2018 Jeep Grand Cherokee

Standard 3.6L Pentastar V6 on Laredo/Limited (volume trims) is rated 295 hp @ 6,400 rpm for 2018.

Standard 3.6L V6 peak torque is 260 lb-ft @ 4,000 rpm for 2018.

Instrumented tests of the 2018 V6 4x4 (the volume configuration) cluster in the mid-7-second range; V8/EcoDiesel are quicker and the supercharged Trackhawk runs 3.5s, but neither is the representative trim.

The Pentastar V6 paired with the ZF 8-speed is smooth around town and on the highway, but reviewers consistently note it feels coarse and must be worked hard for passing power; the optional V8 delivers markedly more effortless response.

The ZF-sourced 8-speed automatic (shared across the powertrain lineup) shifts crisply and rarely hunts, widely praised as one of the better conventional automatics of its era.

Maximum conventional towing across the 2018 lineup, properly equipped, is 7,200 lbs with the HEMI V8 or EcoDiesel and the Trailer Tow Group.

4x4 is available across nearly the entire trim range with three distinct systems of increasing sophistication — Quadra-Trac I, Quadra-Trac II (low range), and Quadra-Drive II with electronic limited-slip rear differential — plus Selec-Terrain traction modes and, on Trailhawk, a two-speed transfer case and Quadra-Lift air suspension.

The Trail Rated Trailhawk trim offers 10.8 in of ground clearance (air suspension raised), 25.7° approach / 22.8° breakover / 27.1° departure angles, skid plates, and Quadra-Drive II with electronic limited-slip differential and low range — genuine light-to-moderate off-road credibility, though short of body-on-frame Wrangler-class capability.

2018 offers five distinct gas/diesel powertrains — 3.6L V6, 3.0L EcoDiesel V6, 5.7L HEMI V8, 6.4L SRT V8, and the new supercharged 6.2L Trackhawk V8 — an unusually wide spread for the segment, but none electrified (the 4xe PHEV arrives for 2022).

EPA combined rating for the 2018 Grand Cherokee 4x4 with the standard 3.6L V6, the volume powertrain/drivetrain combination.

EPA city rating for the 2018 Grand Cherokee 4x4 V6.

EPA highway rating for the 2018 Grand Cherokee 4x4 V6.

Computed from EPA combined MPG and the 24.6-gallon fuel tank capacity for the V6 4x4; matches fueleconomy.gov's published total range figure.

EPA annual fuel cost estimate at standard 15,000 mi/yr assumptions for the 2018 Grand Cherokee 4x4 V6.

The standard 3.6L Pentastar V6 runs on regular unleaded with no premium requirement; the diesel and SRT/Trackhawk variants have their own fuel needs but are not the volume configuration.

NHTSA's overall rating for the 2018 WK2-generation Grand Cherokee lands at 4 stars, with strong frontal and side results held down by a 3-star rollover figure on RWD models (4-star on 4WD) that is typical of tall unibody SUVs of this era.

No Top Safety Pick or TSP+ award for the 2018 model year. Moderate overlap front, side, roof strength and head restraints all rate Good, but small overlap front is Marginal on the driver side and Poor on the passenger side — IIHS itself flags the passenger-side result, noting safety-cage intrusion of up to 10 inches and the door opening in the test.

On the 2018 Grand Cherokee's volume trims (Laredo/Limited), forward collision warning with crash mitigation, adaptive cruise, lane departure warning/keep assist and blind-spot monitoring are all bundled into the optional Jeep Active Safety Group rather than standard equipment — none of the core ADAS suite is standard on the volume trim.

When equipped with the optional Full-Speed Forward Collision Warning system, IIHS rated vehicle-to-vehicle front crash prevention Superior (avoided the collision in both the 12 mph and 25 mph tests). IIHS lists no pedestrian AEB rating for this generation, and the system remains optional rather than standard, so it doesn't reach the top band.

Blind Spot Monitoring with Rear Cross Path Detection is available via radar sensors on the rear bumper, but it is alert-only (no active braking intervention) and bundled into the optional Active Safety Group rather than standard on the volume trim. Owner reports describe the system as workable but occasionally oversensitive.

The 2018 Grand Cherokee offers LaneSense Lane Departure Warning with Lane Keep Assist — warning plus a corrective steering nudge when drifting out of a lane — but no true lane-centering assist; that capability didn't arrive on the Grand Cherokee until the Active Driving Assist system introduced in 2021+. It is also part of the optional Active Safety Group, not standard.

