2011 Four Wheeler of the Year

Jeep Grand Cherokee vs. Lexus GX 460 vs. Land Rover LR4

From the April, 2011 issue of Four Wheeler

By Sean P. Holman

Photography by Four Wheeler Staff

129 1104 2011 Four Wheeler Of The Year The Competitors

We love when we have Of The Year tests with such equally matched competitors, as was the case with this year's test. Going into the competition, there was no clear favorite in the minds of the staff. Each of these vehicles has won our Four Wheeler of the Year test with a previous iteration, making this one of the most closely matched shootouts in recent memory.

The eligibility requirements are the same as always. Each vehicle is invited to participate based on it being all new or substantially revised for the upcoming model year. Each vehicle is also required to have a two-speed transfer case, have a production run of at least 1,500 vehicles available in the U.S., and must be on sale by January 15, 2011.

For 2011, we tested the Jeep Grand Cherokee, Land Rover LR4, and Lexus GX 460. Also invited was the Infiniti QX56, which is now based on the overseas Nissan Patrol platform, but Infiniti was unable to supply us with a vehicle in time for our test

We score each of the vehicles based on a testing criteria of five weighted categories that include Trail Performance (30%), Empirical (25%), On-Pavement (20%), Interior (15%), and Exterior (10%).

This year's competition took the field on a 1,000-mile tour of Southern California, encompassing everything from desert terrain to twisty mountain roads. A week of rotating in and out of each of the vehicles culminated in the results you see here.

The Field
Starting out with the priciest of our V-8-powered trio was the Land Rover LR4 HSE. Beginning at $47,650, our tester was loaded to the hilt with an as-tested price of $62,115. For that money you get a silky smooth 375hp, 375 lb-ft 5.0L DOHC V-8 engine, backed by an equally impressive ZF six-speed automatic transmission. The LR4 comes equipped with full-time four-wheel drive with an all-independent air suspension system, and the optional Heavy Duty package on our tester added a rear-locking differential to the 3.54:1 gearing.

129 1104 2011 Four Wheeler Of The Year Lexus Gx460 Sand Slide

Sharing a platform with our 2010 FWOTY-winning Toyota 4Runner, and being the only vehicle in FWOTY history to win back-to-back titles, the Lexus GX 460 had some big shoes to fill. Our GX tester was a 2010 model (it wasn't available in time for last year's test; neither was the LR4), so the base pricing of $51,970 may not reflect 2011 pricing. Options brought the total to $57,619 and included the all-new 4.6L DOHC V-8 with 301 horsepower and 329 lb-ft of torque. An Aisin six-speed automatic transmission and full-time four-wheel drive system with a lockable center differential routes power through 3.90:1 gearing.

The most affordable vehicle in the test was the reinvigorated Jeep Grand Cherokee. Now featuring four-wheel independent air suspension, Jeep is hoping the Grand Cherokee will appeal to a broader customer base, leaving the solid-axled Wrangler Unlimited for the hardcore customer. Our tester was an Overland model with the 5.7L Hemi OHV V-8 making 360 horsepower and 390 lb-ft of torque. Power flows from the engine to the full-time four-wheel drive system through a five-speed automatic transmission and 3.47:1 gearing. Our Grand came with an Electronic Limited Slip Differential (ELSD) in the rear as part of the Quadra Drive II package.

Instrument Testing
Our track testing took place on the abandoned runways at the former El Toro Marine Base in Orange County, California, which gave us plenty of room for acceleration and braking assessments. Unfortunately, the Land Rover was not delivered in time for our instrument testing, and therefore did not score any points in acceleration, braking or RTI portions of the test.

129 1104 2011 Four Wheeler Of The Year Jeep Grand Cherokee Rear Three Quarter

With the Jeep and Lexus present and accounted for, we began our acceleration testing. The Jeep hit 60 mph in 7.97 seconds, with the Lexus out in front with a run of 7.77 seconds. In the quarter-mile, the Grand Cherokee made up some ground over the GX, posting a run of 16.05 seconds at 88.2 mph, compared to the Lexus run of 16.14 at 88.52 mph.

