Jeep takes a big step with its next-generation seven-seater Grand Cherokee. But is it a misstep?
- Impressively comfortable and spacious through all three rows
- Comfortable and easy to drive on-road and around town
- Interior design and technology are major strong points
- Low braked towing capacity
- Only one powertrain option, which feels a little underdone
- Lacks the same off-road focus of the previous generation
Introduction
While the 2022 Jeep Grand Cherokee L marks an important return to the seven-seat SUV game, this new model is an important one in many respects for the all-American brand.
Similar to the 14-year wait for the 300 Series LandCruiser to replace the 200 Series, Grand Cherokee owners have been waiting since 2011 for a new model to round the bend.
‘Synergies’ might be a term that makes your skin crawl – especially if you’re not used to a corporate world dominated by meetings and buzz words – but it’s worth noting here.
Whereas Jeep once leveraged the platform used by the Mercedes-Benz W166 ML SUV (2011–2019) for its WK Grand Cherokee, this new-generation model is built atop something entirely new and different.
It’s still a steel unibody design – with independent suspension all-round – however, this new Grand Cherokee uses a modified version of Alfa Romeo’s Guigaro platform, which has been used most extensively in the Giulia sedan and Stelvio SUV.
However, it needs to be modified to suit this application. Firstly, an off-roading Grand Cherokee is a far cry from the likes of a M3-rivalling Guilia Quadrofoglio. Secondly, it’s been modified to accommodate the big seven-seat configuration, as well as maps.
The rear multi-link suspension has been revised, and the front suspension is now a multi-link design with a ‘virtual ball joint’ that moves the point of rotation outside of the wheel.
Maximum braked towing capacity has taken a big hit. Whereas it used to top out at 3500kg, it now sits between 2813kg and 2268kg (with Summit Reserve being the lowest).
Pricing has also gone upwards. While the five-seater Grand Cherokee used to start from $60,450, and only the 522kW supercharged Trackhawk getting into six figures, the seven-seat Grand Cherokee L kicks off at $82,250.
However, those who want to do some more serious off-roading will need to step up into the top-specification Summit Reserve ($115,450), which is the only model to get a proper low-range transfer case.
Lower specification levels have a single-speed transfer case, although the Limited does benefit from a dedicated off-road traction-control system that Jeep calls ‘Selec-Terrain’.
Going to the Summit Reserve brings plenty of nice additions like power-folding rear seats, upgraded interior trims, and a flash Mcintosh-branded sound system (amongst many other things). The air suspension improves off-road ground clearance and wading depth, as well. However, the braked towing capacity isn’t as high as some competitors.
For the full rundown on pricing and specifications, read this story.
And while the low-range transfer case is an important ingredient for many (and crucial for others), the 21-inch wheels of the Summit Reserve limit suitability to regular off-roading.
It’s worth noting here that an 18-inch spare wheel (across all specifications) indicates that a smaller-diameter wheel will fit, for those who want to do more serious or remote off-roading.
| Key details | 2022 Jeep Grand Cherokee L |
| Price (MSRP) | Night Eagle: $82,250 Limited: $87,950 Summit Reserve: $115,450 |
| Options | Night Eagle: Single-pane sunroof ($2450) Limited: Vision Group ($4250) Dual-pane sunroof, head-up display Summit Reserve: Advanced Technology Group ($5500) Head-up display, wireless phone charging, night vision, front passenger interactive display (MY22 only) |
| Rivals | Nissan Patrol | Audi Q7 | Toyota LandCruiser |
Inside
This is the main strength of the Grand Cherokee, and what sets it most starkly apart from the previous-generation model. Whereas the old model felt quite old-fashioned and tired, this model is anything but. The overall design is quite impressive in terms of the design, look and materials.
Top-spec Summit Reserve is particularly impressive, with quilted leather on the seats and doors, McIntosh-branded sound system, 360-degree camera, heated and vented first and second row, power-fold for the rear two rows, four-zone climate-control multi-colour ambient lighting, and 12-way-adjustable front seats with memory and massage. So while $115,000 is big money for the Jeep, it certainly adds in plenty of gear for the asking price.
While we didn’t have a Night Eagle variant at our disposal for the test drive, Limited seemed to be a good quality and comfortable interior as well. The impressive open-pore wood panel across the dashboard is replaced with something less tactile and authentic. But it still looks pretty good. This Limited specification loses things like extra seat adjustment, fancy diamond stitching patterns and massage functionality, but the seats are still broad and comfortable.
