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Jeep
Grand Cherokee
WK2·
2011-2021
suv-4wd
Caution
Price (AUD)
$12k-$70k (SRT/Trackhawk higher)
Body styles
5-door wagon
Drivetrain
RWD (rare, 3.6 Laredo), Quadra-Trac I full-time 4WD (single-speed), Quadra-Trac II / Quadra-Drive II full-time 4WD (two-speed, rear e-LSD)
Origin
USA
Built in
USA (Detroit, Jefferson North Assembly)
Overview
Australia got the WK2 as Laredo, Limited, Overland, Summit, the 6.4L SRT and (from 2018) the supercharged Trackhawk, across a 2011 launch and a major 2014 facelift (WK2.II) that brought the ZF 8-speed auto and the restyled nose. It is a genuinely good thing to drive - comfortable, quiet, properly capable on Quadra-Drive II with the rear e-diff and air suspension - and it sold strongly here on sharp pricing. But reliability is the catch, and it is the reason this is a 'buyer beware' vehicle rather than a default recommendation. The 3.0L VM Motori CRD diesel is the volume seller and also the biggest worry: a well-documented pattern of crankshaft/big-end bearing failure (often cylinders 4 and 5) that can grenade the engine, on top of EGR cooler, oil cooler and injector issues. Electrical gremlins via the TIPM, Quadra-Lift air suspension leaks, and the ZF 845RE 8-speed's low-speed shudder are common across the range. The petrol 3.6 Pentastar has the early left-head valve-seat defect; the HEMI V8s are strong but thirsty. Buy on a comprehensive history with proof of the diesel's servicing and any engine work - a cheap one with no records is a trap.
Engines & variants
3.0L V6 CRD turbo diesel
Engine
3.0L VM Motori MultiJet II common-rail turbo-diesel V6 (DPF)
Config
V6 turbo
Displacement
2987cc
Power
177kW @ 4000rpm (2011-2013), 184kW @ 4000rpm (2014+)
Torque
550Nm (2011-2013) / 570Nm @ 2000rpm (2014+)
Drivetrain
Full-time 4WD (Quadra-Trac II / Quadra-Drive II)
Economy
7.5-9.5 L/100km combined
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
5AT (W5A580, 2011-2013), 8AT (ZF 8HP / 845RE, 2014+)
Timing chain / belt / gear
Chain-driven (two chains, V6)
Pros
- Strong 570Nm and the best tow rating in the range (3500kg)
- Genuinely economical for a heavy V6 SUV
- Refined and quiet on the highway
- 8-speed ZF auto (2014+) suits the torquey diesel well
Cons
- Documented crankshaft / big-end bearing failure risk that can destroy the engine
- EGR cooler and oil cooler failures are common and expensive
- Injector and high-pressure fuel issues, plus DPF/emissions faults
- Built by VM Motori - parts and specialist diesel knowledge can be costly here
Known problems
high
Crankshaft / big-end bearing failure (engine seizure)
The signature WK2 diesel failure: big-end/crankshaft bearings (commonly cylinders 4 and 5) spin and seize, locking the engine - frequently preceded by a knock or oil-pressure warning. Linked to marginal oil flow/pressure and bearing wear; once it lets go the engine is usually finished.
Fix: There is no cheap fix - it needs a rebuilt or replacement engine. Pre-purchase: insist on full service history with the correct low-SAPS oil, listen for bottom-end knock, scan for fault codes, and walk away from any unexplained engine work.
high
EGR cooler and oil cooler failure
The EGR cooler can crack and the engine oil cooler (which sits in the valley) can fail, causing coolant loss, overheating, white smoke or coolant/oil cross-contamination. A very common and labour-intensive repair on this diesel.
Fix: Replace the EGR cooler and/or oil cooler with updated parts; pressure-test the cooling system. Check for coolant loss and emulsified oil pre-purchase.
medium
Injector and high-pressure fuel faults
Common-rail injectors and the high-pressure fuel system can fail, giving rough running, smoke, hard/no-start and limp mode - sometimes also dumping fuel into the oil.
Fix: Injector test and replacement by a diesel specialist; use quality fuel and filtration. Check oil level/condition isn't rising from fuel dilution.
medium
DPF / emissions and limp mode
DPF clogging, swirl/intake flap and sensor faults can trigger warnings and limp mode, especially on short-trip urban cars that never get a proper regen.
Fix: Regular highway running, address fault codes early, clean/replace DPF and intake components as needed.
