Jeep Grand Cherokee vs Ford Everest

What's the difference?

A wise man* once said "Being first can sometimes feel like being wrong" and perhaps that's how it is with the 4xe, but at least Jeep Australia is giving the large SUV hybrid realm a good ol' try.

* Former CarsGuide Big Kohuna, Glen Knowles.

The company's first plug-in hybrid, the Grand Cherokee 4xe, is not perfect by anyone's standards, however, it is a definite move in the right direction.

It's a quiet and refined drive, it retains the brand's renowned 4WD capability, and even its hefty price-tag likely won't dissuade Jeep loyalists from giving it a go.

The standard Ford Everest – powered by a 2.0-litre twin-turbo or a V6 – is a nicely refined, comfortable and capable 4WD with plenty of potential as a touring vehicle.

The Tremor treatment doesn’t turn the Everest into a Raptor-esque Everest but it does offer low-key substantial off-road improvements to what was already an impressive 4WD wagon.

This sensible package of upgrades – more ground clearance, off-road-suited suspension, and decent all-terrain tyres – gives this Everest a mild 4WD boost.

As with any vehicle, some will like it, some won’t, and some simply won’t care all that much. 

The 4xe certainly has a distinctive Jeep look to it.

A few exterior design cues hint at its PHEV leanings: the plug-in point on the front left-hand panel and a ‘4xe’ designation on the rear door.

Lift any vehicle a few millimetres and throw decent all-terrain tyres on it and that one-two combination instantly gives the vehicle more track-cred. 

And so it goes for the Everest Tremor.

But there’s more going on here than simply increased height and a swap-out of rubber over standard Everests.

As mentioned, it gets Bilstein dampers, new springs, and tough all-terrain tyres which combine to give the Tremor a solid presence.

The new honeycomb-pattern grille with auxiliary LED lights, quite visible steel bash plate, pronounced heavy-duty side steps and orange Tremor branding add to the package.

And inside it gets those Tremor-specific touches, such as the leather-accented seats embossed with Tremor branding, ebony-coloured interior accents and all-weather floor mats.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV retains the regular model’s level of functionality but adds a reasonably classy touch to everything.

All seats offer adequate comfort, support and room.

There are plenty of storage spaces, cupholders etc, and charging points - two USB-A and two USB-C plus a 12V socket in the front and two USB-A and two USB-C plus a 230V point in the back.

Controls are generally easy enough to locate and operate although some buttons are positioned in awkward places – including drive-mode buttons under the steering wheel – and it sometimes takes a few finger-stabs at the multimedia touchscreen to get to where you want to go in the operating system.

In terms of packability, the rear cargo area has a listed 1067 litres of space, and, with the second row folded and out of the way, that space opens up to 2004 litres.

The Tremor cabin is a comfortably familiar interior – it’s functional and roomy and so scores well in terms of overall practicality.

Driver and front passenger have easy access to storage options, such as the centre console, cupholders, door pockets and a shelf for your everyday-carry stuff as well as charging points (wireless charger, USB and USB-C sockets).

There’s plenty of space for the driver and all passengers (front, second and third row), and the seats are supportive and comfortable, even in the third row.

While that pew is a straight-up-and-down set-up it still manages not to be a complete punishment for those passengers.

Those in the second row get a fold-down centre armrest, door pockets and map pockets as well as air con vents and controls.

The rear cargo area has standard Everest features – with cargo tie-down points and a 12-volt outlet.

A niggle, and one I’ve found in other new-generation Fords, is the multimedia system. It's a decent size with clear and crisp colours and is easy to operate, but I needed to repeatedly stab a finger onto the screen in order to work my way through menus and sub-menus to figure it all out.

My advice is get your head around all of the multimedia system’s functionality while the vehicle is stationary because, to me, some of the screen workings are counter-intuitive and it’s easier and safer to learn all of that while the vehicle is not moving.

Also, the fact some controls are on-screen and some are off it creates more than a little confusion.

The seven-seat Ford Everest Tremor 4WD 3.0 V6 diesel auto has a listed price of $76,590, excluding on-road costs, putting it between the Sport and top-spec Platinum in the Everest range. 

