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Just a month after the 2021 Jeep Grand Cherokee L was recalled due to an issue with the reversing camera, a new recall for the SUV has been announced.

​​​​​​​The NHTSA states that in 2021 Grand Cherokee L models not equipped with automatic high beams, when the master lightning switch is set to the auto position the high beam will not activate unless the switch is first changed to the “on” position.

The issue means that impacted vehicles do not comply with Federal Motor Vehicle Safety Standard No. 108 S9.4 which requires that “each vehicle must have a means of switching between lower and upper beams designed and located so that it may be operated conveniently by a simple movement of the driver’s hand.”

Fiat Chrysler Automobiles US first recognized a programming issue existed on certain vehicles without automatic high beams on September 15 and later determined that impacted vehicles were built between December 8, 2020 and August 25, 2021 when updated vehicle programming was implemented. A total of 7,082 vehicles are involved in the recall.

The automaker will notify dealers and owners on or around December 3, 2021 and reprogram the vehicles to resolve the issue. FCA US will also reimburse any owners that have previously paid to have the issue repaired.

This recall comes four weeks after the Grand Cherokee L was recalled because the radio software can malfunction during shutdown, preventing an image from the reversing camera from displaying.

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After the surprising leak from last month, Jeep is ready to unveil the full pricing information about the new 2022 Grand Cherokee. The five-seat version of the SUV has an MSRP of $37,390 for the base rear-wheel-drive model without the $1,795 destination charge. For now, the two-row Grand Cherokee is available in five trim levels with the most affordable AWD model starting at $39,390.

The above prices are for the entry-level Laredo trim equipped with an optional Quadra-Trac I 4x4 system, which comes with a single-speed active transfer case. Above it, the Limited model starts at $43,710 but adds features such as leather seats, a heated steering wheel, standard heated seats, remote start, and a power liftgate with adjustable height.

The range-topping Summit trim wears a starting price tag of $57,365. The standard equipment for this model includes a leather-wrapped steering wheel, 16-way adjustable front-row seats with massaging function, LED fog lamps, 360-degree surround-view camera, and others. There’s also the available Summit Reserve upgrade package, which starts at $63,365 and brings even more standard equipment.

Below is the full pricing list for the 2022 Grand Cherokee. Bear in mind that these figures don't include the $1,795 destination charge. Also, pricing details for the 4xe electrified model will be released closer to the on-sale date at the beginning of 2022.

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The Jeep Grand Cherokee L is the latest SUV to join the brand’s growing lineup, but that expansion hasn’t arrived without growing pains. The latest hiccup is a recall for select models equipped with smart lighting modules (SLM). An incomplete SLM software update can render one or both headlights inoperable, and that’s worse than bad because it’s illegal. Federal law requires cars to have functioning headlights, so Jeep is issuing a recall.

According to the National Highway Traffic Safety Administration (NHTSA), the potential number of affected units sits at nearly 37,000. The agency’s recall report is sparse, failing to clarify the issue beyond the basics. Inoperable headlights make it difficult to see and to be seen, which is very dangerous. Jeep will begin notifying owners via mail starting January 28, 2022. The company will direct owners to their dealers, who will reprogram the software free of charge.

This is the model’s second recall related to its headlights since its introduction earlier this year. In October, the company recalled SUVs not equipped with automatic high-beam headlights for an issue that made it difficult to activate the high beams. However, it was a small recall that affected just over 7,000 vehicles. The new Grand Cherokee L also suffered from the ongoing chip shortage, which forced the automaker to build the model without its Quadra-Lift air suspension.

​​​​​​​This is likely the beginning of a trend we’ll see in the coming years where simple software updates render vital vehicle systems inoperable. Large swathes of the internet have been knocked out due to bad software updates, and we should expect similar happenings and hiccups with cars going forward. Nobody’s code is perfect, and human error exists. Not having functioning headlights is a pain – especially with many living in places where the nighttime darkness arrives during the evening commute home.

