It wouldn’t have taken a trip to scenic Utah to convince me that Jeep’s all-new fifth-generation 2022 Grand Cherokee raises the bar among rivals in the in the overstuffed midsize SUV segment. Merely incorporating the family hauler into some of my at-home routines would have been enough.
What Utah provided was a chance for the new Grand Cherokee to flex its muscles and showcase its notable balance of on-road poise and rock-crawling credibility—which also means it excels at everything in between.
As a daily driver of a fourth-generation Grand Cherokee, I start with this: Jeep answered every grievance I’ve ever had after piloting the five-seater for nearly a decade. The brand may as well have designed it just for me, an active mom who prioritizes hauling kids and bulky (dirty) cargo, comfort and capability for both sea and summit excursions, modern tech and a touch of luxury.
The new Jeep Grand Cherokee has a roomier backseat; a more expansive, airy cabin; improved front- and rear-visibility; a bigger, more usable center console; button-activated seat heaters (versus digging through screens); easily accessible car seat latches; and lots of tech, including an optional passenger-side touchscreen that lets the co-pilot participate in navigation or just be entertained. An optional rear-seat entertainment package adds dual screens with built-in Amazon Fire TV.
2022 Jeep Grand Cherokee: Driven
At the Jeep-hosted event in Moab, home to outdoorsy types and massive rock formations, the Grand Cherokee showed off its handling fluency in around-town driving, highway long-hauling and technical off-roading. This trio of talents is nothing new to the nameplate, which has always offered a balance of skills, but this new generation levels up in terms of comfort, handling and amenities.
I drove a Grand Cherokee Limited with the standard 3.6-liter V6 engine on an hour-long hill climb along the Colorado River up to La Sal Lookout Point. The route’s ascent was gradual, but some of the twists in the road were not. The Grand Cherokee is planted and confident on winding roads and has little to no body roll, a helpful characteristic when hugging into a curve with a sheer drop on the passenger side. Most impressive was how comfortable I felt behind the wheel–both in my seat but also operating the vehicle. Despite lacking seat massagers (only offered on the Summit Reserve), I could have driven five hours straight.
Over highway roads in a road trip scenario, the Grand Cherokee exudes a floaty feel. When piddling about town its personality is light and nimble, which makes it easy to turn and park–a plus for frequent (and sometimes frantic) trips between school, sports and shopping.
After an hour back down from the point, I climbed into a Trailhawk and joined a caravan of would-be off roaders lined up behind a Gladiator Rubicon. We set the vehicles on Rock and 4-Low and activated the sway bar disconnect (full disclosure, mine did not work, but the Trailhawk still performed as expected).
Next we tackled the Raven’s Rim, a technical and challenging course adjacent to the center of town. I used the off-road pages in the information display and watched pitch get as steep as 25 degrees as we climbed and snaked around tight turns threaded through giant boulders.
The forward-facing trail camera was a must-have for me. The wide stance of the hood made seeing obstacles ahead difficult. At times my only visibility was the Grand Cherokee in front of me bobbing fore and aft, one tire up on the driver’s side and then when it made contact, passenger side rear tire up in air. The skid plates played a material part as well. At one point my tires were spinning in deep sand, and our spotters had to nudge me out of the soft surface so I could gain traction. When the SUV shifted, a loud scrape reverberated from the underbody until the front left tire found traction and pulled me out.
I piloted a Wrangler Rubicon on mostly steep climbs and drops over loose gravel and sand alongside participants at the 2019 Rebelle Rally, and my takeaway there was to trust the vehicle. I used that philosophy on this trail and the Grand Cherokee Trailhawk proved every bit as dependable as the Wrangler.
Trims and Pricing
Jeep carries forward the Grand Cherokee’s tradition of providing consumers with a wide swath of models. For 2022 there are four: Laredo, Limited, Trailhawk, Overland and Summit. There are two packages: Altitude (for Laredo) and Reserve (for Summit).
The Laredo offers an entry-level price point for buyers that want Jeep capability but are willing to forego some frills. It costs $39,185, including a $1,795 delivery fee (Laredo Altitude is $43,740). The Limited starts at $45,505, including destination. The uber-capable Trailhawk ($53,070) is 4×4 only and loaded with off-roading tech and engineering. Overland ($55,100) gets an exclusive appearance and the Summit ($59,160) offers a balance of capability and luxury. The Summit Reserve package ($65,160) is 4×4 only and adds the highest-end amenities, including a 19-speaker McIntosh sound system. Adding four-wheel drive costs $2,000 across the line.