That pricing pits it against the likes of the GWM Tank 500 Hybrid Ultra ($73,990 drive-away), Isuzu MU-X ($74,400, excluding on-road costs) and Toyota Prado GXL ($79,990, excluding on-road costs).

However, price 'as tested' on our test vehicle is $84,390 because this Tremor has 'Prestige Paint' ($700, 'Command Grey'), the 'Premium Seat Pack' ($1100), 'Touring Pack' ($2500) and 'Rough Terrain Pack' ($3500).

The Tremor Premium Seat Pack includes heated/vented front driver and passenger seats, eight-way power passenger seat and 10-way power driver seat (with memory).

The Touring Pack includes a 360-degree view camera set-up, tow bar and hitch, an integrated trailer brake controller and trailer back-up assist.

The Rough Terrain Pack includes what Ford Australia describes as “Under Vehicle Armour” (aka bash plates), a Rough Terrain Bar (a nudge bar on steroids) and an auxiliary switch bank.

Worth noting Ford Australia advises fitment of the Rough Terrain Bar “means the vehicle is considered 'unrated' by ANCAP”.

Also available is the 'Towing Pack', which includes a tow bar and integrated trailer brake controller.

Otherwise, standard Tremor features include a 12.0-inch digital multimedia system (wireless Apple CarPlay and Android Auto), wireless charging, an 8.0-inch digital driver’s display, as well as heavy-duty side steps and black wheel arch moldings, among many other things.

It also gets Tremor-embossed leather-accented seats, ebony-coloured interior accents and all-weather floor mats.

As mentioned earlier, the Everest Tremor gets Bilstein dampers, new springs, the all-terrain tyres (LT 265/70 R17) and low-speed Rock Crawl added to its off-road driving modes.

Other Tremor-specific features include a new grille, auxiliary LED lights, a steel bash plate, heavy-duty side steps and orange Tremor branding.

As a result of the Tremor treatment, this Everest has a claimed 255mm ground clearance (26mm more than the closest Everest model), the best off-road angles of any Everest (more about those in the Driving section) and the tightest turning circle of the Everest line-up (measuring 11.65m to best the rest of the field’s 11.8m).

Exterior paint choices include the no-extra-cost 'Arctic White', or 'Shadow Black', 'Meteor Grey', or 'Command Grey' which all cost $750.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV has a 2.0-litre four-cylinder turbo-charged petrol engine, two electric motors (one on each axle) and a 17.3kWh battery.

Combined engine and electric outputs for power and torque are 280kW and 637Nm, respectively. The 4xe has it over any of its stablemates equipped with the 3.6-litre Pentastar V6 petrol engine because that yields 210kW and 344Nm.

The 4xe has an eight-speed automatic torque-converter transmission and regenerative braking.

Drive modes include 'Hybrid' (with combined engine and electric motor providing “maximum instant torque and impressive acceleration”, according to Jeep), 'Electric' (“zero emissions”) and 'eSave' (aims to save battery power). 

There are a few options available when it comes time to charge the 4xe.

The 4xe vehicle has a Mode 2 charging cable so you can charge it at home in less than 10 hours, according to Jeep.

With a full charge, the 4xe has a claimed driving range, on electric charge alone, of 52km.

Jeep reckons a Mode 3 (wall box) single-phase electric vehicle charger will fully charge the 4xe in less than three hours.

If out and about and looking for a charge, a 4xe driver can use the onboard 'UConnect' system to locate an appropriate public charging station.

As mentioned right at the start, the Everest Tremor has a 3.0-litre V6 turbo-diesel engine – producing 184kW at 3250rpm and 600Nm at 1750-2250rpm – and that’s matched to a 10-speed automatic transmission.

It also gets the line-up’s full-time 4WD system. This system has selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be safely used on high-traction surfaces, such as bitumen.

As mentioned, the 4xe has a listed electric-only driving range of 52km.

On our official test day, we drove just under 50km on a full electric charge and then the rest of the trip was courtesy of the good ol’ petrol engine.

Jeep's official figure for the combined cycle is just 3.2L/100km, but that's predicated on keeping the hybrid battery charged at all times. On fuel-only we recorded 11.6L/100km.

The 4xe has a 72-litre fuel tank (you need 95RON premium to fill it), so going by that on-test fuel-consumption figure, you could reasonably expect to get a driving range of about 620km out of a full tank.