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Jeep's latest SUVs – the 2022 Grand Cherokee and the 2022 Wagoneer – have jumped on the interior screen bandwagon in a big way. But rather than going with a full-width display or something else similarly excessive, Jeep decided to give front passengers a small infotainment center of their own. This may seem a bit redundant considering it's mounted no more than a foot from the Big Kahuna, but Jeep managed to bundle quite a bit of functionality into this small piece of real estate and we were curious to see just how well it all works. You too? Well, come along.

Our test model was equipped with both the passenger screen and the rear-seat entertainment package, making it a gadget geek's dream land. But the one we're focused on today is the one up front on the passenger side of the dash. It's the one you can just barely see in the above photo because the glass covering it is polarized, meaning light only travels through it at certain angles. Those angles keep it visible almost exclusively to the passenger. From the driver's seating position, it vanishes entirely. Even at night. Zero glow. Zero glare. Zero distraction. And that's remarkable because there's a lot you can do with that screen.

Jeep's new Uconnect 5 setup is Amazon Alexa-enabled, so passengers can watch movies or TV, or even plug in another device to use it for games or other media via the HDMI port on the dash. And for vehicles like this one equipped with the rear-seat entertainment package, you can even watch different episodes of the same series on all three screens with independent audio and playback controls. Each position gets its own Bluetooth connection, isolating the audio output for each screen to individual headsets.

But what makes the passenger screen special is the fact that it talks directly to the primary Uconnect screen, allowing the front passenger to take over some co-piloting functions from the driver without infringing on their space. For instance, need to make a change to your destination en route? The passenger can propose an entirely different route or destination from the screen in just a few steps. This request then shows up in both the driver's instrument cluster and the infotainment screen, where the driver can then accept or reject the proposed change. Theoretically, this system is also good should you no longer be on speaking terms with your co-pilot, and even then, the passenger controls can be locked out if you really don't want to hear from them. Passive aggressives rejoice.

​​​​​​​And the screen is just one component of the new Grand Cherokee's massive connectivity push. Between the dashboard, center cubby and rear console, we counted a whopping seven USB Type-C ports, five USB A ports, two 12V DC plug and a 120V AC plug. The three-row Grand Cherokee L will get additional connectivity and charging points in the rear too, though the passenger screen has not yet been introduced on that model, so for the moment that's a win-some, lose-some situation. We expect that to change for 2023.

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Jeep has finally dropped pricing for the 2022 Grand Cherokee 4xe plug-in hybrid months after the announcement of the all-new gas model, and this PHEV is going to be the most expensive of the Grand Cherokee models yet

Excluding a $1,795 destination charge, pricing for the Grand Cherokee 4xe starts at $57,700. The big news with the 4xe is its efficient propulsion. All models of the Grand Cherokee 4xe are powered by the same 2.0-liter turbocharged I4 that powers the Wrangler 4xe. With an eight-speed auto, two electric motors, and a 400 volt 17 kWh battery, power output is the same as the Wrangler 4xe: 375 horsepower and a healthy 470 lb-ft of torque. Qudra Trac II four-wheel drive is standard.

Jeep says the 4xe will get 57 mpge and can go up to 25 miles on electric power only. That’s just four miles more than the Wrangler 4xe’s 21 miles of electric range.

While Jeep made no mention of charging times, the Grand Cherokee 4xe does come with an ​​Integrated Dual Charging Module. This module doubles as both a DC charger and converter.

The Grand Cherokee 4xe will be available in base, Trailhawk, Overland, Summit, and Summit Reserve. The base model comes nicely equipped, as it should for nearly $60,000. You get things like standard leather seating, a Selec-Terrain traction management system with five modes (Auto, Sport, Rock, Snow, Mud/Sand), a 10.25-inch touchscreen, a full driver assistance safety suite, and a panoramic roof. Just to name a few.