The comfort quotient is something that holds true across all three rows. The second and third rows are big enough for adults to fit in quite happily, and helped by a 60/40-split second row with sliding and tilting adjustment. By my own measurements, six taller versions of myself could fit in quite happily and comfortably behind one another, provided that the second row scooched forward slightly from its rearmost position.
Access into the third row is easy and plentiful, as well. The rear doors are noticeably large, and the second row lunges forward in one motion through a lever on top of the seat.
Is this Grand Cherokee a true seven-seater? Yes.
Could you fit seven of me in comfortably? Probably, I just cannot say for sure what shoulder space and legroom are like between occupants, without a couple of bionic copies of myself.
My main gripe with the interior – aside from a rattle in one car coming from the sunglasses holder – is the amount of piano-black plastic around the centre console. It looks great when it’s clean, but is a happy harbinger for grime, dust and smudges from prodding fingers. Just be prepared to wipe it down regularly.
That being the biggest issue inside speaks to the overall quality, however. There are two cupholders up front, good room in the centre console, and space for your incidental gear (along with a wireless charging pad). There are loads of USB-A and USB-C power outlets throughout the cabin, along with a couple of 12V points.
And while it feels modern and fresh, Jeep has kept a good number of physical buttons and dials for easy everyday usage. And while there is no doubt a temptation to reduce the number of actual buttons with capacitive panels and screens, I still do enjoy being able to nudge at a toggle with my finger to quickly and easily adjust the temperature without taking my eyes off the road.
| 2022 Jeep Grand Cherokee L | |
| Seats | Seven |
| Boot volume | 487L seats up / 1328L 5-seat / 2395L 2-seat |
| Length | 5204mm |
| Width | 2149mm |
| Height | 1816–1817mm |
| Wheelbase | 3091mm |
| Wheel track | 1664mm |
Infotainment and Connectivity
Not having the Night Eagle available at launch means we didn’t get to have any quality time with the smaller 8.4-inch infotainment display. Instead, we had the bigger 10.1-inch system at our disposal. It’s a Uconnect 5 operating system, which has a new look and a variety of new functionality going on.
Naturally, the Grand Cherokee L’s infotainment system has things like Apple CarPlay, Android Auto, native navigation and digital radio ticked. And on Summit Reserve specification, one can run a full-size map display on the 10.25-inch digital instrument cluster.
This specification also benefits from a 360-degree camera system, with a good quality image on the big display that allows you to clearly see what is going on around you. And for those who are planning on spending time in tight confines, it will no doubt help living with such a big vehicle.
One feature called ‘Fam Cam’ – which uses a fish-eye camera mounted on the ceiling atop the two rearmost rows – allows those up front to play big brother on those in the back. With a clear image of who is up to what, one can collect further evidence of misdemeanours by zooming into each seat with just a click. Presumably as they prepare their most menacing tone.
Safety and Technology
Sitting on a new, more modern platform has allowed the Jeep Grand Cherokee L to pick up a lot of new safety equipment, which enables it to compete more directly with fresh-faced competition.
There is autonomous emergency braking with intersection collision assistance, traffic sign recognition, pedestrian automatic emergency braking (with cyclist detection), blind-spot monitoring with rear cross-path detection, adaptive cruise control with stop-and-go functionality, active lane management, drowsy driver detection, and tyre pressure monitoring.
A rear-view mirror gets upgraded to a 360-degree camera system with the Summit Reserve specification, along with a digital rear-view mirror that uses a roof-mounted camera and display built into the mirror itself. It’s similar to what you’ll find in a Toyota HiAce or a Land Rover Defender, and helps with rearward visibility when you’ve got a boot full of stuff (or people).
Being such a new model, the 2022 Jeep Grand Cherokee L is yet to be tested by ANCAP and receive a crash-testing score.
| Off-road specifications | Night Eagle / Limited | Summit Reserve |
| 4×4 system | Jeep Quadra-Trac I | Jeep Quadra-Trac II |
| Operating mode | Full-time Active 4WD | 4×4 Low (Lock), Neutral; Full-time Active 4×4 |
| Transfer case | Single-speed | Two-speed |
| Running clearance | 215mm | 276mm |
| Approach angle | 20.6 | 28.2 |
| Breakover angle | 18.2 | 22.6 |
| Departure angle | 21.5 | 23.6 |
| Wading depth | 530mm | 610mm |
Value for Money
On the face of it, the new Grand Cherokee L is a much more expensive proposition than before. Granted, you couldn’t get a seven-seat Jeep for love nor money after the Commander bowed out in 2010.
