2026 Jeep Grand Cherokee First Drive Review: Refinement (and) Boost

WESTLAKE VILLAGE, CA—Of all the new bits I’d expect in the updated 2026 Jeep Grand Cherokee, a supercar heart isn’t one of them.

Behind that seven-slot Jeep grille sits a new engine with tech borrowed from the Maserati MC20’s “Nettuno” V6. It promises that Holy Grail of engine progress: more power, better fuel economy, and reduced emissions.

Along with the typical mid-cycle updates to tech, safety, and styling—not to mention a welcome pricing realignment—can this change of heart keep Jeep’s prototypical mid-sized SUV in that sweet spot, fighting both the mainstream and premium competition? Based on a short first drive, I wouldn’t bet against it.

The big news is under the hood, where every Grand Cherokee beyond the base model bids adieu to the Pentastar and brings in a new 2.0-liter turbocharged engine. While referred to as GME-T4 Evo or Hurricane Evo, the new four-pot shares very little with the existing 2.0L found in the Wrangler and Gladiator, nor the Hurricane inline-six in the Grand Wagoneer. It borrows the Turbulent Jet Injection (TJI) system from the MC20, which uses a small copper pre-ignition chamber in the cylinder head for a cleaner, more complete burn. It promises more power (324 horsepower), more torque (332 pound-feet of torque) and up to 27 mpg on the highway.

Jeep has understandably kept visual changes to the Grand Cherokee subtle. The classic grille has a more geometric shape to its slots now, while the headlights now feature an upper LED signature mirroring the metallic trim along their bottoms. A new bumper design debuts on the Laredo Altitude and higher trims, and it now is the same across the two-row Grand Cherokee and three-row Grand Cherokee L models. The other visual tells for the extended-wheelbase model remain, including the separated taillight design and thicker D-pillar. There is a revised exterior paint lineup with a greater emphasis on actual colors, including the Cherokee’s unique Coppershino hue.

I get it: some folks grumble about turbo-fours replacing simpler, familiar V6s. Long-term reliability of complicated new tech is always a (fair) question—but of course, I can’t determine that here on a first drive.

What I can tell you is that the new engine does deliver improvements in every other aspect of day-to-day Grand Cherokee driving. The torque curve isn’t just fatter with a peak of 332 pound-feet, it hits earlier (3,000 rpm against the V6’s 4,000 rpm peak) and sticks around longer. With the eight-speed automatic handling shifting duty, the result is a Grand Cherokee that’s nearly as fleet of foot as the old 5.7-liter V8. I found the transmission smooth and smart charging up through the gears, but on downhill sections it would hold lower gears longer than expected, even in the normal drive mode.

As turbo-fours go, this is one of the better-sounding examples too. It isn’t grumbly; at idle the Hurricane uses port instead of direct injectors, and Stellantis has also eliminated the need for a secondary timing chain. Push to pass and there’s a bassy rumble that feels appropriately muscular.

Fuel economy sees an improvement to 21 mpg city, 27 mpg highway, and 23 mpg combined with rear-drive models; better than the V6 on all fronts. The 4WD models see a dip to 26 mpg highway. Remember too that all of this is achieved on regular fuel. Towing capacity remains a healthy 6,200 pounds when properly equipped.

I sampled a well-equipped Grand Cherokee Limited for this first drive. Equipped with the standard suspension, it remains a sweet spot in SUV land: right-sized with well-weighted and accurate steering, the Grand Cherokee is immediately comfortable and familiar. Part of my drive loop included a canyon road that I last drove in a Civic Type R; while obviously the GC is a very different beast, it also didn’t feel overwhelmed by the constant direction and elevation changes. There is an appropriate level of body roll here, enough to gauge just how much the Jeep has left to give. These were slippery conditions too, yet the Grand Cherokee never felt less than locked down.

Braking performance was strong, with a progressive pedal feel that builds confidence nice and early.

Sure, BMW X5 or Alfa Romeo Stelvio will offer a more engaging drive, but the Grand Cherokee’s strength is in matching the refinement and smoothness of those more premium competitors.

Even without the air suspension found on higher trims, the two-row Limited offers a calm, collected, and satisfying ride. Noise, vibration and harshness are all kept to a minimum, letting the Jeep sail through sub-optimal weather conditions in peace. The roads were generally good quality on the drive, but a handful of ragged sections did little to upset the equilibrium.

Front-row seating continues to be a Grand Cherokee strength. The hip point is just about perfect, there’s good bolstering, and there’s a wide range of adjustments. A power-adjustable wheel even on this Limited trim is a welcome premium touch, too.

Second-row riders don’t get short-changed either, with a long lower cushion that’s set at the right height. Leg- and headroom are solid, and the flat shoulder line makes for large windows. Those that need more space can still opt for the Grand Cherokee L, not just for the third row but also its best-in-class second-row legroom.

Cargo space in the two-row model remains 37.7 cubic feet (1,068 liters), which expands to 70.8 cu ft (2,005 L) with the second row folded flat.

The current Grand Cherokee ushered in Jeep’s current cabin design, and the facelift doesn’t mess with success. Like the SUV itself, the cabin straddles the mainstream and premium divide well, offering an altogether classy experience regardless of trim level. While this Limited tester’s color scheme is very monochrome, it impresses with subtle wood, restrained metallic trim, and lots of soft-touch surfaces. Jeep still maintains some key physical controls as well, including a row above the touchscreen as well as the satisfying drive mode selector.

Lower trims employ cloth seating but leather is standard in the volume models. The Summit Reserve drapes its seats in a softer Nappa hide.

American pricing for the 2026 Jeep Grand Cherokee begins at a reasonable $40,410 including destination. Buyers start in a two-wheel-drive Laredo here; upgrading to 4x4 or the three-row L costs $2,000 in either case. The Laredo X adds the in-demand sunroof and Tech Group (heated seats, heated steering wheel, wireless charger 115-volt outlet, and more) for $2,495 more. Moving up to the Laredo Altitude unlocks the new engine and the larger 12.3-inch touchscreen for $45,850, with the sunroof as a standalone $500 option. Limited models now come in at $45,810, including 20-inch wheels as standard (these were $2,625 options last year). The top Summit now rings in at $60,195 including destination.

The 2026 Jeep Grand Cherokee is a picture of progress. New engine aside—which, at least based on this first impression, is an improvement in every usable way—there’s not much in the way of big changes here, because Jeep figured out the GC’s appeal way back in 1993 when it debuted. It remains a satisfyingly rugged yet refined mid-sized SUV, not just occupying the space between mainstream and premium but arguably defining it.

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