There’s no brand more associated with SUVs than Jeep, and rightly so. Jeep virtually invented SUVs in the 1940s, and it helped lead the charge into modern SUVs in the 1960s with the Wagoneer and Commando. By the 1980s, the Wagoneer had grown into the luxurious Grand Wagoneer. However, it was still the same Camelot-era beast under its luxurious exterior and wildly outsold by the newer, smaller Cherokee. As family SUVs boomed and grew ever more luxurious, Jeep decided to combine these flavors for its 1990s flagship: the Grand Cherokee.
Launched for the 1993 model year, the original Grand Cherokee was almost a decade in the making, having started under American Motors’ ownership before Chrysler bought Jeep in 1987. The long, deliberative process created a winning product though, with the midsize Grand Cherokee a major hit with well-heeled suburbanites and off-road adventurers alike. It was as modern and capable as the Cherokee if not more so, and nearly as luxurious as the outgoing Grand Wagoneer.
The Grand Cherokee’s premium feel and mid-range price set it apart from everyday Ford Explorers and helped establish the modern mid-size luxury SUV class without ever abandoning its blue-collar roots. None other than Mercedes-Benz and BMW struck back in response with the original 1997 ML-Class and the 1999 X5.
Jeep hasn’t deviated from this winning formula in three decades and five generations of Grand Cherokee. This SUV offers capability and premium features at a more attainable price than traditional luxury brands to this day, and Jeep hasn’t ever compromised its off-road ability in search of luxury customers, though not all Grand Cherokees are trail crawlers. You might not use low-range four-wheel-drive (4WD) every day, but it’s nice to know it’s there when the conditions get rough.
The Grand Cherokee was totally redesigned for 2022 into its fifth generation, but here we’ve broken down all the generations and included some advice about what to watch out for and what to pay for each. Jeep fans often refer to these vehicles by their design codes, such as ZJ, WK, and WL (the current one), so you may encounter these abbreviations when researching.
Jeep Grand Cherokee: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Jeep Grand Cherokee Pros and Cons
- Jeep Grand Cherokee Generations
- Fifth Generation (2022-Present)
- Fourth Generation (2011-2022)
- Third Generation (2005-2010)
- Second Generation (1999-2004)
- First Generation (1993-1998)
Frequently Asked Questions
Which Jeep Grand Cherokee years are the best?
The fifth-generation models, new in 2022, have a decent repair record and are still under warranty, so that’s reassuring. Among earlier versions, the original 1992-98 model is famously robust mechanically but rust-prone. Later fourth-generation models (2015 to 2020) have a far better record than their early 2010s predecessors, and early 2000s second-generation versions are also more reliable than their later third-generation counterparts. No Grand Cherokee has a reliability record as stellar as a Toyota 4Runner, however.
What are the worst Jeep Grand Cherokee years?
Early fourth-generation models, built from 2011 to 2014, are undoubtedly the most problematic Grand Cherokees. Almost universally among outlets that track automotive reliability and complaints, they have the worst records of any Grand Cherokee. Electrical and engine troubles are the primary issues, but interior quality and fuel system problems also pop up. 2011 models come in for the worst complaints, likely because it was the first year of the brand-new fourth-generation model, which was designed and put into production during a turbulent time at parent company Chrysler.
Is a used Jeep Grand Cherokee a good deal?
It depends on the configuration and condition. The Grand Cherokee tends to be cheaper than SUVs from luxury brands like Land Rover or Mercedes-Benz, but its upkeep costs can be almost as high as theirs. Some Grand Cherokees also lack features you might assume are standard, like four-wheel drive. Generally speaking, if you don’t need the Grand Cherokee’s off-road talent, there are probably cheaper options to buy and run, but if you want the full package, comparable vehicles might cost more used, like the 4Runner or premium SUVs.