That being said, there is around a $25,000 jump in asking price between entry-level Night Eagle models when you compare the generations.
However, there is little comparison between the two vehicles in terms of the offering. Inside, it’s a night-and-day difference, and the Grand Cherokee is much bigger these days as well. Especially in this case with the long-wheelbase L variant.
Whereas the old Grand Cherokee used to fight against the likes of the LandCruiser and Patrol with its optional diesel powertrain and good towing credentials, the new Grand Cherokee L fights a different battle. Jeep executives tell us it aims more towards the ‘German-type’ competitor, which we understand. It’s more plush and compliant on-road, and the interior feels vastly more premium.
And from that point of view, the Grand Cherokee L could be seen as a value proposition: premium interior, loads of technology and specification, and genuine comfort across three rows. While the petrol V6 doesn’t compete with more sophisticated turbocharged and electrified powertrains, the rest of the car does compete more evenly.
It might not be a traditional premium brand in the sense that an Audi or even a Land Rover might be, but the quality of the bones allows it to be considered against these kinds of competitors.
Stepping into that world is always going to be an uphill battle for a brand that is more traditionally fighting in the mud pits and sandy beaches, rather than the polo fields and leafy suburbs. But the Grand Cherokee has no doubt taken a step in that direction.
| At a glance | 2022 Jeep Grand Cherokee L |
| Warranty | Five years / 100,000km |
| Service intervals | 12,000km / 12 months |
| Servicing costs | $1197 (3 years), $1995 (5 years) |
We weren’t able to get a great gauge on fuel consumption, because we were swapping drivers and vehicles regularly during the drive event. However, I did get some indicative readouts during my time behind the wheel. After a couple of hours of regional highway and by-road driving – sitting between 80 and 110km/h – we saw a number of 11.5 litres per hundred kilometres.
This compares to Jeep’s claim of 10.6L/100km on the combined cycle, or 8.7L/100km on the highway cycle.
Jeep’s claim of 13.9L/100km on the urban cycle was something we were able to more closely match, after a five-hour stint of low-speed four-wheel driving in the hills. There was plenty of opportunity to apply heavy doses of throttle during this time to help get through the tricky sections.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 10.6L/100km |
| Fuel cons. (on test) | 11.5–13.5L/100km |
| Fuel type | Petrol |
| Fuel tank size | 104L |
Driving
If you want to go off-road driving, the most expensive Summit Reserve model is the pick for you. This is the only model to get a low-range transfer case, as well as some additional off-road driving modes. It also gets height-adjustable air suspension that allows you to raise the vehicle up for additional ground clearance.
However, Summit Reserve also gets 21-inch wheels as the standard fitment. An 18-inch underslung spare indicates that a smaller-diameter wheel would fit, and is a good idea for those who want to do more serious, regular off-roading.
The tracks we were driving were tight, challenging, and at times were asking as much of drivers as they were of the vehicle. Drivers quickly needed to find the sweet spot of revs, momentum and throttle in order to tackle tricky uphill sections, and one could certainly feel the Grand Cherokee working hard. Traction control was nibbling at the wheels, and tyres were scrabbling hard against ruts and loose rocks.
Sometimes off-road driving courses at a vehicle launch can feel very planned, controlled, and a bit too sanitised. But not this one, Jeep Australia has a reputation for putting its vehicles through their paces more properly on its launch events, and this was no different. We turned into the rugged hills on the highway between Braidwood and Batemans Bay taking minor tracks on a five-hour loop.
This doesn’t feel as at home as other Jeep vehicles – or competitors – off-road. Throttle calibration felt tricky to manage at times: tuned to get the most out of the powertrain but feeling too touchy in some situations off-road. Rock mode – something only Summit Reserve gets – felt good, but still a little too sensitive for some situations.
Additional ground clearance through the air suspension is appreciated, and reducing the amount of times the belly got a good scratch over the rough tracks. You can feel the suspension ‘topping out’ in its highest mode, clearly quite close to maximum extension. It gets noticeably firmer and a bit brittle in this setting as well, while going to second-highest mode helps soften things off noticeably.
It’s worth pointing out that we drove the Limited model (with no air suspension or low-range) on the same tracks we took the Summit Reserve. It didn’t have any issues, but it was working a bit harder. There were multiple times when it touched down underneath with some bumps and scrapes, and one needed to rev it a little more aggressively as well.
