2019 Jeep Grand Cherokee Trackhawk: We drive Jeep’s insane Hellcat family hauler
How do you really have a 5,363-pound Jeep Grand Cherokee to 60 mph in 3.5 seconds? It's all while in the details.
It, naturally, gets underway with the engine. The 2019 Jeep Grand Cherokee Trackhawk, the monstrous, steroid-riddled on-road our government on the Cherokee Trailhawk, sources all 707 hp and 645 lb-ft of torque on the pushrod-operated 6.2-liter supercharged Hellcat motor. But that’s precisely the step one, and a straightforward one at that. Which will get someone to 60 mph quickly…once.
The Trackhawk also has a new, more robust sort of FCA’s TorqueFlite eight-speed automatic transmission with stronger everything, a strengthened rear drive shaft, a tougher single-speed transfer case using a wider chain, a four-pinion differential with bigger teeth and either Pirelli Scorpion or three-season Pirelli P-Zero tires. That gets that you 60 mph in a big hurry at least a couple of times with nothing breaking.
SRT models — all SRTs — endure extra punishment during development testing, reported by engineers. Which includes 50 consecutive launches on street tires. After they are doing 50 consecutive launches on drag radials, which puts far more force on the driveline. Finally, engineers race the cars all day and night over 72 hrs. That’s eight successive hours per day, only stopping for gas and brake pads. Jeep told us the Trackhawk achieved a single list of discs, moreover.
That's what gets someone to 60 mph in 3.5 seconds all day long, all week, all climates and seasons, reliably.
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Gallery: 2019 Jeep Grand Cherokee Trackhawk interior
The torque split is variable. Launch control locks the facility at 50/50 front to rear, in auto mode it rests at 40/60. Tow mode sends more capacity to the top and track mode sends 70 % backwards.
During launch control — selectable inside central screen or by way of a console button –- a brand new “torque reserve” system positions the supercharger bypass valve to produce boost and minimize manifold filling time whilst cutting fuel to individual cylinders and managing spark timing, all to get that 3.5-second time. That's supercar territory.
And of course of that, you’ll probably ought to slow this beast down, unless you’re when using airstrip somewhere racing German supersleds. Six-piston Brembos clamp concerning 15.75-inch front and four-pots grab 13.78-inch rears. Those fronts include the biggest ever made for a Jeep and larger than the two Charger and Challenger Hellcat. We place them to get affordable use at Club Motorsports, a practically finished new country club track in New Hampshire.
An independent front suspension uses mostly aluminum parts in order to save weight along with a hollow stabilizer bar and Bilstein dampers. A multilink rear with coil springs does the same. For people really planning to save weight, the optional matte black wheels save 3 pounds the spine and price $995.
If you wish to spot the big-boy Grand Cherokee Trackhawk driving you must locate a few things: The Trackhawk doesn’t have fog lights, which provides it extra space for airflow (the 14,600-rpm 2.3-liter supercharger sucks in 1,000 cubic feet of air each and makes 11.6 psi of boost). The conventional Grand Cherokee grille is a touch shorter bottom to top, high are three new oblong vents beneath. It’s dual exhaust tips each and every corner during the rear compared to one big one on they can be kept similar to the unblown SRT version. Lastly, yellow calipers. That’s the person you don’t would like to race.
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Hopping in to the slick, optional red leather two-tone interior, everything looks sportier versus the average Grand Cherokee. The seats have cool, racy-looking stitch patterns with prominent bolstering, the dash features graphite and metal weave and the pillars and roof are covered with Alcantara. However , it’s all a fa?ade. Rap your knuckles around the suede-look A-pillar plus the telltale tap-tap of plastic returns through. In final summary is the leather-wrapped and contrasting-stitched dash. Tap-tap. It appears good though, if busy. The perforated-suede standard seats look good too, both are heated and cooled.
The Trackhawk doesn’t set up snarling such as the Hellcats. It’s subdued. At least as subdued as a 707-hp controlled-explosion air pump may be. The leather rim is thick, only narrowing where hands fall at 9 3, and there’s enough seat adjustment for those coming from a horse jockey with an NBA center.
Taking off in auto mode, certainly one of five (auto, sport, track, snow and tow), the Trackhawk saunters off strongly but smoothly without any neck snapping jerks, or maybe the split-second pauses of an turbo motor. It’s quieter than expected when cruising with zero exhaust drone to chat of. Less supercharger whine versus Hellcats too. There’s a little bit bit of wind noise, but it’s low enough that even Ira Glass’s dulcet tones would cover it up.
