WJ–WG GRAND CHEROKEE-JEEP AS CHIPS

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WJ–WG GRAND CHEROKEE
PROS

    * MUSCLY V8
    * ECONOMICAL TURBO DIESEL
    * LUXURIOUS RIDE COMFORT

CONS

    * EXPENSIVE TO MODIFY
    * SOFT FACTORY SUSPENSION
    * BUILD QUALITY

While they were never as popular as a Patrol or LandCruiser, Jeep’s big brother Grand Cherokee models are honest 4WDs that you’ll find at a bargain price. Many buyers will be wary of buying a Jeep simply because they are ‘different’, but the WJ–WG models have few inherent faults and are a very capable all-round 4WD.

With a keen eye and some bargaining skills, you’ll have one of these in your driveway for next to nothing, but what exactly should you be paying attention to?
ABOUT THE WJ–WG GRAND CHEROKEE

You probably associate Jeeps with dodgy American build quality, but all Australian-delivered WJ–WG models were assembled in Austria by Chrysler subcontractor Magna-Steyr.

Released early in 1999 as the WJ, initially with six-cylinder or V8 power, the model was updated in November 2000 and redesignated the WG (it remained the WJ in the USA for its entire run). Bar a few minor trim changes, the WG continued unchanged until it was replaced in 2005 by the WK.

During 2003, the model was offered with a five-cylinder common-rail diesel engine and high-output V8. All models drive through either a four- of fivespeed automatic transmission and the Quadra-drive two-speed 4WD transfer.

The Grand Cherokee is of monocoque construction with rigid axles front and rear. Somewhat unique in design, the front suspension is a hybrid fourlink, and the rear is a rigid A-link (similar to that of Land Rovers).
MECHANICALS

The base-model WJ and WG were available with Jeep’s archaic OHV inline-six and four-speed auto.

Honest performers, this driveline isn’t overly effi cient, but is as trouble-free as you’ll find if serviced regularly. They are a little underpowered for such a large truck, especially when towing, and often the V8 models achieve better economy.

Stepping up to the Limited model meant you gained the 162kW Power Tech SOHC V8, which was a brand-new engine from Chrysler at the time. Early examples were known to suffer coolant leaks from around the metal-crimped lines, so check over the entire engine bay for signs of evaporated coolant stains.

This engine was mated to a new auto transmission that features three planetary gear sets as opposed to the two in most four-speed autos. Utilising clever electronic management software, the WJ model has one of the smoothest-shifting transmissions in the business. Later in the WG series, a High Output 4.7L V8 was made an option with the Overland trim level. This is a superior engine if you’re looking for maximum performance.

For the WG update, the transmission shift points were further refined to provide a fifth ratio, even though the transmission is mechanically identical to the earlier model. Regardless, both versions are very expensive to repair and need to be regularly maintained.

During 2003, a common rail five-cylinder diesel version of the Grand was offered. Using the same engine as the Mercedes ML range, this model quickly became the Jeep of choice. This is one of the most reliable diesels of the modern era, with no major faults to report apart from slightly higher than average servicing costs.

Most of the WJ–WG models (bar the six-cylinder) drive through a New Venture chaindriven transfer case that features a gearotor (a hydraulic pump coupled to a gear set). This can proportion different drive front or rear, and works in tandem with viscous couplings in the front and rear differentials for a very sophisticated full-time 4WD system.

Although they work well offroad with the electronic aids, these models still aren’t as capable in the rough as those with mechanical lockers. Called Quadra-Drive II, these electronic models are best avoided if you want to build a harder off-road 4WD.
BODY AND INTERIOR

The good news is rust isn’t a problem with these models, as they are well proofed for the snowy European and North American winter. The panels are thick, quite robust, and heavily clad in expensive plastic mouldings. Be careful with these off-road as they may damage easily, but they are still cheaper to replace than a bent panel!

Build quality outside isn’t quite to Japanese standards, however, and inside it’s not up to par. The interior is comfortable and well laid out for a family of fi ve thanks to the extra space of the monocoque body. Unfortunately, it’s constructed from cheap plastics that quickly become brittle and break. The woodgrain inserts have a notorious reputation for coming adrift and look fairly tacky.

Be sure to check all the switchgear and electronics work, and pay attention to the operation of the electric seats. If they move extremely slow, it may be an indication that the resistors are burning out, which can be expensive to repair. The spare tyre is under the rear cargo floor sedan-style, which is a pain if you’re fully packed on a trip and have a flat. A decent rear-wheel carrier is a good option, but with few available aftermarket, it may be an accessory you’ll need to have custom made.
OFF-ROAD

The four-link front and A-frame rear work extremely well offroad, as you’d imagine, but wheel travel is limited by the very short control arm. Because of this model’s popularity in the States, there are many good aftermarket suspension kits that take care of the floaty factory suspension and work to increase overall travel front and rear.