I’m actually surprised Jeep made the Trailhawk the second trim up from the base. If you want the off-road goodies the Trailhawk comes with, it starts at $62,485. That gets you standard Qudra-Drive II four-wheel drive with low range crawl control, a rear electronic limited-slip differential, Qudra-Lift air suspension that gives 4.7 inches of wheel travel and 24 inches of water fording depth (Jeep says all the high voltage components of the EV system are waterproof so you don’t have to worry about getting shocked), and an off-road camera with 360 degrees of view.

Moving up to the Overland will set you back $65,760. This gets you Qudra-Trac II four-wheel drive standard. If you want more off-road capability, you can choose the optional off-road package that gets you skid plates, hill descent control, all-terrain tires (fitted with 18-inch wheels; standard wheels on the Overland are 20-inches), and Qudra-Drive II. Inside, you get premium features like Nappa leather seating, a 19 speaker, 950 watt McIntosh audio system, and ambient interior lighting.

Finally, for the pinnacle of Grand Cherokee luxury and efficiency, you can step up to the Grand Cherokee 4xe Summit models. Starting at $69,820, these trims builds on the premium features of the Overland trim by going even more over the top. You get quilted Nappa leather seating, 16-way power-adjustable front seating, four-zone automatic climate control, and a full suite of safety features

Not luxurious enough for you? You can add the Summit Reserve package to the Grand Cherokee 4xe. It’ll set you back $74,300, but that gets you things like quilted Palermo leather seats with massaging, heating, and cooling for the first and second rows, a huge 10.2-inch dash display for the front passenger, and walnut wood trim.

The Grand Cherokee 4xe is set to arrive at Jeep dealers in the spring.

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The all-new 2022 Jeep Grand Cherokee 4xe plug-in hybrid has received official range and efficiency ratings from the U.S. Environmental Protection Agency (EPA).

The vehicle is equipped with a similar 17 kWh battery as the Jeep Wrangler 4xe, but is expected to have a higher all-electric range - by a few miles.

According to EPA documents, the all-electric range is 25 miles (40 km) - in line with Jeep guidelines - although the image on the website indicates 26 miles (in such cases we stick with the document). The Jeep Wrangler 4xe has 21 miles (34 km) of EPA all-electric range.

Besides the 25 miles of all-electric range and 470 miles (756 km) total, we can also note that the efficiency with a depleted battery (in regular hybrid mode) is barely better than in the case of some of the regular versions.

In other words, it's important to make sure that the Jeep Grand Cherokee 4xe will be used mostly within the EV mode to fully profit from its powertrain.
The MSRP price of the Jeep Grand Cherokee 4xe starts at $57,700, which after the $1,795 is $59,495. With the $7,500 federal tax credit it can be $51,995Jeep Grand Cherokee 4xe specs:

• Range (all-electric)
  EPA: 25 miles (40 km) and 440 miles (708 km) total
  56 miles per gallon equivalent (MPGe)
• 17 kWh battery
  400 V battery system
• all-wheel drive (front-axle disconnect if not needed)
  Quadra Trac II 4x4 system with two-speed transfer case and 2.72:1 low-range gear ratio
  47.4:1 crawl ratio
• system output of 375 horsepower (280 kW) and 470 lb.-ft. (637 Nm) of torque
  2.0-liter turbocharged, four-cylinder engine
  TorqueFlite eight-speed automatic transmission
  an electric motor generator - mounted in the transmission (replacing the torque converter)
  two clutches manage power and torque from the e-motor and engine
  a high-voltage, liquid-cooled motor generator unit (replacing the conventional alternator)
• 6,000-lbs (2,720 kg) 4xe max towing capability

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MOAB, Utah and AUSTIN, Texas — The Jeep Grand Cherokee rollout has taken the better part of a year to fully realize, but with the launch of the new 2022 Grand Cherokee 4xe plug-in hybrid, it’s all over but the proverbial crying. Well, at least until Jeep starts stuffing Hurricane inline-sixes under the hood. Anybody want to place bets on that timeline?

