2022 Jeep Grand Cherokee L Limited review

Jeep’s 2022 Grand Cherokee L is the brand’s latest shot at creating a family-friendly, three-row, seven-seat 4x4 wagon. Unlike past seven-seat Jeeps, namely the Commander, the Grand Cherokee L steps upmarket as a more premium product worthy of wearing the Grand Cherokee moniker.

The WL Grand Cherokee L is not simply a new and lengthened version of the current WK2 Grand Cherokee which was built on architecture shared with Mercedes-Benz ML models, but an all-new vehicle that rides on a platform derived from Fiat/Alfa Romeo passenger cars and SUVs. Suffice to say, it has been radically altered to become a Jeep with a modicum of off-road capability.

A new short wheelbase five-seat WL Grand Cherokee has already been launched in the USA and is expected to arrive in Australia late in 2022.

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Here in Australia, the Grand Cherokee L is available in three models: the entry-level Grand Cherokee L Night Eagle priced from $82,250; the mid-spec Limited priced from $87,950; and the king of the hill Grand Cherokee L Summit Reserve from $115,450. Only the Summit Reserve is equipped with a two-speed transfer case and height-adjustable suspension for off-road use.

For this drive we were restricted to formed roads in the Grand Cherokee L Limited. This particular car was optioned with the premium paint and the Vision Pack that adds a massive sunroof, interior camera and a heads-up driver’s display. Total price for this specimen is $93,950 (plus ORC).

Powertrain and performance

All three models in the WL’s Australian line-up are powered by the same 3.6-litre ‘Pentastar’ V6 petrol engine that now makes 210kW and 344Nm. Many pundits, including myself, were sceptical of the venerable V6’s ability to deliver the performance and refinement expected of the big Jeep wagon, but have been pleasantly surprised as it accomplishes both.

The engine is smooth and subdued at low speed and throttle inputs, but gets rorty when you put the boot in and ask for more. Active engine mounts that adjust their stiffness help suppress any noise and vibration, but it’s still vocal when you ask the most of it. The V6 delivers on performance; although, its tone will be a love or hate thing depending on your tastes. I reckon it sounds pretty good for a V6 engine.

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Jeep offers the WL with the Hemi V8 in the USA, but we won’t be getting that here. The best we can hope for in terms of added performance is a hybrid variant that will be coming as Jeep electrifies its entire model line-up.

Then there’s Jeep’s new in-line six-cylinder twin-turbocharged petrol engine which will eventually be replacing both the Pentastar V6 and Hemi V8 engines across the Jeep range. It too will be electrified for hybrid applications, and we expect it to take its place in the mid-life upgrades of the WL Grand Cherokee variants in the coming years. This is the engine that should give the WL the performance and refinement it really deserves.

The only transmission in the WL is the ZF-sourced eight-speed automatic, and in the Limited is backed by a single-range, on-demand 4x4 transfer case. The system is able to uncouple the drive to the front axle when not needed to reduce fuel consumption. As mentioned, only the Summit Reserve gets low range in the transfer case.

On-road ride and handling

The Grand Cherokee L rides on a monocoque chassis with independent suspension at both ends. Under Limited and Night Eagle models it rides on coil springs, while the Summit Reserve gets height-adjustable air suspension with active dampeners.

Both set-ups work well on sealed and gravel roads, delivering firm, flat dynamics with a quality ride control.

As you might expect, the active dampeners on the air suspension do a better job than the basic coils, but the steel springs are still very commendable. The only complaint here, and it’s a big one, is the road noise.

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The Limited rides on 20-inch wheels wearing 265/50 tyres and the road noise coming through them over coarse-surface highways and gravel roads was terrible. Driving the Summit Reserve on its 21-inch wheels was horrendous to the point where you had to raise your voice to continue a conversation with a passenger on the highway.

It would be interesting to drive a WL on the US-specification 18-inch wheels and 60 aspect ratio tyres and see if this offers any improvement, but these are not offered in Australia. We can’t see any reason that they couldn’t be fitted if an owner was so inclined, but I feel that the problem is in the way the monocoque is insulated from the suspension components and how it transmits the road noise through to the passenger cabin.

This road noise in a premium cabin lets down what is otherwise a relatively polished package.