The GX again bested the Grand in 60-0 mph braking by scrubbing off speed in a satisfyingly short 129.95 feet. The Grand's shortest stopping distance was a still respectable but nearly 10-foot-longer distance of 138.20 feet.

Without our 20-degree ramp available this year, we improvised by using a forklift and a special formula that translates the lift height into a 20-degree ramp equivalent number. In no surprise, the rear solid axle-equipped Lexus proved flexier on our simulated RTI test, scoring a 435, while the adjustable air suspension-equipped Grand managed a 302 in the standard ride height configuration, and a 265 in the highest ride height setting.

With three V-8s, our observed fuel economy was directly related to the size of the engines. The 4.6L GX delivered 15.34 mpg, while the 5.0L LR4 delivered 14.47 mpg, and the 5.7L Grand, with one less tank recorded, was the thirstiest at 12.61 mpg.

Overall Impressions
The most changed vehicle in our test from its previous version was the Grand Cherokee. Riding on an all-new fully independent suspension platform with styling to match, the Jeep was praised for its athletic new look. Many of our testers felt the exterior was reminiscent of a European SUV. However, the high beltline was noted as reducing visibility in the Jeep.

On the inside, the previous interior, formed of the same grade of plastics that Rubbermaid settles on for its trash cans, has been replaced with truly world-class materials. Styling is thoroughly modern with understated luxury and a host of amenities. For less than $46,000 you get a leather-stitched dashboard, navigation and even heated rear seats. The real fun is getting in and grabbing the meaty wood-rimmed steering wheel that seems to have the same circumference as a baseball bat and feels just as good in the hand.

Hit the road and the Grand really shines. With Selec-Terrain in Sport mode, the Grand hunkers down, biases power to the rear and sacks the twisties like they are John Elway on the gridiron. It is truly a blast to drive in tight, winding stretches of road and is just as satisfying on wide straight portions of Interstate, where a taut ride and quiet interior work well to keep the occupants relaxed.

Overall the Grand is well thought out, with easy to understand switchgear and a level of value that undercuts the next-most expensive competitor by over $10,000.

The GX 460, by contrast, was a bit of a disappointment to the staff in the styling department. The once distinctive style of the GX series looks like a melted lozenge of its former self, with uninspired lines that left the staff wondering what happened to our beloved GX.

Inside, the GX is nice enough, with quality materials and a very executive-looking interior that has a mix of metal, leather, and wood. However, the Toyota roots are still evident, as it feels a half-step behind the others. Seats were as comfortable as anything in the test, and the quiet cabin bordered on a depravation chamber in its serenity and smooth ride. One tester feared the tranquil Lexus would cause him to nap at the wheel, but then discovered the great audio system to help keep him awake.

One place where there was no disagreement amongst testers was the Lexus' refined powertrain, with an engine that was eager to rev and well matched to the transmission. Passing power was immediate, and the Lexus never felt like it was in the wrong gear or breaking a sweat, despite having the smallest engine and least amount of power in the test.

The Lexus was noted for having solid steering and being far more dynamically capable on the road than the stability control would allow. To us, the GX seems like it would make a fantastic commuter. It always feels safe and in control, but rarely ever fun.

Unlike the Lexus and Grand, which only needed a quick tutorial with many of their controls being intuitive, the Land Rover requires a semester course in vehicle operation. The beautifully crafted LR4 interior is wrought with an array of buttons marked with hieroglyphics that aren't all easily deciphered. Simple interactions with the LR4 can be frustrating until you learn the shortcuts. This is not a car for the technology challenged.

Thanks to the boxy styling that manages to look both distinctive and modern, the LR4 has vast amounts of space inside. Slab sides and a tall greenhouse translate into 10-gallon hat headroom and plenty of cargo space. Expansive glass above and to the sides gives every passenger a front row view to the outside world, and a low beltline with narrow A-pillars provide the driver with unmatched visibility.

More refined than the LR3 it replaces, the LR4 keeps the great ride, but the vehicle feels better planted when pressed. The tall LR4 never feels top-heavy, but it does tend to get pushed around more on the highway by crosswinds. We also thought the LR4 steering was too quick, especially at highway speeds, netting comments in the logs about how the Land Rover felt twitchy on the highway.

