2026 Jeep Grand Cherokee First Drive Review

As downsized engines continue to proliferate across the auto industry, Jeep parent company Stellantis is launching a four-cylinder that’s as high on output as it is on potential.

Now here’s the tricky part, at least as far as perception goes: the turbocharged 2.0L is making its debut in the 2026 Jeep Grand Cherokee, as well as the three-row Grand Cherokee L — and it sits at the pinnacle of the lineup. Yes, the same vehicle that was long offered with a hearty V8 under its hood (even if the take rate was exceptionally low) has seen its upgraded engine’s cylinder count cut in half.

Now to assuage any fears before they foment: the engine is fine. More than fine, in fact. The only question that remains is whether or not the Grand Cherokee is the right fit for this fire-breathing four-cylinder.

Story of the Hurricane

While this new four-cylinder shares its Hurricane name with a larger inline six-cylinder that’s used in the Jeep Grand Wagoneer as well as the Ram 1500, the two have almost nothing in common. According to a Stellantis engineer, the bore and stroke measurements of their cylinders are the same, which makes sense considering their respective displacements of 2.0- and 3.0L, but that’s about it.

Likewise, this isn’t an adapted version of the existing four-cylinder used elsewhere in the lineup, including the subcompact Compass. That same engineer, Brian Crothers, said the only part they share is an oil filter — otherwise, the Hurricane is entirely new.

It’s also the first mass-production application of a race-derived combustion technology that uses a dedicated pre-combustion chamber in each cylinder to ignite a small amount of fuel early in the four-stroke process. That burning fuel is then drawn into the combustion stage for “a faster and more complete burn” of the air-fuel mixture, according to Jeep.

With the help of a variable-geometry turbo, which can deliver as much as 35 psi of boost pressure, the Hurricane four-cylinder makes 324 hp and 332 lb-ft of torque. That’s impressive output for what’s a relatively small engine. Yes, the maniacs at Mercedes-AMG built an identically sized four-cylinder that pushes out as much as 469 hp and 402 lb-ft of torque, but that doesn’t mean this one is anything to scoff at, especially considering the application.

More Than Adequate

Out on the road, there’s a considerably heightened sense of urgency underfoot compared to the 3.6L V6 that carries on as the Grand Cherokee’s entry-level engine. While there’s more than a hint of a diesel-like clatter emanating from under the hood at idle, it has no bearing on the way the powertrain performs.

Mated to a fourth-generation version of the venerable eight-speed automatic transmission Stellantis has built under license from supplier ZF for years now, and to great effect, even the Grand Cherokee L manages to feel properly quick. That’s in spite of its extended size and the extra set of seats that comes with it, not to mention its considerable curb weight of 2,299 kg (5,068 lb) in the appropriately named Summit trim that sits at the top of the lineup.

Aim it at a highway on-ramp and the 2.0L-powered Grand Cherokee will happily oblige with enough motive force to make quick work of a short merge lane. Yes, there’s some turbo lag, which is to be expected considering peak torque doesn’t arrive until a rather late 3,000 rpm. But it isn’t enough to make this engine feel ill-suited to the application in terms of everyday performance.

It also burns a little less gas than the six-cylinder that’s standard — at least on paper. According to Jeep, the 2.0L is good for 10.3 to 10.7 L/100 km combined, depending on equipment and wheel size, while the 3.6L is rated at 10.9 to 11.3 in the same mix of city and highway driving. It also runs on regular-grade gas, so no filling the tank with pricey premium fuel.

A Downsized Upgrade

Beyond what’s under the hood, every Grand Cherokee trim has some subtly updated exterior styling — even current owners would be forgiven if they didn’t notice the differences at a glance — and a new 12.3-inch touchscreen on the dash in place of the 8.4- or 10.1-inch units from before. Otherwise, the experience is the same quasi-luxury one as ever, although the lineup has been simplified slightly.

Instead of the six separate trims from last year, there are now three core versions to choose between: Laredo, Limited, and Summit. However, each of those has packages to pick from, some of which use the same names as before, bringing the actual total to eight offerings across the Grand Cherokee and three-row Grand Cherokee L lineups.

The Laredo soldiers on as the entry-level trim, with the same 3.6L V6 as last year for its starting price of $59,995 before freight ($2,295) and tax. Then there’s the Laredo X that’s $63,995, while the Laredo Altitude is the first of the bunch to get the turbocharged 2.0L engine. It starts at $65,995 before options and extras.

The Limited lineup starts at $67,995, with the Limited Altitude and Limited Reserve adding $3,000 and $6,000 to the asking price, respectively. And then there’s the Summit trim that’s $82,995, while the fully loaded Summit Reserve rings in at $84,490. Meanwhile, the longer Grand Cherokee L and its third-row seats marks a $2,500 upcharge for each trim and package.

Final Thoughts

While this initial encounter with the Hurricane-powered 2026 Jeep Grand Cherokee was brief, the experience was largely positive. The engine provides a wave of turbocharged torque that doesn’t feel at all out of place, even in the near-premium Summit Reserve trim. In fact, it’s capable of a kind of confident performance that’s missing from the V6 version. In isolation, it’s a promising powerplant that has all kinds of potential across the Stellantis portfolio.

So maybe the question isn’t if the Grand Cherokee is the right fit for this four-cylinder, but rather whether Jeep gives it the time it needs to catch on. Yes, truck buyers are an entirely different — and extremely dedicated — bunch, but it’s hard to ignore the parallels between this addition to the lineup and sister brand Ram’s recent capitulation that saw it bring the V8 back to its half-ton pickup after switching to what’s an outstanding six-cylinder instead only a year earlier.

But then four-cylinder power is far from unprecedented in this segment, with mainstream and premium models alike moving to downsized engines like this one long before Jeep did. And what it lacks in cylinder count this turbo motor more than makes up for with output. There may be a perception issue that comes with it, but there’s no question the Hurricane has what it takes to serve dutifully for years to come — as long as Jeep lets it.