Used Jeeps for sale Louisville

2014 Jeep Grand Cherokee


Jeep appears to have nailed it this time. After two decades of assembling its Grand Cherokee sport utility vehicle, the American automaker has finally delivered a world-class off-roader capable of taking on everything in its segment – and more – with a high likelihood of coming out on top.
And if you drove last year's model, it's time to climb behind the wheel again as Jeep has significantly updated the SUV for 2014 with a bold new exterior appearance, an upgraded interior with enhanced electronics and a new transmission that completely transforms the way it drives.  Test Drive the New 2014 Jeep Grand Cherokee in Louisville, KY.
 
We recently spent a full week with a dark blue 2014 Jeep Grand Cherokee Overland 4x4, a well-optioned model fitted with the standard gasoline-fed V6. While it didn't have the punch of the range-topping V8-powered SRT8, or the fuel-sipping economy of itsnew EcoDiesel sibling, the high-volume variant left us quite impressed.

Without question, the 2014 is significantly improved over its predecessor.
Slightly more than 20 years ago, Jeep launched its all-new Grand Cherokee for the 1993 model year. The current chassis is its fourth-generation iteration (known as the WK2 to brand purists), which made its debut at the 2009 New York Auto Show, but it didn't go on sale until the following summer as a 2011 model. Three short years later, Jeep has introduced the revised 2014 model with a slew of significant upgrades.
 
Jeep is offering its 2014 Grand Cherokee in no fewer than six different models (listed in order of increasing base price): Laredo, Laredo E, Limited, Overland, Summit and SRT. Depending on the model, there are three engine choices (3.6-liter V6, 5.7-liter V8 and the new turbocharged 3.0-liter V6 diesel) and several powertrain choices (4x2 and three different 4x4 systems). While the aforementioned diesel and high-performance SRT models capture most of the spotlight, the standard gasoline-powered V6 models comprise the bulk of sales – more than justifying this review.
 
As indicated, Jeep made several improvements to the Grand Cherokee for the new model year. Mechanically speaking, a smooth-shifting eight-speed automatic transmission replaces the outgoing five-speed gearbox and the four-wheel-drive system has been improved with new modes. Cosmetically, the front fascia has been redesigned and there are new taillamps, a larger liftgate spoiler and more wheel choices. Jeep didn't leave the interior alone either, as the 2014 models are fitted with a new steering wheel with paddle shifters, revised instrument cluster, redesigned center stack with the company's larger 8.4-inch infotainment touchscreen, upgraded Uconnect Access and other enhanced interior materials. Without question, the 2014 is significantly improved over its 2013 predecessor.  For Best Pricing on a New Grand Cherokee click the available link.

The Overland in standard configuration is fitted with a very high level of equipment.
Our particular 2014 Jeep Grand Cherokee Overland 4x4, painted in True Blue Pearl over two-tone Vesuvio Indigo Blue and Jeep Brown interior upholstery, started with a base price of $45,995. Few would blame the owners who add absolutely no options, as the Overland in standard configuration is equipped with a very high level of equipment that includes leather upholstery, heated and ventilated power-operated eight-way driver and front passenger seats, dual-zone automatic climate control, Chrysler's Uconnect system with an 8.4-inch touchscreen, 506-watt audio package, heated steering wheel, power liftgate, bi-xenon headlamps and more. Even so, our tester was upgraded with the Customer Preferred 23P package ($1,695), which included adaptive cruise control, forward collision warning, advanced brake assist, blind spot and rear cross path detection. The bottom line on our SUV's window sticker, including the mandatory $995 destination charge, was $48,685.
 
Like most late model Grand Cherokees on the road today, our vehicle featured Chrysler's 3.6-liter Pentastar V6, rated at 290 horsepower and 260 pound-feet of torque. New for 2014 is a standard ZF-sourced eight-speed automatic that provides not only improved fuel economy and better acceleration, but a new lower crawl ratio of 44:1 to aid off-road prowess when equipped with the two-speed transfer case (Jeep's Quadra-Trac II is standard on the Overland). The EPA rates the SUV at 17 miles per gallon city and 24 mpg highway, which is a slight improvement over last year's 16 mpg city and 23 mpg highway. The engine is also E85 compatible, but burning the ethanol fuel blend delivers reduced economy.