Trail Testing
Not surprisingly, all of these vehicles perform well in the dirt. What was a surprise, however, was that the least trail-friendly rig was the solid rear-axle, body-on-frame Lexus with its lack of skidplating and overactive electronics. For example, on a steep fire road, a little slip from the inside rear tire on a turn would cause the GX to beep at the driver and the electronics to intervene.

We did manage to get the GX stuck in the sand once, where we discovered the lack of real tow hooks. There are tow points under the front, but they necessitate the use of a shackle for recovery. The hitch and plug also dangle vulnerably under the rear bumper, just waiting to catch on trail obstacles.

The GX is equipped with a fantastic Torsen limited-slip center differential that can be locked, but unlike its 4Runner cousin, it doesn't offer a rear locker. This didn't stop it from doing well on the Hill Climb, but the lack of Hill Descent Control (HDC) left it feeling outmatched by the others on the way down. Our tester was also devoid of Crawl Control, which is one feature that would have elevated its status in the dirt.

Part of the Grand Cherokee's new strategy for the dirt is Selec-Terrain. This knob, similar to the Land Rover Terrain Response system, allows the driver to access different vehicle parameters depending on the conditions the vehicle is driving in. Our testers felt that while it worked well, it wasn't quite as dialed in as the LR4.

Another aspect of the Grand that was not quite as refined as the LR4 was the air suspension. With limited travel at the highest setting, the vehicle would constantly get into the rebound springs, causing a normal but disconcerting "thunk" through the chassis, leaving the Grand feeling slightly unpolished in rocky or rough terrain.

Testers also missed the front ELSD from the previous generation Grand Cherokee. The 2011 model uses only a rear ELSD and relies on brake traction control (BTC) for the front. While the BTC works, it is not as immediate as we would like, and allows a certain amount of tire slip that hampers the Grand's climbing ability on loose, rocky surfaces. That being said, even with wheels in the air, the Grand never had problems getting enough traction to maintain forward momentum.

We did think that the Grand's HDC was the best in the bunch. It worked so well on steep slopes that it would sometimes bring the Grand to a complete stop. It does a great job of masking the Jeep's surprisingly high 28.3:1 crawl ratio.

A mechanical failure on our Grand caused a loss of front wheel drive, but not mobility. The occurrence happened to the Jeep on the last run of our Hill Climb, necessitating replacement of our vehicle (see sidebar on page 31).

Ironically, it was the Land Rover that felt the most Jeep-like on the trail, offering great sightlines, supple suspension and an overall polished feeling wherever it went. Terrain Response was amazingly dialed in, much better than in previous generations, and traction on loose surfaces was never lacking. Several of the logbooks noted how confidence inspiring the LR4 was and that it was able to easily walk up the Hill Climb.

As good as the LR4 was on the trail, it had a tougher time in sand, where the traction control cut in a little too early to realize the potential of the sweet 5.0L V-8. This resulted in a pretty deep stuck that gave us a chance to evaluate the front tow point that is hidden behind a removable plastic panel. This made the LR4 difficult to recover, to say the least.

We also managed to overheat the suspension system's compressor in the sand, causing the LR4 to enter default mode; this resulted in the suspension completely lowering in the front and the loss of all ground clearance. It was a contrast to the Grand's system, which has check valves in its system and will default to its current height. After about an hour of cooling, the Land Rover's air suspension returned to its former glory, and the LR4 continued on without any other problems.

At the end of the weeklong test, we gathered our opinions and impressions, loaded up the logbooks, and added up the scorebooks to bring you our 2011 Four Wheeler of the Year.

Staff Picks

Sean P. Holman, Tech Editor
For me, it has to be the Grand Cherokee. Stylish, elegant, and capable, Jeep has taken an old favorite to a whole new level. I love the underbody protection and rock rails, the interior is amazing, and I don't mind the high beltline. Some of my colleagues will pick the LR4, but the Jeep is such a feature-packed value, I can still wheel in style without going broke.

Robin Stover, Feature Editor
This year's OTY group was easy for me to decide between. The Grand Cherokee gets my vote by a big margin. It simply worked better, in my opinion, throughout the barrage of punishment we assaulted it with. Despite IRS and other street friendly-attributes, the hardcore SUV I've always known is still there.

Willie Racine's Jeep

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