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The fifth-generation Grand Cherokee.
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Everyone knows you’re driving a Trailhawk with this hood.
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A front grille that’s not obnoxiously large!
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You’ll be reminded that this is an SUV built for off-roading each time you plug in.
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The seats all have the Trailhawk badge
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The Trailhawk comes with blue tow hooks
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When Fiat Chrysler America merged with Peugeot, part of the reason was the former’s challenges in getting an electric vehicle to market in the US. By the time the merger was finally consummated in early 2021, the plug-in hybrid Chrysler Pacifica minivan was the only electrified vehicle in the US portfolio of Stellantis. Since then, we’ve seen the launch of two new PHEVs from the company’s top US-selling Jeep brand: the Jeep Wrangler 4xe and the Jeep Grand Cherokee 4xe.
The PHEV Wrangler has seen strong sales since its introduction, and Jeep hopes it has another winner on its hands with the fifth-generation Grand Cherokee. The two-row Grand Cherokee 4xe uses the same powertrain as the Wrangler 4xe: a turbocharged 2.0 L inline-four engine capable of cranking out 270 hp (199 kW) and 295 lb-ft (400 Nm) of torque is paired with a 134 hp (99 kW) electric motor. The end result is a 375 hp (276 kW) powertrain with 470 lb-ft (639 Nm) of torque, outdoing the 5.7 L V8 (there’s also a 293 hp V6 available). All three power plant options are paired with an eight-speed automatic transmission.
There are a few options for configuring the Grand Cherokee 4xe. The base model starts at $60,695, but if you want all the bells and whistles, there’s a $76,070 Summit Reserve model. We tested a $71,790 Trailhawk 4xe, which was kitted out with Nappa leather, Jeep’s full suite of driver-assist tech, and its Quadra-Drive II 4×4 system with a two-speed transfer case. The Trailhawk also comes with a front-axle disconnect, which will automatically switch the SUV to front-wheel drive if driving conditions don’t require both axles.
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The Grand Cherokee 4xe has a great front row layout.
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Screens for the backseat passengers are optional.
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