The 2014 Grand Cherokee starts off strong even before the engine is started.
Underpinning the Grand Cherokee is an independent suspension mounted to a steel unibody chassis shared with the current-generation Mercedes-Benz M-Class (consider it a gift from the earlier DaimlerChrysler days). The front features upper and lower control arms while the rear is fitted with a multi-link design. Twin-tube, gas-charged shock and coil springs round out the package. The Quadra-lift air suspension, with four drive heights and a low Park mode to ease ingress/egress (4.1 inches of total travel), is standard on the Overland. The steering is electrically assisted, and the Grand Cherokee requires just 37.1 feet to turn curb-to-curb. Our Overland was equipped with 20-inch cast aluminum wheels, wrapped in 265/50R20 Goodyear Fortera HL all-season tires.
 
While the contrasting dark blue and chocolate interior would not be our first choice, the white piping on the seats and wood on the dashboard provided an upscale appearance. All of the touch surfaces feel substantial and of high quality, solving that common complaint. The front seats are comfortable, with nice bolsters, long lower cushions and good lumbar support, and the driving position fit your editor's six-foot two-inch frame well. A bright and very legible multi-configurable instrument panel is easy to see, even through polarized glasses, and the Garmin-based Uconnect navigation was intuitive for all who used it (although we didn't like how many of the seat heat/cooling functions required more than a few actions to access). To ease connectivity, the driver and front passenger are offered an AUX, USB, SD and 12-volt DC power outlet in a panel at the bottom of the center stack.
 
Second row passengers were equally as content, with acceptable leg, knee and toe room; large tinted windows; and plenty of power to charge their own personal electronics (Jeep has put twin USB ports and a 115-volt outlet on the rear of the center console, exclusively for their use). When the center armrest is raised, the cushion beneath it is flat to make a comfortable fifth seating position.
 
 
First impressions mean quite a bit in the automotive world, especially when emotion sells more vehicles than any pushy salesman. In that regard, the 2014 Grand Cherokee starts off strong even before the engine is started.
 
The exterior refresh is attractive, as it maintains the Jeep's obligatory aggressive and capable appearance while losing some of the shiny chrome in the process. Headlights are now sleeker and more detailed, and the lower fascia receives the same attention. The alterations to the back of the vehicle are less obvious, but Jeep has repositioned some of the flashy trim and cleaned up its overall appearance.

All of the touch surfaces feel substantial and of high quality, solving that common complaint.
A lack of a third row (Dodge will sell you a Durango for that role) means there are no bulky hide-away cushions to prevent the 60:40 split second row from folding, thus creating a flat and expansive cargo area. The front passenger seat folds flat to increase cargo space, too. There are also four metal rails, and steel tie-downs, to help secure larger loads and grocery bag hooks to keep the little things from rolling around (another 12-volt DC outlet is in the rear cargo hold).

The gear selector requires a slight learning curve, and it cannot be rushed without drawing profanities.
The push-button stop/start is carried over from last year. The more significant news is the new electronic shift lever replacing its gated predecessor on the center console. Seemingly lifted right out of the current-generation Audi A8 sedan – they are virtually identical as both share the same ZF eight speed transmission – the stubby T-handle only requires a nudge to engage the gear. In practice, the gear selector requires a slight learning curve, and it cannot be rushed without drawing profanities, but it works well after a bit of familiarity.
 
Our initial positive impressions of the exterior and interior are complemented by the Grand Cherokee's new driving dynamics.
 
The V6 will never match the brawn of the SRT's V8 (or even the Hemi), and nobody should expect it to, but the new lower first gear allows the volume model to leap off the line with newfound energy. The Jeep weighs 4,984 pounds, which is about average in this segment, but a happy marriage between the six-cylinder Pentastar and the ZF eight-speed transmission (it reportedly has 90 different shift algorithms from which to choose) means the SUV will hit 60 miles per hour in about seven seconds flat. On the road, the power seemed to fall off at higher speeds, but it was more than adequate for most passing maneuvers. According to Jeep, our test car will tow 6,200 pounds (those seeking more pulling capability should look at the diesel or SRT, as those are both rated to pull 7,200-plus pounds).