So, the basics. The Grand Cherokee 4xe’s powertrain is lifted pretty much directly from the Wrangler 4xe. They make the same power (375 horses) and torque (470 pound-feet). “Plug-in hybrid” is a mouthful, so you’d be forgiven for expecting that the powertrain itself is inherently complex, but mechanically, it’s quite simple.

Up at the nose, there’s a 270-hp, 2.0-liter turbocharged inline-four engine (essentially the same one used as a standalone turbo-four in the Wrangler). Sandwiched between that and the eight-speed automatic transmission is a 100-kilowatt (134 hp) electric traction motor. This motor effectively takes the place of the transmission’s torque converter, with clutches on either side to control the flow of power.

Electricity is stored in a pair of batteries (17.3 kilowatt-hour total) saddled on either side of the Grand Cherokee’s transmission and driveshaft tunnel, which is a distinctive bit of packaging. Since this is a Grand Cherokee, the 4xe system is mated to Jeep’s “Quadra Trac II” 4x4 system with its two-speed transfer case. All told, this combo is good for slightly better EPA-certified all-electric range than the Wrangler’s (26 miles vs. 22), a much more robust 6,000 pounds of trailer towing, and a 47.4:1 crawl ratio.

In the hierarchy of Grand Cherokee, the 4xe looks outstanding on paper. It has more power than the 5.7-liter Hemi V8 (and gets to 60 a full second quicker, Jeep says), offers an all-electric mode, gets better mileage than the 3.6-liter Pentastar should you not take advantage of that all-electric mode (23 mpg combined vs. 22) and still does all the Jeep things. There’s even a Trailhawk with all the off-road bells and whistles, and yes, you can off-road it in pure EV mode.

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That’s mighty chonky for a midsize two-row SUV, and even though the 4xe is the most fuel-efficient Grand Cherokee, that weight has repercussions apart from the consequences of basic physics. This is an SUV, so those 500 pounds come out of the 4xe’s towing capacity, which amounts to 6,000 pounds. That may be respectable for the segment, but it’s 1,200 pounds (a basic aluminum car hauler, pretty much) less than the Hemi can tow. Weight matters.

But let’s flip that around one more time. Sure, added mass is usually bad (though not always, if you believe Porsche or Bentley), but that mass was added down low, where Jeep’s engineers tried to concentrate the Grand Cherokee’s center of gravity. Even in the gasoline-powered model, the front axle shaft is routed through the Pentastar V6’s oil pan. That strategy allowed the engine to be placed lower in the car without compromising off-road capability; the same principle is at work here.

On the road, the 4xe carries its extra heft well. I’ve driven it twice now — once outside Austin, Texas, and again around Moab, Utah. The former was a rather plain affair involving a lot of rural highway driving interrupted by a brief (albeit entertaining) off-road excursion followed by a run-in with a young, ambitious whitetail deer. Virtually no damage was done, but the incident was illustrative of how much that extra weight matters. Even going no more than 35 mph on a dirt road, that 4xe needed some serious “woah” to come down from a trot. Killer package, indeed.

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The latter was more informative, as Moab was also the venue for my non-hybrid Grand Cherokee drive late last year, giving me the opportunity to cover the same ground as before, only this time with the hybrid powertrain. In Moab, the 4xe is king. Though it sits in a river valley, Moab’s elevation is above 4,000 feet. The V6 and V8 engines felt far less spry at those heights than they do closer to sea level, but the 4xe’s electric traction motor doesn’t need to ingest air in order to make power and its engine benefits from turbocharging, which can cram more of that less-dense air into the combustion chamber more efficiently than a naturally aspirated induction system.

I made a point to retrace my steps from last year, but with a new twist — I made a point to reset the trip computer before climbing the switchbacks of La Sal Mountain Loop Road. This was the same stretch that prompted me to call the Pentastar V6 adequate but not invigorating. The 4xe is far more eager to attack the uphill sections and easily reined back in when the road pitches the other way. The hybrid powertrain gets some credit here thanks to its Max Regen feature, which pegs the traction motor’s regenerative braking at its max resistance, allowing for a reasonably decent implementation of one-pedal driving.

