2022 Jeep Wagoneer Series II 4×4 Review | WUWM 89.7 FM


Jeep’s massive new Wagoneer is its latest attempt at a hallo vehicle, an upscale ride to appeal to commuters looking for their third or fourth SUV to put in their four-seater garage. Makes sense, the profits are huge at this end of the market, just ask any manufacturer.

Yet there were so many glitches and quirks that bothered me with Jeep’s new Wagoneer (its last version sold in 1991) that I’m sure to be called a Jeep heretic, a non-believer, a grumpy veteran who probably didn’t drink enough prune juice for breakfast.

I’m sorry if that’s what you think. I like a lot of Jeeps and Wagoneer has many selling points. There are also too many things that don’t make sense.

Incredibly, Jeep thinks so highly of its Wagoneer and, God help us, the even more upscale Grand Wagoneer, that it forgot to label this one a Jeep. That’s right, the only places you’ll find the Jeep branding are inside the headlights and on the lower part of the windshield.

That said, the Wagoneer name is spread across the hood and tailgate, so it looks like Jeep is making Wagoneer its premium brand, like Lexus is to Toyota, Acura is to Honda, and so on.

This last rolling land fortress, however, boasts impressive numbers.

First, it’s 214.7 inches long, rides on a 123-inch wheelbase, 22-inch tires, and weighs over 5,900 pounds. That translates to a full-size SUV capable of carrying eight people, or just seven if one opts for captain’s chairs in the second row instead of a bench. Unlike many 3-row SUVs, there’s plenty of room in the third row for adults, while still leaving a decent amount of cargo space behind that third row.

Electrically, Jeep opts for its 5.7-liter HEMI V8 developing 392 horsepower. It has plenty of grunt and will tow up to 10,000 pounds.

I hesitate to say it, but you can get more power from the Grand Wagoneer, which packs a 471-hp 6.4-liter V8. Of course, you’ll pay more and since the Wagoneer only earns 15 mpg city and 20 mpg highway from the EPA, imagine your fuel bill for the Grand. I paid $68 for a three-quarter full tank in a week’s drive, which equated to 15.3 mpg versus 16 on the trip computer. About half were on the highway.

OK, so gas mileage is my first bugaboo, and the low number comes despite the fact that Wagoneer has a 48-volt eTorque mild-hybrid system with cylinder deactivation and variable cam timing to improve gas mileage. It seems like a regular hybrid system would be needed in such a big beast, but so far that’s not offered.

Off-road capability is good. Wagoneer will ford two feet of water, but it’s not yet Trail-Rated. There are five traction settings adjusted by a toggle on the console. These include Auto, which is the default, Sport (in a Jeep?), Sand/Mud, Rock, and Snow.

Here is my bugaboo though. We had snow on my test drive and I did over 20 miles in this frame, which provided good grip. But after being shut down for several hours, I got out and turned Wagoneer’s snow mode back on (the Jeep automatically resets to Auto every time the ignition is turned off) and after five minutes the system flashed a warning light dashboard warning that 4WD was off and it stayed that way for the rest of my 20 mile ride. Hmmm! Disabled just like I needed. Useless. For the record, the next day after the car rested overnight, the system worked fine. Problem?

Add this bug to that. The same night, and with the heat settings all in the 70 degree range and the dual system set to Auto, after 10 minutes there was no heat. After fumbling with the info screen for several minutes to adjust where the heat is coming from – the vents, and turning the fan all the way up, only five settings, I finally got the heat moving. A few minutes later I put it back on Auto, but still no fan action. The next day was fine. Hmmm, problem number two!

Let’s get to the look. I like the Wagoneer’s nose because it features the usual seven-slot Jeep grille, but from the side and rear, the Wagoneer looks like a block of steel that’s been cut into a rectangle and put on wheels. Yawn!

I like the Wagoneer’s nose because it features the usual 7-slot Jeep grille, but from the side and rear the Wagoneer looks like a block of steel that’s been cut into a rectangle and put on wheels.

For those who love the bling and appreciate their American and Jeep heritage, the designers place small chrome American flags on both front doors next to the Wagoneer logo. I asked a veteran about using the flag on a non-military vehicle. You are the judge.

Inside, comfort and space are indisputable. It looks like your great uncle’s leather chair filled with den on wheels. Headroom and legroom are generous throughout, that boxy roofline helping to give tall folks plenty of noggin room. The seats are well shaped and comfortable, and the first and second row seats are heated, as is the steering wheel. Well done! The front seats are also cooled.

