2022 Jeep Grand Cherokee 4xe
The Jeep Grand Cherokee 4xe Tops New Ridge Of Efficiency
It’s hard to think of a brand that embraces tradition more than Jeep. But that doesn’t mean they’re stuck in the past. Indeed, Jeep is in the process of electrifying every one of their models; the latest being this Jeep Grand Cherokee 4xe. So, let’s see what the 4xe adds to an iconic 4×4!
The 2022 Jeep Grand Cherokee 4xe is electric, but not all electric. It’s a plug-in hybrid or PHEV. A very sensible approach to electrification in our view, rather than going all-in and forcing faithful followers to adapt their lifestyle to a revolutionary business strategy.
Moreover, most of the powertrain specs of this 5-passenger standard wheelbase Grand Cherokee have commonality with the Wrangler 4xe we tested last year. Except the 17.3-kWh battery. It ekes out a little more EV range; 25-miles compared to the Wrangler’s 22.
The 2.0-liter I4 turbo engine, twin electric motors, and 8-speed automatic work together to deliver the same 375-horsepower and 470 lb-ft. of torque; 4-wheel-drive is of course standard.
So, it’s no Trackhawk, but that 470 lb-ft. of torque is 80 more than the GC’s optional V8, so off to our Mason Dixon test track to try it out.
We saved some battery power, and the 4xe put it to good use. There is a nice surge of spirit at launch that had us hitting 60 in just 5.3-seconds.
About halfway down the track, you can feel the electric influence lessen, and the turbo engine really takes over, delivering great mid-range power. Shifts from the automatic are very smooth and quick, with our best ¼-mile pass taking 13.9-seconds at 102 miles-per-hour. Once the battery drains, there’s noticeably less umph off the line.
True, the 4xe can’t match the V8’s 7,200-lbs. tow rating, but 6,000-lbs. is still quite good for a midsize utility.
As in the Wrangler, all battery and EV hardware is packaged well out of harm’s way, so there’s no loss of off-road capability.
Our Overland tester, however, had more of a pampered lifestyle in mind. It came equipped with a panoramic sunroof, Nappa leather seats with both front and rear heat, and heated steering wheel.
A luxury tech group adds wireless charging, digital rearview mirror, 4 zone climate, rear sunshades, and massaging seats.
While an advanced protech group delivers active driving assist, night vision, and navigation maps in the driver display.
And no matter how many times you see it, the available interactive front passenger display looks impressive, and gives the person riding shotgun something to amuse them.
Now, unlike the Wrangler 4xe, where driving around with no engine noise seemed to amplify other sounds and reinforce its rough edges; here in the Grand Cherokee 4xe, the powertrain silence seems to fit right in with its more refined nature.
Transitions of power between battery and gasoline engine are very smooth, as is ride quality.
Given its size, the 4xe Grand Cherokee felt solid and willing through our handling course. Steering was light, but accurate, and there was only moderate body roll.
The 4xe felt solid and stable in panic braking runs too, but also very heavy. Stops from 60 stretched out to a longish 129-feet.
There are indicators of the 4xe’s plug-in status, an additional access door in the driver’s side front fender for the charger port and small amounts of blue trim. But otherwise, you’d be hard pressed to tell it’s different from just about every other 5th gen Grand Cherokee.
18-inch wheels are standard. A black finished roof is optional. Active grille shutters and front fender aero treatments are in place to maximize fuel efficiency.
Government Fuel Economy Ratings are 56 Combined MPGe for gas and electric, 23-Combined strictly on the gasoline engine. We averaged 22 miles-per-gallon of Regular in Hybrid mode with no charging.
So, the 4xe rates a very good Energy Impact Score, using just 6.0-barrels of oil yearly, with 2.9-tons of CO2 emissions.
The 4xe is available in most of the Grand Cherokee’s trim levels including Trailhawk, starting with Limited at $61,660, and working up to Summit Reserve for a lofty $78,870. Our Overland tester resides in the still high middle-ground at $69,675. Right now the 4xe treatment is not available on the 3-Row Grand Cherokee L.
Yes, those prices are steep, but unfortunately aren’t out of line for a luxury-minded off-roader these days. And the 5th generation Grand Cherokee has certainly attained a new level of luxury, sophistication, technology, and practicality. Now, this 2022 Jeep Grand Cherokee 4xe adds a new level of efficiency, making it an even smarter midsize SUV choice.
Specifications
- Engine: 2.0L I4 Turbo
- Battery: 17.3-kWh
- Electric Range: 25 miles
- Horsepower: 375
- Torque: 470 lb-ft
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 13.9 seconds at 102 mph
- 60-0 Braking: 129 feet (avg)
- Towing Capacity: 6,000 lbs
- EPA: 56 MPGe | 23 Combined
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
