The Jeep Grand Cherokee Trackhawk is one of the most absurd vehicles ever built — and that’s a compliment. It takes a three-row family SUV, drops in the 707-horsepower supercharged 6.2-liter Hellcat engine, and somehow makes it work. Zero to sixty in 3.5 seconds. A quarter mile in the low 11s. Brembo brakes borrowed from the SRT Viper. And enough cargo space for a full week of groceries.
Production ended in 2022, which means if you want one, you’re buying used. This guide covers everything you need to know — specs, common problems, what to look for when buying, and how to maintain it long-term.
Trackhawk Specs and Performance
The Trackhawk ran from 2018 to 2022 and the specs stayed essentially the same throughout production — Jeep didn’t need to change much when you start with 707 horsepower.
- Engine: 6.2-liter supercharged HEMI V8 (the Hellcat engine)
- Horsepower: 707 hp
- Torque: 645 lb-ft
- 0-60 mph: 3.5 seconds
- Quarter mile: 11.6 seconds at 116 mph (stock)
- Top speed: 180 mph (electronically limited)
- Transmission: 8-speed automatic (ZF 8HP90)
- Drivetrain: Quadra-Trac Active On-Demand AWD
- Towing: 7,200 lbs
- Brakes: 6-piston Brembo front, 4-piston Brembo rear
- Fuel economy: 11 city / 17 highway (you knew this going in)
To put those numbers in context: the Trackhawk was faster to 60 than the Ferrari 458 Italia when it launched. In a vehicle that seats five, can tow a boat, and drives to school on a Tuesday.
Model Year Differences
The Trackhawk didn’t change dramatically year over year, but there are some differences worth knowing when shopping used.
2018: First model year. Some early production units had minor teething issues. The infotainment system is the older Uconnect 8.4 — functional but not as refined as later units.
2019–2020: The sweet spot for most buyers. Minor refinements, updated software, slightly better quality control. Uconnect 4C Nav with Apple CarPlay and Android Auto added.
2021–2022: Final production years. Updated Uconnect 5 infotainment system with a larger 10.1-inch screen. These command a premium on the used market but represent the most refined Trackhawk experience.
Common Trackhawk Problems to Know Before You Buy
The Trackhawk is a reliable vehicle for what it is — a 707-horsepower supercharged SUV. But there are known issues every prospective buyer should understand before putting money down.
Supercharger belt wear — The 6.2-liter supercharged engine puts more stress on the belt drive than a naturally aspirated engine. Inspect the supercharger belt at every oil change. Replacement is not expensive but neglecting it can cause bigger problems. Budget for a replacement around 60,000–80,000 miles.
Intercooler heat soak — The Trackhawk’s supercharged engine generates significant heat, and the intercooler can heat-soak during repeated hard acceleration, causing power to drop temporarily. This is normal behavior, not a defect. An aftermarket intercooler upgrade is the fix if you’re doing track days or regular canyon runs.
Transmission temperatures — The ZF 8-speed is a capable transmission, but it can overheat during repeated hard launches or towing at the limit. A transmission cooler upgrade is highly recommended if you plan to use the tow rating regularly or make frequent drag strip passes.
Differential wear — On high-mileage examples or ones that have been launched hard frequently, rear differential wear is a known concern. Check for any whining or grinding noise during test drives and ask about differential service history.
Lifter tick on cold starts — Same issue as the Grand Cherokee SRT. The 6.4L and 6.2L HEMI engines share this trait — a tick on cold starts that goes away once oil pressure builds. Usually not serious but worth monitoring.
Tire wear — The stock Pirelli Scorpion tires wear quickly, especially at the rear under hard acceleration. Budget for tire replacement roughly every 15,000–25,000 miles depending on driving style. Many owners upgrade to Michelin Pilot Sport 4S tires for better performance and longevity.
What to Look For When Buying a Used Trackhawk
Because production ended in 2022, every Trackhawk you can buy today is used. Here’s how to shop smart.
Pull the Carfax and AutoCheck. You’re looking for accident history, number of previous owners, and service records. A Trackhawk with documented dealership maintenance is worth paying more for. One with gaps in the history or that was previously titled as a salvage vehicle should be avoided unless the price reflects the risk.
Check for modifications. Many Trackhawks have been tuned or modified by previous owners. A tune isn’t automatically a problem — some are well-executed — but unverified power adders or unknown tunes add risk. Ask for documentation on any modifications and have a trusted shop inspect the vehicle before purchasing.
