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1999 Jeep Grand CherokeeIt may be really new, but it really is really Grand From the January, 1999 issue of Jp By Rick Péwé Photography by Rick Péwé
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It may look somewhat the same as the old Grand, but the new Jeep Grand Cherokee is in a league of its own. Sure, it's still the same basic shape and style-and it's got the same price as the '98 model. But a more thorough investigation of this luxury sport/utility reveals that there's more new here than just a little facelift. Refined levels of luxury abound... Refined levels of luxury abound in the inside, and more hip and head room make for a more comfortable ride, even in the rear seat. The new interior is ergonomically designed with two stalks on the steering column for lights and wipers, and all other controls within easy reach. Hot new items are the overhead console with controls to deactivate a variety of convenient or obnoxious functions, such as all doors automatically locking at 15 mph. Especially nice are the radio controls on the back of the steering wheel, something insurance companies should offer a discount for. In fact, nearly everything is upgraded and refined, from the all-new sheetmetal with the slightly more rounded style and similar-looking grille to the highly improved drivetrain components. Not that there was anything really wrong with the old Grand, in fact, it won more awards in its class than any other real 4x4. Jeep started with a desire to keep all the previous model's strengths and to upgrade the performance and luxury departments to make it competitive in the booming sport/ute market. Stronger, leaner, and meaner is what the company came up with, and the ad slogan, "The Most Capable Sport/Utility Ever" is right on the money. The new 4.7 V-8, coupled to the new 45RFE transmission, is a delight to drive, and for off-roading, the Quadra-Trac II transfer case and Vari-Lok axles make it more capable than ever. Even Grand buyers on a budget can enjoy the new Jeep, since the highly improved 4.0L six-cylinder and 42RE transmission are available, along with the standard Select-Trac transfer case and rear Trac-Loc option. But regardless of drivetrain options, the improved steering, handling, and braking all come standard with a bevy of interior options and upgrades.
When a new engine is introduced... When a new engine is introduced that has 10 percent less displacement than the one it replaced, old-time gearheads start to worry. But this new 4.7 PowerTech V-8 was designed to outperform the old 5.2, and it really does. All you have to do is step on the pedal, and any doubts are whipped away as your neck muscles start to contract. The basics of the engine are a cast-iron block and a single camshaft on each of the aluminum heads. The new mill pumps out 235 bhp at 4,800 rpm and 295 lb-ft at 3,200 rpm and even meets California's LEV (Low Emissions Vehicle) standards. The combination of a 9.3:1 compression ratio, sequential multiport fuel injection with variable fuel-injection timing and coil-on-plug ignition makes this a peppy, durable mill. Our intro to this new offering was a real kick in the pants, and we can't wait to do lots of highway and trail testing to give you a real owner's perspective. Our biggest complaint is that the transmission and transfer-case controls are too close and similar, but after a few weeks, their placement will probably feel natural. Even if you can't afford to buy one, you owe it to yourself to take a testdrive, but be careful, you just might take one home.  About the only thing similar...  About the only thing similar to the old Grand suspension is the fact that it has four coils. The front and rear axles are wider for a better track and feel, along with new hydro-formed arms, which are five times as strong as previous designs. The big news is in the rear-axle suspension which goes to a three-link design, with the top link attached to the top of the differential. This new Quadra-Coil suspension gives the Grand a stable, smoother ride and less body lean on the road, and increases articulation and off-road capability. Just wait till the aftermarket gets its hands on this stuff.  One of the biggest complaints...  One of the biggest complaints of Grand owners was that the spare tire was in the back, placed upright and wasting space. Jeep engineers figured out how to put it beneath the floor, for oodles of cargo space but remaining easy to get to and unload. The gas tank needed to be lowered some, but the heavy-duty skidplates over the tank cured that problem, and the new Grand still has great clearance and angles of departure specifications. For you audiophiles, a 10-disc CD changer can be installed in the rear corner of the cargo area for easy access.  With wider axles and improved...  With wider axles and improved suspension comes a new steering system for better feel, tracking, and return to center traits. Instead of the bogus Y-style multipiece draglink and tie-rod ends found on previous Jeeps, the new Grand features a single link from wheel to wheel, with the drag link going from the pitman arm to the redesigned knuckle on the passenger side. This knuckle looks like a raised style seen on many custom Jeeps and may be interchangeable. The steering box is all-new and improved and sits atop the framerail, coupled to an improved pump.  Wider and better are the axles...  Wider and better are the axles on the Grand, with the Dana 30 front and aluminum-cased Dana 44 in the rear. The big difference is the option of new Vari-Lok differentials, front and rear. This speed-sensing torque transfer diff is the U.S. industries' first to be installed in a frontend. Using the same gerotor technology as the Quadra-Trac II transfer case, the Vari-Lok diffs sense the difference in wheel speed, such as when a wheel is slipping. Oil pressure forces the clutches to engage and transmit power to the wheel that has traction, without any driver input from switches, cables, or buttons.  A new electronically controlled...  A new electronically controlled automatic transmission is available with the 4.7 V-8, which was designed specifically for this type of application. The 45RFE transmission's First and Reverse ratios are a killer low 3.00:1, which really helps to improve acceleration, towing, and four-wheeling. The neat part is the two different Second gear ratios: a 1.67:1 ratio on the upshift, and a 1.50:1 ratio on the manual downshift. For forced kickdown shifts into Second, the computer decides which ratio is better, depending on the speed and the throttle position. Combined with a 0.75:1 Overdrive ratio, this tranny contributes to better fuel economy and overall smoothness when shifting.  On top of the way-neat list...  On top of the way-neat list is the Quadra-Trac II transfer case, a unique full-time unit. Similar to other Jeep units in shape and design, the NV247 incorporates a gerotor pump (arrow) and a multidisc clutch pack. In normal operation, most of the power is sent to the rear axle, but if a difference in driveshaft speeds is noted, the gerotor pump sends oil to the clutch pack, effectively locking the driveshafts together. No driver input is needed, and the transition is nearly undetectable by the driver. For your low-range use, the transfer case solidly locks the two output shafts together and features a ratio of 2.72:1.
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