Jeep Grand Cherokee Pros and Cons
Pros:
- Outstanding off-road capability
- Wide range of trims for any budget
- Intuitive technology (4th- and 5th-gen)
Cons:
- Underwhelming engines in early generations
- Poor build quality in third and early fourth generations
- Reliability issues in certain years
Jeep Grand Cherokee Generations
Fifth Generation (2022-Present)
The fifth-generation (WL) Grand Cherokee arrived in late 2021, having had its introduction pushed back slightly by the Covid-19 pandemic and subsequent chip shortage. Almost entirely new, only the engines and a few other pieces were carried over from its predecessor. The most new versions were truly new, however: A three-row version, the Grand Cherokee L, and a plug-in hybrid, the Grand Cherokee 4xe. We consider the Grand Cherokee L a separate model, and you can find articles dedicated to that version elsewhere on CarGurus.com
Though mostly new mechanically, the fifth-gen Grand Cherokee’s styling is largely evolutionary and skews towards luxury. Entry-level models are fairly basic, and rear-wheel drive by default, but as in past generations a huge array of options are available, including three different four-wheel drive setups, Quadra-Trac I, Quadra-Trac II with a low range, and Quadra-Drive, which incorporates an electronic locking rear limited slip differential and a height-adjustable air suspension for maximum ground clearance.
Trims also range from basic and affordable (Laredo and Altitude) to luxurious and pricey (Overland, Summit, Summit Reserve). This is even more true of the 4xe plug-in hybrid, which lists for as much as $80,000. The accommodations are first class on those high trims though, with fine leather and tech features galore, including Active Driving Assist (Jeep’s answer to GM’s Super Cruise), fine leather, and even a front passenger entertainment screen.
The WL-Series Grand Cherokee’s standard powertrain is a 3.6-liter V6 making 293 horsepower and 257 pound feet of torque. Early on, buyers could also opt for the long-serving, 5.7-liter Hemi V8 with 357 horses and 390 pound-feet or the 4xe, which combines a turbocharged 2.0-liter four-cylinder engine with a pair of electric motors for 375 horsepower and 470 pound-feet of torque. The Grand Cherokee L still uses the V8, but it was dropped from the regular Grand Cherokee for 2024, and the ultra-capable Trailhawk model got the torquey 4xe powertrain by default. All use an eight-speed automatic transmission.
These Grand Cherokees are still very new, but a fair number of them are starting to hit used vehicle lots. As the previous-generation model overlapped with the first 18 months or so of WL-Series production, check your listings carefully. V6 powered fifth-generation Grand Cherokees start used at around $27,000 for the most basic models, but Overland and Summit trims might be reachable for $42,000 to $54,000, a big savings from buying a new one. Expect to pay more for V8s and (especially) 4xe models, which are more expensive.
Fourth Generation (2011-2022)
The fourth-generation “WK2” Grand Cherokee first broke cover at the 2009 New York Auto Show, but it didn’t reach production until late 2010 thanks to Chrysler’s brush with bankruptcy during the Great Recession. Despite a rough beginning, the WK2 would be long-lived and a huge success for Jeep and Fiat Chrysler Automobiles (who inherited it from Cerberus Capital Management, who owned Chrysler at the height of the financial crisis).
Like previous Grand Cherokees, the WK2 was a steel unibody machine rather than a body-on-frame SUV, but it now offered a fully independent suspension for a much smoother on-pavement ride, and it was wrapped in prettier styling, inside and out. It also had more power than previous versions and even eventually offered a Hellcat V8.
Since the WK series was on sale for more than a decade, there are distinct eras within it, but it offered most of the same powertrains throughout the run. From 2011, the standard engine was the 295-horsepower 3.6-liter Pentastar V6, while the 357-horsepower 5.7-liter Hemi V8 was optional. In 2012, Jeep added the high-performance SRT, with a 470-horsepower, 6.4-liter version of the Hemi. For 2014, they went in the other direction, adding a frugal 240-horsepower 3.0-liter diesel V6, which remained in production until 2019. Finally, in 2018, came the Trackhawk, which had a 707-horsepower 6.4-liter Hemi and lasted into 2021.
The Pentastar V6 was much more fuel efficient than the older V6 in the previous generation, and the WK2 Grand Cherokee was more efficient generally, but it only gets mediocre gas mileage by midsize SUV standards. Over time, these SUVs used five-, six-, or eight-speed automatics, though many were recalled in the late 2010s due to the curious push-button shifter which made it hard to tell if you were in gear or not.
With the V8 engine and proper equipment, the Grand Cherokee can tow an impressive (for its class) 7,400 pounds. Towing capacity with the V6 engine is 3,500 pounds. As before, the Grand Cherokee came standard with rear-wheel drive and was also available with various levels of 4WD and sophisticated terrain modes. As with the newer fifth-generation model, a height-adjustable air suspension with up to 10.7 inches of ground clearance was also available, and the most capable version is the Trailhawk. The fastest is the Trackhawk, but it isn’t optimized for the dirt as the Trailhawk.