Add an approximate electric range of about 50km on a full charge to that figure and you have a total estimated driving range of 670km.

The Tremor has the highest listed fuel consumption of the Everest line-up: 9.5L/100km on a combined (urban/extra-urban) cycle.

I recorded an average of 11.2L/100km on this test.

The Tremor has an 80-litre fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 714km from a full tank.

Worth noting the Tremor requires AdBlue diesel-exhaust fluid.

We’re all time-poor, right? So, why should I take up your time and rattle on about the 4xe for a thousand words when I can get the essence of it across to you, the reader, in a few sentences? Call me, Mr Thoughtful.

This is generally a big, quiet and refined, easy-steering large SUV, but it feels bulky at times and tends to be quite fussy on irregular surfaces, exhibiting a jittery ride on even brief sections of light corrugations on dirt tracks.

The 4xe’s PHEV set-up is smooth and highly responsive on-road and you can switch between the aforementioned drive modes to suit the circumstance.

Driving range on electric only is listed as 52km. I only recorded a total distance of just under 50km, and it’s a very quiet and smooth drive while relying on electric power.

It regenerates power rather quickly down big hills and via braking, but we’d exhausted all electric charge by the time we’d reached our 4WD test track.

As expected, this Grand Cherokee tackled every off-road challenge without any strife. 

The air suspension, set to full off-road height, is a bonus.

Our 4WD test track consists of difficult set-pieces, including one small steep rocky hill that I’ve seen heavily modified vehicles struggle to conquer and, to the Jeep’s credit, it climbed the incline, no sweat.

The 4xe’s efforts were only ever hampered by its 'all-season' Continental CrossContact tyres (275/45R21) which are much better suited to blacktop driving and the fact the 4xe costs upwards of $129,950 and I didn’t want to risk any damage to it.

The 4xe has a listed wading depth of 610mm but our test track was dry so I never had the chance to do any water crossings. 

The Grand Cherokee has a solid enough rep as a towing vehicle but, take note, the 4xe is rated to tow 2722kg.

Overall, the Tremor is nice to drive on road. It’s quiet, refined and comfortable and the engine and transmission make a cluey, unstressed pairing.

However, the Tremor’s suspension – engineered to improve the vehicle’s off-road capability – is firm through sections of back-country bitumen and even mildly corrugated bush tracks. 

Also, this Everest’s all-terrain tyres don’t help ride quality or noise levels on sealed surfaces. But that’s no surprise and a very minor trade-off when the Tremor's potential as a touring vehicle is so high.

On the open highway at cruising speed, the Tremor exhibits all of the smooth-driving characteristics the Everest line-up is well known for.

It sits nicely on the road, that wide wheel track (a 30mm increase in width to 1650mm) gives it a solid stance and this V6 ute simply rumbles along.

So, how does it perform in 4WD territory? Well, it’s based on the Everest Sport, which is no off-road loser, so you’d assume the Tremor would do okay.

However, we all know if you assume, it makes an 'ass' out of 'u' and 'me'… but the Tremor has been engineered to outperform the standard Everest in the dirty stuff. Unsurprising spoiler alert, it does, but only marginally.

The Everest Tremor is 4914mm long (without the towbar hitch receiver; 4978mm with), 2015mm wide (mirrors in; 2207mm, mirrors out) and 1904mm high.

It has a 2900mm wheelbase and a listed kerb weight of 2550kg, the latter making it the heaviest Everest in the line-up. 

This is not a diminutive wagon but it has the smallest turning circle (11.65m) in the Everest range and its dimensions don’t hamper it in the bush.

As mentioned earlier, when you add running ground clearance to any off-roader its off-road performance will be improved. The Tremor has more ground clearance (255mm) than its stablemates but, as with any measurements provided by vehicle manufacturers (ground clearance, wading depth, towing capacities, etc), always regard those figures with a healthy degree of scepticism.

Wading depth is listed as 800mm and its off-road angles are in line with market rivals: for your reference, approach, departure and ramp-over angles are listed as 32, 26.8 and 23.9 degrees, respectively.

This wagon’s 3.0-litre turbo-diesel V6 offers plenty of torque across a broad rev range, the 10-speed auto is clever – no flip-flopping between ratios here – and you can use the manual shifter if you get the urge.