Adaptive Cruise Control with Stop is available (full-speed range including stop-and-go), but it is bundled into the optional Active Safety Group on the volume trim and there is no combined highway-assist/centering feature to pair with it in 2018.

No hands-free highway driving system was available on the Grand Cherokee in 2018 — Jeep's Active Driving Assist hands-free system did not launch until the Grand Cherokee L (2021) and later Grand Cherokee (2022+) generation.

IIHS rated the HID projector headlights with high-beam assist (Overland, Summit, SRT, Trailhawk Luxury, Trackhawk) Acceptable, and the halogen projector headlights fitted to volume trims (Laredo, Trailhawk, Limited) Poor — the volume-trim figure governs this score.

No IIHS or instrumented visibility measurement exists for this vehicle; reviewer commentary on the WK2-generation Grand Cherokee consistently notes thick A-pillars creating front-corner blind spots, and a 360-degree camera is not offered on the volume trim to compensate. Score inferred from segment norms and carried-forward commentary on this unchanged-generation platform.

IIHS rated LATCH ease of use Marginal for this generation — lower anchors sit too deep in the seat bight to grip easily, and the upper tether anchors can be confused with other hardware. Only 2 rear seating positions have complete LATCH hardware.

The 2018 Grand Cherokee (WK2) is a two-row, five-passenger SUV across all trims; a three-row Grand Cherokee L did not arrive until the next-generation WL in 2021.

Volume Limited 4x4 trim front headroom figure, without dual-pane sunroof (sunroof reduces headroom).

Volume Limited 4x4 trim front legroom figure, consistent across Laredo/Limited/Overland trims for the WK2 generation.

Second-row headroom of the volume configuration, without panoramic sunroof.

Second-row legroom for the volume mid-size SUV configuration; roomy for the segment.

No third row is offered on the WK2-generation Grand Cherokee in any trim or model year through 2018; it is strictly a two-row, five-seat SUV.

Cargo volume behind the second row for the volume configuration, mid-pack for a mid-size two-row SUV.

Maximum cargo volume with rear seats folded flat, on the lower half of the segment band.

Reasonable console bin, door pockets and a flat load floor when seats are folded, but no standout storage innovation versus segment leaders.

Reviewers repeatedly praise wide, well-padded front seats with good lumbar support and comfortable rear seats for two adults; upper trims add plusher leather.

Composed and comfortable ride overall with some body roll in corners; the optional air suspension can transmit small pavement ripples, a minor negative reviewers noted.

Dual-pane front glass and added acoustic glass across the lineup for 2018 give near-zero wind noise and hushed overall noise levels for the segment.

Heated front seats and heated steering wheel available from Limited up, ventilated front seats and heated rear seats on Overland/Summit — good availability but gated to mid/upper trims rather than standard fleet-wide.

Entry Laredo trim MSRP with destination charge for the 2018 model year.

Limited is the volume trim for the 2018 Grand Cherokee, sitting between the base Laredo and the off-road/luxury/performance trims.

Mid-pack for a premium mid-size SUV; RepairPal-style estimates put annual repair cost near $666, and broader maintenance+repair estimates for the class land in the $3,200-$4,800 range over 5 years.

Depreciates somewhat faster than the mid-size SUV class average (class loses ~46% over 5 years; Grand Cherokee estimates run 50-54% loss, i.e. ~46-50% retention).

Standard FCA/Jeep basic warranty for the 2018 model year, unchanged from prior years.

Standard FCA/Jeep powertrain warranty for the 2018 model year, at the low end of the segment band.

The volume Laredo/Limited trims do not get Jeep Wave's complimentary scheduled maintenance (reserved for Overland/Summit/High Altitude in this generation), but every trim gets meaningful roadside assistance for the 5-yr/60,000-mi powertrain warranty period, including trip-interruption coverage up to $1,000 and same-day loaner/rental for service visits.

$38,990 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $18,325) leaves about $20,665 in depreciation. Add the projected $4,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,865 in total.

Both major reliability sources rated the 2018 Grand Cherokee below average, with J.D. Power's most negative marks landing on mechanical and body/interior quality — the areas most predictive of owner trouble.

Jeep was one of the worst-performing mainstream brands in dependability studies around this period, a persistent multi-year pattern rather than a one-year dip.

The 2018 model year drew a notably high recall count (11) for its generation, including two safety-significant campaigns — a powertrain control module defect causing stalls/no-start and a cruise-control fault that could prevent it from disengaging via brake or switch — beyond the typical volume of minor administrative recalls.