There’s a single exhaust mode, so in auto the complete package stays pretty tame. But move it to sport or track on the street as well as gauge needles move quicker, shifts come more often as well as bark gets louder. Leaving a snack visit full throttle, the Trackhawk shows its true Hellcat colors.
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Using the tiny, wheel-mounted paddle shifters, changes with the eight-speed come quickly. Redline is low at 6,200 rpm and power, obviously, feels endless.
Like other SRTs, the Trackhawk incorporates a separate “performance pages” display inside the central screen to the drive modes, as well as customize them. Sport definitely makes the steering, suspension, throttle and shifting more aggressive and track mode goes even further.
The new Jeep isn’t overly stiff in auto. That is 100 percent a daily-driving car. Auto may be one stiffer in comparison to the standard Grand Cherokee, sport is the one other raise from that, followed by track. Body control is good on city streets — there isn’t a number of lift on takeoff, if you really mash the throttle. Rough roads are felt with a small more bounciness than expected from your driver’s seat, however the Pirellis aren’t low-profile enough to bang up any kidneys or damage rims.
But 5,363 pounds is still plenty of mass. The other could only bend physics for thus long. The two main.5-mile, 15-turn Club Motorsports track with 250 feet of elevation calculates some of the equations.
The straightaway masks so much mass. Within the throttle, this SUV gets in control comically fast. It doesn’t feel big at this point, physically. Emotionally though, your mind believes “this might be too rapidly for any car this big, must i brake now…maybe now? Eventually driving a vehicle threshold with your brain starts plus your right foot costs the clampers. And that’s gets hotter sets out to feel big.
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The first couple of sessions I alternate from far too much brake input, causing some antilock, to not enough, which requires more steering as well as a mid-corner stab. Maybe once or twice on trail braking a back corner end of your Trackhawk threatens in the future all the way around, but the stability control takes over — even just in track mode — and keeps me out from any real trouble. Normally it understeers, which is expected in something this big.
There isn’t a lot of lean in corners, however, you thinks that moment of inertia if the person’s body is on the verge of move, and you’ll need to keep inputs as all the while possible. Slow is smooth and smooth is fast. Smooth is also safe, in this situation.
But what the Trackhawk really relishes is a possiblity to climb one of several several serious uphill corners at Club Motorsport. That’s when all 707 horses and 645 foot-pounds combine to shoot you toward the sky, at least until those braking cones come about again. Just don’t jerk the wheel and brake (the truth is, there’s really not enough available time you need to ever jerk the wheel and brake).
After the track session, SRT setup a launch control demo where I acquired to see the full power the best 5,363-pound launch.
First off, it’s not quite as violent to put it mildly, or as violent as several other launch-control systems. After the mode is defined to produce, the driving force pins the brake, pins the throttle for the floor and then sidesteps the brake once the light goes green. The back-end hunkers down about six inches while the front first rises up, then planes out because vehicle crosses 40, 50 and 60 mph. At this time, in track mode together with the throttle pinned, the Trackhawk finally gets loud.
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The 2019 Jeep Grand Cherokee Trackhawk starts at $86,995, including destination. That feels just like a lot, however the basic SRT version starts at $68K. But, one needs to consider the super SUVs how the Trackhawk competes with: Range Rover SVR, BMW X5M, the G-Wagen and also the Cayenne Turbo S. Those all start north of six figures. Granted, optioned up with the good wheels ($995), upgraded audio ($1,995), rear seat DVD players ($1,995), trailer tow group ($995), “signature leather wrapped interior” ($4,995) and panoramic sunroof ($2,095) our Trackhawk crested $100,000 too. But that’s the highest. The Jeep’s interior is well-done, stylistically, but it’s certainly not nearly how much the Euro competitors. There’s your tradeoff.
The Trackhawk is both a household car along with a hotrod. Cruising around at normal speeds, inside auto driving mode, it’s eliminate challenging handle than the base Grand Cherokee. As required, say should you have a runway before you decide to by using a life-saving cure in the other end, it’ll do 60 in 3.5 around 180 mph, as many times as necessary. It’s two cars in a. Obviously, you could always get yourself a well-equipped regular Grand Cherokee and get $40-some-K to play around with within the car auction. But, should you just need ONE spot within your garage, the Trackhawk fills both niches perfectly.
Base Price: $86,995
Powertrain: 6.4-liter supercharged V8, AWD, eight-speed transmission
Output: 707 hp at 6,000 rpm, 645 lb-ft at 4,800 rpm
Curb Weight: 5,363 lb
0-60 MPH: 3.5 sec.
Fuel Economy: 11 city/17 highway(EPA City/Hwy/Combined)
Pros: You can beat Mustangs in a SUV
Cons: It’ll never be an actual performance car; very thirsty