2022 Jeep Grand Cherokee 4xe: Plugging into nature

Jeep's top seller, the Grand Cherokee, comes in a new flavor for 2022 — a plug-in hybrid.

The Grand Cherokee 4xe, exclusive to the two-row model, features the same plug-in-hybrid powertrain as the Wrangler 4xe.

Under the hood is a 270-hp turbocharged 2.0-liter inline-four engine with 295 pound-feet of torque, assisted by a belt-driven 44-hp motor and a 134-hp electric motor that replaces the eight-speed automatic transmission's torque converter.

The combined output is 375 hp with 470 pound-feet of torque.

Those figures are higher than the 357 hp and 390 pound-feet in the Grand Cherokee's 5.7-liter V-8 engine, but only for as long as the 14.0-kilowatt-hour lithium ion battery has enough juice to contribute.

Regenerative braking replenishes the battery on the go.

Jeep says the 4xe is also more efficient than the gasoline-powered V-6 Grand Cherokee and packs more of a performance punch than the V-8 model by besting its 0-to-60-mph time.

It can tow up to 6,000 pounds and gets 56 mpg-e with 470 miles of driving range.

Grand Cherokee 4xe pricing starts at $59,495 including shipping, while the top-of-the-line Summit Reserve starts at $76,095.

After the $7,500 federal tax credit, consumers could find themselves paying less for the 4xe variant than gasoline-powered models, in some cases.

It's one more rung on the ladder to electrification as Jeep prepares to introduce its first battery-electric model next year. We've gathered some early reviews from the automotive media.

"In the Wrangler, we noted this powertrain's rocky transitions between gas and electric propulsion, although they were somewhat lost amid the Wrangler's general cacophony and numb, vague chassis. In the vastly more polished Grand Cherokee, the powertrain's hesitation and its abrupt transitions stand out. Flatten the accelerator and there's a pronounced delay before any actual movement. We also were unable to replenish noticeable EV range while in Hybrid mode, but were able to recharge some of the battery while driving in eSave, a mode that uses power from the gas engine only.

"We found the gas engine — which isn't fully defeatable in any of the three drivetrain modes — always eager to take over. Naturally, full throttle fires up the engine, but gentler driving can too. During our drive in Austin, Texas, our speed dropped from roughly 33 to 26 mph while we were climbing a grade in Electric mode, and the four-cylinder awoke, interrupting an otherwise silent drive. The punchy turbo four-cylinder has enough torque to get things moving despite Jeep's claim that the Grand Cherokee 4xe weighs roughly 500 pounds more than V-8 models."

— Austin Irwin, Car and Driver

"For families that land in suburbs, where the streets are practically overflowing with new SUVs, this one allows them to save on gas without going fully electric. It's also tough enough to take on some rocks or a dusty trail, while still having polish to make it an attractive daily driver.

"Out on the highway, the Grand Cherokee 4xe provides a smooth ride with easy shifts from the eight-speed automatic. Once the battery is depleted, the Jeep automatically transitions to hybrid power, which only adds a little more noise from the four-cylinder.

"The Grand Cherokee 4xe still manages to shine when taking life's more beaten paths. On a dirt road, the 4xe remains rigid and firmly planted. Rocks and bumps and mud don't phase it and the steering was accurate and direct.

"All the while the interior provides solid insulation from road noise. The leather front seats are 16-way power adjustable, have adequate lumbar support and are memory enabled. Heating and ventilation are also available, which further adds to the comfort no matter the outside conditions."

— James McCandless, Newsweek

"Plenty of advanced driving aids make the Grand Cherokee 4xe even more serene. Forward-collision warning, full-speed adaptive cruise control, lane-departure warning, lane-keeping assist and blind-spot monitoring are standard across the board. Spend a little more money and you can get a nigh vision camera with pedestrian and animal detection. Jeep is planning to offer a Level 2 hands-free highway driving assistant in the coming months, as well.

"When I exit the pavement, I switch from the Grand Cherokee Summit to the Trailhawk, throw it into low-range four-wheel drive and hit the dirt. The air suspension gives me a maximum of 10.9 inches of ground clearance, a breakover angle of 22.3 degrees and a departure angle of 30 degrees. If I were to encounter a stream, I could ford 2 feet of water.

"Here in Texas, however, I'm climbing up over rocks no other midsize SUV can tackle. A disconnecting sway bar means the independent suspension can have a bit more articulation, allowing the 265/60-series Goodyear Wrangler tires to keep better contact on the rocks. The Grand Cherokee 4xe only has 4.7 inches of travel at each corner, so the wheels are definitely up off the ground quite a bit, but the rear electronic limited-slip differential keeps things moving, putting up to 100% of the torque to the wheel that has the most traction.

