2022 Jeep Wagoneer Series II
Class: Large SUV
Miles driven: 160
Fuel used: 13.6 gallons
Real-world fuel economy: 11.7 mpg
|CG Report Card|
|Room and Comfort||A-|
|Power and Performance||B+|
|Fit and Finish||A-|
|Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.|
|Big & Tall Comfort|
|Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.|
|Engine Specs||392-hp 5.7-liter|
Driving mix: 80% city, 20% highway
EPA-estimated fuel economy: 15/20/17 (mpg city/highway/combined)
Fuel type: Midgrade gas
Base price: $71,845 (not including $2000 destination charge)
Options on test vehicle: Diamond Black Crystal Pearl-Coat paint ($595), Convenience Group ($3295), Heavy Duty Trailer Tow Package ($795), Advanced All-Terrain Group ($2295), Premium Group ($1995)
Price as tested: $82,820
The great: Cavernous cabin for both people and cargo; classy interior materials; long list of standard and available comfort/convenience features
The good: Decent acceleration for such a large vehicle; comfortable ride
The not so good: Very thirsty for midgrade gasoline; pricier than comparable class rivals; some powertrain quirks; feels every bit as big as it is in close-quarters maneuvering
With its move into the large SUV market for 2022, Jeep shows it is working from the same script as competitors from General Motors, Ford, and Nissan—sort of. The all-new Wagoneer and Grand Wagoneer give Jeep entries in the sub-premium and premium price classes, respectively, from a shared vehicle platform where standard power and amenities mark the dividing line.
If there’s one crucial difference between how Jeep and those other companies pull this off it’s that GM, Ford, and Nissan use distinct brands to impart a sense of status. The Chevrolet Tahoe and GMC Yukon have the Cadillac Escalade above them. Ford’s Expedition is topped by the Lincoln Navigator. The Nissan Armada is the junior partner of the Infiniti QX 80. However, despite their substantial differences in price range, the new big Jeeps reside in the same Wagoneer sub brand (the manufacturer being loath to put the word “Jeep” on them anyplace where people might see it).
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Like the market rivals cited here, Wagoneers feature bodies separate from their truck-based frames. Wheelbase of 123 inches is the same for both giant Jeeps and interior space is comparable. However, they both have specific frontal styling, equipment complements, and engines. Having first tested a “base” Grand Wagoneer Series I, Consumer Guide editors next got the chance to drive a middle-trim Wagoneer Series II with 4-wheel drive, a vehicle with a starting price of $73,845 (including delivery) that was optioned up to $82,820.
Those will sound like pretty premium prices even before reaching the Grand Wagoneer level, and it’s true that these über Jeeps tend to be costlier than their direct competitors. For the money the Wagoneer packs a 5.7-liter Hemi V8 of 392 horsepower, which is about mid-pack for output, though still plenty stout in everyday driving. Standard towing capacity in 4-wheel-drive models is 7170 pounds, no great shakes for the class, but shoots up to 8790 pounds with rear-wheel drive—and can hit a class-leading 10,000 pounds with the proper equipment.
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The 5.7 Hemi is by now a familiar piece of Stellantis corporate hardware. In the Wagoneer it comes with the “eTorque” mild-hybrid system already in use in Ram full-sized pickups. Its 48-volt motor/generator provides quick start/stop capability and a bit of increased low-end torque for better acceleration, as well as improved fuel economy. At least that’s the plan. EPA fuel-economy estimates for the 4x4s are 15 mpg in city driving, 20 mpg in highway use, and 17 combined. This driver was able to come up with just 12.7 mpg from a stint of 91.4 miles, two thirds of which was in city conditions. Plus, our editors found that the auto stop/start sometimes refired the vehicle with an unpleasant lurch. There were occasional moments of uncertainty from the 8-speed automatic transmission and one tester deemed pedal response from the throttle and brake to be “touchy” and difficult to modulate properly.
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It costs $3000 to move from rear-wheel to 4-wheel drive in a Wagoneer, and an additional $2295 for the Advanced All-Terrain Group option gave CG’s test vehicle driveline and suspension features like those that came standard on the Grand Wagoneer. That included Quadra-Drive II automatic 4-wheel-drive—with a two-speed transfer case, hill-descent control, and electronic limited-slip rear axle—and adjustable “Quadra-Lift” air suspension. Also included in the extensive package were 18-inch alloy wheels shod with 275/65R18 all-terrain tires. Quadra-Lift, which can raise the Wagoneer to 10 inches of ground clearance, helps deliver a smooth on-road ride with decent body control. The tall-sidewall tires squelch the shock from bumps to a high degree. Also on hand to enhance traction on a range of surfaces is standard “Selec-Terrain” that modifies shift behavior and torque distribution in “Rock,” “Sand/Mud,” “Snow,” “Auto,” and “Sport” settings.
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Though the Grand Wagoneer’s second-row captain’s chairs are available in Wagoneers, 8-passenger seating is standard with a 40/20/40 middle-row bench that tips and slides for access to the third row. This driver found the cabin to be plenty roomy in the first two rows but our resident “Tall Guy” tester cautions that the housing for the optional panoramic sunroof intrudes on second-row headroom for passengers like him. There’s enough width across the second row for three adults, but the center occupant will have to contend with a slight driveline hump in the floor and less seat padding. The third row has genuine adult space even if headroom is slightly reduced. A generous 27.4 cubic feet of cargo space remain with third-row seats raised. Folding the seats creates a flat floor expansive enough to support up to 116.7 cubic feet of stuff. Curiously, when trying to open any door from the outside, it’s hard to get sufficient leverage on the handle when approaching from behind.
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Series II and III Wagoneers come with standard Nappa seat leather, with the front buckets heated and ventilated. There is much soft-touch material around the cabin. Where Grands have genuine wood inlays on the console, dash, and door panels, Wagoneers substitute a striated graphic trim. Jeep’s fairly intuitive Uconnect 5 infotainment system is standard, accessed via a 10.1-inch touchscreen. Navigation, Apple CarPlay/Android Auto connectivity, 4G Wi-Fi hotspot, and wireless charging (in Series II and III) are standard. Climate control in Wagoneers is a tri-zone unit operated by a bank of toggle switches (including for temperature settings) that runs under the center screen. Touch-sensitive seat and steering-wheel heat buttons reside next to the info screen but our testers found they lack response unless you hit them just right and with some force. Minus the lock box that was in our tested Grand Wagoneer, the center-console storage box was quite large—handy since the glovebox is smaller than you might expect.
With competitive power, impressive available towing might, and staggered levels of luxury through its two Wagoneer tiers, Jeep clearly has read the script for large SUVs. Now it’s ready to play a leading role.
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2022 Jeep Wagoneer Series II Gallery
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2022 Jeep Wagoneer Series II
Test Drive: 2022 Jeep Grand Wagoneer Series I
2022 Jeep Wagoneer Series II