All generations and engines together · 7,054 MOT tests in the 2025 data · typical mileage at age 7: 66k
Split by first-registration year. Cars registered in a changeover year can belong to either generation.
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 3,115 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
On WK2 models (mainly 2011-2013), the Totally Integrated Power Module can cook the internal fuel pump relay, causing sudden stalling at speed, hard or no-start, or a fuel pump that runs on after the engine is off and drains the battery. Chrysler recalled it in the US and the official fix was to bolt on an external relay, but owners report the external relay itself failing again a year or two later. Treat any car that has had "TIPM" or "fuel pump relay" work done as still at risk rather than fixed for good.
Cars with the optional Quadra-Lift air suspension can develop a sagging or lopsided ride height from a leaking air spring/strut or a dying compressor, sometimes appearing as a warning light and the car refusing to raise off-road height. It is one of the most-discussed expensive faults on owner forums, with air struts or a compressor rebuild running into four figures. The measured MOT data for this model already flags suspension as the standout fault category, and the air system is the part of that story that never shows as a clean pass/fail line, it just gradually gets worse until a strut fails outright.
From the 2014 facelift most Grand Cherokees (petrol and diesel) use a ZF 8-speed automatic, and owners report a shudder or flare on light throttle around 40-70 km/h, harsh engagement into Drive, and occasional limp mode. Causes reported include torque converter clutch wear contaminating the valve body and a transmission control module that benefits from a software update. Repairs range from a fluid and filter service at the cheap end to a reconditioned gearbox running into several thousand pounds at the worst end; Jeep never called it a recall, it has mostly been handled as goodwill or dealer software updates.
On the 3.0-litre CRD diesel, a failing high-pressure injector pump can send metal debris through the fuel rail and injectors, sometimes destroying the lot in one go. Owners describe hard starting and rising rail pressure as early warning signs before a full failure; once it lets go, a full pump and injector set replacement has been quoted at five figures. It only affects diesel cars and does not touch the petrol V6/V8 range.
The Uconnect infotainment screen (8.4-inch on post-2013 facelift cars) is reported to freeze mid-call, lose the reversing camera image, misbehave with heated seat/wheel memory settings, and occasionally need a full soft reset to bring back. It is an annoyance rather than a safety failure in most reports, and a reset (holding the temperature buttons and horn together) reportedly clears most temporary freezes, but recurring failures have needed a replacement head unit, which has been on back order at times.
Built from the two sections above.
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