The A-frame rear isn’t as composed on-road as other multiple-link set-ups like the ’Cruiser and Patrol have, but it allows the rear axle to walk very effectively off-road. Like the Land Rovers, it is excellent in rugged terrain by maintaining traction even when the suspension is at full travel.

All the available engines have plenty of power, and the excellent transmissions make low-speed trundling easy. Their crawl speed is quite high, however, and engine braking isn’t too good in any of the models.
MODIFICATIONS

The Quadra-Drive models benefit from lockers front or rear, but the Quadra-Drive II models are more difficult to modify (you need to remove the viscous coupling centres, which becomes expensive). Good suspension is also a must for this model, including upgraded trailing arms to maximise travel.

Many accessories are expensive for this model, owing to the fact it was quite a lowvolume seller. All the usual towbars and bullbars are available, as well as roof racks to increase cargo volume. As with any Jeep, there is a worldwide network of enthusiasts who have done practically every modification you’ll ever think of, so if you’re thinking of something you’d like to attempt, you won’t have to look too far to find advice!

You may find many off-theshelf products need to be ordered, so be prepared to be patient during your build-up.
YES OR NO?

The Grand Cherokee is as honest as any modern 4WD you’ll find. Don’t be frightened to buy a Jeep.

You need to remember they aren’t unreliable at all, just constructed differently to the high-volume Japanese models.

For a family of five, the WJ–WG is a winner. It has plenty of room inside and many luxurious appointments, and rides along in comfort. Its monocoque construction doesn’t lend itself too well to major hardcore modifi cations, so if you’re looking to build a comp truck, you should look to a fullchassis model.

Make sure you have a Jeep specialist check over any model you’re looking at, and pay attention to its service history carefully. Looked after, a Grand Cherokee will provide you with years of solid service, and you’ll stand out from the crowd with something unique.
WHAT YOU’LL PAY

MODEL
1999 4.0 PETROL AUTO
RRP new: $51,100 Used: $9800–$13,300

2000 4.7 V8 PETROL AUTO
RRP new: $55,850 Used: $9900–$15,800

2002 4.7 HIGH OUTPUT
RRP new: $76,064 Used: $13,400–$19,500

2003 2.7 DIESEL LIMITED
RRP new: $57,490 Used: $14,400–$21,500

2005 4.7 OVERLAND
RRP new: $69,990 Used: $20,000–$29,600
INSURANCE

A 30-year-old male living in Western Sydney could expect to pay between $1250 and $1890 for a 2000 Laredo six-cylinder per year, and around $2050 for a 2004 Diesel Limited.
(Please note: insurance costs vary greatly depending on your driving record and place of residence)
MODEL VARIANTS:

LAREDO – Basic trim, cassette stereo, six-cylinder engine
LIMITED – Leather trim, wood grain inserts, V8 engine, fi ve-speed auto in WG, 2.7 diesel after 2003
OVERLAND (2002 ON) – High Output V8, 2.7 diesel and full leather upholstery with CD changer
DATES:

JUNE 1999 – WJ model launched in Laredo or Limited trim, six-cylinder or V8
NOVEMBER 2000 – WG upgrade, five-speed auto added
MARCH 2002 – Trim upgrade, Overland model added
MARCH 2003 – 2.7 diesel added, trim upgrade
MAY 2005 – All models replaced by WK Grand Cherokee
SPECIFICATIONS

ENGINES:

PETROL
4.0L POWER TECH – 3956cc OHV inline-six EFI
140kW @ 5000rpm
295Nm @ 3050rpm

4.7L POWER TORQUE V8 –
4701cc SOHC 16-valve V8 EFI
162kW @ 4700rpm
390Nm @ 3200rpm

4.7L HIGH OUTPUT POWER
TORQUE V8 – 4701cc SOHC 16-valve V8 EFI
190kW @ 5200rpm
425Nm @ 3500rpm

DIESEL
2.7L CRD – 2685CC SOHC 20-valve five-cylinder common-rail turbo diesel
120k W@ 4000rpm
400Nm @ 1800–2600rpm

TRANSMISSIONS:
All auto: six-cylinder – Chrysler four-speed ‘Torqueflite’
V8 and diesel: four-speed electronic 45RFE auto ( 545RFE five-speed after 2002)

SUSPENSION:
FRONT: Four-link rigid live axle, coil springs, gas dampers
REAR: A-frame link, rigid axle, coil springs and gas dampers

BRAKES:
FRONT: Ventilated discs
REAR: Solid discs

STEERING: Power-assisted recirculating ball and nut

DIMENSIONS:

FUEL CAPACITY – 78L
KERB WEIGHT – 1989kg
GVM – 2506kg
HEIGHT – 1762mm
WIDTH – 1845mm
LENGTH – 4612mm
GROUND CLEARANCE – 205mm

TOWING CAPACITY
BRAKED – 2950kg
UNBRAKED – 750kg

OFF-ROAD ANGLES:
APPROACH – 36.6°
DEPARTURE – 28°
RAMP-OVER – 18.9°