Jeep’s one-pedal drive calibration maxes at 0.25 g, which is enough to brake even on steeper declines when you simply lift off the throttle, but it’ll take a while to come to a complete stop without help from the friction brakes. The beauty is that this mode does an admirable job of converting excess downhill momentum into stored electric power. As I result, I averaged 29.4 mpg over the course of the 42-mile drive up and down the mountains. Despite clocking 26.4 miles on battery and 16.0 miles on gas, I still had 44% of my battery reserve (or 14 miles, the dash estimated) when I parked the 4xe. I started the climb with far less.

Dynamically, that low center of gravity pays dividends. Understeer is the name of the game if you start pushing too hard, but the 4xe’s nose is surprisingly alert to inputs unless you deliberately over-drive it. Remember, the hybrid system thrives on braking and there’s no e-axle in the rear that needs time to react to your ham-fisted shenanigans. Haul it in, get it pointed somewhere vaguely safe, roll assertively back on the throttle and the 4xe’s rear end will finish the job for you.

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Since the Grand Cherokee’s off-road-focused Trailhawk trim is available in 4xe guise, it should be no surprise that Jeep wanted to show off its capabilities. All of its off-road bits made the transition from the Grand Cherokee Trailhawk V6, so you still get the electronic sway bar disconnect, an electronic limited-slip rear differential, all-terrain tires, more Selec-Terrain drive modes, skid plates, tow hooks and an anti-glare decal on the hood. The 4xe gives up 0.4 of an inch of ground clearance (10.9 inches vs. the non-hybrid’s 11.3 inches), 2.1 degrees of breakover angle and 0.2 degrees of departure angle to the non-hybrids. If you’re in it deep enough for any of these to matter, you probably should have brought a Wrangler.

My 4x4 gas-only experience was behind the wheel of a 3.6-liter Trailhawk, which weighs nearly eight hundred pounds less than the 4xe Trailhawk. Let that sink in — much like the 4xe might in soft sand or mud. Neither was abundant for either of my treks, thankfully, and the instant torque from the 4xe’s electric motor made its heft fade into the background — mostly, anyway.

Slow, technical rock-crawling brings it into sharp relief. Jeep obviously firmed up the 4xe’s air suspension to help control all that extra mass, but when things get jiggly, it’s hard to ignore just how much vehicular corpulence that system has to manage. One false move could bring the 4xe’s underbelly (where the batteries and gas tank live) down hard on an unanticipated or unseen protrusion. While that electric motor torque may mask the 4xe’s heft from a dead stop, modulating it in situations where a large compression event might take place requires a bit more finesse and forethought.

I called the Jeep Wrangler 4xe the best example of the open-top 4x4, and fans of consistency will be pleased to note that the same holds true for the Grand Cherokee. It’s not perfect, nor is it necessarily the right Grand Cherokee for every buyer, especially since its base price plus destination has it knocking on the door of $60,000. A Limited V6 4x4 would be about $10,000 cheaper, albeit with less standard equipment. But for those who are looking to drop big money on a luxurious midsize SUV that will allow them to kick their daily gasoline habit without giving up road trip versatility, the 2022 Jeep Grand Cherokee 4xe is a killer package. But please, keep it figurative.