These Grand Cherokees also came with increasingly sophisticated infotainment systems, from the original Uconnect system with voice commands on a 6.5-inch screen to the intuitive and extensive Uconnect 4 on an 8.4-inch screen. These systems aren’t as impressive as those in the current model, but they were top-tier in their day.
The WK2 Grand Cherokee got two major updates over the years, one in 2014 and another in 2017, but there were continuous improvements every year.
2014 models got revised exterior styling, a new dashboard setup with a new instrument cluster, and a host of driver-assist features, including forward-collision warning, automatic emergency braking, and adaptive cruise control. Not all of them were standard, of course. Drivetrain updates included a new eight-speed automatic transmission, which improved efficiency, as did the Turbodiesel engine. 2014 also saw the introduction of a new, upscale Jeep Grand Cherokee Summit trim with plenty of leather and creature comforts.
2017 Grand Cherokees added a standard backup camera and standard rear parking sensors and the Trailhawk trim also debuted that year. It featured upgraded air suspension, limited-slip differential, and five terrain settings. The package was accented by red tow hooks and a blacked-out hood, which was said to reduce glare when cresting a hill in sunny conditions. In 2018, a 7-inch touchscreen, Apple CarPlay, and Android Auto were added as standard equipment.
After that, changes were minor as the dawn of the fifth-gen model neared. Even after it debuted, however, Jeep kept selling the old model alongside the new one as the “Grand Cherokee WK” into mid-2022.
Early fourth-gen Grand Cherokees, and especially 2011 models, have a rotten repair record, but that isn’t necessarily reflected in low resale value. Nice ones from this era still cost anywhere from $11,000 to $17,000, and double that for SRT8 variants. Newer models built from 2015 to 2019 will cost more, roughly $15,000 to $25,000, but they tend to be more reliable and of higher quality. They have more features too, which doesn’t hurt. The vast majority of Grand Cherokees use the Pentastar V6, so expect to pay a little more for a V8 and much more for SRT or Trackhawk models. Diesel V6 versions sell for a little less, by comparison, but are hard to find.
Newer 2020 through 2022 versions can be easily found in good condition for $20,000 to $30,000, but higher trims might cost more. Since the fifth-gen versions are nicer, it might be worth stretching for one of those instead.
Third Generation (2005-2010)
The third-gen “WK” Jeep Grand Cherokee was a clean-sheet redesign of the popular 4x4, ditching the old solid axle front suspension and inline-six engine for a fully independent front suspension and a standard V6. It also featured a new four-wheel drive system, Quadra-Drive II, with a two-speed transfer case and, more notably, front and rear electronic limited-slip differentials, an industry first. Though you could only get them on the higher trims, this Grand Cherokee also debuted some of the models’ earliest infotainment systems, with a 5.8-inch navigation and radio display.
WK-Series models were available, at first, with a V6 and two V8 options and the choice of rear- or four-wheel drive. The 3.7-liter “Power Tech” V6 engine makes 210 horsepower and 235 pound-feet of torque. The smaller V8, also called Power Tech, displaces 4.7 liters and makes 235 horsepower and 294 pound-feet of torque. It is neither potent nor efficient, so if you prefer V8 power, we’d urge you to find an example with the larger 5.7-liter Hemi V8 engine, which makes 325 horsepower and 373 pound-feet of torque.
All three engines route power through a five-speed automatic transmission, though the V8s are coupled to a more robust, heavy-duty five-speed automatic transmission. In addition to Quadra-Drive II, there were two other systems just as there are today. The basic system was Quadra-Trac I full-time four-wheel drive. The smaller V8 is available with Quadra-Trac II, which adds a low range and the ability to split torque. The 5.7-liter V8 was available with Quadra-Drive II, and a Dynamic Handling System (anti-roll bars) was added for optimal performance and capability.
Despite its rugged appearance, this generation of Grand Cherokee fell short in a few areas. For one, the cabin is surprisingly cramped. Headroom is lacking and both rows of seating are tight on legroom. Just as crucially, the steering wheel does not telescope, meaning some drivers will be forced into awkward seating positions. It provides up to 67 cubic feet of cargo space with the rear seats folded, which drops to 34 cubic feet with the rear seats in use, which is also below average compared to its peers.