Off-road

As the Grand Cherokee L Limited doesn’t get the hardware to take it off road, we limited this drive to formed gravel roads where stability and overall performance was admirable. We did venture in to a quarry where we were able to check out the wheel travel over a couple of bumps and, even on this coil-spring model, it picks up a wheel easily.

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Thankfully, the electronic traction control does its job to keep up momentum and the show on the road. There’s also the ability to switch between terrain modes to sharpen up the ETC calibration when the tracks require it.

The Selec-Terrain system was also handy for subduing the intervention of the throttle cut on loose gravel, as selecting the snow and mud setting seemed to fix it. This setting also holds the gears in the transmission longer, making the engine rev higher than you want, but we were able to override that by upshifting manually using the shift buttons behind the steering wheel.

Cabin and accommodation

The WK2 was always very well-appointed inside and one of the key reasons it was considered such great value for money. The WL steps the level of appointments and luxury up a notch, but there’s a corresponding step up in price as well.

Obviously the biggest change is the inclusion of a third-row seat, allowing two extra passengers down the back. The third-row pew accommodates adults adequately, but bigger units will struggle getting in and out of the rear compartment, even though the near-side second-row seat does fold well forward to allow access. As with many third-row seats, the WL’s is best left to the kids. There are USB points and air-con vents at the rear to keep them charged and cool.

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With the third row folded, there is a large cargo space with tie-downs and a 12-volt power outlet. The second row folds almost completely flat to create a space long enough for adults to sleep in.

Second-row seat space is plentiful and again there are charging points and A/C vents there for the passengers, with controls for the A/C. The outboard second-row seats are also heated.

Front passengers are seated in heated and ventilated, power-adjustable seats with a big screen ahead of them and plenty of space. I found the centre console to be a bit wide where it encroached on my left knee, but nothing else to complain about here. The Limited has all the luxury features you need and is only trumped by the Summit Reserve’s 980-watt McIntosh sound system and night vision. That sound system is worth the extra money for the top-spec model alone; the off-road hardware becomes a bonus.

Practicalities

As a family wagon the Grand Cherokee L ticks plenty of boxes. Generous interior space, well-appointed cabin with a touch of luxury, and all-wheel drive ability all make it an ideal grand tourer or suburban scrambler.

At the other end of the scale, the Limited specification falls short as a four-wheel drive due to its lack of a dual-range transfer case and height-adjustable suspension, resulting in poor ground clearance.

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The standard fitting of ridiculously low-profile tyres seriously restricts comfortable touring to sealed roads, as they not only ruin the ride quality but are more susceptible to damage and punctures on rough roads than tyres with taller sidewalls on smaller diameter wheels.

The 87-litre fuel tank is average for this style of vehicle, but with only a petrol engine offered you’ll often be looking for fuel stops on the highway.

Verdict

Go back eight or nine years and Jeep was on a high in Australia. Its WK2 Grand Cherokee was selling up a storm, giving the marque the best sales figures it has ever seen in this country. Buyers were attracted to the Grand Cherokee due to its affordability, high levels of equipment, good off-road ability, a choice of petrol and diesel engines, and importantly a 3500kg towing capacity which made it hugely popular with caravaners.

The fact the WK was smaller and cheaper than a LandCruiser or Patrol was also a positive factor for empty nesters. We’re pretty sure Jeep Australia would love to have such a popular model streaming out of its showrooms again.

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With the WL Grand Cherokee L, the manufacturer has taken away or downgraded many of the elements that made its predecessor so attractive. The new model is higher priced; there’s only a petrol V6 engine offered here in Australia; the off-road ability is restricted, especially in the lower priced variants; and significantly for many of those previous buyers, the towing capacity is lower.

Yes, the levels of equipment, features, safety kit and luxury are higher in the new model, which partly justifies the higher prices, and there is a shorter five-seat WL Grand Cherokee coming soon, but the new vehicles have lost most of the features that were important to previous buyers.

The Grand Cherokee L is a superb touring family wagon but it’s not what it used to be and not what attracted buyers to the badge in the past. While the level of luxury is up there, even that is heavily compromised by the road noise.

2022 Jeep Grand Cherokee L Limited specs