First Drive: 2021 Jeep Grand Cherokee L Overland

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COBOURG, Ont.—Ten years. It’s been ten lo-o-o-ng years since the Jeep Grand Cherokee was last redesigned. An eternity in the car biz, especially as the entire sport-utility market went from red-hot to supernova in the interim.

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Oh, it’s not as if the Jeep brand has been asleep at the switch. New segments explored, old nameplates (Gladiator, Wagoneer) dusted off, electric powertrains developed.

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But the fourth-generation Grand Cherokee, Jeep’s solid, go-to family vehicle, had become old, its status diminished by newer competition.

The fifth-generation Grand Cherokee should change all that. The storied nameplate becomes two distinct models, the regular mid-sized version coming out later this year as a 2022; and the new, longer-wheelbase (3,091 mm) full-sized Grand Cherokee L, available now. And, yes, the L is fitted with a third row of seats — a first for the nameplate, and the first three-row Jeep since the mostly forgotten, short-lived Commander (2006 through 2010).

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However, a short heads-up is needed to avoid any possible confusion. The Grand Cherokee in both regular and long-wheelbase forms is a unibody SUV. The upcoming, highly anticipated Wagoneer and Grand Wagoneer, which will take the Jeep brand into the full-size luxury SUV segment to compete with the likes of the Cadillac Escalade and Lincoln Navigator, ride on the Ram 1500 pickup’s body-on-frame architecture. Separate vehicles, different markets.

That said, the Grand Cherokee L — at just over 5.2 metres in length some 400 millimetres longer than the current five-seat Grand — has become a premium-priced product, starting at $52,495 for the base Laredo, and rising steadily through the Limited ($59,995), Overland ($68,995), and Summit ($74,495) before topping out at the $78,490 Summit Reserve (before options), or $81,895 if ticking the box for the V8. At this level, the L will compete with such formidable adversaries as the Ford Expedition, GMC Yukon and Chevy Tahoe, as well as the Toyota Sequoia and Nissan Armada.

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The ride for the day was a well-optioned Overland, the addition of big-ticket items such as the Luxury Tech Group IV ($1,995), Advanced ProTech Group ($3,595), Off-Road Group ($1,095), and Uconnect 5 NAV infotainment system ($2,195) helping to drive the price up to $78,170.

Mechanically, the tester was fitted with such Jeep fare as the available Quadra-Lift air suspension; Quadra-Trac II 4×4 system; Selec-Terrain with five available terrain modes (Auto, Sport, Rock, Snow, Mud/Sand); and the evergreen 3.6-litre Pentastar V6, putting out 293 horsepower and 260 pound-feet of torque. And since the L is clearly a family vehicle with three rows of seats, towing is a likely priority. The V6 is rated for up to 6,200 pounds (2,812 kilograms).

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Can’t live without a V8 under the hood? The Overland, Summit, and Summit Reserve can also be had with the 357-hp HEMI 5.7L unit, which ups towing capability to 7,800 lb (3,538 kg). It might be the way to go, too, depending on how you use the big Jeep.

The V6 is well capable of accelerating the L, though, considering the sport-ute weighs a hefty 2,300 kilograms, not with an overwhelming sense of urgency. A heavy application of throttle, such as merging onto a highway or passing a slow-moving transport, comes with the eight-speed automatic dropping a couple of gears and a big increase in noise.

That said, the Grand Cherokee L is a quiet and comfortable cruiser, an ideal SUV with which to travel long distances, feeling fresh as a daisy at the end of the trip. The Quadra-Lift air suspension holds up its end of the deal as well, the Jeep gliding over tarmac imperfections with little fuss.

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And since the L is Trail Rated, a stretch of gnarly off-road trail was found to give the suspension — and the Quadra-Trac II system — a bit of a workout. With low range and hill descent control selected, and drive mode switched between Rock and Mud/Sand, rocky downhills, gravel, dirt, and sand were all handled with aplomb, the air suspension altering ride height as needed. I don’t know if this capability is a priority for would-be Grand Cherokee L owners, but it was nonetheless impressive. The tester’s fitted Off-Road Group included steel skid plates, electronic limited-slip differential rear, 18-inch aluminum wheels, and all-season performance tires.

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As far as looks go, the L is pretty much what you would expect — a five-seater that’s been stretched, complete with Jeep’s signature seven-slot grille. The official party line is that its design “pays respect to its heritage and honours its utilitarian roots,” the proportions inspired by the original Wagoneer. It’s not an unattractive rig — with updated yet still distinct Jeep styling cues — though its proportions take a little getting used to.

The Overland’s cabin, however, is certainly a cut above, the interior a well-considered mix of luxury and high-tech amenities. The dash area is swathed in stitched Nappa leather and features a 10.1-inch display for the new Uconnect 5 system. The 10.25-inch digital gauge cluster comes with almost two dozen different menus from which the driver can select, including driver-assist technologies such as adaptive cruise control, highway assist, night vision, and drowsy driver detection. A new multi-function steering wheel with paddle shifters controls the cluster.

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The centre console is highlighted by a new drive control centre with a rotary shifter that’s flanked by the ride height and Selec-Terrain switches. Redesigned cup holders allow for more space and storage in the front bin, which can hold two wireless devices and features an optional wireless charger that can charge two devices simultaneously.

Audiophiles will certainly appreciate the McIntosh audio system available on Overland and Summit models. A 17-channel amplifier with a max output of 950 watts and 19 speakers, including a 10-inch subwoofer, delivered high-def sound that can only be described as glorious.

Driver and passenger comfort is clearly a priority, the Overland fitted with a length-adjustable, front-seat cushion. First-row seats are 16-way, power-adjustable with memory and lumbar. The optional Luxury Tech Group IV adds seat-back massage (heavenly!) with five customizable profiles and three levels of pressure intensity. Heated seats in the first two rows, with three-level configurable controls for personalized passenger comfort, are standard on Limited models and above. Ventilated front-row seats are standard on Overland and Summit models.

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As to third-row access and comfort, let’s just say that, as a leggy 6-foot-1, 200-pound Baby Boomer, the spirit was willing but the brain said “no way.” The third-row seat features a 50-50 split and is easily folded from the rear of the Jeep. Both the second- and third-row seats fold forward into a flat-load floor, revealing a commodious 2,396 litres of cargo space. Cargo volume behind the second row is 1,328 litres.

Does the world need another full-size six-/seven-seat sport-ute? That will be answered by market acceptance — or indifference — to the new Jeep. However, judging by the number of queries over the years by the Jeep faithful as to why the brand didn’t offer a three-row, family-oriented SUV, it’s been long overdue. So, here it is fans, it’s the Grand Cherokee L, and it’s certainly worthy of a long look.