At the very least, some very nice options were available, including 17-inch alloy wheels, a power-adjustable driver’s seat, a tilting steering wheel, cruise control, power mirrors, power-adjustable pedals, parking sensors, and a Boston Acoustics premium audio system. There were also many special models, like the Rocky Mountain Edition, with all the fancy features of the high-end Limited trim plus all-terrain tires.
Standard safety features include front airbags, antilock brakes, traction control, and in later years, stability control. Side impact airbags were optional.
For 2006, Jeep also added a new, upscale Overland model and a high-performance SRT-8 variant. The latter featured a 6.1-liter Hemi V8 that put out 420 horsepower and 420 pound-feet of torque, allowing the big SUV to sprint from zero to sixty in under five seconds. With a specially-tuned all-wheel-drive system, lowered suspension, and 20-inch wheels wrapped in performance tires, the SRT-8 delivers legit performance and can take a corner with surprising precision.
In 2007, Jeep added a diesel engine option. This 3.0-liter Mercedes-Benz-sourced V6 was rated at 215 horsepower and 376 horsepower. Other updates for 2007 included new parking cameras and some trim updates to the Limited and Overland models. In 2008, the Grand Cherokee received some exterior visual tweaks, some new tech components and off-road system updates. It also received new safety features. For the 2009 model year, the new 5.7-liter Hemi V8 put out 357 horsepower, a 27-hp increase over the 2008 V8.
Though it’s quite pleasing to look at and much smoother to drive on pavement than the earlier Grand Cherokees, the WK doesn’t have a great reliability record. Its relative complexity also makes some repairs, like replacing HVAC systems, very difficult. Electrical problems are common, and the 4.7-liter V8 is prone to many expensive maladies (some Jeep fans even refer to this engine as a time bomb). V8 models of all kinds tend to have weaker transfer cases, and the front suspension isn’t as durable as the simpler design it replaced from the WJ-Series.
SRT models with their potent V8s have some enthusiast interest and remain pricey to this day, but otherwise, the WK series Grand Cherokee is dirt cheap, with clean, usable examples for sale from roughly $6,000 to $11,000. It’s hard to see spending big bucks on one when older models offer more reliability and newer ones have more features.
Second Generation (1999-2004)
Fully redesigned for the first time and supposedly sharing just 127 parts with its predecessor, the WJ-Series Jeep Grand Cherokee debuted for the 1999 model year. It featured more rounded styling and a slightly more upscale interior, but it was still instantly recognizable as a Grand Cherokee, thanks to its evolutionary shape.
The base engine in this new Grand Cherokee continued to be the old 4.0-liter inline-six, now with 195 horespower. A 235-horsepower 4.7-liter “Power Tech” V8 was also offered and is only available with four-wheel drive. This vintage Grand Cherokee is known for a handful of issues, including with the brake rotors and power door locks, and the 4.7-liter V8 isn’t Jeep fans’ favorite due to its history of problems. In contrast, the inline six is a model of reliability. There have also been reports of water leaking into the vehicle through faulty seals.
As on later Grand Cherokees, there were multiple 4x4 systems, including Quadra-Trac and Quadra-Drive, the latter with a new two-speed, chain-driven transfer case and three locking differentials (front, center, and rear). The former eventually also got that transfer case but with open diffs. Manual transmissions were no longer offered in this generation, but higher trims got sophisticated four and five-speed automatic transmissions that actually offered six gears even though they were not labeled as such. The vehicle could electronically choose different ratios on demand.
Jeep also made the Grand Cherokee’s frame more rigid and used a larger percentage of high-strength steel in its construction, making it quieter, more durable, and a little less rust-prone. The added strength meant more passengers and cargo space, and the WJ is notably roomier than the original first-generation model. Jeep also added many new features that competitors didn’t have yet, like Bluetooth connectivity, memory seats activated by the key fob, dual-zone climate control, and HomeLink controls for your garage door or gate. Most of these were optional or included only on higher trims.
For 2002, Jeep introduced the luxury Overland trim, which the Summit would later supplant. The following year, the Grand Cherokee got a light visual refresh and engineering updates that improved the ride quality, brake pedal feel, and steering. However, the live axle front suspension remained. Satellite radio and GPS navigation became options for the first time in 2003.