Low-range gearing is adequate and the Tremor has an electronic rear diff lock.

The Tremor has a variety of selectable on- and off-road drive modes, including 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand and Rock' and the Tremor-specific 'Rock Crawl' plus a locking rear diff.

These off-road driving modes are no substitute for track-worthy 4WD mechanicals but they help by adjusting engine, throttle, transmission, braking, traction and stability controls to suit the driving conditions. 

Off-road traction control is effective without being spectacular. There’s a bit too much wheelspin for my liking.

Off-road applications are displayed on screen – with driveline/diff lock indicators, steering, pitch and roll angles depicted. Hill descent control held the Tremor to a steady 3.0-4.0km/h as I crawled down a difficult slope.

The power steering, light and sporty in all scenarios, has been tweaked with a heavy-duty tune and it retains a confident feel in difficult conditions.

Heavy-duty off-road engineering has bolstered the suspension set-up with new springs and Bilstein dampers with external reservoirs.

Wheel travel – how far the axle can move up and down vertically wheel-to-wheel relative to the chassis – is slightly better than a standard Everest’s, with this wagon’s tyres stretching a little further than the regular version’s.

Again, as I mentioned earlier, by replacing an off-roader’s standard road-biased rubber with a set of decent all-terrain tyres its off-road capability will be improved. And that’s exactly what Ford has done.

The Tremor's General Grabber all-terrain tyres feature light-truck construction. They are grippy and very effective in dirt, loose gravel, slippery clay and the like.

There are a few niggles, though.

I’ve previously expressed annoyance at the auto transmission shifter – a kind of joystick on a light cycle of steroids and just as touchy. It’s especially finicky on bumpy terrain but it’s another Everest-based characteristic to which I’ve become somewhat accustomed.

The operation of some off-road driver-assist tech can be confusing as it’s divided between the rotary dial (to select drive modes) and the screen (to engage the rear diff lock etc). Not a deal-breaker, but it takes some getting used to.

The brake pedal is spongy – taking some time between initial foot pressure to ‘biting', but then the brakes – discs all around – do clamp into action.

As for packability, there is a listed 259 litres (VDA) of space in the rear-most cargo area (with all three rows of seats in use), 898L (VDA) when the third row is stowed away and 1823L (VDA) when the second and third rows are lowered.

The Everest Tremor has a listed payload of 690kg, and towing capacities of 750kg (unbraked) and 3500kg (braked).

It has a listed GVM (Gross Vehicle Mass) of 3240kg and a GCM (Gross Combined Mass) of 6350kg. Remember: any onboard loads – such as people, pets, camping gear or aftermarket equipment (bullbar, roof rack etc) – must figure in your payload and GVM equations.

The Everest Tremor has the maximum five-star ANCAP safety rating from testing in 2022.

Standard safety features include nine airbags - front, front side, driver and front passenger knee, full-length curtains plus a front-centre bag - AEB, adaptive cruise control (with stop and go), lane-departure warning, lane-keep assist, blind-spot monitoring (with cross-traffic alert and trailer coverage), a reversing camera and more.

Off-road driver-assist tech includes specific driving modes, Rock Crawl mode, 'Trail Control' and 'Trail Turn Assist'.

And remember, as mentioned earlier, if the Rough Terrain Bar is fitted, the vehicle is regarded as 'unrated' by ANCAP.

The Jeep Grand Cherokee Summit Reserve 4xe PHEV has a five-year/100,000km warranty and a lifetime roadside assist service.

Servicing is set at 12-month/12,000km intervals and capped price servicing keeps what you pay for each appointment at $399 for the first five.

The Tremor is covered by Ford’s five year/unlimited kilometre warranty, which is the standard for this part of the market.

Roadside assistance is complimentary for 12 months after each service, extended for up to seven years as long as the Tremor’s owner has it serviced at an authorised Ford dealership.

Service intervals are scheduled for every 12 months or 15,000km and a capped-price servicing plan applies to the first five years/75,000km with a $2550 cost attached ($510 per service).

For reference a comparable Toyota LandCruiser Prado will set you back $390 per workshop visit, but that car's service interval is more frequent at six months/10,000km.