The volume 3.6L Pentastar V6 has a generally solid long-term reputation (aside from a known oil filter housing adapter leak), but it is paired with a ZF 8-speed automatic that has a documented pattern of rough/harsh shifting, shudder, and software-calibration complaints on this generation — a mixed rather than clean track record.

Reviewers consistently praised the Grand Cherokee's cabin as upscale for the segment, with genuinely premium materials on higher trims (open-pore wood, leather, distinctive finishes), competitive with or ahead of mainstream mid-size SUV rivals.

Reviewer impressions of assembly (quiet cabin, attractive fit and finish) were generally positive, but J.D. Power's initial-quality data for this model year pulled body/interior quality into below-average territory, indicating real owner-reported assembly complaints beneath the showroom impression.

Jeep/FCA maintains one of the largest domestic dealer footprints in the US, giving broad service access, but J.D. Power and Consumer Reports customer service satisfaction scores for the brand run mid-pack to below-average, consistent with a wide but unevenly-rated network.

Parts are widely available through both dealer and a large aftermarket/OEM-alternative supply chain given Jeep's sales volume, keeping availability strong, though repair costs run at typical-to-slightly-elevated levels for a mid-size SUV with independent suspension and an 8-speed automatic.

Volume Limited trim carries the 8.4-inch Uconnect 4 touchscreen; base Laredo uses a smaller 7-inch unit.

Uconnect 4 was widely regarded as one of the more intuitive, responsive infotainment systems of its era, with logical menus and physical volume/tune knobs retained alongside the touchscreen.

Apple CarPlay and Android Auto are available via the Uconnect 4/4C 8.4-inch system on Limited-and-up trims, but only as a wired (USB) connection — wireless projection was not offered on the 2018 Grand Cherokee.

Uconnect's voice command and optional embedded GPS navigation (Uconnect 4C NAV) were functional and well-regarded for the period but not a natural-language assistant; most owners still preferred phone projection for mapping.

Base audio is adequate; an optional 19-speaker Harman Kardon premium system was available on upper trims (Overland/Summit) and was well-reviewed for sound quality.

A configurable 7-inch color driver information display sits between analog gauges across the lineup — a partial digital cluster rather than a full reconfigurable display, with a true full-digital cluster not offered.

2018-era Uconnect 4 systems relied on dealer or USB-based software updates rather than broad over-the-air update infrastructure; no meaningful whole-vehicle OTA capability existed on FCA vehicles of this period.

The Uconnect Access app (with required subscription after an initial trial) supports remote start, lock/unlock, vehicle locate and remote climate on equipped trims — solid core functionality but subscription-gated after trial.

Standard USB-A ports front and rear plus a household-style outlet on some trims, but no USB-C and wireless charging pad only available as an option on upper trims — dated by later standards but typical for its era.

Keyless entry and push-button start are standard from Limited up (optional on Laredo), with remote start available; no phone-as-key capability existed in this era.

A rearview camera and ParkSense front/rear ultrasonic sensors are standard/available across most trims, with a 360-degree surround-view camera offered only on higher trims (Overland/Summit) — good but not universal.

No head-up display was offered on the 2018 Grand Cherokee on any trim; it was not introduced to the Grand Cherokee lineup until later generations.

Wide rear door openings and generous rear legroom (38.6 in) make car-seat installation and loading kids easy for a two-row SUV, though the two-row-only layout caps overall family capacity versus three-row rivals.

IIHS gave the 2018 Grand Cherokee Marginal (driver-side) and Poor (passenger-side) small-overlap front ratings despite Good in other tests, and key ADAS (forward collision warning, adaptive cruise) were optional packages rather than standard on family-friendly trims.

Quiet cabin, supportive front and rear seats, and decent rear legroom support multi-hour family trips, but limited to two rows and modest max cargo volume (68.3 cu ft) versus larger three-row competitors when gear-heavy.

Electric-assist power steering (added in this generation) and a smooth 8-speed automatic make around-town driving relaxed, though the SUV's size and mediocre turning circle add some effort in tight traffic.

EPA-rated 18/25/21 MPG city/highway/combined for the volume V6 4x4 configuration is below-average for a mid-size SUV, meaning higher per-mile fuel costs for daily commuting versus segment norms.

A ~37-38 ft turning circle and 189.8 in overall length are typical-to-slightly-large for the mid-size class, though standard rearview camera and widely available ParkSense sensors ease tight parking.

