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.
Specifications
- 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 Toyota Grand Highlander
Toyota Goes Bigger And Better
The Toyota Highlander has been been of the best-selling 3-row family utilities for years now. But Toyota is always looking to grow their business, and now they’re attempting to do that by growing the Highlander. Say hello to the Toyota Grand Highlander.
Toyota has no problem selling utility vehicles; they currently have eight in their lineup to choose from, divided into distinct body-on-frame and unitized crossover families. Well, add one more to the crossover list, it’s the 2024 Toyota Grand Highlander. Now, don’t think of the Grand Highlander so much as just a bigger version of the Highlander as it is an all-new vehicle. Longer than the Highlander by 6 1/2-inches, the priorities were to deliver true space for adults in the 3rd row while still providing more cargo room behind it.
Though large and in charge, it seems to take most of its styling cues from a much smaller member of the Toyota family, the latest RAV4. That means a big “hammerhead” trapezoidal grille, minimal overhangs, and different wheel designs than the current Highlander, all but the base XLE trim rolling on 20s.
Overall length beats Honda Pilot by 1½- inches, and 4½-inches over the Kia Telluride, so it’s a biggie!
On the road, there’s a Lexus-like refinement and borderline luxury car smoothness to the ride; above what the current Highlander delivers.
Though, there is an actual Lexus version of the Grand Highlander already announced, the TX.
The Toyota Grand Highlander feels very powerful too, when dealing with our tester’s Hybrid Max powertrain.
It sports a 2.4-liter turbo-4 with electric motor assist to deliver 362-horsepower and 400 lb-ft. of torque through a 6-speed automatic. All wheel drive is standard and max tow rating is 5,000-lbs.
But that’s just 1 of the 3 powertrains. Shared with the Highlander is a 245-horsepower 2.5-liter Hybrid with a CVT. The base engine is a 265-horsepower 2.4-liter turbo I4 with an 8-speed automatic. Both available in front or all-wheel drive.
Our Hybrid Max has unique front and rear bumpers, along with dual exhaust. So we let that 6-speed shift us down our Mason Dixon Dragway test track.
For such a big vehicle, it gets up to speed quickly, leaving the line with a slight chirp of the tires on its way to 60 in just 5.6-seconds. You can feel the EV motor boost at launch, but it also aids in keeping power delivery consistent all the way down the track.
Gear changes were very smooth and it felt solid and stable throughout the ¼-mile, which we finished in 14.3-seconds at 98 miles-per-hour.
The Grand Highlander preferred a more leisurely pace through our handling course. Still, it doesn’t feel overly big or ungainly.
Yet you could really feel the 4,900-lbs. of weight of our Platinum Hybrid Max through here with significant body roll and apparent understeer.
Light steering and an overall soft feel are additional indicators that the main aims here were getting the family up to speed quickly and down the highway in comfort.
In braking runs, there was a noteable amount of nose dive, but stops from 60 were straight and consistent, with a good 115-foot average stopping distance from 60 miles-per-hour.
While an all-new vehicle, there’s a very familiar unassuming quality-minded Toyota interior, with their latest multimedia system which gets a 12.3-inch touchscreen standard.
The 3rd row is indeed much more than an afterthought; access is easy even for adults, there’s great space back there, and belts for 3 occupants. Plus, they were even able to provide 20.6 cubic-ft. of rear cargo space. Folding the 60/40 split 3rd row grows the space to 57.9 cubic-ft, and there’s a generous max of 97.5 with all seatbacks folded.
But while still roomy, it does seem like a bit of 2nd row space was compromised; either a 3-person bench or a pair of captain’s chairs makes for 8 or 7-passenger capacity.
Government Fuel Economy Ratings for the Hybrid Max are 26-City, 27-Highway, and 27-Combined. We averaged 26.2 miles-per-gallon of Regular.
That makes for an average Energy Impact Score, with use of 11.0-barrels of oil yearly, with 5.5-tons of CO2 emissions.
Being the grandest of all Highlanders, no need for basic L or LE trims; the Grand Highlander is available in XLE, Limited, and Platinum grades only, starting with XLE at $44,465, which is certainly on par with what you pay for a top-notch 3-row family utility these days.
For Toyota, making a bigger and better version of their fast-selling Highlander was a no-brainer; and somehow in the process, they managed to seemingly shove an entire Sienna minivan in there. The impressive 2024 Toyota Grand Highlander not only gives Toyota buyers a bigger option to step up to, it primes them to be an even bigger player than they already are in the 3-row crossover game.
Specifications
As Tested
- Engine: 2.4-liter I-4 Turbo
- Horsepower: 362
- 0-60 mph: 5.6 seconds
- 60-0 Braking (avg): 115 feet
- MW Fuel Economy: 26.2 MPG (Regular)
- Transmission: 6-speed auto
- Torque: 400 lb-ft
- 1/4 Mile: 14.3 seconds at 98 mph
- EPA: 26 City / 27 Highway / 27 Combined