3.6L Pentastar V6 petrol
Engine
3.6L DOHC VVT Pentastar V6
Config
V6 NA
Displacement
3604cc
Power
210-213kW @ 6350rpm
Torque
347Nm @ 4300rpm
Drivetrain
RWD or full-time 4WD (Quadra-Trac I/II)
Economy
10-13 L/100km combined (real world higher)
Tow (braked)
2812kg
Tow (unbraked)
750kg
Transmission
5AT (W5A580, 2011-2013), 8AT (ZF 8HP / 845RE, 2014+)
Timing chain / belt / gear
Chain-driven
Pros
- Cheapest WK2 to buy and avoids the diesel's bottom-end risk
- Smooth, willing V6 with no DPF complexity
- Widely used Chrysler engine with good parts support
- 8-speed auto (2014+) improves both economy and refinement
Cons
- Early (2011-2013) left-cylinder-head valve-seat defect causing misfires
- Thirsty in a heavy SUV, especially around town
- Less torque than the diesel for towing/loaded touring
- Oil consumption and cooling-system wear at higher km
Known problems
high
Left cylinder head valve-seat / valve-guide defect (2011-2013)
Early Pentastar engines suffer a left-bank cylinder-head defect (typically a cylinder-2 or cylinder-4 misfire, e.g. P0304) from valve-seat/guide wear caused by incompatible head materials. Chrysler issued a warranty extension overseas; later heads were revised.
Fix: Replace the affected cylinder head with the updated part. Check for misfire codes and a rough idle pre-purchase; confirm whether the head was already done.
medium
Oil consumption / cooling-system wear
Higher-km Pentastars can burn oil and develop water-pump/thermostat/radiator faults common to the engine family.
Fix: Monitor oil level, replace water pump and cooling components as preventive maintenance.
low
Fuel thirst
Not a fault, but a heavy 4WD wagon on a naturally aspirated petrol V6 drinks - 13L+/100km is common in town.
Fix: Accept the fuel bill or choose the diesel for touring.
5.7L HEMI V8 petrol
Engine
5.7L OHV HEMI V8 with MDS cylinder deactivation
Config
V8 NA
Displacement
5654cc
Power
259-268kW @ 5200rpm
Torque
520Nm @ 4200rpm
Drivetrain
Full-time 4WD (Quadra-Trac II / Quadra-Drive II)
Economy
13-16 L/100km combined (real world higher)
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
5AT (W5A580, 2011-2013), 8AT (ZF 8HP / 845RE, 2014+)
Timing chain / belt / gear
Chain-driven
Pros
- Strong, torquey and effortless V8 with a great noise
- No diesel bottom-end risk and no DPF
- 3500kg tow rating like the diesel
- Robust long-block when serviced and oil kept fresh
Cons
- Very thirsty, especially with MDS issues or towing
- 'HEMI tick' - MDS lifter/cam wear is a known V8 risk
- Premium fuel preferred for best performance
- Heavy front end wears brakes and suspension faster
Known problems
high
HEMI tick - MDS lifter / camshaft wear
The MDS (cylinder-deactivation) lifters can collapse from restricted oil flow, sludge or wear, causing a rhythmic tick that can escalate to a flat cam lobe and serious damage if ignored.
Fix: Replace failed lifters/camshaft; keep oil changes frequent with correct spec. Some owners disable MDS via tune to reduce wear. Listen for ticking on a cold and warm start pre-purchase.
medium
Exhaust manifold bolts / manifold cracks
HEMI exhaust manifold bolts can corrode and snap and manifolds can crack, giving a cold-start exhaust tick that quietens as it warms.
Fix: Replace broken studs/bolts and reseal or replace the manifold.
low
Fuel thirst
Not a fault - a 2.3-tonne V8 SUV will use 16L+/100km in mixed driving.
Fix: Accept it; the V8 is bought for character, not economy.
6.4L SRT HEMI V8 petrol
Engine
6.4L (392) OHV HEMI V8 with MDS
Config
V8 NA
Displacement
6417cc
Power
344-350kW @ 6000rpm
Torque
624Nm @ 4100rpm
Drivetrain
Full-time 4WD (Quadra-Trac active, SRT calibration)
Economy
14-18 L/100km combined (real world higher)
Tow (braked)
2949kg
Tow (unbraked)
750kg
Transmission
5AT (W5A580, 2012-2013), 8AT (ZF 8HP / 845RE, 2014+)
Timing chain / belt / gear
Chain-driven
Pros
- Huge naturally aspirated performance and noise for the money
- Brembo brakes, adaptive suspension and an enthusiast following
- Strong used demand keeps values up
- No DPF or diesel bottom-end worry
Cons
- Very thirsty and runs premium fuel only
- Same MDS/HEMI-tick lifter risk as the 5.7
- Performance brakes, tyres and suspension are expensive to maintain
- Lower tow rating than the diesel/5.7 despite the power
Known problems
high
HEMI tick - MDS lifter / camshaft wear
The 392 shares the MDS lifter and camshaft wear failure of the HEMI family; a developing tick can lead to a wiped cam and major repair.