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As the silver Grand Cherokee 4xe silently ascended the 18-foot metal "Jeep Mountain" of Camp Jeep outside the 2022 New York auto show, Head of Jeep brand Jim Morrison smiled at me with a devilish grin and pushed the accelerator hard enough for the tires to briefly break traction on the metal track. The future of Jeep and off-roading is instant torque, and Morrison was keen to prove it

Morrison wasn't shy about the future: The V-8 isn't coming back for performance Grand Cherokees, the Trackhawk nameplate might not return, the 4xe nameplate will expand, and the Gladiator probably is not getting the 392 treatment. He shared all that and more with Motor Authority at an interview in New York

Morrison confirmed that the V-8 would die in the Grand Cherokee at the vehicle's reveal in September 2021. This time, however, I asked if the Trackhawk nameplate will return for the WL-generation Grand Cherokee. "I don't know. Could it be a variant of Trackhawk? Electrichawk? Who knows..." the executive trailed off while navigating a banked left-hand turn on the Camp Jeep trackThe plug-in hybrid Grand Cherokee 4xe, which is launching now, is 0.9 second quicker to 60 mph and has more torque than the optional 5.7-liter V-8 while also improving efficiency in day-to-day driving. But the 4xe is not a performance variant.

Morrison told Motor Authority there will be performance variants of the WL generation (latest model) Grand Cherokee, but they won't be powered by V-8s.

The executive confirmed that the Wagoneer and Grand Wagoneer will be electrified by calendar year 2025, but he grew rather silent when asked if the electrified powertrain will be based upon the new turbocharged inline-6 announced with the long wheelbase Wagoneer and Grand Wagoneer. That turbo-6 in standard output form produces 420 hp and 468 lb-ft of torque. A high-output version is rated at 510 hp and 500 lb-ft, but Jeep engineers told MA there's room left for more power to be extracted should the need arise. That's without electrification. Adding an electric motor to the 8-speed automatic transmission could raise the powertrain's power to or near around 700 hp—and that's before boosting engine outputs.

When asked if the 4xe plug-in hybrid powertrain will come to the Grand Cherokee L (long wheelbase model) Morrison said, "I think it does make sense." He stopped short of making a formal announcement, noting that while acceptance of the 4xe has been great in the Wrangler, the Jeep is taking a "wait and see" approach to see if customers like it in the Grand Cherokee platform.

While Morrison wouldn't directly confirm the plug-in hybrid 4xe Gladiator is coming, or when, he said, "Well, we have said it (electrification) will come with all our vehicles. Yep, By 2025." Expect the Gladiator 4xe, likely for model year 2024.

Anyone waiting for the 392 V-8 in the Wrangler to be shoved into the Gladiator is about to be disappointed. "I don't know that we'll ever see a 392 in the Gladiator, to be honest," Morrison said. It's a tougher business case, according to the executive, as Gladiator is only about a third of Wrangler's volume. Same deal for the idea of a Gladiator Xtreme Recon package with 35-inch rubber from the factory. Though, Morrison did note the automaker will continue to offer larger tires and different wheels through the Jeep Performance Parts division.

While on the subject of larger rubber, Morrison noted that the Wrangler 4xe on 37-inch tires in Moab at the 2022 Easter Jeep Safari was his favorite package. "It goes anywhere. I couldn't find a place where I couldn't make that go. It's crazy." The 2022 Ford Bronco Raptor will come standard with 37s, but so far Jeep hasn't offered them.

The Grand Cherokee currently has one of the highest tow ratings in its class at 7,200 lb with the optional V-8 (aside from its sibling on the older WK2 platform, the Dodge Durango, which can tow up to 8,700 lb). The V-6 model can tug up to 6,200 lb, while the 4xe PHEV is rated at 6,000 lb. When asked if a non-hybrid version of the new turbo-6 would come to the Grand Cherokee to replace the V-8, Morrison said why bother since the 4xe has so much torque. Towing is the reason, I said, asking if he would be willing to give up the V-8's higher tow rating. "You know me, I don't like ever letting anything go" in reference to the towing rating.

"We might have a different solution for them (those who tow), though," Morrison said. "Like a plug-in hybrid turbo-6," I asked? Morrison quickly said he couldn't say as he tried to quell his trademark smirk.