The SUV excels on the open road, especially at speed.
Once at speed, extensive soundproofing and thick door seals kept wind noise to a minimum. Unlike the beastly SRT8, docked points for road noise in our recent review, the narrower all-season rubber on this four-door never howled on the open road. While it likely doesn't help lower cabin noise, the air suspension automatically lowers the vehicle at highways speeds to improve the vehicle's overall aerodynamics and aid fuel economy (the Grand Cherokee earns a drag coefficient of 0.37).
 
Tuned for on- and off-road travel, the ride was on the firm side yet its damping response aligned with our expectations - softer than the SRT8, but still maintained a sporty edge. Its European-bred chassis is stiff and responded well to steering requests. Even so, we found ourselves skipping the tight mountain curves where the Jeep began to feel a bit awkward, and taking the highway routes to make good use of the excellent radar-based adaptive cruise control. The SUV excels on the open road, especially at speed.

It appears that Jeep has finally delivered one of the best overall vehicles in the midsize SUV segment.
Sadly, and despite setting a day aside for it, we never had the chance to take the Grand Cherokee off the pavement and try its Select-Terrain system (our planned trip to an off-road park was pushed off the schedule when another automaker was late with a vehicle delivery). Based on previous experience, the new revisions will only improve its competence after the concrete ends.
As you have likely concluded, we really enjoyed our time with the improved Grand Cherokee. It appears that Jeep has finally delivered one of the best overall vehicles in the midsize SUV segment.
Yet more impressive than beating a typical mid-priced soft-roader is the Overland's ability to be a worthy lower-cost alternative to the widely praised BMW X5 and Mercedes-Benz M-Class. The American beats both in content, equals them in ride quality and is more capable on rough terrain. Thanks to a host of new cosmetic and mechanical upgrades for 2014, the Grand Cherokee has emerged as America's new midsize SUV standard of excellence.  For more information see the site:  http://jeepthingblog.com.

1964 Jp Tux Park Mark 4spcbd rt sd Jeep® Heritage | 1964 Jeep CJ 5A/CJ 6A Tuxedo Park  heritage  photo

 

Each Friday on the Jeep® Blog, we explore the Jeep brand’s iconic heritage by highlighting a different historical vehicle. This week’s vehicles are the 1964 Jeep CJ-5A and CJ-6A Tuxedo Park models.

 

The word “tuxedo” brings up a lot of associated images. Black tie soirees. Suave, crime-fighting movie heroes.  And … Jeep vehicles? Well, they may not usually be what comes to mind when one thinks of tuxedos  but in the 1960s, the brand adopted a tuxedo-inspired motif for the CJ-5A and CJ-6A models.

 

1964 Jp Tux Park Mark4 Jeep® Heritage | 1964 Jeep CJ 5A/CJ 6A Tuxedo Park  heritage  photo

 

In an effort to appeal to a more upscale demographic, the 1964 Jeep CJ-5A and CJ-6A Tuxedo Park models were introduced. While very few were produced, Jeep CJ-5A Tuxedo Parks were a part of history that not many vehicles can lay claim to. They were used in Lyndon B. Johnson’s inaugural presidential parade in 1965.

 

1964 Jp Tux Park Mark4 frnt lft Jeep® Heritage | 1964 Jeep CJ 5A/CJ 6A Tuxedo Park  heritage  photoWhat distinguished the Tuxedo Park model from other CJ-5A and CJ-6A vehicles?

  • Chrome front bumper
  • Hood badges
  • Windshield hinges
  • Tail lamps
  • Hubcaps with the “Jeep” emblem
  • Column shift
  • Four-wheel drive
  • 160-horsepower, V-6 engine

 

The legacy of later-model Jeep brand vehicles can be directly traced back to the Tuxedo Park vehicles.  Sales never really took off, but the vehicles showed that the brand could think outside of the box and build a variety of Go Anywhere, Do Anything™ vehicles.

