2018 Jeep Grand Cherokee Trackhawk

2018 Jeep Grand Cherokee Trackhawk

Episode 3707
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

By just about any measure, the Jeep Grand Cherokee is one of the most capable of all utilities. But there’s never been a Grand Cherokee quite like the Trackhawk. Think of it as the Challenger Hellcat’s outdoorsy uncle. You know, the one with Army Ranger skills that everyone’s a little bit afraid of. Get the picture? Well maybe this will help.  

High performance Grand Cherokees are nothing new of course, and even high performance SUVs in general are a dime a dozen these days. But there’s never been anything quite like this 2018 Jeep Grand Cherokee Trackhawk.

It’s the answer to the question, “what happens when you stuff a Hellcat engine into one of the most-in-demand SUVs of all time.”

And if you don’t know what a Hellcat engine is, allow us to introduce you to 707-horsepower of HEMI awesomeness, from a 6.2-liter supercharged V8 engine that spins up 645 lb-ft. of torque. 

Yes, that’s a lot of power; and yes it does move this GC around like its 5,300-lbs are not subjected to earth’s normal laws of gravity. 

Indeed, straight-line is where it’s at for this 4X4. After dialing the launch control to 1,900 RPM; we just let the GC monitor power, as we just floored it, released the brake, and held on; hitting 60 in 3.5-seconds on our first try. 

There’s plenty of traction for making that leap, planting you firmly into the seat. And with Torque Reserve constantly feeding more and more power in; that feeling never lets up until you back off the throttle.

On the road, there’s plenty of typical Grand Cherokee comfort, but with pleasant sounds of Hellcat creeping in; though supercharger whine seems more subdued here than in the Challenger and Charger. Plus, it can trailer tow a hefty 7,200 pounds.

It’s not the softest of highway rides, as the suspension has been stiffened, and wheels are 20’s. 

Of course the transmission, an 8–speed automatic, as well as all driveline components have been beefed up to handle the middle-management stress of delivering that much power to the pavement.  

With distinctive yellow calipers, the Brembo brakes are bigger than those on Hellcat cars, and do a tremendous job of quickly stopping this beast.

All-wheel-drive management deploys power differently, whether you’re accelerating in a straight-line or towing; even defaulting to rear bias in Track mode for road course work. And yes, you can haul this thing around a race track, which we did at New Hampshire’s Club Motorsports. 

Clicking the steering wheel–mounted paddles shifters results in immediate gear changes; and all of that power from under the hood, basically negated all of this track’s elevation changes. 

It does take a while to feel truly comfortable stuffing a heavy SUV into a corner; but once you get used to it, the Trackhawk is great fun; not quite a Porsche Cayenne, as it could use more steering feel, but way more than you expect from a vehicle that in its heart wants to be off pavement more than clinging to it at high speeds. 

There’s very little roll; and while it’s fairly responsive to inputs, planning ahead and keeping those inputs smooth will give you the best results; as stability control will still cut in even in Track mode.

Updates to the front end allow more air to come in, and there’s more going out as well…

GREG CARLOSS: “There’s also a quad exhaust system out back. There’s a bit of refinement to it. It’s not as brutal and aggressive as the Charger and Challenger, but still really nice. You get a lot of sound there (engine growls). Bang the throttle (engine growls) I mean it’s everything you want maybe just a little bit more refined than those other cars”

JOHN DAVIS: Things are dressed up inside, but it’s not as if build quality has been supercharged as well. There’s a nice, thick steering wheel, and great seats.

Bearing the double burden of being an SUV and a performance machine, Government Fuel Economy Ratings are pretty dismal at 11-City, 17-Highway, and only 13-Combined. 

Still, no matter how bad-to-the bone it is, at the end of the day, it remains a Grand Cherokee, and a pricy one at that; $86,995. However, something comparable from Europe would require a 6-figure investment. 

So whether you look at the 2018 Jeep Grand Cherokee Trackhawk as a family truckster built for track days, or a performance car that you can haul with; it’s a far-out piece of performance machinery, made with a formula that Fiat-Chrysler seems to have perfected. 