One can notice the lack of low-rev torque from the 3.6-litre Pentastar motor, as revs can flare slightly on low-speed off-road manouevres. The Grand Cherokee felt more happy with some wind in its sails at higher speeds up steep pinches and through ruts.
More torque, more momentum. But I feel like other large four-wheel-drive vehicles such as the LandCruiser, Patrol or Defender would have been able to crawl with slower control over the same obstacles.
The gearing doesn’t feel particularly low, and compression braking felt almost non-existent. Thankfully, the hill descent control on the Summit Reserve was very good. Controllable through the paddles, and held a low 1km/h quite adeptly.
And while it’s lacking a low-range transfer case, the Limited model succeeded in taking on all of the challenges successfully. Without lower gearing, the Limited was more prone to high revs and wheel spin, loading up the torque converter in order to find the combination of engine speed and wheel speed.
There’s no getting around the fact that the 3.6-litre Pentastar V6 with 210kW/344Nm feels a little underdone in this application. It’s an engine that has been around since 2010, and it still does a good job of propulsion. From the 3.6 litres of displacement, it’s an engine that is on par with the likes of Toyota’s 3.5-litre 2GR (218kW/350Nm) or Nissan’s VQ35 (202kW/340Nm), and it offers a smooth nature and decent performance.
However, pushing 2200kg of tare weight (the kerb mass would be higher) puts the venerable Pentastar onto its toughest assignment yet. The calibration of the transmission and throttle is a key part of making it work, and it is cohesive.
The transmission is fast to react, changing down quickly yet smoothly for the required punch. And the engine is refined and compliant.
However, asking the powertrain to put all cards on the table – overtaking on slight inclines, for example – shows that more power – through forced induction or electrification – would be a welcome salve for this new model.
Considering the kind of powertrain you can get in a Land Rover Defender, Toyota LandCruiser, and a bunch of other large SUVs, the Grand Cherokee would really benefit from a bit of extra under-bonnet punch.
The eight-speed transmission, chassis and suspension could all certainly handle it, and one can only imagine that Jeep’s recently revealed turbocharged 3.0-litre inline six (294kW/600Nm) would suit this platform wonderfully.
What’s more impressive is the general ride comfort, quietness and compliance of the Grand Cherokee L for town and highway driving. We did more of the latter than the former, but using Alfa Romeo’s Giorgio platform as a starting point for this new Grand Cherokee chassis has yielded clear benefits.
The Grand Cherokee L drives much more like a large SUV than a large four-wheel drive, steering well and turning through corners with a feeling of confidence. And even through it’s undoubtedly a big bus, body control seemed quite good as well.
Bump absorption was good, with the big Jeep able to isolate occupants from a crappy stretch of pockmarked, potholed and re-filled country road with ease. In this sense, the Grand Cherokee is a clear step forward over the old model.
| Key details | 2022 Jeep Grand Cherokee L |
| Engine | 3.6-litre V6 petrol |
| Power | 210kW @ 6400rpm |
| Torque | 344Nm @ 4000rpm |
| Drive type | All-wheel drive |
| Transmission | 8-speed torque convertor automatic |
| Weight (tare) | 2200kg |
| Braked towing capacity | 2268–2813kg |
| Turning circle | 11.7m |
Conclusion
You’re not going to buy this new Grand Cherokee to pull your big van anymore. That’s plainly obvious. And while many other large SUV competitors stick to a more impressive 3500kg towing capacity, they also offer something that Australians have a penchant for: torquey diesel engines.
The powertrain in this Grand Cherokee L – while adequate – isn’t a strong point. And it cannot match what others offer.
Where the strength instead lies is the interior. It’s spacious and comfortable across all three rows. There’s plenty of technology on offer as well, and lots of bells and whistles to boot. And while the official ANCAP safety score is yet to come through, on-paper safety credentials are strong.
Another strength comes in the general sense of refinement and comfort in driving the Grand Cherokee L. It might not have the same amount of off-road focus as the previous-generation WK Grand Cherokee, but adapting Alfa Romeo’s Giorgio platform pays dividends for the quality of the driving experience overall.
So while it might move away from that traditional Grand Cherokee buyer – and not compete so much against the LandCruisers and Patrols of the world – there is a new buyer in mind. And there is a chance they will be quite enamoured with what this new Grand Cherokee offers.
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