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JP013 022WR 1050x700 Introducing the 2013 Jeep® Wrangler Rubicon 10th Anniversary Edition  news models jeepwrangler  photo

2013 Jeep Wrangler Rubicon 10th Anniversary Edition

 

Can you believe it’s been ten years? Ten years since the Jeep® brand raised the bar in off-road capability. Ten years since the Jeep brand began producing the most extreme Jeep Wrangler ever. Beginning in 2003, the Jeep Wrangler Rubicon model continuously redefined rugged capability and utility. And now, to celebrate, we’re excited to announce the 2013 Jeep® Wrangler Rubicon 10th Anniversary Edition.

 

For the Jeep Brand Enthusiasts

 

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2013 Jeep Wrangler Rubicon 10th Anniversary Edition

Mike Manley, President and CEO — Jeep Brand, Chrysler Group LLC summed it up best when he said, “The Jeep Wrangler Rubicon 10th Anniversary Edition is a tribute to ten years of Wrangler Rubicon history, and to the Jeep brand’s most passionate enthusiasts.

 

“This Wrangler Rubicon is for them.  It is a unique vehicle that we expect will long be sought after, a Wrangler that offers an unprecedented level of capability once only attainable by long hours of custom aftermarket preparation crafted in the garages of the most avid Jeep enthusiasts in the world.”

 

The Wrangler Rubicon 10th Anniversary Edition is the most capable Wrangler ever produced and available as a two-door Wrangler or four-door Wrangler Unlimited. How did we manage that? Check out the features below.

 

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2013 Jeep Wrangler Rubicon 10th Anniversary Edition

 

Jeep Wrangler Rubicon 10th Anniversary Edition Features

 

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2013 Jeep Wrangler Rubicon 10th Anniversary Edition

Performance:

  • A standard six-speed manual or available five-speed automatic transmission mated to a Pentastar 3.6-liter V-6 engine producing 285 horsepower and 260 ft.-lbs. of torque
  • The Jeep part-time four-wheel-drive system with electronic-locking front and rear Dana 44 axles that receive power through a Rock-Trac transfer case with a “4-Low” ratio of 4:1
  • A standard 4.1 axle ratio front and rear, as well as standard Tru-Lok locking differentials
  • An impressive crawl ratio of 73.1:1 with a six-speed manual transmission
  • A one-half-inch increase in ride height over that of the standard Rubicon model
  •  BF Goodrich KM2 265/70R17 tires
  • 17-inch Rubicon aluminum wheels painted satin black with polished faces and a red Jeep Wrangler “icon” logo on the outside lip

 

Exterior:

 

  • Black front and rear steel off-road bumpers, with a winch-capable design on the front bumper
  • Removable end caps to help the Wrangler climb obstacles without hindrance and reduce the potential of damage to the bumper system
  • A dual-intake Power Dome hood to help aid in engine cooling
  • Red tow hooks to adorn the front and rear
  • Mopar® rock rails to provide added protection from trail damage
  • Mopar black fuel filler door and tail lamp guards
  • “10th Anniversary” badging on the fenders and a red-silhouette “Rubicon” decal on the sides of the hood
  • A standard premium Sunrider soft top (but also available with a black three-piece Freedom hardtop or body-color hardtop)
  • Three available exterior colors: Billet Silver, White and 10th Anniversary Edition-exclusive Anvil

 

Interior:

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2013 Jeep Wrangler Rubicon 10th Anniversary Edition

  • Striking red leather seats with “Rubicon 10th Anniversary” embroidered into the front seat
  • A unique gauge cluster featuring a “10th Anniversary” signature and also a premiumElectronicVehicleInformationCenter (EVIC) with various read-outs such as oil pressure, oil temperature and tire pressure
  • A passenger grab handle that includes a “Rubicon 10th Anniversary” badge and features Quick Silver accents that are also found on the vent rings, steering wheel spokes and door pulls
  • Mopar slush mats
  • Unique axle locker and sway-bar disconnect switches
  • A plaque mounted in the dash tray that features the vehicle’s technical data, such as axle type and ratio, tire size, transfer case crawl ratio and manufacturer location

