Putting the Trailhawk off-road capabilities to the test
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Jeep Grand Cherokee Trailhawk Review: Is It a Real Off-Roader?

ByAl Henderson

You’re standing at the base of a steep, rock-strewn trail that looks like it was designed by someone who hates suspension systems. The Wranglers behind you have solid axles and lockers. The 4Runner has low range and a reputation. And then there’s your Grand Cherokee Trailhawk—the unibody SUV with air suspension and a plug. The question hangs in the air: does it belong here, or is this just fancy marketing?

The Trailhawk badge isn’t just stickers and tow hooks. It’s a certification earned through five grueling off-road tests in some of the world’s most demanding terrain . But here’s the thing about the Grand Cherokee Trailhawk—it’s not a Wrangler. It’s not a 4Runner. It’s something else entirely: a luxury SUV that can genuinely crawl rocks without rattling your teeth out on the drive home. The question is whether that compromise works for you.

TL;DR
The Jeep Grand Cherokee Trailhawk is absolutely a real off-roader—one of the most capable unibody SUVs ever built. It combines Quadra-Drive II with a rear electronic limited-slip differential that can send 100% of torque to either rear wheel, Quadra-Lift air suspension providing up to 10.9 inches of ground clearance, and an electronic front sway bar disconnect that increases articulation by 31% . The Trailhawk wears the Trail Rated badge, meaning it passed Jeep’s internal tests in traction, water fording, maneuverability, articulation, and ground clearance . For 2024, the Trailhawk is available as a 4xe plug-in hybrid with 375 hp and 470 lb-ft of torque, or with the 3.6L V6 . Real-world testing proves its capability: Car and Driver measured a 31% increase in articulation with the sway bar disconnected, and owners report conquering snowy Sierras and muddy trails with ease . However, it’s not indestructible—Cars.com’s long-term test resulted in $7,000 of damage after a Jeep Jamboree, proving that capability doesn’t mean immunity .

Key Takeaways:

  • Trail Rated certification: The Trailhawk passed tests in five categories—traction, water fording, maneuverability, articulation, and ground clearance
  • Quadra-Drive II: Full-time 4WD with low-range gearing (2.72:1) and a rear electronic limited-slip differential that can send 100% torque to one wheel
  • Sway bar disconnect: Press a button and the front sway bar disconnects, increasing wheel articulation by 31% for maximum traction on uneven terrain
  • Air suspension: Up to 10.9 inches of ground clearance, 35.7-degree approach angle, and 29.5-degree departure angle
  • 4xe powertrain: 375 hp and 470 lb-ft of torque—instant electric torque for crawling
  • Real-world proof: Car and Driver tested it and confirmed genuine off-road capability; owners report excellent performance in snow and mud
  • The cautionary tale: Cars.com’s Trailhawk suffered $7,000 in damage at a Jeep Jamboree—respect the limits

What Makes a Trailhawk a Trailhawk?

The Trailhawk isn’t just a trim level—it’s a complete off-road package with features you simply cannot get on any other Grand Cherokee. Let’s break down exactly what you’re getting.

The Trail Rated Badge: What It Actually Means

Before we dive into hardware, understand what that little badge on the fender represents. The Trail Rated certification means this vehicle passed Jeep’s internal tests in five key categories :

Traction: The 4×4 system must keep the vehicle moving on loose, slippery, or uneven surfaces. This is where the rear locker and all-terrain tires come in.

Water Fording: Electrical components and body openings are sealed, and air intakes are mounted higher to protect the vehicle when driving through deep water .

Maneuverability: The vehicle must navigate around obstacles like rocks, logs, and tight spots. This is about approach/departure angles and turning radius.

Articulation: Suspension travel must keep wheels on the ground as much as possible. This is where the sway bar disconnect shines.

Ground Clearance: The vehicle must clear obstacles without damaging the underbody. Air suspension provides adjustable height for this purpose.

To earn the badge, the vehicle is tested in “some of the world’s most demanding terrain in all kinds of weather conditions” . It’s not marketing—it’s engineering verification.

Quadra-Drive II 4×4 System

The heart of the Trailhawk’s off-road capability is the Quadra-Drive II system . This is Jeep’s most advanced 4WD setup for the Grand Cherokee, and it’s standard on the Trailhawk.

