2022 Jeep Grand Cherokee 4xe
The Jeep Grand Cherokee 4xe Tops New Ridge Of Efficiency
It’s hard to think of a brand that embraces tradition more than Jeep. But that doesn’t mean they’re stuck in the past. Indeed, Jeep is in the process of electrifying every one of their models; the latest being this Jeep Grand Cherokee 4xe. So, let’s see what the 4xe adds to an iconic 4×4!
The 2022 Jeep Grand Cherokee 4xe is electric, but not all electric. It’s a plug-in hybrid or PHEV. A very sensible approach to electrification in our view, rather than going all-in and forcing faithful followers to adapt their lifestyle to a revolutionary business strategy.
Moreover, most of the powertrain specs of this 5-passenger standard wheelbase Grand Cherokee have commonality with the Wrangler 4xe we tested last year. Except the 17.3-kWh battery. It ekes out a little more EV range; 25-miles compared to the Wrangler’s 22.
The 2.0-liter I4 turbo engine, twin electric motors, and 8-speed automatic work together to deliver the same 375-horsepower and 470 lb-ft. of torque; 4-wheel-drive is of course standard.
So, it’s no Trackhawk, but that 470 lb-ft. of torque is 80 more than the GC’s optional V8, so off to our Mason Dixon test track to try it out.
We saved some battery power, and the 4xe put it to good use. There is a nice surge of spirit at launch that had us hitting 60 in just 5.3-seconds.
About halfway down the track, you can feel the electric influence lessen, and the turbo engine really takes over, delivering great mid-range power. Shifts from the automatic are very smooth and quick, with our best ¼-mile pass taking 13.9-seconds at 102 miles-per-hour. Once the battery drains, there’s noticeably less umph off the line.
True, the 4xe can’t match the V8’s 7,200-lbs. tow rating, but 6,000-lbs. is still quite good for a midsize utility.
As in the Wrangler, all battery and EV hardware is packaged well out of harm’s way, so there’s no loss of off-road capability.
Our Overland tester, however, had more of a pampered lifestyle in mind. It came equipped with a panoramic sunroof, Nappa leather seats with both front and rear heat, and heated steering wheel.
A luxury tech group adds wireless charging, digital rearview mirror, 4 zone climate, rear sunshades, and massaging seats.
While an advanced protech group delivers active driving assist, night vision, and navigation maps in the driver display.
And no matter how many times you see it, the available interactive front passenger display looks impressive, and gives the person riding shotgun something to amuse them.
Now, unlike the Wrangler 4xe, where driving around with no engine noise seemed to amplify other sounds and reinforce its rough edges; here in the Grand Cherokee 4xe, the powertrain silence seems to fit right in with its more refined nature.
Transitions of power between battery and gasoline engine are very smooth, as is ride quality.
Given its size, the 4xe Grand Cherokee felt solid and willing through our handling course. Steering was light, but accurate, and there was only moderate body roll.
The 4xe felt solid and stable in panic braking runs too, but also very heavy. Stops from 60 stretched out to a longish 129-feet.
There are indicators of the 4xe’s plug-in status, an additional access door in the driver’s side front fender for the charger port and small amounts of blue trim. But otherwise, you’d be hard pressed to tell it’s different from just about every other 5th gen Grand Cherokee.
18-inch wheels are standard. A black finished roof is optional. Active grille shutters and front fender aero treatments are in place to maximize fuel efficiency.
Government Fuel Economy Ratings are 56 Combined MPGe for gas and electric, 23-Combined strictly on the gasoline engine. We averaged 22 miles-per-gallon of Regular in Hybrid mode with no charging.
So, the 4xe rates a very good Energy Impact Score, using just 6.0-barrels of oil yearly, with 2.9-tons of CO2 emissions.
The 4xe is available in most of the Grand Cherokee’s trim levels including Trailhawk, starting with Limited at $61,660, and working up to Summit Reserve for a lofty $78,870. Our Overland tester resides in the still high middle-ground at $69,675. Right now the 4xe treatment is not available on the 3-Row Grand Cherokee L.
Yes, those prices are steep, but unfortunately aren’t out of line for a luxury-minded off-roader these days. And the 5th generation Grand Cherokee has certainly attained a new level of luxury, sophistication, technology, and practicality. Now, this 2022 Jeep Grand Cherokee 4xe adds a new level of efficiency, making it an even smarter midsize SUV choice.