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(From a Chrysler press release) Jeep brand sales were up 23 percent, the brand’s best June sales since 2007, and its 26th-consecutive month of year-over-year sales gains. The Jeep Wrangler continued its torrid sales pace setting a monthly…

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JeepWranglerApache 494x300 46th Annual Moab Easter Jeep® Safari Vehicle Sneak Peek  events photo

Jeep® and Mopar have teamed up once again to produce a selection of concept Jeep vehicles for the 46th annual Easter Jeep Safari in Moab, Utah. The Jeep Mighty FC concept, Jeep J-12 concept and the Jeep Wrangler Apache are three of six new vehicles that will be shown to enthusiasts in Moab, March 31 – April 8. Look for more on all of these new vehicles later this month.

JeepJ12 494x284 46th Annual Moab Easter Jeep® Safari Vehicle Sneak Peek  events photo

JeepMightyFC 494x407 46th Annual Moab Easter Jeep® Safari Vehicle Sneak Peek  events photo

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jeepwranglertoledo Touring the Jeep® Wrangler Assembly Facility in Toledo, Ohio  company photo

Jeep® Wranglers are exported to over 90 countries across the globe, and each vehicle starts in Ohio at the Toledo South Assembly Plant. The plant employs 2,500 workers, and produces 360 Wranglers per shift, 720 a day, 6 days a week. “We’re at maximum capacity,” said Diego, plant quality specialist. “Not many people can say, ‘hey, I’ve got a problem, I can’t build enough cars.’”

 

jeepwranglertoledo2 Touring the Jeep® Wrangler Assembly Facility in Toledo, Ohio  company photo

Diego was quick to point out the perfect symbiosis between mechanized production and human workers on the line. “Like in the windshield,” he said. “The craftsmanship of a windshield – a machine just can’t do, so we do it by hand. On the other hand, the urethane ON the windshield can’t be duplicated by a human, so that step is done by machine.”

 

Either way, it’s looking good to us. To view more photos from the Toledo South Assembly Plant, like this Trail Rated® 3-wheel drive parts conveyor, visit facebook.com/Jeep.

 

jeepwranglertoledo3 Touring the Jeep® Wrangler Assembly Facility in Toledo, Ohio  company photo

 

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washingtondubois Jeep® Blog Interviews Tuskegee Airmen Washington DuBois Ross  heritage photo

The history of the Jeep® brand and the U.S. Military is well known.We thought it would be a good time to take a closer look at the Tuskegee Airmen. Jeep Blog sat down with Washington DuBois Ross, LTC, USAFRES, RET, a 93-year old veteran of the Tuskegee Airmen, for a first-hand account of his service.

 

Jeep Blog: Tell us a bit about growing up. Where are you from, and when did you first know you wanted to be a pilot?

 

Ross: I was born in Mound Bayou, Mississippi, the fourth son in a family of five boys and one girl. We moved to Ashland, Kentucky when was young. In Ashland they didn’t have an airport, just a field. I was 12-years old and the pilots would barnstorm, and one Sunday they announced you could take flights at noon. On Sundays you went to church so I missed the first round, but we got our pennies together for the second round of flights. They started the engines and it shook. I started to think maybe it wasn’t such a good idea, but it staggered into the air and circled Ashland, and I told my parents I wanted to be a pilot.

 

Jeep Blog: So where did you go from there, from knowing you wanted to be a pilot to actually flying?

 

Ross: I went to college at Hampton University in Virginia, where I was in the Civilian Pilot Training Program, which is where I received my pilot’s license. While I was in college, the U.S. knew war was coming, and Congress started training pilots in colleges. In 1940 I got a report from the local draft board and I was a senior so I got deferred. I planned to hide out in Ashland. Two weeks later I got another card. They’re on my trigger, I thought. I went to DC and it took them three more to weeks to find me. So I took the test on advanced aviation training. It was all whites when I went to take the test and they looked at me like a foreigner. While we waited for test results, everyone else was worried, like they’d struggled. So I pretended it was hard, I faked it, but I knew I had done well. Then I got the call for Tuskegee.