For 2022, the Grand Cherokee’s exterior styling finally catches up with that of the longer wheelbase three-row Grand Cherokee L, which arrived this fall. Critics praised the new variant’s looks and high-end amenities as well as its on-road and interior comfort. A move to new platform architecture allows Jeep to offer long and short versions of the Grand Cherokee, the brand’s most popular model. It also allows for a degree of electrification.
Jeep will launch a 4xe (“4-by-E”) plug-in version of the Grand Cherokee early in 2022. The 4xe pairs a turbocharged 2.0-liter inline four-cylinder engine with two electric motors and a 400-volt, 17-kilowatt-hour battery pack for a combined 375 horsepower and 470 pound-feet of torque. It has 25 miles of all-electric range and returns an estimated 57 miles per gallon equivalent (MPGe).
The Grand Cherokee L trim walk is identical to the Grand Cherokee but for the absence of a Trailhawk version. The Grand Cherokee 4xe will offer all trims but the base Laredo. Jeep has not announced pricing for the 2022 Grand Cherokee L or the Grand Cherokee 4xe.
Under the Hood
Just like its counterpart, the new Grand Cherokee is powered by a rear-drive 3.6-liter V6 engine mated to an eight-speed automatic transmission delivering 293 horsepower and 260 pound-feet of torque. The V6 is rated to haul up to 6,200 pounds and has a range of more than 500 miles, according to Jeep. Such a large tank is a huge asset for road-tripping families, especially in winter months when the powder is fresh. A full tank of gas would get me my house in San Clemente, California all the way to Mammoth Lakes (352 miles) and about a quarter of the way back.
Both the 4×2 and 4×4 Grand Cherokee get up to 19 mpg in city driving, 26 mpg on the highway and 22 mpg miles combined. According to EPA, the combined average for an SUV under 6,000 pounds is 29.5 mpg. Considering this huge category includes tiny subcompact crossovers like the Jeep Renegade, 26 mpg is strong.
A 5.7-liter V8 is optional on the Overland, Trailhawk and Summit. The larger powerplant delivers 357 horsepower and 390 pound-feet of torque, and ups towing capacity to a segment-best 7,200 pounds. It uses a cylinder deactivation system to maximize fuel economy that turns off four cylinders under light acceleration or during steady highway cruising. The heavier V8 feels more like a truck, but without the jerkiness that comes from a body-on-frame construction. It delivers the same level of smoothness and is still manageable at slower speeds.
Three 4×4 Systems
Certain Grand Cherokee 4×4 models get Jeep’s Selec Terrain traction management system that includes modes for Auto, Sport, Rock, Snow and Mud/Sand. New for 2022 is a front-axle disconnect, which automatically swaps the vehicle into two-wheel drive if it senses all four wheels aren’t needed for traction (such as when driving straight on the highway). This feature reduces mechanical drag and helps boost fuel economy.
Each Grand Cherokee trim level is delineated by added tech and luxury amenities, but also by one of three four-wheel-drive systems and a rear electronic slip differential (when equipped with 4×4). The Laredo and Limited use the standard Quadra Trac I system with a single-speed transfer active case that adjusts torque distribution automatically when it detects wheel slippage. Quadra Trac II on the Overland and Summit add an active two-speed transfer case.
The Trailhawk has Quadra Drive II uses the active two-speed transfer case and adds low-range and the Quadra-Lift air suspension, which raises ground clearance to 11.3 inches from the standard 8.4. It also increases the approach angle from 20.5 degrees to 53.7 and the departure angle from 26.6 degrees to 30.2. Breakover angle also is improved from 19.1 degrees to 24. New for 2022 on the Trailhawk is a sway bar disconnect that enhances articulation and traction over rocks and unforgiving terrain.
