Remember how we told you that Jeep had finally decided that their naming conventions for the Wagoneer and Grand Wagoneer were too damn confusing, and all their fancy SUVs would be Grand Wagoneers from now on? That was a good choice. Now it also seems that Jeep will stop trying to make the Wagoneer brand name happen, and go back to badging them as Jeeps, just like everyone called them, anyway. Jeep has also revealed some pricing and other details of their refreshed Grand Wagoneers, and I suppose I may as well tell you all about it.
The most interesting development out of these refreshed Wagoneers, now so Grand, is that they will feature “America’s first range-extended electric vehicle (REEV or EREV) application,” which the press release also notes will be “late availability.” That will be a big deal, beating Scout to the range-extended EV game, and I think it is one of the most promising types of drivetrains for near-future cars. This must mean that it’ll slot in before the delayed Ram Ramcharger.
There will also be a twin-turbo 3-liter Hurricane inline-six engine available as well, making 420 horsepower at 5,200 RPM, and 468 pound-feet of torque at 3,500 RPM. Do you want to know the compression ratio? It’s 10.4:1. It’ll take 7.5 quarts of oil, too!
Oh, and here’s what the likely slightly squishy engine cover will look like:
More interesting is the EREV version, which will use a 3.6-liter V6 coupled to a 130 kW generator. Electric motors will drive the wheels, powered by the V6, batteries, or both; this combination will provide 647 hp and 620 lb-ft of torque, which can shove the Grand Wagoneer from parked to 60 mph in 5 seconds. The range for this setup is estimated at 500 miles, quite impressive for a vehicle of this size.
Design-wise, the big change is an all-new face, which is a bit taller and more squared-off, and now eliminates chrome. In place of chrome for bling is light, as the traditional Jeep seven-slot grille (which doesn’t actually seem to be a real grille; all the air intake looks to come from the actual, large trapezoidal grille below) is now illuminated. The upper part of the seven slots extends into some DRLs, which are combined with some rotated-T-shaped lamps below, which I suspect house the indicators as well.
The slots read more toothy than slots, really, but the overall look isn’t bad, and I suppose an improvement over the outgoing Wagoneer, which had a face like this:
Jeep seems to be really proud to get rid of chrome; the press release gives this absence a whole paragraph:
“One of the most significant design shifts is the introduction of a chrome-free exterior, a first for Grand Wagoneer. The new Grand Wagoneer embraces a more refined and modern palette. As the design team embraced more sustainable materials and processes, the shift to ”no chrome” marks a bold move toward a cleaner, more responsible and modern expression of luxury.”
There’s also no brass on the SUV, but I don’t see them making a big deal of that.
The rear now has full-width taillights as well, since we’re well into the Era of The Universal Heckblende, and the overall look does seem a bit cleaner and more refined. I think I like the contrasting color roof as well.
Interiors seem quite premium and well-appointed, with “Nappa leather with Axis II perforation,” whatever the hell that is. There are enhanced interior packages that include
“For those seeking elevated appointments, the Limited Reserve features more amenities, including a 19-speaker McIntosh audio system, tri-pane sunroof, power steps and HUD”
and, if 19 speakers just isn’t enough for your discerning ear-palates, then you want the Summit trim with
“a state-of-the-art 23-speaker McIntosh audio system, ventilated rear seating, an integrated front console cooler, a front passenger display and a sophisticated black appearance.”
You can get three rows in the Grand Wagoneer, should you need to haul around seven or eight people, and cargo space looks pretty cavernous with all the seats folded down:
By the numbers, the cargo space breaks down like this:
Cargo volume behind first-row seats, cu. ft. (cu. m) 116.7 (3.3)
Cargo volume behind second-row seats cu. ft. (cu. m) 70.8 (2.0)
Cargo volume behind third-row seats cu. ft. (cu. m) 27.9 (0.8) Grand Wagoneer / 42.6 (1.2) Grand Wagoneer L
While there are plenty of screens (even one on the passenger side) and a nice big HUD and all that, there seems to be plenty of physical controls, which is nice. Also, there’s a generous number of USB ports (A and C) and even an HDMI port there? I guess to plug in your Wii U or Blu-Ray player?
If you want to tow with a Grand Wagoneer, you’re in luck! These can pull pretty massive trailers: the shorter 123″ wheelbase ones with 2WD can tow 6,210 pounds, and 4WD ones can tow 6,030 pounds with the 3.55 axle ratio or a massive 10,000 pounds with the 3.92 ratio axle.
The 130″ wheelbase 2WD models can pull 5,960 pounds, and the 4WD ones can tow 5,770 pounds with the 3.55 axle ratio or 9,860 pounds with the 3.92 ratio axle.
Are you planning to off-road a Grand Wagoneer? Really? Okay, if you say so. Here’s some relevant information about that:
Approach Angle (degrees)
21.4 — standard suspension
25.2 — air suspension (Off Road 2)
Ramp Breakover Angle (degrees)
18.7 — standard suspension
22.1 — air suspension (Off Road 2)
Departure Angle (degrees)
21.2 — standard suspension
23.9 — air suspension (Off Road 2)
Be careful with the fancy paint and all that expensive-looking lighting if you do that, though.
These new Grand Wagoneers will start at $62,145 for the base 4×2, $65,145 for the 4×4, and the long wheelbase ones start at $65,145 and $68,145 for the 4×4.
The “Limited Altitude” trim is 4×4 only and is $71,140, $74,140 for the longer one. The Summit Obsidian trim is $93,390, and $96,390 if you want the extra length.
Top photo: Jeep
You’ve angered the Voltians.
Isn’t a 3.6L V6 overkill/wasteful if it’s only acting as a range extender? Why not a four, or even smaller? Is there an advantage to using a big motor in this application?
It has to be able to tow the rated load when the batteries are depleted. Engine/motor software prevents the worst case scenario most of the time, but they have to cover themselves.
No it is not overkill, it is undersized being so small and weak and that will be the downfall since they are trying to say it is the perfect solution for towing.
Think about that 130kw (175hp) generator when the batteries are close to empty. It’s got to lug that beast and anything it’s towing. It’ll be SLOW as is. Smaller would be out of the question.
I’m REALLY hoping Stellantis sticks the landing on their EREV platform. I’d gladly take a 1500 with the setup.
Please let them do this one thing right.
Excited for the EREV version to come out. There really aren’t any electrified jumbo-size SUVs in the heavy-towing category, unless you go back to the GMT900 hybrids. Inexplicably, Ford hasn’t gotten around to even adding PowerBoost to the Expedition, much less make a Lightning SUV; same for GM (the Hummer SUV is only 2-row, and is really only big on the outside).
Kudos to Stellantis for actually bringing this to market – hopefully they can stick the landing, and hopefully it’ll spur a manufacturer I’d actually buy a vehicle from to follow suit.
For the regular model – it’s somewhat embarrassing that they are marketing a model with a towing capacity that is eclipsed by a FWD, unibody Nissan Pathfinder. 8k should be the absolute floor for towing in this segment. It’s nice that they offer one that can tow 10k, but, I’m sure more than a few people have been caught off guard when they find out their full-size, BOF SUV has a midsize unibody tow rating.
I think the rear is the most clunky, awkward looking part of the current one and it looks like this update fixes that. I like the front too. Now if they can just build the thing properly, it might be a winner.
Still has the D pillar that looks like it came off a different car.
Boxy can look ok, but it looks like crap when the rest of the car isn’t boxy