What it includes:

  • Full-time active transfer case that constantly monitors traction
  • Low-range gearing (2.72:1) for serious rock-crawling and steep descents
  • Rear electronic limited-slip differential (ELSD) that can send up to 100% of available torque to either rear wheel

This last point is critical. If one rear wheel is dangling in the air, the other gets all the power. On the trail, that means you keep moving when other SUVs would be stuck.

Jeep’s German site puts it simply: “The Quadra-Drive II is one of our most innovative all-wheel drive systems. It is standard on the Jeep Grand Cherokee Trailhawk and ensures superior all-weather traction on almost any surface, transferring the entire engine torque to one wheel if necessary” .

Quadra-Lift Air Suspension

The Trailhawk comes standard with air suspension, and it’s tuned specifically for off-road use . This isn’t just about raising the vehicle—it’s about actively managing ride height for different situations.

Ride height settings:

  • Normal ride height: 8.4 inches of ground clearance
  • Off-Road 1: 10.5 inches
  • Off-Road 2: 10.9 inches

That extra half-inch over other air suspension models comes from Trailhawk-specific tuning and allows the vehicle to clear obstacles that would high-center lesser SUVs .

Angles with air suspension:

  • Approach angle: 35.7 degrees (with front spoiler removed for serious off-roading)
  • Departure angle: 29.5 degrees
  • Breakover angle: 23.5 degrees

For context, those approach angles rival many dedicated off-roaders. The previous-generation Trailhawk required removing the front air dam to achieve similar numbers; the new one does it out of the box .

Electronic Front Sway Bar Disconnect

This is the Trailhawk’s party piece. The front sway bar helps control body roll on pavement by linking the left and right front wheels. But off-road, that link limits articulation—if one wheel needs to climb a rock, the sway bar tries to lift the other wheel off the ground.

The Trailhawk’s electronic sway bar disconnect lets you separate the two sides with the push of a button . Suddenly, each front wheel can move independently, allowing them to follow the terrain while keeping the other three tires planted.

The numbers don’t lie: Car and Driver tested this feature on their ramp and recorded a ramp-travel index (RTI) score of 365 with the bar connected and 478 with it disconnected—a whopping 31-percent increase that resulted from an extra 4.5 inches of suspension flex across the front axle .

That’s the difference between “making it” and “winching.”

Selec-Speed Control

This is essentially cruise control for off-roading . You set a speed (as low as 1 mph), and the Trailhawk maintains it automatically using computer-controlled throttle and braking . Whether you’re creeping down a steep descent or crawling up a rock face, you can focus entirely on steering while the vehicle handles the speed.

Jeep’s UK site explains: “Selec-Speed Control, almost an off-road cruise control function, assists drivers with ascending and descending steep gradients. Trailhawk includes both Hill Descent Control and Hill Start Assist” .

Off-Road Camera

When you’re navigating between boulders or trying to place a tire exactly on a rock, you can’t always see what’s directly in front of the bumper. The Trailhawk solves this with a low-mounted forward camera that displays obstacles on the infotainment screen .

Cars.com notes: “The integrated front-view off-road camera can be supplemented by an available 360-degree camera system with front and rear camera washers” . If you manage to splatter it with mud, a washer system cleans it off.

Skid Plates and Protection

Rocks don’t care about your oil pan or transfer case. The Trailhawk comes with heavy-duty skid plates protecting vital underbody components .

Tires and Wheels

The Trailhawk rolls on 18-inch aluminum wheels wrapped in Goodyear Wrangler Territory AT all-terrain tires (265/60R18) . These tires are specifically chosen for off-road traction while maintaining reasonable on-road manners.

Cars.com notes that these tires are “much-better-suited for rough terrain than the 20- and 21-inch tires available on higher-trim-level Grand Cherokees” .

Visual and Interior Touches

The Trailhawk looks different too, and every visual change serves a purpose :

  • Blue tow hooks (front and rear) for recovery (red on non-hybrid models)
  • Matte black hood decal to reduce glare (blue stripe on 4xe)
  • Gloss-black roof and roof rails
  • Unique front and rear fascias for better angles
  • Vinyl and Capri leather seats with suede inserts—easier to clean than carpet
  • Heated and ventilated front seats
  • Heated rear seats
  • 10.25-inch front passenger screen
  • Rubber-like all-weather floormats (trust us—these are A LOT easier to clean after off-roading than carpet)

That hood decal isn’t just for looks—it eliminates glare that would otherwise reflect off the hood into your eyes when the sun is overhead .