"The thing to get used to when driving an EV in the dirt is that lifting off the throttle is essentially the same thing as applying the brakes. This works well in slower, rockier sections, but from experience, if you need to just coast over the top of a hill, you'll need to keep your foot in the throttle just a tad longer than you might be used to. Jeep says that under EV power alone, the 2022 Grand Cherokee 4xe is able to conquer the infamous Rubicon Trail."

— Emme Hall, Roadshow by CNET

"Plug-in hybrids aren't necessarily an easy sell to drivers who don't know how or why you'd add a plug and a short electric range to a hybrid vehicle. Many or most car shoppers don't understand how they work — and neither may the salespeople they talk to at dealerships.

"Because they have gasoline engines, plug-in hybrids don't need to be plugged in. Ignoring the plug is a waste of some very expensive hardware; plug-in hybrids that never connect to the grid might as well not have a plug at all. It's unclear whether Wrangler 4xe owners have been plugging in their cars during the year they've been on sale. Anecdotal evidence exists for both sides: the off-roaders who love the silent four-wheeling, and the auto writer whose neighbors got a 4xe for its low lease cost and never knew it had a plug at all.

"I asked Jeep about the charging behavior it had recorded among early Wrangler 4xe owners. Did they plug in often? Daily, or weekly, or not at all? After some initial resistance, the company has promised to see what data it had. I hope they do get plugged in; it would be a waste of pricey technology if they are sold only for the $7,500 federal income-tax credit and other incentives.

"If you're in the market for a Grand Cherokee, the 4xe provides more power than any other powertrain offered this year. It's a taste of electric driving without any of the worries about battery range or finding charging stations on longer road trips. As one EV enthusiast quipped years ago, 'Let's just consider plug-in hybrids the gateway drug to buying an electric car.' "

— John Voelcker, motor1.com

"Despite hauling a split battery pack in its chassis (and a somewhat smaller gas tank) the PHEV version of the Grand Cherokee gives up no capability in the name of efficiency and has a total driving range of 470 miles.

"Over the course of a day and over about 200 miles of driving both on- and off-road, the Jeep delivered on its EPA ratings of 25 miles of electric range, 56 MPGe, and 23 mpg combined—mostly. In mixed driving starting with the battery at 99% state of charge the Grand Cherokee went 24.5 miles before the juice ran out and the powertrain flipped into hybrid mode netting 23.5 mpg average lining up exactly with EPA ratings. But starting off with an empty battery running in pure hybrid mode over the course of about 100 miles of mostly highway into Austin, Texas, the 4xe only mustered 18.5 mpg according to the trip computer. The V-8, and V-6, can do that, and better without a full hybrid system.

"Under electric power the 8-speed automatic transmission shifts smoothly without issue and the power is linear, but it's not enough. Put the accelerator to the floor and the gas engine will kick in, but it takes a full second. The point-and-shoot nature of the V-8-powered Grand Cherokee is lost here despite the PHEV's 0-60 mph sprint of 6.0 seconds vs. the V-8's 6.9 sprint. Finding a hole in traffic and zipping into it from a stop proved difficult, as it's hard to anticipate the entire powertrain waking up from its slumber."

— Joel Feder, Green Car Reports

"Much of the front structure was constructed with aluminum to cut weight, and Jeep's engineers routed the front axle through the oil pan to lower the vehicle's center of gravity more than two inches compared to its ICE counterparts.

"The end effect of all that complexity: some astonishing numbers. The 4xe sprints from a stop to sixty in six seconds, nearly one second faster than the V-8 Grand Cherokee. That's thanks to 470 lb-ft. available from the hybrid system, with instantaneous delivery of torque from a stop. Dedicated heating and cooling loops for the battery system keep that performance available across all conditions, allowing the powertrain to consistently put down 375 hp in total. That's plenty, but torque is the real star here, especially how it's delivered.

"The 4xe's eLSD allows the transfer of 100 percent of torque to any wheel, and for torque to be sent to either side of the vehicle exclusively. That trick diff, combined with the lower center of gravity, pays dividends out on the road. Especially on gravel or dirt, where managing the transfer of a vehicle's weight and maximizing the delivery of power across limited grip is essential.

"By virtue of its multilink front suspension, semi-active dampers, and unibody construction, the 4xe maintains the high water mark set during the rollout of the new ICE Grand Cherokees. On the loose red dirt just outside of Austin proper, that half second when you're waiting for the wallowing body of a body-on-frame SUV to set into a corner disappears (even some unibody utes are guilty of this). The GC 4xe compresses that motion into a tenth of a second. The 4xe handles more like a car here, with no wallow and only a dab of supremely controlled body roll."

— Kyle Kinard, Road & Track