- Engine: 2.0L I4 Turbo
- Battery: 17.3-kWh
- Electric Range: 25 miles
- Horsepower: 375
- Torque: 470 lb-ft
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 13.9 seconds at 102 mph
- 60-0 Braking: 129 feet (avg)
- Towing Capacity: 6,000 lbs
- EPA: 56 MPGe | 23 Combined
2024 Chevrolet Corvette Z06
Bringing Supercar Performance To The Street…American Style
What happens when you let enthusiasts and engineers worry less about tradition and allow them to do what they do best? You get cars like this Chevrolet Corvette Z06. What happens when GM let’s us borrow one for a few days? That’s what we’re about to find out!
While the Z06 package first became an option for the Chevrolet Corvette back in 1963, it wasn’t until the C5 that it describe the ultimate track-focused ‘Vette. And while since then every Z06 has gotten more extreme, if we were plotting things out on a graph, this is where the line of performance progression goes from a steady incline to almost vertical. Yes, the latest C8 Z06 is all that.
It starts with a brand new LT6 5.5-liter DOHC V8 that outputs 670-horsepower and delivers 460 lb-ft. of torque. It sounds great too, the very aggressive nature of its flat-plane crank design has it sounding, and feeling like it’s trying to shake its way out of the engine bay unless you unleash some of its furry.
This dual-cammer featured a dry-sump design from the get-go and is more racing engine than souped-up small block, being developed originally for the C8.R race car.
It made short work of Roebling Road Raceway’s long front straight, able to reach 160 by the end of it. With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.
But, as you can imagine, Chevy has done much more than just plop a bigger motor into its rear-midship engine bay, which was easier to do since they didn’t have to worry about anyone seeing over it. They’ve addressed just about every part of the car to ensure it puts that power to best use for coming out of corners like few other cars on the street.
That includes upgrades for the short/long arm double wishbone suspension setup that can be further enhanced with an available Z07 Performance Package that adds more aggressive tuning for Magnetic Ride Control, and Michelin Sport Cup 2R tires. Which can be mounted on 20 and 21-inch carbon fiber wheels with carbon ceramic brakes nestled behind.
It all translated into more grip than a semi’s worth of industrial strength Velcro through Roebling’s 9-turns.
With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.
Like most Corvettes, the Z06 can be as wild or mild of an experience as you care to make it but will most likely be the fastest car to show up at most track days. Yet, the same magnetic dampers that void all body roll on the track, provide an almost plush ride quality for the drive home, though not quite as plush as the standard Corvette.
We’re struggling to find something non-fan boy to say; sure the 8-speed dual-clutch gearbox doesn’t deliver shifts with the brutality of some exotics, but really, they’re just as fast, and the shifts are much smoother.
Believe it or not, almost all the body is unique. So, rather than just tacking on some fender flares, Chevy made the entire car wider to cover the 345 rear tires, yet keep the same uniform look in place.
The optional Carbon Fiber Aero Package adds a front splitter, rocker extensions, front dive planes, and a huge rear wing. We’re not sure if the multi-level nature of that rear wing was done for functional or aesthetic reasons, but it doesn’t block your rearview, and that is much appreciated.
We always talk about torque being more important than horsepower when it comes to acceleration, and the Z06 works with almost 200 fewer lb-ft. of torque than horsepower, but you sure wouldn’t know it when you mash the throttle.
Easy to use programmable launch control allows you to dial in your preferred RPM for launching; we found 4,500 was just about perfect for Roebling’s front straight, allowing for just a tiny bit of slip before rocketing us to 60 on a 40 degree day in just 2.6-seconds.
Power continues to pour on hard as the engine quickly hits its 8,600 RPM redline, and gear changes happen often. The sound inside the cabin in intense, and when the ¼-mile came to an end in 10.7-seconds at 130 miles-per-hour, it felt like it was just getting started.
Government Fuel Economy Ratings are a low 12-City, 19-Highway, and 14-Combined.
For the Z06 there are 3 LZ pricing points to land on, starting at $114,395; but you can go with the top-of-the-line Z06, add 50-grand worth of options, and still come out half the price of anything you can compare it to.
Call us home teamers all you want, but America’s only exotic does it yet again, not only is it the best Corvette ever, but it is also easily one of the greatest American cars of all time, arriving at a particularly poignant time culturally as we mourn the potential loss of internal combustion engines altogether. So, come for the spectacular engine and stay for the complete performance package, and experience, that is the Chevrolet Corvette Z06.
- Engine: 5.5-liter V8
- Horsepower: 670
- 0-60 mph: 2.6 seconds
- EPA: 12 City | 19 Highway | 14 Combined
- Transmission: 8-speed dual clutch auto
- Torque: 460 lb-ft.
- 1/4 Mile: 10.7-seconds at 130 mph