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Jeep Grand Cherokee L Limited 4×4
With three rows, plenty of power and unexpected luxury, the Grand Cherokee L is better than its more expensive Wagoneer sibling.
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After working in television production and record company communications, Chris spent most of his career in production engineering. Auto magazine founder David E. Davis Jr. Paukert advised and succeeded Davis as editor-in-chief of Winding Road, a popular e-mag, before serving as managing editor of Autoblog from 2008 to 2015. Chris Webby and the Telly signal. Accredited video producer and has served on the jury for the North East Car and Truck of the Year Awards. He joined the team in 2015, bringing with him a small cache of exotic, affordable cars.
Its looks are an evolution, but the new Grand Cherokee L is completely new inside and out. Chris Pockert/Road Show
When the new Jeep Grand Cherokee L arrived at my house this summer, I was a little surprised. Although it looks new and more expensive than its predecessor, it seems strange that Jeepchoose has added a third row to this SUV. That’s because at the time, we already knew that the company would be offering a very different three-row model, the full-size Wagoneer. It seems odd, especially since the L and Wagoneer beat the standard-length two-row Grand Cherokee to market — which car buyers and genuine models have come to expect.
I also couldn’t put a few wrinkles on my face in this $65,775 Summit Reserve 4×4 as tested. That’s nearly $25,000 more than the entry-level Laredo 4×2 ($1,795 including delivery, $40,670) and more than the price of a non-SRT Grand Cherokee until last year. Needless to say, my eye muscles relaxed when I physically inspected this 5,000-pound, 205-inch black diamond. After less than a week, the sense of understanding turned into a real surprise: this is a very beautiful SUV.
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Since then I’ve driven Jeep’s popular Grand Wagoneer and two-row 2022 Grand Cherokee, and somehow, my love for this middle-child GC L has grown. vehicle engine, combining off-road 4×4, family hauler and cruiser in one sharp-looking package. Quite simply, this is one of the most versatile and powerful vehicles on the American road.
Assembled in Detroit on top of Jeep’s new WL Flexible Architecture, the Grand Cherokee L unibody is made of more than 60% high-strength steel, so even though it’s 15 inches longer to accommodate the third line mentioned above, the foundation is very solid when it comes down. way. . I put more than 1,800 miles on the test seen here, jumping from downtown Detroit to the Outer Banks of North Carolina with my family and a load of beach gear. Everyone was amazed at how comfortable the Jeep was — right down to the big 21-inch wheels. Credit goes to the GC L’s 6.9-inch-long wheelbase (which helps smooth out rough surfaces and impacts), but also to the Quadra-Lift air suspension my Summit Reserve tester and adaptive protections. Although the road to OBX includes many boring miles of the Midwest, I’ve mixed things up by taking a few interstate routes to avoid DC traffic and take in the views of the Tonga.
You may recall that, back in June, Roadshow review editor Craig Cole slammed the Grand Cherokee L Off-Road at the model’s launch. Cole noted that despite the long wheelbase and low break angle (22.6 degrees), this Jeep is not just a crossover, it’s a rugged SUV with decent rolling. With up to 10.9 inches of ground clearance and the ability to cross 2 feet of water, the GC L can handle 99.97% of the ground its customers request (and the other 0.03 % is stupid or just looking at the wrong type of vehicle). Thanks to its highly adaptive air suspension and Quadra-Drive II 4WD system, this GC L has a wide range of capabilities. Between its electronically controlled differentials, multi-spoke drivetrains, and underbody plates, Cole’s first drive proved that this could Jeep crawling over obstacles. Now, my time showed that this SUV is also capable of tracking at higher highway speeds or when choosing a tight-radius bend entering an unfamiliar winding country road.
That on-road behavior is especially important, because when it comes to its lower trims, the GC L is comparable to family-friendly sedans like the Ford Explorer, Kia Telluride, Nissan Pathfinder and Toyota Highlander. . Along with other off-road SUVs like Chevrolet Tahoe Z71. In this high profile, this Jeep is more powerful, internet and technologically rich than other vehicles. Of course, it’s worth the price — the Summit Reserve trim starts out well in all but the top-out Chevy.
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At this end of the GC L model spectrum, this Jeep looks, feels and drives like a proper luxury vehicle. In fact, in this respect, the Summit Reserve is worth the price of a Mercedes-Benz GLS or a BMW X7 – The L’s specs, features and general aura of luxury lines are impressive. Jeep owners might tell you that the European SUV is a close competitor for the new Grand Wagoneer, but don’t be fooled: About a foot shorter than the GW, this four-foot model has the same footprint. German team.
Pop the hood on the Grand Cherokee L, and you’ll find one of two very capable engines: Stellantis’ 3.6-liter Pentastar V6, with 293 horsepower and 260 pound-feet of torque, the 5.7- liter Hemi V8 (357 hp). , 390 lb-ft) Both are backed by eight-speed manual transmissions. In this age of downsized, turbocharged and dynamic engines, these desirable options seem old school on paper. Yes, some hybrids offer hybrid power and high-end low-end torque and efficiency, but at least you don’t need to run premium fuel here (89 octane is “recommended” for the V8, but it should work fine on the 87).
My test route didn’t involve hill climbing or towing, so even though the GC L “only” engaged the smaller engines of the two engines, the power was pretty decent. Part of the credit goes to the 850RE TorqueFlite eight-speed automatic, which is hard to find in the right gear. And while it’s not as refined or as resonant as the James, the Pentastar is tough enough for this 5,000-plus pounder. Of course, if your plans include constantly towing a camper or trailer full of toys, if you live in the mountains, or if you have a heavy right leg, the difficulty adding a V8 is a worthwhile investment.
The same goes for oil efficiency. The EPA claims 18 mpg city, 25 mpg highway and 21 mpg combined from the V6. That’s better than the James’ impressive 14 city, 22 highway and 17 combined ratings, but past experience suggests the Pentastar sinks fuel faster than the V8 under heavy loads. Even with a fully loaded cabin and cargo hold, I saw times on the open road above EPA estimates, but overall, my economy averaged 23.2 mpg. found fuel – it’s good to be honest. It’s worth noting that Jeep has confirmed that a Grand Cherokee 4xe plug-in hybrid model is coming, but it’s unclear if those plans also include the L.
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The Grand Cherokee’s reputation off-road and looks will draw buyers in the door, but it’s the interior that will make buyers want to sign the brand line. While low-end models like the base Laredo 4×2 ($39,375 delivered) and Altitude ($42,575) have nice cabins, top-of-the-line models like this Summit Reserve are impressive and tech-rich. Yes, I could complain about the finger-joy screen and the piano-black trim, but I won’t, because from the Palermo leather stitched on the front seats to the massage to large areas, artistic carvings of open pore waxed walnut, and of course— No takers, this is an enviable home.
On the tech front, the Summit Reserve’s Uconnect 5 infotainment suite runs on a 10.1-inch touchscreen that boasts quick responses and crisp graphics, including wireless Android Auto integration and Apple CarPlay (lower trims work with an 8.4-in. display). Music lovers will appreciate the high fidelity of the 19-speaker, 950-watt McIntosh sound system, but also the digital nature of the blue needle of the orophile brand. With dual-source Bluetooth, the passenger can play a DJ while the driver sits
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