Hyundai Elexio vs Jeep Grand Cherokee L

What's the difference?

The Elexio doesn't really push any boundaries in terms of its exterior design, its powertrain, or its battery. It doesn't drive itself. It doesn't look like a spaceship. And apart from some interior quirks, it's all pretty familiar in the way it goes about its business.

And I think maybe that's the point. Maybe that's what people are really looking for. Because Hyundai says this will be its best-selling EV in the country. And on our short test, we can't find too many reasons to disagree.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

Jeep’s aim with this car is to lift the Grand Cherkee to a more premium level, and that’s about brand equity and badge credibility as much as it is the vehicle itself.

The seven-seat L has stepped up in price, but also in practicality, refinement and equipment, while maintaining serious off-road ability.

Does it have what it takes to tempt people away from, say, the German Big Three? That’s a tough ask, but this Jeep certainly has more of what it takes to make that a real possibility. 

For mine, the entry-level Night Eagle is the pick. Well equipped, heaps of safety and plenty of off-highway prowess.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

I don't want to sound boring, but the thing I really like about the Elexio exterior package is there's nothing too challenging about it. Some of the Hyundai Ioniq cars can be a bit more polarising (and, in the case of the Ioniq 6, a lot more polarising) but there's none of that going on here.

It feels very clean, fairly timeless and like it's going to age pretty well. In short, it looks like a familiar family SUV with only really the full-width light bar, the cubed headlights and a bit of an architectural flourish at the rear three-quarter – which actually reminds me a bit of the Kia EV5 – giving it a more modern edge.

The wheels are 20 inches, there are only a handful of fairly predictable colours and it all just feels really familiar. But, as I mentioned, things do get a bit more out-there in the cabin.

Let's start with the good. I really like the fit and finish. It all feels very high quality and the materials used are lovely, including the velvet-like fabric in the door panels. I also like the square-edged steering wheel.

But the not so good? Now, the central screen looks great, but it controls everything – and I do mean everything. Apart from the steering-wheel controls, I couldn't locate a single physical button in the cabin.

A decade. That’s how long the previous Grand Cherokee was on sale in Australia, Which is ages, but also testament to the quality of that fourth-generation car’s design.

And there are echoes of it in this new model’s exterior. The overall proportions are similar, although the track is increased by 36mm, and the overriding impression is that key elements have been made slimmer and wider for a more contemporary look.

For example, the headlights, LED on all models, are shorter, but longer, while the signature seven-bar Jeep grille has been truncated a little and stands more upright.

Character lines along the side of the car are softer, and the rear follows the same slimline philosophy. But it’s inside where the biggest steps have been taken.

The dash layout and hardware have been transported from the relative Dark Ages to a clean and simple approach dominated by this broad centre console, topped by a sleek media screen.

The screen measures 8.4 inches in the entry-level Night Eagle, stepping up to 10.25 inches in the upper grades.

The latest, configurable, digital instrument cluster enhances the low-key tech vibe, and there’s a sensible mix of on-screen controls and physical dials and buttons. That said, there are a lot of buttons across the lower part of the centre stack and steering wheel.

The rest of the interior is a blend of simple lines and a subtle colour palette, including piano black highlights. It feels more mature and premium than the car it replaces.

At just over 4.6m long, just under 1.9m wide, and just under 1.7m tall, the Elexio fits snuggly between the smaller Kona Electric and Bigger Ioniq 5 among Hyundai's electric family. In family vehicle terms, it's marginally shorter than the brand's petrol and hybrid-powered Tucson.

But owing to the magic of EVs and their flat floors, the Elexio feels massively spacious in the backseat. I'm 175cm, and had no trouble getting comfortable behind my own driving position, with plenty of leg and headroom. 

Tech is pretty strong, too. There are twin wireless charging pads up front, a total five USB-C ports, and a household style plug (which car companies call Vehicle to Load) located in the boot.

There's storage in the doors and centre console, including a storage drawer, and cupholders up front and in the pulldown divider that deploys over the middle seat in the back.

But the weirdest thing is the driver screen, which is the only straight-ahead access the driver has to things like speed or navigation directions. It's a very cool 3D-effect display, but it utterly disappears if you're wearing polarised sunglasses. 

That's actually pretty common with all head-up displays, but they usually are projected above a traditional driver's binnacle. In the Elexio, it's the disappearing screen or nothing.