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It's hard to believe that it was 30 years ago that the Jeep Grand Cherokee was introduced to consumers for the first time at the 1992 North American International Auto Show (NAIAS), better known as the Detroit Auto Show. Even more amazing is that it's been built in or around the Motor City for three decades. Since that time, the Grand Cherokee has literally grown up in front of us all to become a more rugged yet much more refined vehicle than what it started out as. Now, to celebrate its 30th anniversary, Jeep will unveil a 30th Anniversary Edition package for the Grand Cherokee 4xe—the plug-in hybrid version—at the very place that it debuted for the first time.

The world's first introduction to the Grand Cherokee was spectacular, at least for the time. That very first ZJ-generation Grand Cherokee came smashing through a window of the 1992 North American International Auto Show and promised to be nothing like the smaller Cherokee it was joining in Jeep's family. It was bigger, better equipped, and better off-road than its XJ "little brother." In fact, it was so good that it won our 1993 Truck of the Year award and beat out the Ford Ranger and the Isuzu Trooper for the top spot by 18.93 points in our scoring system of the time.

From there, it grew into the WJ platform in 1999, a more refined SUV with a sleeker take on the original's styling; next came the WK, which was squarer but ditched the originals' live front axle and popular 4.0 liter I-6 in favor of a 3.7 liter V-6. (The 5.7-liter V-8 remained and would later be joined by the 6.1-liter Hemi V-8 in the first-ever high-performance SRT-8 Grand Cherokee.) In 2011, the WK2 debuted with a fully independent suspension and new engines: the 3.6-liter Pentastar V-6 and the 5.7-liter Hemi V-8 along with even more elegant and rounded features. It also ushered in the Trackhawk, fitted with a 6.2-liter supercharged Hemi V-8 pumping out 707 hp. That's a lot of change in 30 years!

Today's Grand Cherokee is the fifth-generation WL. It's come a long way from the original ZJ—literally, as it's the first Grand Cherokee available in long-wheelbase, three-row "L" form. It's also the first with an optional plug-in hybrid powertrain (in 4xe models). With the Detroit auto show coming up, Jeep felt it would be a great time to introduce the 30th Anniversary Edition package to the Grand Cherokee 4xe version to celebrate three decades of GC.

It's a rather fitting model to get the 30th package on, as the 4xe is the newest Grand Cherokee, one capable of 375 hp and 470 lb-ft of torque, but offers a maximum towing capacity of 6,000 lbs and a maximum all-electric range of 25 miles, delivering 56 mpge efficiency. The 30th package doesn't improve any of those hard stats, but adds some refinement and style. There is a modified front fascia and new 20-inch wheels are added with blacked-out details like the grille, emblems, and lower openings but retain the signature 4xe blue tow hooks. The wheel arches have some additional flare and all of the original chrome treatment has been replaced with blacked-out pieces. Out back, you'll get a dual exhaust with blacked out tips and a unique pair of badges on the lift gate: a blacked out "4xe" and a "30th Anniversary Edition" badges. The "Jeep" logo on the between the tail lights is also blacked out. Finally, up top, you'll get a dual pane sunroof so you and your passengers can look up and enjoy nature as you're wheeling on the trail.

Inside, it's a whole different Grand Cherokee and, apparently, where the money was spent (much like the original ZJ). The seats are all covered in black Capri leather while the front seats feature ventilation to keep the driver and front passenger cool. You'll also get a wireless phone charging pad, a nine-speaker Alpine audio system that features Uconnect 5 on the 10.1 inch touchscreen infotainment display, wireless Apple CarPlay and Android Auto, along with navigation with 3D graphics. This is on top of the standard features of the Grand Cherokee 4xe like front and rear park assist, passive entry, rain-sensing wipers, digital rearview mirror, 360 surround view camera system, and more. The 30th Anniversary Edition package is a $4,700 extra on the entry level Grand Cherokee 4xe (equivalent to the regular gas model's Limited trim), but pricing hasn't been announced yet for the 2023 models as of time of writing, so we won't know the total MSRP until a later date.

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