Jeep has been going big lately, whether you’re talking about adding a 3rd row to the Grand Cherokee or reviving the Wagoneer and Grand Wagoneer as highly capable full-size 3-row utilities. Well, that obviously wasn’t enough. Now they’re going even bigger with this Grand Wagoneer L. So, let’s see how it shakes up America’s suburban lifestyle.

The Jeep Wagoneer and Grand Wagoneer burst onto the scene last year, giving Jeep owners with growing families a whole new 3-row option to grow into. Now, Jeep delivers a stretched alternative, the 2023 Wagoneer L and Grand Wagoneer L.

Wagoneer is of course the reintroduced premium extension of the Jeep brand, and the Grand Wagoneer takes it to extremes with standard air suspension, cargo management rail system, full LED lighting, running boards, black accent roof; plus, unique hood, front fascia, grille, and fender flares. Not to mention a whole suite of interior niceties; a unique dash design, walnut and aluminum trim, leather aplenty, and even massaging seats.

But both Wagoneer Ls share an elongated 130-inch wheelbase, 7 more than the standard Wagoneer, and an overall length that’s a foot more. And while the added length certainly makes it look large and in charge, it doesn’t appear too ungainly with things out of proportion.

Designed to haul up to 8 people plus plenty of gear as comfortably as possible; both 2nd and 3rd row legroom stay the same. The benefit comes strictly in cargo space behind the 3rd row, which here in the Grand Wagoneer L grows from 28.4 cubic-ft. to 44.2. That climbs to 88.8 with the 3rd row folded, and to a max of 112.9. The Wagoneer L’s less bulky seats allow for an even greater max total of 130.9 cubic-ft. All seats folding with a push of a button, of course. Towing capacity stays the same at 10,000-lbs.

But doing the pulling is an all-new 3.0-liter twin-turbo inline-6 engine; designed to deliver more power, more torque, and better efficiency than the standard Wagoneer’s V8. Dubbed “Hurricane,” two versions are available. The Wagoneer L’s with 420-horsepower and 468 lb-ft. of torque; while this Grand Wagoneer L gets a high output version with 510-horsepower and 500 lb-ft. of torque.

So, even with a bigger vehicle, you’ll be getting better fuel economy than the Grand Wagoneer’s 6.4-liter V8, as the turbo-6 with 8-speed automatic transmission and all-wheel-drive, both standard, achieves Government Fuel Economy Ratings of 14-City, 19-Highway, and 16-Combined, all numbers one better. We managed to average a fine 18.9 miles-per-gallon of Premium.

Depending on which trim is selected, you’ll get either Quadra-Trac I, Quadra-Trac II, or Quadra-Drive II 4-wheel-drive. For our Series II tester, that means Quadra-Drive II along with Quadra-Lift Air Suspension and 22-inch polished aluminum wheels which we steered towards Mason Dixon Dragway…

…where it was clear, this engine delivers an impressive amount of torque, considering how easily it dealt with the well over 3-tons of weight here. The Grand Wagoneer L launches hard, hitting 60 in just 4.9-seconds. Smooth and consistent power delivery from there, with almost every run we did coming in at 13.5-seconds at 104 miles-per-hour.

There’s not much you can do about the close to 19-feet of length however, as it requires keeping inputs smooth; but we were able to get through our handling course carrying quite a bit of speed.

The interior is just as amazing as the regular Grand Wagoneer; with up to 75-inches of screen space and a McIntosh reference audio system pumping 1,375-watts of sound through 23-speakers. Front seats in Series II are 24-way adjustable with controls on the door just like Mercedes-Benz. If you opt for 2nd row captain’s chairs, a big center console houses a 10-inch comfort display screen for making adjustments, and of course other screens are available on the backs of the front seat headrests to keep you entertained and informed.

If all this space and luxury sound too good to be true; well, we can assure it’s real, but it will cost you, as the Grand Wagoneer L starts at a whopping $93,495. But, if you just need the space, and can get by with a lot less luxury and without 4-wheel-drive, you can get into a Wagoneer L for as little as $64,495.

In a few short years, Jeep has gone from having no 3-row offerings at all in their lineup, to having a multitude to choose from. The 2023 Grand Wagoneer L is an impressive luxurious beast of an SUV that takes the brand to even loftier heights.

When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.

Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.

Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.

And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.

Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.

And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.

It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.

But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.

The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.

Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.

Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.

Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.