To be fair, the central screen also displays speed and crucial information, but I hate having to turn my head to look at it. It's my least-favourite thing about Teslas, and if you're wearing polarised sunglasses, the Elexio ends up feeling a lot like that.

I do love that there is an actual control to select Drive, Reverse or Park, and I adore the addition of a physical stop/start button, too.

There's also an auto-opening boot which reveals a 506-litre space with the rear seats in place, and 1540 litres with the 60/40 split rear seats folded flat. Keep in mind there's no spare tyre taking up space, though. You'll be leaning on the repair kit should you get a flat.

When it comes to practicality, thoughtful, family-friendly touches include large door apertures, with the doors themselves opening right out to 64 degrees, as well a second row seat able to move fore and aft to balance passenger and/or cargo space. 

Up front there are big bins in the doors with space for large bottles, a pair of decent size cupholders in the centre console, a two-tiered storage box between the seats that doubles as an armrest, and a covered wireless charging bay in front of the gearshift.

For connectivity and power there are two USB-A and two USB-C ports, as well as an ‘aux in’ socket, and a 12-volt outlet.

Jump into the second row, and sitting behind the driver’s seat set for my 183cm position, I enjoyed heaps of headroom and hectares of legroom, remembering it’s possible to slide the middle seat forward to give third row passenger more room, or increase load space.

Again, there are generous pockets in the doors with space for large bottles, map pockets on the front seatbacks, a fold-down centre armrest containing two cupholders, and rear seaters have their own ventilation control.

The dual USB-A and USB-C ports are repeated in the back, and there’s a 230-volt AC socket for three-pin plugs.

Access to the third row is helped by a roll and fold function in the second row, and once back there space is generous and the amenities are civilised.

I could sit bolt upright without any head clearance issues, and legroom is good. There are bottle holders on each side, adjustable ventilation in the C-pillars, small storage pockets, and yet more USB outlets. 

And how’s this for a parent’s dream? ‘Fam Cam’ (optional on the Limited and standard on the Summit Reserve) is an adjustable rear seat monitoring camera able to switch between all second and third row positions. No more craning around and taking your eyes off the road to check what’s going on back there.

Even with all seven seats upright, boot space is 487 litres. Fold the 50/50 split third row and that grows to 1328L, and with the second (40/20/40 split) and third rows down you’ve got 2395L, enough room to start a boutique furniture moving business.

The loading height is user friendly, there are multiple tie-down hooks and a 12V outlet, there’s no lip to get over the top of, and a power tailgate, standard on all grades and hands-free on the Summit Reserve, is always welcome.

The Grand Cherokee L is rated to tow a braked trailer up to 2.8 tonnes, although that’s reduced to 2.3 tonnes in the Summit Reserve, partly due to the standard air suspension. And off-roaders rejoice, the spare is a full-size (18-inch) steel rim. 

This three-row L, scheduled to go on sale mid-year, is the first of several versions of the Grand Cherokee set to arrive in 2022. 

Our very own Chesto has driven the five-seat version in the US, specifically the plug-in hybrid 4xe, another first for the model, set to hit showrooms in the second half of the year.

But for now, the seven-seat L is the focus, offered in three grades starting at just over $80K, before on-road costs, and topping out at roughly $115,000.

This is part of Jeep’s stated aim to move upmarket, and aside from the safety and drivetrain tech covered a little later, the entry-level Night Eagle at $82,250, before on-road costs, features suede and leather-appointed seat trim, eight-way electrically-adjustable and heated front seats, a heated steering wheel, sat nav, an 8.4-inch multimedia screen, a 10.25-inch instrument display, six-speaker audio (with Apple CarPlay and Android Auto connectivity), three-zone climate control, a rear-view camera, keyless entry and start, adaptive cruise control, auto LED lights, 20-inch alloys, a power tailgate, and more.

Step up to the Limited ($87,950) and the media screen increases to 10.1-inch, the seat trim is even plusher ‘Capri’ leather, there’s a multi-memory seat function for the driver, the front seats are ventilated and the second row is heated, pull-up shades are added to the rear side windows, the audio system has three extra speakers with a 506W amp (and active noise control), plus there’s ambient interior lighting, and auto high beam. 

