Jeep Grand Cherokee 4Xe: The Chief is back!

The times when only leaf-sprung solid axles with longitudinal and cross locks were accepted as the panacea for all-road advancement are over: Especially since vehicle manufacturers do not completely forgo solid footwear and locks, but control everything electronically or elegantly regulate the ride height with air suspension.

That, in short, is the explanation because before we hit the roads, we take the new Grand Cherokee off-road. Into real off-road terrain, which Jeep has specially prepared so that the vehicle requires a lot of skill and the driver sometimes a lot of courage. That's why we go for the hardcore version Trailhawk, which differs from its siblings with chunky all-terrain tires, Quadra-Lift air suspension, electronic rear differential lock, three skid plates, and a disconnectable front stabilizer that also provides more clearance and thus traction in the Wrangler.

Rough terrain? Gladly! It works well! Really well!

And so you drive the Trailhawk so tilted that you really feel like you're on the verge of tipping over, take the big Jeep over absurdly high boulders because there's definitely no alternative, and throw it into some much too deep holes at an angle.

And ta-da: Of course, the big chief handles it all without complaint and with poise. Ramp and departure angles are right, even if they are not as extreme as in the Wrangler. But as said, the Grand Cherokee can also glide like a flying carpet on flat roads. The specifics: The approach and departure angles are 35.5 and 29.8 degrees respectively (in hardcore off-road mode 2 for the Trailhawk), and the break-over angle is 22.2 degrees. Ground clearance varies between 200 and 275 millimeters (the latter value in off-road mode 2), and Jeep states a fording depth of up to 610 millimeters—that's already quite deep water, although Range Rover dives up to 900 millimeters deep here.

The drivetrain is not always economical

For all this, like with the Wrangler, there are 280 kW (380 hp) and 400 Nm from a two-liter turbo gasoline engine and two electric motors, thanks to which the plug-in is supposed to consume only 2.9l/100km and 32.7kWh/100km of fuel and electricity, which means 68g CO2 per kilometer. However, if, as advised, you charge the battery beforehand with the gasoline engine to run silently off-road, it drinks up 12l/100 km even at 120 km/h.

On long distances, achieving less than nine liters in hybrid mode is challenging, especially since the battery realistically offers no more than 40 kilometers range, even though Jeep claims 44 to 48 kilometers depending on equipment. Also interesting is the comparative standard: Our US colleagues at "Motortrend" attest that the Grand Cherokee 4xe is "the best Grand Cherokee you can buy today." Even though they still have the option of other engines including a V8... but even if many in the States like to drive around with extra loud and large exhaust pipes, just as many are only interested in miles per gallon or a favorable price. That is why you also meet many V6 Dodge Challengers or four-cylinder Mustangs there.

Since we do not have any other chief, this is true in a certain way because in terms of driving assistance, comfort, and finish, the new model is indeed significantly better everywhere than its predecessor and aims towards the luxury class if you take the “Summit”: it boasts real wood, leather, a passenger screen, and a touch of US kitsch, giving the Jeep its very own character: confusion with the ultra-cool Range Rover or the technoid German premiums that cater to car enthusiasts is excluded!

On the other hand, you have to like that, and sonically the modest inline-four under the hood just does not quite fit – then better to go fully electric right away – then the Grand Cherokee whispers over highways, country roads, and the roughest bumps – almost! Because a casual creaking from the trunk area could not be suppressed – interestingly, all the test vehicles we drove exhibited this – four in total!

Strong driving values, electrically charged

The fundamental sovereignty is underscored by the data sheet, which shows the sprint from 0 to 100 km/h in 6.3 seconds (our US colleagues determined 6.5 seconds to 96 km/h, so be it), enabling a top speed of up to 210 km/h. In everyday life, that is more than enough – so you can safely remain in relaxed modes. Less relaxed are the warranties: the battery has the usual eight years or 160,000 kilometers, but the rest of the car only two years. Incidentally, it can be charged with a maximum of 7.4 kW – so it takes up to three hours to charge the 17.3-kWh battery.

Prices start at just under 80,000 euros

Prices? Start at 79,500 euros gross (that's 66.80.72 euros net) for the Limited and peak at the Summit Reserve with 99,900 euros gross (that's 83,949.58 euros net). In between, Jeep also offers the better-equipped Overland and the trail-ready Trailhawk for 90,500 euros each, which is 76,050.42 euros net. Small comparison: its former corporate brother, the Mercedes-Benz GLE, starts as a plug-in at a good 85,050 euros... but in this class, price lists quickly reach six figures... which means that you now have to pay a lot for off-road competence - especially if it is paired with luxury and comfort.

What does that mean?

The Grand Cherokee is arriving late - very late - to the market: the main reason is a supplier part (we know which one...) that delayed delivery - but now it's here. Its main problem is that, both technically and visually, it’s caught between all chairs: a Kia EV9 is cooler and purely electric, while Mercedes-Benz EQE and EQS are clearly more comfortable and also purely electric. On the other hand, the last V8 monsters from Audi to Range Rover are ready, against which the Grand Cherokee can only murmur softly. The only real competitor would be the Ford Explorer, which will disappear from the European market by mid-year - it is also thoroughly American, but objectively much more laid-back than the Grand Cherokee. Which we - sorry, great chief - rather see as a transition model until the electric Wagoneer S arrives, which, with 800-volt technology and even more power, ought to open a whole new big chapter in Jeep history.