NEW YORK – Jeep has been edging toward premium territory in recent years and we can say, unequivocally, the reborn Grand Wagoneer is a luxury vehicle.
Not only does the ’22 Grand Wagoneer we drive here have the ultimate in modern luxury – 75 total ins. (112 cm) of display screen surfaces, but the attention to detail with design and materials is on par – in some cases above, what you may find in models by well-known luxury brands.
In its top Series III trim level we drive here, much of the SUV’s interior and exterior metallic trim is dual finish, with Grand Wagoneer badging on lower doors having aluminum on the front of letters and copper on the edges. Vents also have aluminum and copper finish.
Jeep’s signature upright grille slots are textured and there’s knurling galore on knobs and dials, with the vehicle’s brightwork and switchgear inspired by fine watches.
The Grand Wagoneer’s cabin is a feast for the eyes, which isn’t surprising as Stellantis brands do interiors right, having won 13 Wards 10 Best Interiors trophies since 2011.
Riding on a tweaked version of the Ram 1500 pickup’s platform, the body-on-frame Grand Wagoneer is Jeep’s bid to challenge big luxury SUVs: Escalade, Navigator, Range Rover.
Overall, we find both SUVs very nice, and the Grand Wagoneer a worthy competitor to the above models, despite a few dislikes.
Wagoneer and Grand Wagoneer Chief Engineer Mike Uhlmeyer says, despite their size these big SUVs drive small, and we do find them easy to maneuver each into parking spaces.
But their massive footprint is apparent on road. On the narrow lanes of the Henry Hudson and Saw Mill River parkways, lane-keeping assist technology is in a near-constant state of alertness as we can’t help but be near lane lines.
On the driver-assistance front, adaptive cruise control systems on both SUVs work well, slowing us down and accelerating in natural ways (neither abrupt nor pokey) behind preceding traffic. Active steering also is helpful, not an annoyance.
Most ADAS technology in the Wagoneer and Grand Wagoneer is adjustable in the vehicle settings menu, although the small blue dots indicating a selection are difficult to see in bright sunlight and with sunglasses on.
Although there is an adjustable air suspension in both models we drive, the ride leans stiff in both Normal and Sport modes, with undulations in the pavement of the Saw Mill Parkway strongly felt.
For serious off-roaders, Rock mode allows us to easily traverse a jagged pile of boulders on a short course.
Standard electronic power steering feels natural. Both models have variable effort (selectable via drive modes) and variable ratios (built in) and need just small inputs to maneuver the large vehicles into and out of parking spaces.
The Wagoneer is powered by Stellantis’ 5.7L Hemi V-8 with its 48V e-Torque mild hybrid system. The impact on fuel economy is not readily apparent, but the system does provide a noticeable 130 lb.-ft. (176 Nm) of extra torque to get this beast moving.
Although regenerative braking is taking place (we feel motor drag often when lifting off the accelerator), our observed high of 19.4 mpg (12 L/100 km) on the freeway in Westchester County drops to 17.2 mpg (14 L/100 km) after stop-and-go city traffic. Essential air conditioning on a 100-degree day no doubt impacted our numbers.
As for engine performance, both the Wagoneer’s 392-hp 5.7L and the Grand Wagoneer’s 471-hp 6.4L V-8 slam you in your seat at wide-open throttle. Floor the accelerator on a flat highway stretch and both SUVs move like they weigh half their roughly 6,000 lbs. (2,722 kg).
The 6.4L Hemi has Stellantis’ Multi Displacement cylinder deactivation system, and it switches almost imperceptibly between 8-cyl. and 4-cyl. modes.
Aluminum doors and fenders and a composite liftgate are used to reduce mass, but our Grand Wagoneer’s 6,450-lb. (2,926-kg) curb weight is apparent as the 6.4L Hemi labors while ascend a steep hill at the Castle Hotel in Tarrytown.
Fuel economy is a dislike. Our observed averages are in 14-19 mpg (16.8-12.4 L/100 km) – disappointing numbers, especially in light of a recent “code red” report by the United Nations issues on global warming.
Stellantis has lagged other automakers in the area of electrification but is trying to catch up with plug-in hybrid versions of the Jeep Wrangler and all-new Grand Cherokee. We hope for a similar offering for the Wagoneer twins. A forecast from Wards Intelligence partner LMC Automotive forecasts a potential, but not definitive, PHEV variant of one or both.
Inside, both vehicles have a slew of physical controls, despite screens galore. A minor dislike is the glossy piano black finish on some buttons that makes their icons difficult to see in bright sun.
Infotainment screens in the second row and on the passenger side of the instrument panel (where a parent can view and control the second-row content without distracting the driver) should be popular with families.
And, bringing modernity to such systems, the Grand Wagoneer (pictured above) has AmazonFireTV, able to stream Netflix, Amazon Prime and YouTube content. Parents, you can finally throw out those DVDs.
Scads of USB, USB-C and HDMI ports are standard or available in both Wagoneers, as are 12V and 115V outlets.
The center second row in our Grand Wagoneer tester has the same posh center console as the front, with a 2-level box. Slide a tambour door to uncover a tray and ports – lift the lid to reveal a cooler, safe or basic storage.
Our Wagoneer has a 40/20/40 second row with removable center seat, while both vehicles have a 3-person bench in the third row. Pushing a button atop the second-row seats flips the seatback forward and tilts the whole seat up for easier access to the backseat.
Wireless Android Auto and Apple CarPlay are available. We start out wired to charge, forgetting about a charging pad hidden behind the Comfort screen. Maybe being wired is why we have strange interference between the native infotainment system and CarPlay, wherein the latter sometimes starts unexpectedly and knocks out our programmed route via the onboard navi.
In CarPlay, our Apple Music library sounds amazingly crisp and clear on our Grand Wagoneer’s 23-speaker (!!), 1,375-watt McIntosh audio system.
Both interiors are handsome, with our Grand Wagoneer boasting "Sea Salt" light gray quilted and perforated leather seats with terracotta piping and stitching, also present on top of the instrument panel. A dark blue seat color, "Blue Agave," is available, as are Global Black and Tupelo (tan).
The Grand Wagoneer headliner is microsuede, carried over onto pillars and visors.
Our Wagoneer (interior pictured below) has less leather and fewer screens. Its headliner is a circular-knit material and pillar trim is hard plastic, while soft-touch material adorns upper front doors and the instrument panel.
Glossy, gray faux wood trim replaces the Grand Wagoneer’s beautiful satin-matte American walnut.
Wagoneer, competing with the Chevy Suburban, Ford Expedition and GMC Yukon, ranges in price from $57,995 to $75,995, with the least-expensive Series I 4x2 and 4x4 grades having late availability. The Grand Wagoneer starts at $86,995 for a Series I grade and hits $103,995 for a Series III. Destination and handling charges add $2,000.
Should you wish to off-road, Jeep has you covered. All Grand Wagoneers are 4x4 and optional on Wagoneer is an Advanced All Terrain package with four aluminum skid plates.
A fully integrated Class IV hitch welded to the frame on both sides enables a 10,000-lb. (4,536-kg) tow rating for both vehicles.
Both Wagoneers, arriving at dealers late summer (Wagoneer) and late fall (Grand Wagoneer) and assembled in Warren, MI, should be a hit.
The 43% and 44% increases in Large Luxury SUV and Large SUV sales through July, per Wards Intelligence data, bode well for their release. The only question is will sales be additive or cannibalize an existing model?
