I realize this thread is 5-6 years old! But I've been towing a lot lately with a 2007 Jeep GC with 5.7L hemi and factory tow package which includes a hydraulic self leveling rear suspension, and wanted to report how it has done for anyone considering one for towing near it's max rating.
In my state, factory tow ratings are not law. As long as you are below 16,500 GCVW and are not towing commercially, they only care that you don't exceed your vehicle or trailers GVW or GAW (I state this because some may flip out when they see the kinds of weight I tow with the GC). I'm super impressed with how the GC tows and my previous tow vehicle was an F250 diesel with upgraded rear springs (3,600 pounds per spring pack). So that is my reference point.
I have a 3,500 pound boat which I forget is back there sometimes. As long as I have enough tongue weight I can forget about it on the highway. Rock stable. I know this is no big deal and expected.
I have a 10,000 GVW Equipment trailer which weighs up to 9,700 pounds towing my tractor or probably in excess of 10,000 pounds with some wood loads (which is fine because only the axle weight matters in my state, hitch weight is on the vehicle).
With ~10,000 pounds I am only towing local on 25 - 55 mph roads. I would not take such a load on a long highway trip. But I have to say, with proper tongue weight of ~1,000 pounds it feels very stable and no axles are over their rating. I never feel short on engine. My tranny temp never gets unreasonable.
Now for emergency maneuvers. We all hope we don't have to do these with a large trailer (or without for that matter) but I did have to swerved around a car once while pulling the tractor with a total trailer weight of ~9,000 pounds. The Jeep was rock solid! Maybe better than my F250 with the same weight! So how can this be? Well, the GC has a much lower center of gravity, it has much stickier tires, it has independent suspension that handles bumps during a swerve better and it automatically stiffens the rear end appropriately to match the load. It does have that short wheel base - yet that doesn't seem to spoil the party. My theory is (and it is only a theory) that because the GC has such a short hitch ball to rear axle distance, that offsets the short wheel base. The trailer doesn't have as much leverage on the vehicle because of that short rear end - just a theory but based in sound physics.
One down side to the Jeep GC is that it seems very sensitive to having too little tongue weight compared to my F250. I think this might have to do with the self leveling rear not getting stiff enough for the trailer weight when the tongue is too light - I think this magnifies the impact of too little tongue weight. So make sure you have plenty of tongue weight. With 10%+ it always feels good.
Also, because the Jeep is just a little over 5,000 pounds, you have to have the trailer brakes dialed in better than with the heavier F250. With good trailer brakes it stops great.
One plus to the Jeep compared to the F-250 is maneuverability with a trailer is crazy good! I can make turns that I wouldn't have a prayer of making with the F-250.
I can't speak too much to durability because I don't tow that often and have only had the Jeep 2 years. I bought the Jeep used with 38,000 miles. I currently have 86,000 miles on it with no drivetrain issues. I tow 9,000+ about 10 times a year (less than 10 miles per trip). I tow 3,500 about 20 times a year (ave. 40 miles per trip).
Anyway, this has been my experience for anyone who is contemplating the Jeep GC and has some towing duties it would have to handle. The 2011 Jeep Grand Cherokee has been a shockingly good tow vehicle for me - and this coming from a former diesel pick-up guy