Unfortunately, like most new vehicles controlled via a giant touchscreen and buttons surrounding said screen, heated and cooled seats, heated steering wheel and passenger seats, as well as the drive mode you have selected, all need to be reset. . after each engine stop. First world problem sure, but in my five year old Subaru, and in many cars with manual seat heater buttons, they stay on whatever setting you put them in, so when you turn the vehicle back on, they don’t. don’t need to be reset. In an $83,000 truck (yes, that’s the price), I would expect the electronics to be smart enough to remember previous settings.

This rant isn’t just aimed at the Wagoneer, but many high-end info-screen-controlled vehicles. Also, it’s difficult to turn these heating elements on if you’re wearing gloves, the most likely time you’ll need to turn them on.

A final rant, or two, on the electronics, the seats sometimes turn off, assuming you’ve warmed up. However, in sub-zero temperatures, the seats are not always as warm after 10-15 minutes. Likewise, defrosters should never turn off. Those of us who live in northern climes need it all winter, no fault to turn off please. Oh, and the five-pane dash display is way too much information and way too difficult to fit the way a driver might like it. Interior designers should be aware that people live in cold climates and need buttons to operate when someone is wearing gloves and most of us don’t have time to program our dashboard from basis as if we were working on a 25 inch monitor.

On the positive side, there is a lot more though. That screen is huge, there’s a giant sunroof overhead and a second smaller one with a manual blind above the third row. The stereo is a 950-watt McIntosh with 19 speakers and a 3D surround system, and Android Auto and Apple CarPlay are standard. Inside, this gray faux wood interior lined with black leather is as quiet as your uncle’s lair. Wind and tire noise is minimal.

The hatch is powered and sometimes opens when you just pass it, and there are even power-adjustable pedals to help us get the throttle where we like it. A power tilt/telescope steering wheel is also standard, as are all the electronic safety features we’ve come to expect, like emergency braking, 360-degree camera, blind-spot warning, smart cruise control and lane keeping aid. Oh, on that, the Wagoneer also told me to “put my hand on the wheel”, but they already were, just a little above positions 10 and 2. Hmmm, problem number three!

There’s a wireless phone charger here, as well as manual sunshades for the second-row side windows, and the second-row seats slide forward to create more room for passengers or passengers. third row cargo area. Wagoneer has eight standard USB ports, or 11 if you buy the Rear Entertainment Pack for $2,195.

That brings us to the cost, and again Wagoneer is for the upper echelon buyer. This Series II model starts at $72,995 including $2,000 for delivery (Wow!) and $3,000 for 4WD. Jeep added $9,930 in options, but didn’t say what for in its pricing information.

The total was $82,925, not including country club membership. A rear-drive Series I model (not available at this ad) should start at $59,995 including delivery. A Series III model with air suspension, HUD and Quadra-Trac II AWD sells for $78,995.

That’s not at odds with models like GMC’s Yukon Denali, Lincoln’s Navigator or Cadillac’s Escalade. All are gigantic and so luxurious that it’s unlikely any will ever go off-road. But isn’t that what a Jeep is for?

Preview: 2022 Jeep Wagoneer

Shots: A Jeep on steroids, off-road capability, five drive modes, solid V8 power with huge towing capacity, will carry up to eight passengers. Giant sunroof plus a smaller one for the third row, power hatch, usual safety equipment and 4WD, of course. Super quiet interior with lots of leather, heated and cooled front seats, heated steering wheel, heated second row seats. Electrically adjustable pedals and steering wheel, comfortable seats, giant touch screen.

Miss: Huge and so luxurious that it will probably never go off the beaten track. The screen and electronic controls, such as the heated seats, are all reset once the ignition is turned off. Pity! The AWD feature turned off during a snowstorm, apparently an untimely issue. Difficult to engage the climate control buttons in the seat when wearing gloves and they turn off when they shouldn’t. Far too complex five-panel electronic instrument display to use while driving, too complex in general.

Made in: Warren, Mich.

Motor: 5.7-liter HEMI V8, 392 hp/404 torque

Transmission: 8-speed automatic

Weight: 5,960 pounds.

Wheelbase: 123 in.

Length: 214.7 in.

Cargo: 27.4-70.8-116.7 cu.ft.

Tow: 10,000 pounds.

MPG: 15/20

MPG: 15.3 (tested)/16.0 (desktop)

Base price: $72,995 (includes delivery and all-wheel drive)

To invoice: $71,875

Main options:

Not fully listed by Jeep, but total $9,930

Test vehicle: $82,925

Sources: Jeep, www.kbb.com


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