The Powertrain Choices

3.6L Pentastar V6

Specs: 293 hp, 260 lb-ft torque

This is the traditional choice. Car and Driver tested a 2022 Trailhawk with the V6 and recorded a 7.7-second 0-60 mph time and a 15.8-second quarter-mile . It’s not fast, but it’s adequate.

More importantly, the low-range gearing multiplies that torque by a factor of 2.72 for serious crawling . The 8-speed automatic is smooth and well-matched.

Fuel economy is 19 mpg observed by Car and Driver, with EPA ratings of 22 combined .

4xe Plug-In Hybrid

Specs: 375 hp, 470 lb-ft torque, 26 miles electric range

For 2024, the Trailhawk is available as a 4xe plug-in hybrid . This powertrain combines a 2.0-liter turbocharged four-cylinder with two electric motors and a 17.3-kWh battery pack .

The numbers tell the story:

  • 375 horsepower combined
  • 470 lb-ft of torque—more than the old Hemi V8
  • 26 miles of all-electric range (EPA estimate)
  • 56 MPGe combined
  • 4×4 standard

U.S. News notes that “the Trailhawk is only about $6,000 more than the base 4xe model, yet the model gains a fleet of off-road appointments. It’s excellent for drivers seeking a trail-friendly SUV” .

The instant electric torque transforms the off-road experience. When you’re crawling over rocks, that instant torque means you can precisely control wheel speed without waiting for an engine to spool up.

The weight penalty: The 4xe Trailhawk weighs about 5,524 pounds , about 600 pounds more than the V6 version. That extra mass is noticeable, but it’s down low in the chassis, which actually helps stability.

A Visual Look at Trailhawk Capability

To help you understand how the Trailhawk compares to a standard Grand Cherokee, here’s a breakdown of key off-road metrics:

Data sources: Car and Driver, Jeep official specs

Real-World Testing: What the Experts Found

Car and Driver’s Technical Analysis

Dan Edmunds, Technical Editor at Car and Driver, put the 2022 Trailhawk through rigorous testing . His findings are worth reading carefully.

On the ramp: The sway bar disconnect increased articulation by 31%, with an extra 4.5 inches of suspension flex . That’s a massive improvement that translates directly to trail capability.

On the trail: “To surmount an obstacle, you must first clear it at the nose. After that, the traction provided by the all-terrain tires and low-range gearing in the Quadra-Drive II system helps it clamber up the face, at which point the available (and cleverly disguised) Mopar rock rails protect the lower edges of the body as the suspension flexes to keep all four tires connected to earth. When that’s no longer possible, the Quadra-Drive II system’s electronically controlled limited-slip differential can shift as much as 100 percent of the rear-axle torque to the tire that’s still on the ground.”

On-road compromise: The all-terrain tires and off-road focus come with trade-offs. The Trailhawk took 185 feet to stop from 70 mph (vs. 163 for the Summit Reserve) and managed just 0.78 g on the skidpad . But Edmunds notes: “Such at-the-limit deficiencies don’t amount to much in the real world, though, mainly because off-road-oriented customers expect as much.”

The Cars.com Cautionary Tale

Here’s where things get real. Cars.com owns a 2023 Grand Cherokee 4xe Trailhawk as a long-term test vehicle, and they took it to a Jeep Jamboree off-road event .

The result? Around $7,000 worth of damage from their off-road excursion .

Cars.com’s Damon Bell writes: “It’s a cautionary tale for others who may be considering off-roading in their Grand Cherokee 4xe Trailhawk, because even though the SUV comes with a lot of off-road-specific features, it’s still susceptible to damage.”

What happened: They scuffed up a side mirror (which they suspect is why the mirrors lack turn signals—potential breakage in off-road use). They also discovered that the Trailhawk’s off-road capability, while genuine, doesn’t make it indestructible.

The lesson: “Just because the Trailhawk is off-road-capable doesn’t make it immune from damage.” Respect the vehicle’s limits, and more importantly, respect the trail.

