The first Grand Cherokee redesign in a decade kicks off with a new three-row version, dubbed the “L.” It bridges the gap in price, size, and content between mainstream three-row SUVs and luxury models, such as the Acura MDX. We found it roomy, comfortable, and well appointed, but it’s held back by middling acceleration, long braking distances, and subpar fuel economy.
There are more compelling choices in the midsized three-row SUV segment, such as the Kia Telluride and Toyota Highlander, with considerably higher road-test scores.
The Jeep’s base 290-horsepower V6 is willing enough during regular driving, aided by a smooth-shifting eight-speed automatic transmission that downshifts appropriately and unobtrusively on long, steep downhills to help slow the vehicle. But the engine feels strained when pushed hard, and it sounds thrashy at higher revs. The GC-L is one of the slowest SUVs in the class, needing 8.8 seconds to run from 0 to 60 mph—top rivals are in the low 7s. The 19 mpg overall on regular fuel it managed in our testing is also far from stellar, but towing capacity is strong, at 6,200 pounds with the V6. High-end versions come with a 5.7-liter V8 that can tow 7,200 pounds.
The big Grand Cherokee L tracks through corners nicely, better than you would think for such a large vehicle, aided by pretty quick steering and well-contained body roll. The steering feels overly light, though, and telegraphs little feedback to the driver. When pushed to its limits around our test track, the Jeep’s tires didn’t grip the road with as much tenacity as we’d like, resulting in a modest speed through our avoidance maneuver—which simulates swerving quickly to avoid a vehicle or obstacle on the road—though it still ultimately proved safe and secure. The tepid tire grip also contributed to unusually long stopping distances during our brake testing.
The ride has a distinct, underlying firmness that allows many road imperfections to be felt inside the cabin, but the suspension is compliant enough that it keeps the truly harsh hits out and the body remains nicely composed over undulations. Other than the V6’s rather thrashy sound quality, the GC-L is very quiet.
Cabin space is a Grand Cherokee L high point. We liked the roomy driving position, which is well suited to long-haul trips thanks to comfortable front seats and well-placed armrests. The second- and third-rows have more space than many rivals, but the flat seats could use more contouring to hold passengers in place and improve comfort. As is typical of many third-row seats, the ones in the GCL are low to the floor, causing an uncomfortable knee-bend for adults.
The Jeep’s cabin is attractive, with glossy-black trim, wood, and stitching, but some panels were misaligned. We also found some of the controls cluttered and confusing, including the row of buttons on top of the center screen and the oddly-low climate controls. Connectivity is up-to-date, though, with standard Android Auto and Apple CarPlay compatibility, along with optional wireless charging. The cabin is rife with USB ports in all three rows.
Being a Jeep, there might be an expectation of off-road ability, but most versions of the Grand Cherokee L are not designed for such serious adventures as crawling over boulders.
Forward collision warning, automatic emergency braking with pedestrian and cyclist detection, blind spot warning, rear cross traffic warning, lane departure warning, and lane keeping assistance all come standard.