As in the first generation, there were a variety of special models including 2004’s Columbia Edition. It featured special alloy wheels and unique styling elements. This special edition also came with a Columbia Sportswear winter coat, though it might be a tall order to ask the previous owner to produce this jacket today.
Though a complex vehicle when new and one to which various electronic systems were often added to accommodate new features, the WJ-Series Grand Cherokee has a better reliability record than the WK-Series that replaced it. Steering and suspension components, which get used hard if you go off-road, are common pain points, as are the 4.7-liter V8 and the HVAC system, particularly if it has the optional dual-zone climate control. Rear axles on V8s are also known for premature wear.
Clean, low-mileage examples of this Grand Cherokee aren’t easy to find now, but fairly nice ones with under 130,000 miles typically sell for $6,000 to $10,000. Stick with the six-cylinder models if you want one, as they’re both less expensive and more reliable.
First Generation (1993-1998)
Originally, the first Grand Cherokee was intended to replace the long-lived XJ-Series Cherokee (1984-2001). Not long into its development, Jeep and its parent company, struggling American Motors Corporation (AMC), were bought by Chrysler, who loved both the “ZJ” Grand Cherokee design and AMC’s creative process, which it implemented for many of its non-Jeep products thereafter. It also recognized that the Grand Cherokee was more substantial than its smaller sibling, and it launched as a midsize luxury SUV in January 1992.
The Grand Cherokee borrowed useful pieces from both automakers thanks to the AMC and Chrysler connections. Much of the design work was done by AMC, and the base engine (the only option in 1992-built versions) was AMC’s venerable 4.0-liter inline-six, which put out 190 horsepower. These engines are stout and known to last for well over 200,000 miles if properly maintained. Chrysler contributed the optional V8s, 220-horsepower 5.2-liter units from 1993 to 1998, and an optional 245-horsepower 5.9 in the final season, 1998.
Rear-wheel drive was standard, with four-wheel drive optional. From 1993 to 1995, buyers could opt for a five-speed manual transmission, but most first-generation Grand Cherokees used four-speed automatics. Jeep made many running changes to the automatics over the years, with five different designs in all. There were also three four-wheel drive setups: part-time Command-Trac (dropped in 1996) and full-time Selec-Trac were closer to all-wheel drive systems, while Quadra-Trac was a permanent four-wheel drive system that could split torque to the axles and a low range.
Though most of the ZJ-series’ life, it came in only three trims: Base, Laredo, and Limited, though the Base Grand Cherokee was renamed “SE” in 1994. It did not change very much during the run, as it was hugely popular right from the start. 1.7 million were sold in just over five years. Over time, The Limited received larger brakes, all models eventually received side-guard door beams and standard rear disc brakes. Options were also gradually added, including a power sunroof, a pop-up rear liftgate window, and an integrated child seat.
Jeep also continued its tradition of cross-branded collaborations that dated back to the 1970s. In the Grand Cherokee’s case, the coolest model was an Orvis package was offered on the Limited trim, with a special (and very Gucci-like) leather interior. Early on, there was also a Grand Wagoneer trim Grand Wagoneer trim with faux wood paneling, a replacement for the departed 1960s version.
In 1996, Jeep updated the engines to comply with new emissions regulations and refreshed the interior and exterior styling. It also added the sporty TSi model, a nod to the companion Eagle lineup of cars Chrysler created to fill former AMC-Jeep showrooms. Though it had sportier styling, it wasn’t much different from the other Grand Cherokees underneath. Compared to traditional body-on-frame SUVs, the unibody Grand Cherokee was smooth and quiet but more than capable off-road. It’s luxury look and feel helped keep it popular, and the ZJ-series’ best-selling years were 1995 and 1996.
Buyers liked Jeep Grand Cherokee's smooth ride, comfortable interior, and power. They disliked its slow acceleration and disappointing mileage, which is why Jeep added the 5.9 liter V8 (borrowed from the Dodge Dakota and Ram pickups) in 1998.
These original Grand Cherokees are collector vehicles now and are already starting to appreciate. This is especially true for rare versions like the Orvis and examples with the five-speed or the 5.9-liter V8. Most models are still affordable, though, and you can find fairly clean ones for anywhere from $5,000 to $8,000. They probably won’t remain this cheap forever though, as some low-mileage and rare examples are already selling for $15,000 to $25,000. The good news is that they’re among the most reliable of all Grand Cherokee generations, with rust being the biggest problem to watch out for.