Owner Experience: 4,500 Miles of Real-World Use

A 2022 4xe Trailhawk owner named John shared his experience with DrivingLine after 4,500 miles of use . He came from a 2015 Grand Cherokee SRT and was drawn to the Trailhawk’s improved fuel economy, creature comforts, and off-road capability.

On the powertrain: “The hybrid-assisted turbocharged powertrain and the ability to do short drives on electric power alone brings serious efficiency improvements compared to the SRT. All while still making a V8-like 375 horsepower and 470 pound-feet of torque.”

On off-road performance: “Some quick trips into the snowy Sierra Nevada mountains helped show just how good the Trailhawk was off-road.”

On the factory tires: “It’s not that the factory setup was bad. It was just a little underwhelming compared to the rest of the vehicle.” He upgraded to Nitto Recon Grappler A/T tires on Black Rhino wheels and reports minimal impact on road noise and ride quality, with improved off-road capability.

The verdict: “Combine all of that with real Jeep off-road capability and you’ve got the reputation for one of the best all-around daily drivers on the market.”

Bilmagasinet’s Snow Test

Danish magazine Bilmagasinet tested the Trailhawk on a “natural, snow-covered off-road course” and came away impressed :

“Off the asphalt, the Trailhawk performs impressively well. The electronic locking differential sends power to the wheel that in any situation has the most grip. With Selec-Terrain you choose which challenge the Jeep faces, whether it’s sand, mud, snow or rocks.”

On-road, they noted some tire noise from the all-terrain tires and wind noise, but “nothing worth mentioning.” The steering is “a bit light, which can be an advantage off-road but also makes it a little unpredictable in corners at higher speeds.”

Trailhawk vs. The Competition

vs. Jeep Wrangler

The Wrangler is the king of off-road, with solid axles, extreme articulation, and a culture built around rock-crawling. But it’s also loud, uncomfortable on pavement, and terrible on fuel.

The Trailhawk trades some of that ultimate capability for on-road refinement. You can daily drive a Trailhawk without hating your life, then hit the trails on weekends. It’s a compromise, but for most people, it’s the right one.

vs. Toyota 4Runner

The 4Runner has legendary reliability, a proven V6, and a loyal following. But it’s ancient—the current generation dates to 2009, with fuel economy to match (17 combined).

The Trailhawk is more modern, more efficient (especially the 4xe), and more comfortable. The 4Runner has better aftermarket support and a reputation for durability, but the Trailhawk is arguably a better daily driver.

vs. Ford Bronco

The Bronco is the Wrangler’s direct competitor, with removable doors and roof, solid axles, and serious off-road hardware. It’s more capable off-road than the Trailhawk, but again, it’s less refined on pavement.

The Trailhawk is the choice if you want luxury and capability rather than pure rock-crawling.

The 4xe Difference: Worth It?

The 4xe Trailhawk costs about $6,000 more than the base 4xe model, but you get the full suite of off-road hardware . Edmunds lists the 2024 4xe Trailhawk starting at $65,260 , with an average price paid around $59,011.

Pros of the 4xe:

  • 375 hp and 470 lb-ft torque—instant electric grunt
  • 26 miles electric range for silent, emission-free trail running
  • Excellent fuel economy for a heavy off-roader (56 MPGe combined)
  • Federal tax credit (if still available)

Cons of the 4xe:

  • 5,524 pounds curb weight—600+ pounds heavier than V6
  • Early recall concerns (sand contamination, battery fire risk—check status)
  • Less towing capacity than V8 (6,000 vs. 7,200 lbs)

U.S. News recommends the Trailhawk as “the pick of the Jeep Grand Cherokee 4xe lineup” because it’s “excellent for drivers seeking a trail-friendly SUV” .

Which Trailhawk Should You Buy?

Buy the V6 Trailhawk If:

  • You want proven, simpler technology
  • You don’t need the 4xe’s electric range
  • You prefer lighter weight for serious off-roading
  • You’re buying used and want to avoid early hybrid recalls

Buy the 4xe Trailhawk If:

  • You have a short commute and can charge at home
  • You want instant torque for technical crawling
  • You value fuel savings and silent trail running
  • You’re willing to accept early-adopter risks
  • You lease rather than buy (shifting reliability risk)

Used vs. New

  • 2021-2023 models: Check for recalls, especially 4xe sand contamination and battery fire issues. Verify build dates.
  • 2024 models: Updated with new standard wheels; recall status improving.
  • 2025+ models: Keep an eye on long-term reliability data as it emerges.

