By Dan Scanlan
MyCarData



(September 24, 2023) The Jeep Grand Cherokee 4xe Plug-in Hybrid was silent as it bounded along the rutted dirt trail, the only sound from this electric drivetrain a subtle humming warble and tires scratching the soil. Nature could be heard as we drove with windows down, the EV was the best way to go off road — until a screeching sound arose behind: “BIG SCARY BUG IN THE CAR!!,” yelled my grandson from a booster seat in the leather back seat.



Then the bug flew away.



The midsize Grand Cherokee, born 30 years ago, has always had a six- or 8-cylinder engine under its bonnet. But as its redesigned fifth-generation version enters its second year, parent company Stellantis is moving the venerable Jeep brand into the future. That means a turbocharged 2-liter in-line four-cylinder engine, with a 400-volt battery pack and two electric motors for a combined 375 hp and 470 lb.-ft. of torque – plus an estimated 25 miles of EV-only range.


Hence the silent running on the dusty trail — except for that bug!

The latest version of this venerable SUV premiered as a 3-row, 7-seat Grand Cherokee L last year. Then we tested the gas-powered 2-row version of our current steed, with a 293-hp V-6. All three retain Jeep’s historic 7-slot grill - this one’s got a shallower shape between slim LED headlights, each of the slots graced with buff alloy blocks. The face is flatter, the grill indenting a higher bumper over a large lower intake with silver lower trim. There are satin silver-accented fake side vents and slim fog lights.

With height-adjustable suspension at full drop, you slide into tan Palermo Leather seats with stitched, quilted bolsters, facing warm open pore walnut circling dashboard and doors. Everybody who sat in was amazed at how lush it looks. And with massage, heating and cooling up front, plus dual memory presets for both, they were supportive and nice on long trip - didn’t mind the copper stitching accents on the flowing dashboard either, plus accent lighting under dash and door wood — very nice.
    
The digital gauge package can be configured to show digital speed, EV power use and regenerative charging, and a cool lower drum speedometer. The center display shows navigation, audio, EV and gas range, four-wheel-drive power split and a night vision camera display so you don’t run the cat over. You can change it all to a widescreen map with power/charge and range displays framing it.

It’s controlled off buttons on a stitched leather-clad steering wheel with power tilt and telescope adjustment. The front passenger gets their own touchscreen with audio, navigation, Bluetooth audio/video and more – the driver can’t see it due to screen polarizing. There’s small paddle shifters with audio controls behind.


 
On the wood central dash curve is a 10-inch color touchscreen with icons to activate navigation, phone, apps and settings and more. Across the top, real buttons for lane-keep assist, self-park, auto-engine off, heated steering wheel and more. The massage button is on each front door — a tap activates a selection menu on the main screen. I loved the display of off-road differential and axle status as well as pitch and roll on the main screen, or a 360-degree look outside. Overhead, a wide rearview camera display mirror.

This Jeep offers wireless Apple CarPlay and Android Auto, with Wi-Fi hotspot. The 950-watt McIntosh sound system with 19 speakers sounds great. And “Hey Jeep” wakes up an AI that handles lots of functions verbally — no hands!



 Mid-size it may be, but there’s good head and leg room in back with reclining cooled/heated second-row seats that get heat and cooling, plus climate control, more USB ports and a 115-volt outlet. Seatbacks split and fold to expand wide and tall cargo space, a small cargo nook under the floor due to batteries. The power hatch opens with a leg wave.

So where’s the 5.7-liter V-8 with 357 hp and up to 7,200 pounds towing; or 3.6-liter V-6 with 293 hp and 260 lb.-ft. of torque and up to 6,200 pounds towing? Our turbocharged 2-liter aluminum four with 270 hp at 5,250 rpm and 295 lb.-ft. of torque at 3,000 rpm, plus EV means a combined 375 hp and 470 lb.-ft. of torque; max towing of 6,000 pounds. We averaged 20 mpg in mixed EV/Hybrid use.

This 5,507-pound (vs. 4,784 pounds. for the V-6 we tested) GC PHEV is 723 pounds heavier, but pretty quick. In Auto drive mode in gas only, it’s 6.4 seconds to 60 mph, launch a bit lackluster at first. In Auto mode with Hybrid, using gas or electric as needed, it took 6.3 seconds with quicker EV boost off the line. And in Sport mode with full Hybrid gas/EV mix, it took 6 seconds with EV boost all the way. My only comment – at full bore, the 4-cylinder engine is a bit growly over 4,500 rpm. And EV torque thumped in noticeably a few times when pedal was initially pushed.
 
For comparison, that 2,700-mile-old, 293-hp V-6 Grand Cherokee hit 60 mph in 8 seconds in Auto drive mode, and 7.9 in Sport mode. It averaged 18 mpg.

This PHEV takes just under 90 minutes to charge at Level 2/240 volts, or just under 13 hours on Level 1 household current, claiming an estimated 27 miles of range. Quick launches with all EV torque make for quick getaways, but full throttle induces the gas engine.

On tarmac, the GC 4xe had a taut but supple, well-controlled ride that easily acted luxurious in absorbing bumps without a ripple or body sound. Adaptive damping offered a quiet, refined feel with quick, neatly buffered rebound. In corners, it became a well-behaved SUV, neutral with no understeer, albeit some body roll. Sport mode showed left/right, front/rear power feeds as needed in cornering on the torque-split screen. And in our skidpad, pushed harder, the 4xe was fairly neutral bar some controllable understeer.

Power steering offered a direct feel in Auto and Sport, the latter a bit firmer, a tad too artificial in feel. And with regen set to normal, there’s no brake grab, just a nice bite high up and real control on our 5,000-mile-old test vehicle.

Off road, we set it in Mud/Sand, which it has along with Auto, Sport, Rock and Snow. Its active full-time 4x4 engages the clutch pack to transfer up to 100 percent of torque to front or rear axle as needed. Then, like the Wrangler 4xe I tested last year, I decided to go off-road on EV only – so I could hear the birds and get some wind in my face with all windows open.
 
The GC4xe just plowed through deep sand and grass, weeds swishing underneath the only sound bar some EV motor warble, torque split and steering angle visible on the gauge screen, which showed power fed front/rear, and side to side as needed. We could monitor pitch and roll on the big main screen. There’s mountains of controlled torque to get out of stuff - on a deep sandy patch, nothing stopped it. We heard only the sound of cicadas — the only way to 4x4. There’s hill-descent control, but Florida gave us no hill. A forward facing camera helped avoid hidden dips, sensors beeping at each thick weed. And we lost three miles of indicated range for each half mile of trail work — with gas backup if needed!

The base Jeep Grand Cherokee Laredo starts at $40,130; our Summit Reserve PHEV started at $72,595, with lots standard except a $4,480 package with passenger display, Palermo Leather, 21-inch wheels and tires and interior trim upgrades; $2,235 head-up display/night vision/rear digital mirror; and $275 for rear seat side shades — total $81,380.

Bottom line — It’s a true family Jeep Grand Cherokee — roomy, luxurious, on- and off-road capable, and a powerful partial EV powertrain that can save some gas.