2022 Wagoneer Series III: Four Wheeler SUV of the Year Contender (2025)

If hearing the name Wagoneer evokes certain nostalgic emotions it's because it should—the Jeep Wagoneer was the original full-size SUV, debuting for the 1963 model year. The full-size, body-on-frame Wagoneer remained in production for 29 years, with Jeep finally calling it quits after the 1991 model year. Versions of the Wagoneer and Grand Wagoneer nameplate lived on within the XJ Cherokee and ZJ Grand Cherokee lineups until the name was finally retired for good in 1994.

Now, for 2022, the Wagoneer is back to reclaim its throne as the most off-road capable full-size body-on-frame SUV. The 2022 Jeep Wagoneer and the more opulent Grand Wagoneer are best described as being a premium extension of the Jeep brand. While you won't find a Jeep badge on this Wagoneer, you can be assured that behind the seven-slot grille is the same soul as the Wagoneers that have gone before.

With such a rich off-road history we were excited to have the 2022 Jeep Wagoneer join us on our 2022 Four Wheeler of the year test. How did the Wagoneer hold up to its namesake? Let's dive in and find out.

Jeep Wagoneer Series III RTI Ramp and Track Data

The 2022 Wagoneer comes fitted with just one drivetrain choice: the company's 5.7-liter HEMI V-8 engine with its eTorque 48-volt mild-hybrid system. The same engine, minus the eTorque system, was also found on our Grand Cherokee L tester, but when stuffed between the Wagoneer's fenders this mill pumps out 392 horsepower and 404 lb-ft of torque. The Wagoneer's HEMI V-8 engine is backed by a TorqueFlite 8HP75 eight-speed automatic transmission. Much like the Grand Cherokee L's drivetrain, the Wagoneer's was almost universally loved by our judges as well.

At the track, the Wagoneer felt just a bit out of its element. At 6,230 pounds, the Wagoneer was the heaviest vehicle in our test by nearly 400 pounds. Despite this, it still managed a respectable-for-its-size 0-60 mph time of 7.43 seconds. In the quarter-mile the Wagoneer ran through the finish line in 15.69 seconds at a speed of 89.7 mph. Getting the three-ton Wagoneer from 60 mph to 0 took 136.31 feet. These figures regrettably landed the Wagoneer near the bottom of our test group.

In a bit of unfortunate luck, the Wagoneer was late to our event and missed testing on the RTI ramp. While we scored this portion of the test appropriately, we were also able to use our decades of knowledge to estimate how we think the Wagoneer would have performed. Using wheelbase, approach, and departure angle data we estimate that the Wagoneer would score a modest 373.99 on the RTI ramp.

Interior and Exterior

It should come as no surprise that the 2022 Jeep Wagoneer Series III scored highest in our Four Wheeler of the Year test when it came to the interior. Thanks in part to the comfortable Nappa leather seats, elegant interior design, and powerful 950-watt 19-speaker McIntosh audio system it was tough to get our judges to vacate the Wagoneer at the end of their driving segments. The Wagoneer's interior was noted as being comfortable in all positions, even in the far back, for all sizes of adults. The Wagoneer also won a fair bit of praise for its implementation of the company's latest Uconnect 5 infotainment software and large 10.1-inch center touch screen. The biggest grievance our judges had with the Wagoneer's interior centered around the company's choice of trim materials—specifically, the plastic wood-like trim that spans the width of the dash. With a price tag within striking distance of six figures, we'd expect the use of more genuine wood and metal trim. The plastic 'wood' trim, along with the overuse of piano-black plastic, just cheapened the whole luxury experience.

Unlike the unanimous love of the Wagoneer's interior, the vehicle's exterior design was far more polarizing. In fact, in our blind scoring the Wagoneer's exterior scored near the bottom of our group of six contenders. In general, the front end design of the Wagoneer was looked upon with favor by the group. However, when it came to the rear, opinions quickly shifted. Most didn't care for squared-off and boxy design from the C-pillar back through the rear hatch. The team was also torn on the floating roof design and, again, surprisingly, the roof rails.

The Wagoneer's Jeep pedigree showed through where it counted, with a pair of large and useable front tow hooks. These, like the Grand Cherokee, were chromed. At the rear, the Wagoneer sported a standard two-inch receiver hitch. However, as is standard for the class these days, it was hidden behind a closure panel. In another stroke of thoughtfulness, the Wagoneer came with a hitch receiver recovery hook located with the spare tire and tools. It's the little things like this that make all the difference.

On the Highway

In addition to getting exceedingly high marks for interior comfort, the Wagoneer scored the highest of the group when it came to highway ride and handling. Our judges swooned over the silky smooth power delivery from the big SUV's 5.7-liter HEMI V-8 engine and adored the extra fine shifting of the eight-speed automatic transmission. The Wagoneer was noted for being easy to drive and exceedingly smooth going down the highway. The interior is bunker-quiet, which, if you've driven any SUV lately, you'll know isn't common. Because of its size the Wagoneer was described as feeling a bit top-heavy at times, which meant that high speed cornering wasn't as confidence-inspiring as the slightly smaller Grand Cherokee L. Some judges also noted that the Wagoneer seemed to have larger-than-normal rearward blind spots. Like the Grand Cherokee L, the Wagoneer was outfitted with a host of driving aids that drew mixed reviews. This isn't a knock against Wagoneer, though, as all can be disabled if desired.

When the Pavement Ends

While the Wagoneer sports a seven-slot grille, it still suffers from the same disadvantages off-road as others in its size class. All our judges commented about the Wagoneer's size and lack of body protection while traversing obstacles in the trail. On at least one occasion we opted to use a trail bypass to mitigate the risk of rocker damage. Aiding the large Wagoneer down the trail was the company's Advanced All-Terrain Group package. This off-road package fits the Wagoneer with 3.92:1 axle gears, an electronic limited slip rear differential, tow hooks, 20-inch wheels, all-terrain tires, and skid plates for the front axle, fuel tank, and transfercase.

The Wagoneer performed adequately on our rutted hill climb test, but really shined on graded dirt roads and in the sand. The Wagoneer's suspension worked well in almost all situations and didn't suffer from the noises commonly associated with adjustable air suspension systems. Approach angle was found to be poor at just 21.5 degrees and this was in evidence when we landed the large front bumper square on a rock. Departure angle, breakover, and ground clearance were all adequate for the size of vehicle the Wagoneer is.

Our judges were faced with a bit of confusion when it came to shifting the Wagoneer's transfercase into low range. Equipped with a full-time four-wheel-drive system, the transfercase is shifted into and out of low range by simply touching a capacitive touch spot in the center console. We found this to be neither intuitive nor easy to use. In fact, we tend to despise capacitive touch buttons in any function.

Bottom Line

If you're looking for the Wagoneer of yesteryear, this isn't going to be it. The 2022 Jeep Wagoneer is better in every way. While it's handicapped a bit by its size and price, the Wagoneer offers something to impress everyone, from its handsome good looks to its impressive highway manners and its off-road capability. Looking purely at off-road capability, the Wagoneer's imposing size and relatively low ground clearance prove a hindrance as the trails get tougher, but at the end of a long week of testing our judges were clamoring for more and more seat time with the Wagoneer, which says a lot.

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2022 Wagoneer Series III

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Watch! 2022 Jeep Wagoneer Off-Road With KJ Jones