The Bottom Line: Is It a Real Off-Roader?

Yes. The Jeep Grand Cherokee Trailhawk is absolutely a real off-roader.

The hardware is genuine: low-range gearing, rear locker, sway bar disconnect, air suspension, skid plates, and all-terrain tires. The Trail Rated certification means it passed tests designed to verify capability. Real-world testing by Car and Driver, owner experiences in the Sierra Nevada, and reviews from international publications all confirm that the Trailhawk can handle serious terrain.

But—and this is important—it’s not a Wrangler. It’s not a purpose-built rock-crawler. It’s a luxury SUV that happens to be exceptionally capable off-road. That means it has limits, and if you push past them, you can cause expensive damage (as Cars.com discovered).

The Trailhawk is for people who want one vehicle that does it all: comfortable daily driving, long highway trips, and legitimate off-road adventures. It’s the Swiss Army knife of the Grand Cherokee lineup.

As Car and Driver put it: “Clearly, not everyone needs this sort of off-road performance, even in a Jeep Grand Cherokee. But the Trailhawk formula exists precisely because there are a good number of Grand Cherokee customers who want their Jeep to do Jeep things. On this front, the Grand Cherokee Trailhawk delivers” .

Frequently Asked Questions

What makes the Grand Cherokee Trailhawk different from other trims?
The Trailhawk adds serious off-road hardware: Quadra-Drive II with rear locker, Quadra-Lift air suspension (10.9 inches ground clearance), electronic front sway bar disconnect, skid plates, all-terrain tires, and off-road camera .

Is the Trailhawk good for daily driving?
Yes. Despite its off-road focus, the Trailhawk rides comfortably on pavement thanks to adaptive air suspension. The all-terrain tires add some road noise, but Car and Driver notes the trade-off is minimal .

How much does the 2024 Grand Cherokee Trailhawk cost?
The 4xe Trailhawk starts at $65,260, with average prices paid around $59,011. The V6 version is slightly less expensive .

What is the towing capacity of the Trailhawk?
The V6 Trailhawk tows up to 6,200 pounds. The 4xe tows 6,000 pounds. A diesel version in some markets tows up to 3,500 kg (about 7,700 lbs) .

Can the Trailhawk go on the Rubicon Trail?
It can handle difficult trails, but it’s not a Wrangler. Cars.com’s experience at a Jeep Jamboree resulted in $7,000 damage, proving that capability doesn’t mean immunity .

What’s the fuel economy of the Trailhawk?
V6: 22 combined mpg (EPA). 4xe: 56 MPGe combined with electric range; 23 mpg combined on gas only .

Does the Trailhawk have a third row?
No. The Trailhawk is only available as a two-row, five-passenger vehicle. If you need three rows, you need a Grand Cherokee L in a different trim .

Is the 4xe Trailhawk reliable?
Early 4xe models (2022-2023) have faced recalls for sand contamination and battery fire risks. Verify recall completion before buying. Later models are improving .

What’s the ground clearance on a Trailhawk?
Up to 10.9 inches in Off-Road 2 mode—significantly more than the standard Grand Cherokee’s 8.4 inches .

Does the Trailhawk have Apple CarPlay?
Yes. All 2024 Grand Cherokees have Uconnect 5 with wireless Apple CarPlay and Android Auto .

The Verdict

The Jeep Grand Cherokee Trailhawk is the real deal. It’s not a marketing gimmick—it’s a properly engineered off-road vehicle that happens to be luxurious, comfortable, and daily-drivable. The combination of low-range gearing, rear locker, sway bar disconnect, and air suspension creates a vehicle that can genuinely challenge dedicated off-roaders while remaining civilized enough for school drop-off.

But it’s not invincible. The Cars.com experience is a reminder that even capable vehicles have limits. If you wheel hard enough, you’ll break things. That’s true of any vehicle, including Wranglers.

For the right buyer—someone who wants one vehicle that does everything—the Trailhawk is arguably the best Grand Cherokee you can buy. It delivers on the Jeep promise: go anywhere, do anything, and arrive comfortable.

Do you own a Grand Cherokee Trailhawk? What’s your experience been—have you pushed it to its limits? Drop your story in the comments below and help fellow Jeepers understand what this thing can really do!

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