Best-in-class-for-the-era towing up to 7,200 lbs with the 5.7L V8 (6,200 lbs on the volume V6), plus a usable 68.3 cu ft max cargo hold, gives genuine light-work and towing capability despite no bed or commercial upfit ecosystem.

The WK2 platform and Pentastar V6/8-speed automatic have a reasonably proven reliability track record by 2018, though the Grand Cherokee is positioned as a luxury-leaning crossover-SUV rather than a fleet-hardened work vehicle.

No household power outlet or bed to speak of, roof rails support light racks, and there is no meaningful upfit ecosystem — the Grand Cherokee is not designed as a jobsite tool.

Quiet cabin and comfortable seats support highway touring, and a roughly 400+ mile highway range on the 24.6-gallon tank at 25 mpg hwy is solid, but ADAS driver-assist features that reduce fatigue were optional extras, not standard.

The Trailhawk trim offers Quadra-Lift air suspension with up to 10.8 in ground clearance, 26.2° approach/24° departure/25.7° breakover angles, and standard 4x4 with a locking rear differential — genuine off-road capability for the segment, though this is a trim-specific strength rather than fleet-wide.

60/40 split-folding rear seats and roof rails on most trims handle typical outdoor gear well, but 68.3 cu ft max cargo with seats folded is modest next to larger mid-size and three-row SUVs for bulky loads.

Secure and stable in reviewer testing with independent front/rear suspension, but reviewers note handling 'isn't top-notch' and body roll is present in corners — unremarkable rather than engaging for the segment.

The 2018 model year introduced electric-assist power steering, which is precise and light for daily use but numb on feedback compared to the outgoing hydraulic setup — precise enough without genuine road feel.

No instrumented stopping-distance figures found specifically for the 2018 model year; four-wheel disc brakes with a firm, predictable pedal are typical for the WK2 generation and adequate for the segment.

The 3.6L Pentastar V6 paired with the ZF-derived 8-speed automatic shifts smoothly with well-calibrated tip-in, a strength widely noted for this generation of Grand Cherokee.

The Pentastar V6 is generally quiet and inoffensive under normal driving, becoming more vocal but not harsh under hard acceleration; acoustic glass and sound deadening further isolate cabin occupants from powertrain noise.

Aggregated turning-radius sources put the curb-to-curb radius at 18.6-19.0 ft depending on trim/wheel size, giving a turning circle in the upper-37 to 38 ft range — larger than compact SUVs but typical for a mid-size SUV.

A commanding, SUV-typical seating position with good sightlines, wide seat and wheel adjustment range, and logically placed controls retained alongside the touchscreen make for comfortable, easy ergonomics.

Pleasant and capable but not an enthusiast's pick in mainstream V6/V8 trim — reviewers describe it as comfortable and composed rather than exciting; the separate SRT/Trackhawk performance variants (not the volume trim scored here) are the genuinely thrilling versions.

Base Laredo is reasonably equipped (7-inch Uconnect, cloth seats, backup camera standard) but essentials like leather, larger touchscreen, and advanced safety tech are trim-gated extras rather than standard, in line with segment norms.

Fair value against Explorer/Highlander/Pilot rivals — the Grand Cherokee's on-road refinement, off-road hardware (Quadra-Drive/Trail Rated trims) and V8/SRT halo models add capability-per-dollar that some rivals lack, offsetting a base price near the segment middle.

Seven distinct trims spanning Laredo (value) through Limited/Overland/Summit (luxury) to SRT and Trackhawk (performance halo), plus RWD/4x4 and V6/V8/supercharged V8 powertrain choices — one of the widest spreads in the segment.

Nearly 225,000 units sold in the US in 2018, keeping the Grand Cherokee among the best-selling mid-size SUVs despite being down from 2017 and well into its generation's life cycle.

Jeep carries strong outdoor/off-road brand equity and a loyal following, though the wider FCA reliability reputation of the era tempers the halo somewhat versus Toyota/Honda rivals.

FCA brands, including Jeep, were known in this era for offering routine, meaningful incentives and financing deals on Grand Cherokee without signaling desperation pricing, benefiting buyers.

The WK2 generation launched for 2011 and received only a mid-cycle refresh in 2014; by 2018 the platform is seven model years old with the next full redesign (WL) still a few years off, placing it toward the aging end of the segment.

Consistently well-reviewed for on-road refinement and available V8/SRT performance, and remains a frequent comparison-test contender, but rarely the outright winner against fresher rivals by 2018 and did not land major new awards that year.