Tech and Luxury Amenities
All models in the 2022 Grand Cherokee lineup come with a robust assortment of advanced driver-assistance technology, including automatic emergency braking (Jeeps calls it Full-Speed Collision Warning) with pedestrian and cyclist detection, rear cross-traffic alerts, adaptive cruise control with stop and go capability, lane departure warning and lane keeping assistance, blind spot monitoring and rear parking assistance. A night vision camera, intersection collision assist, driver attention monitor, parallel and perpendicular parking assistance and a 360-degree camera are optional upgrades. Active Driving Assist, which combines adaptive cruise control and lane centering, also is available.
The base Laredo has much of what a near-premium, mid-grade SUV should offer, but without the leather seats. It comes with 17-inch wheels, heated, folding side mirrors, driver-side lumbar adjustments, roof rails, automatic dual-zone climate control and a leather-wrapped steering wheel. The Laredo’s Altitude package adds larger gloss black 20-inch wheels and other distinct coordinating exterior styling as well as remote start, heat front seats and wheel, wireless charging, and adjustable height liftgate, rain-sensing wipers and a 115-volt power outlet.
Laredos use an 8.4-inch touchscreen that runs Uconnect 5 and offers wireless Apple CarPlay and Android Auto. Uconnect five is extremely intuitive with drag and drop customization and a home button that take the driver back to a three-window layout. The default suited me: navigation in the large slot, smartphone integration and climate control in the smaller two. A 10.25-inch digital instrument panel behind the wheel offers three different views as well as other off-roading data like pitch and roll angles. Both rows get a USB-A and C port.
The Limited builds on the Laredo Altitude and adds Capri leather seating and seat heaters in the first and second row. It also gets a six-speaker surround sound system with noise cancellation, single-color ambient lighting for the instrument panel and rear doors and automatic high beams.
The off-roading Trailhawk has Selec-Speed Control, which is a low crawl cruise control, skid plates, red tow hooks (10,000-pound pulling power) and a (very helpful) front camera for better visibility on steep ascents or descents. The camera has a washer and provides 360-views when needed. It gets 18-inch wheels with knobby Goodyear all-terrain tires, an anti-glare hood decal, a black roof with rails (150-pound capacity) and a Class IV receiver hitch. All-weather floor mats are standard. Seat upholstery in the Trailhawk is Capri leather and suede, and audio is a nine-speaker 506-watt Alpine system.
The Overland has exclusive interior appointments, including Nappa leather seats (with seat-base length adjusters) and door panels, teak interior trimming, a dual-pane moonroof, ventilation in the front seats, upgraded Uconnect 5 with navigation and five-color ambient lighting. On the outside, it gets 20-inch wheels, chrome tow hooks, a gloss black roof, side mirrors that automatically tilt down when in reverse, wiper de-icer and keyless entry. The Overland’s liftgate is foot-activated—a useful feature for busy moms.
The Overland can be equipped with the Off-Road Group that adds the Trailhawk’s talented Quadra-Drive II system, skid plates, smaller 18-inch wheels with all-season performance tires.
The Summit tops the lineup. On the outside, it has 20-inch polished aluminum wheels, exclusive fog lamps, illuminated door sills and silver roof rails. It also gets the full menu of standard driver-assistance tech. Inside it offers 16-way power-adjustable front seats (up from eight-way on other trims) with a massaging function that has five customizable settings. It also gets four-zone climate control that will cater to each passenger’s preferences. A second-row floor console adds cupholders, an armrest and mobile device storage.
The Summit Reserve premium package is “reserved” for buyers that want true luxury appointments. Seating is upgraded to quilted Palermo leather; a new handsome caramel color called Tupelo adds warmth to the cabin, deepening the contrast between beauty and capability. Summit Reserve also uses open-pore walnut wood and suede-esque fabric on the A-pillar and headliner. It has the largest 21-inch wheels and the best 19-speaker audio system from McIntosh.
Jeep’s Grand Cherokee already is a formidable player in the midsize SUV segment. Through October 2021, Jeep has sold 216,530 units of the outgoing design, which is well above the Ford Explorer (181,000), the Chevrolet Traverse (100,845) and the Volkswagen Atlas (63,490). Even the Ascent, which Subaru markets as off-road capable (I’ve seen it flex over rocks), is not quite as popular. These are all three-row SUVs, so the Grand Cherokee L helps the nameplate case a wider net by breaking into that corner of the category. Regardless, the new 2022 Grand Cherokee is the new SUV to beat and is truly top of its class in every facet.
