Sporting a “Trail Rated” badge, the 2005 Jeep Grand Cherokee is engineered to perform to strict standards for traction, ground clearance, water fording, maneuverability, and axle articulation. Created by Jeep engineers and the Nevada Automotive Test Center, these “Trail Rated” standards, contrary to popular belief, do not necessarily mean that a stock Grand Cherokee can tackle the famous Rubicon Trail right out of the box. Rather, the “Trail Rated” badge represents bragging rights, telling every other motorist that can read it that your Jeep is ready for just about anything. Including hitting the Twice Yearly sale at Nordstrom’s.

Under the 2005 Jeep Grand Cherokee Laredo’s hood, a standard 3.7-liter V6 makes 210 horsepower at 5,200 rpm and 235 lb.-ft. of torque at 4,000 rpm. This new V6 replaces the tried-and-true 4.0-liter inline six from last year, making more horsepower and equivalent torque in a more fuel-efficient and refined motor. Towing capacity with the V6 engine is limited to 3,500 pounds. The EPA says the V6 will return 17 mpg in the city and 22 mpg on the highway (21 mpg highway with 4WD), and during our test drive of the Laredo V6 4WD, which was mostly interstate cruising at 75 mph, we managed to beat the EPA numbers with a respectable 21.3 mpg.

Optional on the Laredo and standard on the Limited is a 4.7-liter V8 producing 235 horsepower at 4,500 rpm and 305 lb.-ft. of torque at 3,600 rpm. This engine feels substantially more energetic than the 3.7-liter V6, but the penalty at the pump might not be worth the trade-off unless you’ve got some towing to do. The maximum tow rating with the 4.7-liter V8 is 6,500 pounds, and the EPA says this motor will deliver 15 mpg in the city and 20 mpg on the highway regardless of drive system.

The top engine choice, limited to the Limited, is a 5.7-liter V8 generating 330 horsepower at 5,000 rpm and 375 lb.-ft. of torque at 4,000 rpm. Ninety percent of the Hemi’s torque is available across a flat power band between 2,400 rpm and 5,100 rpm for better towing and off-roading performance. This motor also includes Multi Displacement System (MDS) technology, which Jeep says can generate up to 20 percent better fuel economy on the highway by shutting down half the engine’s cylinders under low-load conditions. With more expensive mid-grade fuel recommended for peak Hemi performance, this is a good thing, but the engine will also run on regular, according to Jeep. The EPA says the 5.7-liter V8 is good for 14 mpg in the city and 19 mpg on the highway no matter how many wheels are doing the driving. We squeezed out 14.2 mpg in our mix of driving, including some off-roading in 4-Lo.

Every 2005 Jeep Grand Cherokee is equipped with a five-speed automatic transmission equipped with a driver shift control system called Electronic Range Select (ERS). Power flows to the rear wheels, but you can equip the Grand Cherokee with one of three available four-wheel-drive systems. Quadra-Trac I is a full-time 4WD system with a single-speed transfer case and no low range, and it’s available only with Laredo trim. Quadra-Trac I isn’t intended for serious off-roading, but is perfect for suburban dwellers looking for the comfort and capability of 4WD in inclement weather. The fixed torque split is 48 percent to the Grand Cherokee’s front wheels and 52 percent to the rear wheels.

Quadra-Trac II is a full-time 4WD system with a two-speed transfer case for low range gearing. It also features a Neutral setting for flat towing behind an RV. Quadra-Trac II is optional on the Laredo 4WD and standard on the Limited 4WD, and it automatically monitors wheel slip to mete out the power according to road and traction conditions. Normally, Quadra-Trac II’s torque split is 48/52 front to rear like with Quadra-Trac I, but varies depending on wheel slippage.

Quadra-Drive II is the Quadra-Trac II full-time 4WD system equipped with front, center, and rear electronic limited-slip differentials (ELSD) that sense and predict wheel slip even better than Quadra-Trac II. Jeep says Quadra-Drive II can respond “instantly” to changing road and traction conditions. Another ELDS benefit is that the system eliminates crow-hop, commonly referred to as axle binding, when maneuvering in tight situations. With this system, you select low-range using an unconventional lever mounted in the center console that works similar to the electronic parking brake in a Jaguar.

Standard 17-inch wheels, painted silver on the Laredo and polished on the Limited, get the power to the pavement and are attached to a new suspension. Up front is an independent short- and long-arm suspension with 10 percent greater wheel travel and a tighter 37.1-foot turning diameter. In back, a new live-axle, five-link rear suspension with a track bar is installed. With these new underpinnings, Jeep hopes to provide a smoother ride quality while eliminating the lateral head-toss that has plagued the Jeep Grand Cherokee since it debuted in 1993. A Dynamic Handling System (DHS), which includes hydraulically-controlled stabilizer bars to reduce body roll on pavement, is optional when the Hemi V8 is ordered. It all rides on standard P235/65R17 Goodyear Wrangler HP all-season tires, with P245/65R17 Goodyear Wrangler SR-A all-terrain tires available as an option. On the Limited, buyers can choose P235/65R17 Goodyear Eagle LS all-season performance tires if they wish for improved on-pavement handling.

Teaming that latter set of tires to the 2005 Jeep Grand Cherokee’s new rack-and-pinion steering gear should pay dividends in fun-to-drive feel. The new steering system replaces the old recirculating ball setup for more precise response and better road feel. Bringing the Jeep to a halt are vented front and solid rear disc antilock brakes with traction control. And for those occasional forays into the wilderness, the Grand Cherokee’s optional skid plate package protects the transfer case and fuel tank from damage while off-roading.