension soaks up bumps quite well without bob or bounce, like some 4x4s, and truly this is one impressive machine in its element.

When not towing, and the GC CRD is capable of as heavy a load as the 5.7L Hemi at 3,266 kilos (7,200 lbs), or hauling gear in its 997-litre (34.5 cu-ft) cargo area with the seats up and 1,940 litres (68.5 cu-ft) with the split-folding seatbacks down, that element is the great wild yonder, where the roads end and trails begin. I wish I’d taken this one off-roading, but alas I have to rely on memory of the model’s launch program where team Jeep had set up some pretty hair raising obstacle courses as well as some intense backcountry trail riding. A walk in the park is the ideal phrase to describe how easily the GC took to the task, climbing up and over otherwise torturous terrain while leaving driver and passengers feeling comfortable, if not a little overwhelmed at what they’d just experienced.

Here's bragging rights: the diesel option makes the Grand Cherokee CRD the thriftiest 4x4 capable midsize sport utility sold in Canada. (Photo: Canadian Auto Press)

Comfort issues are what Jeep has addressed for 2009, the updates subtle yet effective on Laredo, Limited, Overland and SRT8 models, including a soft-padded centre armrest cover in vinyl or leather, depending on trim, a leather-wrapped park brake handle, interior chrome door handles, and wheel-mounted audio controls. Sirius satellite radio is now offered as stand-alone option, which will please some audiophiles, while an iPod interface added to MyGIG entertainment system with navigation.

The GC uses its standard safety equipment to good use off road, including its stability and traction control, not to mention its ABS-enhanced four-wheel discs.  Most owners will appreciate these features around town even more, complemented by the assurance of a full assortment of airbags.

Is it the ultimate traditional SUV? Some think so, and the diesel option certainly makes the Grand Cherokee CRD the thriftiest 4x4 capable midsize sport utility sold in Canada. I happen to think that it’s a superb combination that needs to be exploited more by the new Fiat-owned Jeep. Certainly Fiat, via its numerous divisions, will have a bevy of clean diesel alternatives for the rest of the Jeep lineup, starting with Wrangler. Jeep has proven that 4x4 buyers want diesel power, so it’s now time to make the iconic brand the fuel-friendly leader.

Interior

Exterior

Mechanical

Safety

Dimensions

Misc

(J003) Standard Metallic Paint

(J005) Standard Gloss Paint

(AEE) Mopar Chrome Edition Group

(TJP) Tires: P245/60R18 OWL All-Terrain

(26X) Quick Order

(WPP) Wheels: 18 x 7.5 Aluminum Chrome Clad

(AHT) Trailer Tow Group

(25X) Quick Order

(AHX) Trailer Tow Group IV

(EZH) Engine: 5.7L V8 Hemi MDS VVT

(DGJ) Transmission: 5-Spd Auto W5A580

(DGQ) Transmission: 5-Spd Auto 545RFE

(EKG) Engine: 3.7L V6

(RSP) UConnect Hands-Free Communication

(RER) Media CTR 730N CD/DVD/HDD/NAV

(AWV) Quadradrive II 4x4 Group