Fix: Frequent correct-spec oil changes; replace lifters/cam if affected; many owners tune out MDS. Inspect for tick and check service history pre-purchase.
medium
Brake / suspension running costs
Brembo pads and rotors, performance tyres and adaptive dampers are costly consumables, and many SRTs have been driven hard.
Fix: Budget for genuine-spec brakes and tyres; inspect dampers and rotors for wear/heat damage.
low
Fuel thirst / hard prior use
16-18L+/100km is normal and many cars have led a hard life - the running cost and condition risk go together.
Fix: Choose a well-kept, documented example; accept the fuel bill.
6.2L Trackhawk supercharged V8 petrol
Engine
6.2L supercharged OHV HEMI V8 (Hellcat)
Config
V8 supercharged
Displacement
6166cc
Power
522kW @ 6000rpm
Torque
868Nm @ 4800rpm
Drivetrain
Full-time 4WD (Trackhawk calibration)
Economy
16-20 L/100km combined (real world much higher)
Tow (braked)
2949kg
Tow (unbraked)
750kg
Transmission
8AT (ZF 8HP / 850RE)
Timing chain / belt / gear
Chain-driven
Pros
- 707hp supercharged Hellcat V8 - genuinely ferocious performance
- Strong, upgraded 8-speed (850RE) and Brembo brakes
- Rare, collectible and holds value strongly
- Surprisingly usable everyday family SUV
Cons
- Extreme fuel and tyre consumption
- Supercharger, driveline and brakes are very expensive to service
- Many have been driven extremely hard
- High purchase price and costly to repair if abused
Known problems
high
Hard prior use / driveline stress
With 522kW many Trackhawks have been launched and tracked; supercharger, transfer case, diffs and driveshafts take a beating, and abused examples can need major driveline work.
Fix: Buy only with full history and ideally a forensic pre-purchase inspection; check for driveline noise, modifications and prior track use.
medium
Brakes, tyres and supercharger servicing
Brembo brakes, staggered performance tyres and supercharger maintenance (and the belt/snout on hard-used cars) are very expensive consumables.
Fix: Budget for genuine-spec parts; inspect brakes, tyres and supercharger condition.
Common problems (all variants)
high
TIPM (power module) electrical faults
The Totally Integrated Power Module is the WK2's signature electrical weak point: failing internal fuel-pump relays and circuits cause intermittent stalling, no-starts, and random electrical gremlins (lights, wipers, locks). Worst on early cars; subject to recalls/lawsuits overseas.
Fix: Replace or repair the TIPM with an updated unit; some shops fit an external fuel-pump relay bypass as a cheaper interim fix. Check for stalling/no-start history.
high
Quadra-Lift air suspension leaks / faults
On air-suspension cars (Overland, Summit, SRT, Trackhawk and option cars) the air springs, compressor and valve block leak and fail with age, leaving the car sagging, stuck low/high, or throwing suspension warnings.
Fix: Replace leaking air springs, compressor or valve block; aftermarket coil-conversion kits exist as a cheaper permanent fix. Cycle the ride heights on a test drive.
medium
ZF 845RE 8-speed shudder / harsh shifts (2014+)
The ZF-based 845RE 8-speed (2014+) is known for a torque-converter shudder and harsh/bumpy low-speed shifts, often needing a software update and/or fluid service; severe cases need converter or transmission work.
Fix: Apply the latest transmission software, do a correct ZF fluid/filter service; replace torque converter or transmission if shudder persists.
medium
Uconnect / electronics glitches
Uconnect screen freezes/reboots, reversing-camera dropouts, phantom warnings and key-fob recognition faults are common, partly tied to software and partly to the TIPM/wiring.
Fix: Software updates, radio/head-unit reset or replacement; diagnose against TIPM/battery health.
low
Brake and suspension wear (heavy vehicle)
A heavy 2.2-2.4 tonne SUV (more on the V8s) wears brakes, bushes and control-arm components faster than lighter rivals.
Fix: Quality pads/rotors and suspension components; inspect front end at service.
medium
Coolant leaks and overheating
Water pumps, thermostats, radiators and (on the diesel) the oil/EGR coolers leak with age - overheating is especially serious on the diesel given its bottom-end fragility.
Fix: Replace failed cooling components promptly; pressure-test the system and check coolant condition pre-purchase.