Jeep Grand Cherokee IV (WK2) (2011 – 2021)
Reliability score : 6.8/10
The fourth-generation Jeep Grand Cherokee (WK2) marks a major turning point for the model. Developed during the DaimlerChrysler alliance era, it shares its platform with the Mercedes-Benz M-Class (W166). This SUV combines exceptional off-road capabilities (Quadra-Trac and Quadra-Drive systems) with road handling and comfort worthy of the premium segment. It benefited from two notable facelifts (2014 with the introduction of the excellent 8-speed ZF automatic gearbox, and 2017). Overall reliability rating: A striking contrast. According to the ADAC and the TÜV Report, the overall assessment is below the category average. However, this rating is dragged down by temperamental electronics (Uconnect system), fragile air suspension, and a highly problematic diesel engine (EcoDiesel). Conversely,
✅ Strengths
- Extremely robust and durable petrol engines (3.6 V6 and 5.7 V8)
- Real off-road capabilities (Quadra-Trac II / Quadra-Drive II)
- Excellent 8-speed ZF automatic gearbox (from 2014)
- Ride comfort and soundproofing (especially with air suspension)
- High towing capacity (up to 3,500 kg with the V8)
⚠️ Weaknesses
- Disastrous reliability of the 3.0L EcoDiesel engine (EGR, HP Pump, Sensors)
- Frequent electronic bugs (Uconnect touchscreen, various modules)
- Quadra-Lift air suspension prone to leaks and costly compressor failures
- Very high fuel consumption of the V8 engines
- Uneven interior finish and fitment on pre-facelift models (2011-2013)
🎯 Verdict
The Jeep Grand Cherokee WK2 is a vehicle with two faces. If you opt for a petrol engine (the 3.6L V6 Pentastar being the most rational choice, or the 5.7L V8 for towing), you will get a mechanically very reliable SUV that is comfortable and formidable off-road. Favor a post-2014 model to benefit from the excellent 8-speed ZF automatic gearbox and a modernized interior. On the other hand, avoid the 3.0L EcoDiesel engine. The data from the ADAC, TÜV Report, and NHTSA are damning: the breakdowns are serious, recurrent, and extremely costly (injection pump, EGR, sensors). Furthermore, regardless of the engine, be prepared for potential electronic quirks (multimedia system) and, if possible, avoid the Quadra-Lift air suspension on high-mileage used models, as its replacement is ruinously expensive.
Common issues
Défaillance du module TIPM (Totally Integrated Power Module)
High
🔧 80 000 – 150 000 km (surtout modèles 2011-2013)
💶 800 – 1 800 €
Vérifier le bon fonctionnement de tous les accessoires électriques et du démarrage.
Fuites ou défaillance du système de suspension pneumatique (Quadra-Lift)
High
🔧 100 000 – 180 000 km
💶 1 000 – 3 500 € (selon les composants affectés)
Tester les modes de hauteur, vérifier l'affaissement du véhicule après stationnement prolongé.
Défaillance de la pompe à eau (moteur 3.6L Pentastar V6)
Medium
🔧 80 000 – 150 000 km
💶 400 – 700 €
Inspecter régulièrement les fuites de liquide de refroidissement et le niveau.
Fuites du boîtier de refroidisseur d'huile (moteur 3.6L Pentastar V6)
Medium
🔧 100 000 – 180 000 km
💶 500 – 900 €
Vérifier les traces d'huile dans le 'V' du moteur sous le collecteur d'admission.
Rupture des goujons de collecteur d'échappement (moteur 5.7L Hemi V8)
Medium
🔧 120 000 – 200 000 km
💶 600 – 1 200 €
Écouter un 'tic-tic' distinctif au démarrage à froid, surtout côté passager.
Estimated maintenance costs
| Oil change |
£100 – 180 |
| Complete brakes |
£300 – 650 |
| Estimated annual budget |
£700 – 1 400 |
Indicative estimates (independent garage, UK market). Prices vary by region and year.