Specifications

  • Engine: 6.2 liter
  • Horsepower: 707
  • Torque: 645 lb-ft.
  • 0-60 mph: 3.5 seconds
  • EPA: 11 mpg city / 17 mpg highway
2025 Buick Enclave 1

2025 Buick Enclave

Buick’s Biggest Utility Gets More Premium Look, Less Premium Powertrain

Episode 4418
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Buick is now an all SUV brand with the three-row Enclave sitting at the top of their lineup. And for this all-new third generation, it looks like Buick has finally given it the true flagship treatment it deserves. Reason enough for us to see what else new this posh performer has in store.

Don’t think of this 2025 Buick Enclave as just a new third generation of Buick’s largest three-row SUV, but more of a total reboot for a luxury segment pioneer. Part of that reinvention is swapping out the 3.6-liter naturally aspirated V6 engine, that has been the heart of this large crossover since it arrived on the scene for 2008, for a new 2.5-liter turbocharged four-cylinder.

Though using two fewer cylinders, it rates 18 more horsepower at 328. The gain in torque is even greater, climbing from 266 to 326 lb-ft.

Power from a start and when tooling around town feels pretty good, but you do notice that engine working hard under the hood; there is more engine noise and it’s not as smooth as many competitors who have also made the switch to turbo-four power. Max towing rating remains at 5,000 lbs. The new standard automatic transmission loses a gear, dropping from nine to eight, a simplifying move we applaud. All-wheel drive is a $2,000 option with all trims.

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The Enclave rides on the same front-wheel-drive based chassis that supports the Chevrolet Traverse and GMC Acadia. It remains the most luxurious of the three, though all have made big upward strides. And that luxurious feel is very evident inside where things appear special without flaunting it. Materials are vastly improved over the last gen, especially in top Avenir trim which is the choice for most Enclave buyers.

Front seats are very comfy, well suited for long days of highway travel. It’s hard to miss the 30-inch ultra-wide display, similar to Cadillac’s. It is big, but not intimidating as operation is very logical and you can easily configure things as you want them, including bringing the nav screen up full in front of the driver.

Front seats are very comfy, well suited for long days of highway travel.

Between the seats is a very substantial console with lots of storage space and standard wireless phone charging. There is definitely room for full-size adults in all three rows of seating. Big, plush captain’s chairs with all trims for the second row; and a less plush but still comfortable three-place third row.

GM’s Super Cruise has now made it to Buick’s lineup, available as a standalone package for any trim. It remains a favorite of ours for hands-off highway cruising. Despite feeling adequately powered on the street, the Enclave’s turbo-four felt a little out of its element at our Mason Dixon Dragway test track. There was very little jump off the line, just a slow wind up to 60 of 8.0 seconds, with the quarter-mile completed in 16.0 seconds flat at 92 mph.

We could really feel the Enclave’s weight in our handling course, about 150-lbs. over last year, even with less motor under the hood. But there was very little body roll, and no excessive oversteer or understeer. In panic braking runs, there was good feel through the pedal, and solid stops from 60 averaging a fine 111 feet.

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To all of our eyes, the Enclave is bigger yet much better looking than before. Now more sophisticated using Buick’s PURE philosophy which emphasizes Purity in design, Unexpected details, Refined finishes, and Exceptional execution.

With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined; we managed a great 24.9 mpg of Regular. That’s a slightly below average Energy Impact Score, consuming 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.

No more Essence or Premium Enclaves, as the new gen brings new trim names along with it; the base option now being Preferred which starts at $46,395, and unless you choose white, you’ll be paying extra for all exterior colors. Just a short step from there to the Sport Touring for $48,795, and then a much bigger bounce up to Avenir at $59,395.

With so many big utes now aimed at luxury and near luxury buyers, it’s getting harder and harder for Buick to stand out. Being an all-utility brand, with one of the freshest lineups in the industry, will no doubt help. The 2025 Buick Enclave is a very stylish, well-equipped, well executed large three-row crossover that’s priced right.

Specifications

As Tested

  • Engine: 2.5-liter turbo-4
  • Transmission: 8-speed automatic
  • Horsepower: 328
  • Torque: 326 lb-ft.
  • EPA: 19 City | 24 Highway | 21 Combined
  • 0-60 mph: 8.0 seconds
  • 1/4 Mile: 16.0 seconds at 92 mph
  • Braking, 60-0 (avg.): 111 feet
  • MW Fuel Economy: 24.9 mpg (Regular)