Opt for the top-shelf Summit Reserve ($115,450) and the rims are even bigger at 21 inches, the front seats are 12-way electrically-adjustable, open pore wood trim is added to the dash, doors, and steering wheel, the climate control is four-zone, the front seats feature a configurable massage function, the stereo is pumped up to a 19-speaker, 960-watt package, there’s a dual-pane sunroof above your head, and the ‘Palermo’ leather seat trim is quilted. There’s more, from Berber floor mats to a hands-free tailgate, but you get the idea.

Overall, despite a solid asking price, generous standard equipment helps substantiate a category competitive value package.

There’s just the one powertrain on offer here — with a front-mounted electric motor, so front-wheel drive, that produces 160kW and 310Nm. That makes the Elexio feel spritely enough, but it’s no rocket ship.

All versions of the Grand Cherokee L are powered by a 3.6-litre naturally-aspirated V6 petrol engine producing 210kW at 6400rpm, and 344Nm at 4000rpm, driving all four wheels through an eight-speed auto transmission and a transfer case - single speed on the first two models and two-speed on the Summit Reserve flagship.

The evergreen Pentastar V6 is a naturally-aspirated, all-alloy, quad-cam design featuring dual variable valve timing and sequential-injection.  

If you want more grunt? Yes, there’s a 5.7-litre Hemi V8 available in this new Grand Cherokee. But it’s in the States, not here. There’s no diesel option, either. But as mentioned earlier, a plug-in hybrid, the 4xe (four-by-e) is coming later in 2022. 

Delivering the driving power is an 88.1kWh LFP battery, which Hyundai says equates to a WLTP driving range of 546kms.

The Elexio’s E-GMP platform is a 400-volt architecture, which does limit DC fast charging to around 120kW – the Ioniq 5, for example, will charge in excess of 230kW. 

Hyundai says you’ll go from 10 to 80 per cent in around 38 minutes plugged into our fastest chargers. AC home charging is capped at 10kW.

Jeep’s official fuel economy figure for the Grand Cherokee L on the combined cycle is 10.6L/100km, the 3.6-litre V6 emitting 243g/100km of CO2 in the process.

Given the specific on and off-road combination of the launch drive we’ll wait until we can evaluate the car over a longer period to quote an ‘on test’ number.

Worth noting stop-start is standard, and in the name of weight saving, the car’s bonnet and tailgate are aluminium. Still weighs around 2.2 tonnes, though.

The tank holds 104 litres, which using the quoted consumption number, translates to a range of around 980km.

Ok, let's skip to the good part quickly. I really like the way the Elexio drives. Honestly, Hyundai (and, to be fair, Kia, Porsche, Polestar, Tesla, some German brands and Leapmotor with the new B10, amongst others I'm surely forgetting) are restoring my faith in how an EV can feel from behind the wheel.

It turns out they don't have to feel soft and saggy and come with a light sense of seasickness as standard. They can be engaging, connect you to the car and to the road below, and attack corners with some athleticism, too. 

And so it is with the Elexio, which – to be fair – has a spec sheet that reads a bit like a bedtime story, such is the lack of excitement in the numbers. A two-tonne-plus, front-wheel-drive family SUV that produces less power than a Toyota Camry doesn't exactly quicken the pulse.

And it's true that the flat-footed acceleration on offer won't knock your cap off (though it feels perfectly perky enough to get you up and moving). But the numbers don't tell the whole story here.

A sports car this ain't, but its driving nature perfectly suits the ethos of the car. The ride can feel a little harsh at times, but irons out most road imperfections to the point that you notice them, but they're not uncomfortable.

The steering is direct without being overly aggressive –though I prefer the sportiest setting with the heavier feel – and the body roll is minimal, too.

In fact, you can push the Elexio harder than you might think along twister roads, with plenty of confidence-inspiring stability and without too much complaint from the tyres. Because there's not a huge amount of power underfoot, and this is going to sound absolutely crazy, but it gave me (much-heavier) Mazda MX-5 vibes, in the sense that you can really feel like you're driving it without feeling like you're going to get yourself in too much trouble.

In driving the new Grand Cherokee the first thing you recognise is the Pentastar V6’s characteristic induction sound. That’s not to say it’s overly loud, just familiar.

But in terms of what it delivers, nearly 90 percent of the engine's peak torque is available from 1800 to 6400 rpm, so you’ve got that mid-range pulling power which is as nice on the highway as it is around town, but also good for people that are into towing.