Ask about launch control use. Repeated drag-strip launches put significant stress on the driveline. There’s no definitive way to verify this, but you can watch for excessive rear tire wear, differential noise, and any transmission hesitation during a test drive.
Inspect the supercharger. Listen for any unusual whine beyond the normal supercharger sound at idle and under light throttle. A failing supercharger bearing has a distinct rattling or grinding quality. Have a mechanic check it specifically if you’re not sure what to listen for.
Current used market pricing. As of mid-2026, clean low-mileage Trackhawks are selling in the $65,000–$90,000 range depending on mileage, condition, and spec. The final 2021–2022 models command the most. Anything significantly below market should raise questions about condition or title history.
Best Upgrades for the Trackhawk — With HP Gains
The Trackhawk is fast stock at 707 hp. But the supercharged 6.2L responds dramatically to modifications — here’s what works and what to expect.
ECU tune — +40-70 hp ($500-900)
Livernois Motorsports mail-in custom tuning can push a stock Trackhawk to 750-780 hp on a tune alone. This is the single highest return-on-investment modification you can make. Also available via Diablo Sport Trinity 2 for off-the-shelf tunes.
Supercharger pulley upgrade — another +50-80 hp on top of tune ($300-600)
A smaller pulley spins the Eaton TVS2300 blower faster, increasing boost. Combined with a tune, a pulley upgrade pushes output above 800 hp reliably. Pair with an upgraded belt tensioner kit to eliminate belt slip under hard launches. Install guide: Watch on YouTube
Cold air intake — +8-12 hp ($300-500)
A supporting mod that feeds cooler, denser air to the supercharger. K&N or Volant intake for the 6.2L. Best combined with a tune for maximum gains. Install guide: Watch on YouTube
Intercooler upgrade — power consistency ($400-900)
Addresses heat soak during back-to-back hard runs. The stock intercooler reservoir holds about a quart of ice water — it heat soaks quickly under track conditions. An aftermarket intercooler reservoir upgrade dramatically improves run-to-run consistency. Essential for any track use.
Catback exhaust — +5-10 hp ($900-1,500)
The stock Trackhawk exhaust is surprisingly quiet. A Borla ATAK or Corsa Sport catback opens up the supercharged HEMI dramatically. Install guide: Watch on YouTube
Brake pad upgrade ($150-250)
At 707+ hp you need upgraded stopping. Hawk HPS 5.0 or EBC Yellowstuff pads are the go-to — better heat resistance, no cold-bite penalty for street driving.
Drag radials for strip use
Mickey Thompson ET Street SS in the stock rear size. The Trackhawk with drag radials, a tune, and a pulley can run deep 10s.
Trackhawk Power Gains Summary
- Tune alone: 750-780 hp (up from 707)
- Tune + pulley: 800-830 hp
- Tune + pulley + intake: 820-850 hp
- With intercooler: Same peak power, much more consistent run-to-run
Trackhawk Maintenance Schedule
The Trackhawk isn’t dramatically more expensive to maintain than the Grand Cherokee SRT — it uses many of the same components — but the supercharger adds some specific items to track.
- Oil: Every 5,000–6,000 miles with full synthetic 5W-20. The 6.2L supercharged engine is hard on oil — don’t stretch intervals.
- Supercharger belt: Inspect at every oil change, replace at first signs of wear or around 60,000–80,000 miles proactively.
- Spark plugs: Every 30,000 miles. Don’t go longer — the supercharged engine runs hotter and fouled plugs cause misfires.
- Supercharger fluid: The Eaton TVS2300 supercharger is sealed and does not require fluid service. No maintenance needed.
- Transmission fluid: Every 30,000–40,000 miles if used hard, every 60,000 under normal conditions.
- Differential fluid: Every 30,000 miles under normal use, more frequently if you tow regularly.
- Brake fluid: Flush every 2 years regardless of mileage. The Brembos generate significant heat and brake fluid absorbs moisture over time.
- Air filter: Inspect annually, replace as needed.
Is the Trackhawk Worth It?
That depends on what you’re looking for. If you want the fastest production SUV ever sold in America with a HEMI V8 and the SRT badge, the Trackhawk is your answer. Nothing else comes close to the combination of performance, practicality, and brand heritage.
The running costs are real — fuel economy is brutal, tires wear fast, and the supercharged engine has specific maintenance needs. But owners who buy a Trackhawk knowing what they’re getting into tend to keep them for years. It’s that kind of vehicle.
With production ended and the SRT brand now focused on new vehicles, the Trackhawk has become something of a collector’s item. It represents the last time Jeep went completely unhinged — and for a lot of SRT fans, that makes it irreplaceable.
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