 

Jeep Blog: Could you tell us a bit about your training?

 

Ross: I arrived at Tuskegee as part of the class 43-I. In my class 42 started, 22 graduated. Actually, they needed instructors, and I could have taught but I wanted to be a fighter pilot – you’re young and crazy, you want to fly.


In 1943 I graduated as a Fighter Pilot with the rank of second lieutenant, and in October of 1943 we were sent to Selfridge Field in Michigan for overseas training. No one told me anything about P-40s. The first time I took off, I gave it throttle and looked down at the airspeed – 50, 60, 70, 80; we’re still on the ground. Good thing it was a long runway. I said to myself, now or never. I pulled back on the stick and up it went.


Funny story, we used to fly the P-40 over summer homes on Lake Huron. On the way home my engine fails. I went down, split two trees, and sheared off the wings. About 100 people came out from their homes. I’m wearing all my gear and they said, “Were you the one flying that thing?” I said “No.” [laughs] The worst part: I called the base and the asked, “Did you damage the plane?” No. [laughs]

 

Jeep Blog: What happened after training? Where did you serve?

 

RossThe majority of my class joined the 332nd Fighter Group and left for the European Theater in December of 1943. Because of an unexpected hospitalization, however, I was unable to leave then, but followed later as part of a group of 10 replacements.


We traveled on a passenger ship that had been converted in order to carry troops. The ship was fast, and once we left the coast of the U.S., we continued on unescorted, the theory being that the ship was able to outrun enemy U-boats. I suppose that theory was right since we arrived safely in Oran, Algeria. After spending some time in North Africa, where we were to receive additional training (which we didn’t get), we were flown to Naples, Italy. There we joined the 332nd and from our base flew, P-39s, P-47s, and finally P-51s on long escort missions protecting bombers. The first mission was to capture Rome. We flew over to keep the Germans out, and that was the first time I’d seen the projectiles come out of the gun. Rome was declared an open city.


After 15 missions I got to go to rest camp in Naples but we snuck off to Rome and other cities to see the sites – there’s only so much can see from the air. Sightseeing in Pompeii is something. ‘How old are these buildings’ you wonder, ‘how did they build these things?’ The Coliseum is a sight.


I took off and landed 63 times. Missions were 4.5 hours total. Sometimes you’d fly solo, sometimes you would scatter. It was pretty scary flying over the Alps.


As the war wound down my squadron was disbanded, and since I had enough missions I was able to come home. I was overseas for almost a year.


Jeep Blog: What did you do after the war?

 

Ross: Stateside, I was assigned to Tuskegee Army Air Base in Alabama, this time as a twin-engine instructor for the B-25. When the Tuskegee base was closed we were transferred to Lockbourne Air Base in Ohio. In 1947 I was honorably discharged after serving four years on active duty. After being discharged from the service I worked for a year an auto company, and ten years as a clerk for the United States Postal Service. Then I spent twenty-nine years with the Detroit Board of Education as both a math teacher and a department head, retiring in 1984.


All the while, I was a member of the United States Air Force Reserves (USAFRES) where I served for twenty years. In 1981 I retired from USAFRES with the rank of Lieutenant Colonel. I earned the Air Medal, American Campaign Medal, EAME Medal, 1Star Rom Arno, 5 Oak Leaf, Clusters WWII Victory Medal, the Armed Forces Reserve Medal and the Congressional Gold Medal. I was inducted into the Kentucky Aviation hall of Fame November 12, 2011 in Lexington, Kentucky.


Jeep Blog: What about personally? How has retirement treated you?

 

RossMy wife, Willie Pearl White (passed in 2003), and I have four children and three grandchildren. I am an active member of Tuskegee Airmen, Inc., and I am a member of the Speakers Bureau. I am a Life Member of the Reserve Officers Association. I belong to and am an active member of Berea Lutheran Church in Detroit, and an active member of the Detroit Chapter of the National Hampton Alumni Association, where I served as president as well as other offices. I like to travel and I like to listen to jazz and classical music.


For more information, visit tuskegeeairmennationalmuseum.org.

 

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