The eight-speed auto is nice and smooth, as well, and even though it’s a conventional torque-converter unit, manual shifts through the steering wheel paddles are quick.

Suspension is multi-link front and rear, with the top-spec Summit Reserve picking up air suspension and active damping. Major components are alloy to reduce unsprung weight but you can certainly feel the scale of this car. 

It’s 5.2 metres long and weighs roughly 2.2 tonnes, so you’re guiding this sizeable machine along the road. It’s not an involving drive, we’re not in sports car territory here. But it feels stable and predictable in cornering, and body control is well buttoned-down.

The electrically-assisted steering’s weight is nice from parking speeds right up to freeway velocity, but road feel through the wheel is relatively modest.

In terms of the seating position, you do feel as though you’re sitting up and on, rather than down and in the front seats. But when it comes to support, after hours behind the wheel, including off road, the front chairs remained comfortable.

This is a big vehicle, that will often have a boat, van, or something else substantial hitched to the back of it, and the brakes are suitably specified.

Big discs are ventilated all around, clamped by two piston calipers at the front and singles at the rear, and on the off-road section of the launch drive we were by necessity leaning on the brakes for long periods of time.

You could occasionally smell that they were working hard, but the pedal remained firm all day, without a hint of fade.

Speaking of off-highway performance, as part of its development program Jeep tested this new Grand Cherokee in remote parts of Australia, with more than 60,000 km under the wheels of various prototypes. Likely a big help in setting up the local spec. 

And that spec is, four-wheel drive in all models, as well as a single-speed transfer case in the Night Eagle and Limited, with the latter also featuring the ‘Selec-Terrain’ traction management system, controlling torque split (up to 100 per cent of drive to either axle), as well as the brake calibration, steering, suspension, throttle, transmission, transfer case, traction control, stability control, and ABS settings.

The Summit Reserve boasts a two-speed transfer case, with low-range reduction, as well as traction management and air suspension with electronic adaptive damping.

The air suspension incorporates five height settings - Normal, Off-road 1 (40mm lift), Off-road 2 (60mm lift), Park (46mm lower), and when in sport, Aero (21mm lower).

In typical Jeep fashion we attacked challenging fire and forestry trails on the launch drive and a couple of things emerged.

First, on street-focused tyres this car does incredibly well off-highway. And second, the ‘Quadra-Trac II’ 4x4 system with low-range capability in the Summit Reserve, combined with the crawl control function, makes a significant difference. You find yourself feeling that bit more composed and confident tackling very rough sections.

Also in the Summit Reserve, a low-set, forward facing camera allows you to see what’s actually happening at the front wheel via the central media screen, and in the Off-road 2 setting the car feels like it’s up on stilts and able to tackle anything in its way.

And for those that really want to get amongst it, the body clearance data is below.

The Grand Cherokee L is yet to be assessed by ANCAP, but Jeep has upped its active safety game with standard crash-avoidance tech including, AEB with cyclist and pedestrian detection, lane keep assist, ‘Intersection Collision Assist’, adaptive cruise, as well blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, tyre pressure monitoring, and ‘Drowsy Driver Detection.’ 

The Summit Reserve adds Level 2 driving assistance features, a 360-degree camera view, self-parking assist (parallel and perpendicular), and more. 

If an impact is unavoidable, there are eight airbags on-board - dual front, front side, front knee, and full-length side-curtain.

There are three child seat top tethers across the second row, with ISOFIX anchors on all three positions. And there are top tethers on both third row seats.

The Elexio is covered by Hyundai’s new seven-year, unlimited-kilometre warranty, provided you service with Hyundai. If you don’t, then it's five years of coverage.

Service intervals are a pretty luxurious 24 months or 30,000kms, and Hyundai’s service plans will see you paying $779 at the two-year mark, and another $1118 at the four-year mark, which puts your annual cost at around $475.

I'd say that's about average, with the happily extended service intervals counterbalanced by slightly higher servicing costs than you might find with some competitors.

Jeep covers the Grand Cherokee with a five-year/100,000km warranty, which is behind the five-year unlimited kays cover which is pretty much standard in the mainstream market now.

But you do receive 12 months complimentary roadside assistance, which is renewed for another year every time you service your vehicle at an authorised Jeep dealer.

Service is recommended every 12 months or 12,000km, and capped price servicing is available for $399 annually for the first five years. Not bad for a car of this scale and complexity.