2022 Jeep Cherokee — Transmission & Axle Gear Ratios

Transmission gear ratios

Bold = transmission application; table lists forward gears and reverse.

948TE 9‑speed automatic (all 2022 Cherokee engines/trims)

Notes:

• The 948TE (based on ZF’s 9HP family) is the only factory transmission in the 2022 Cherokee (KL) across the 2.4L I4 and 3.2L V6; some regions/trims may list different PR codes but internal ratios are the same.

Available axle ratios

“Axle ratio” on the Cherokee is the final‑drive ratio in the transaxle/PTU and matching rear drive module (RDM) where equipped with 4x4. Actual marketing names vary by package (Active Drive I, Active Drive Lock).

Important: Availability can vary by market and option mix. Always verify your specific vehicle’s build sheet.

How to identify your axle ratio

Jeep doesn’t use a GM‑style door‑jamb RPO sticker. Use one or more of these methods:

• VIN build sheet (recommended): Enter your VIN at Mopar’s official Equipment Listing (Build Sheet) site or through your Jeep owner account. Look for lines such as “3.734 Axle Ratio,” “3.517 Axle Ratio,” “Active Drive I,” or “Active Drive Lock.” The build sheet also lists the internal sales code tied to that ratio.
• Window sticker: Many 2022 Cherokees list the axle ratio on the Monroney under Mechanical/Performance. If not present, the build sheet will.
• Physical tag/label: On 4x4 models, a barcode sticker on the Rear Drive Module (RDM) or Power Transfer Unit (PTU) may include the assembly part number and ratio. Access is limited; a mirror/phone camera from underneath helps. Match the assembly P/N to the ratio in factory service info or parts catalogs.
• Dealer or VIN decoder: A Jeep dealer can pull the VIP report by VIN. Many reliable online VIN decoders also surface the axle ratio and active‑drive system.

Towing vs MPG impact

• Numerically lower ratio (e.g., 3.517): Fewer engine revs at cruise, generally better highway fuel economy and slightly quieter cruising. Best if you prioritize MPG and drive mostly on-road without heavy loads.
• Numerically higher ratio (e.g., 4.080): Multiplies torque more at the wheels, improving low‑speed climb, launch with trailers, and off‑road control. Expect a small MPG penalty at highway speeds and more frequent downshifts on grades.
• In the 2022 Cherokee lineup: 4.080 (Trailhawk) is the most tow/off‑road friendly final drive. 3.517 (typical V6 non‑Trailhawk) is a solid all‑rounder. 3.734 (common with the 2.4L) leans toward efficiency while keeping acceptable drivability when lightly loaded.

Tip: If you tow near the Cherokee’s rated limits or drive in mountainous areas, choose the higher numerical final drive. If you’re a commuter logging highway miles, the lower numerical ratio will save fuel.

Common issues

While the 2022 model benefited from years of incremental updates, a few driveline items are worth noting:

• 948TE shift quality/hesitation: Some drivers report busy or hesitant low‑speed shifting (1–3) and occasional delayed engagement into Drive/Reverse. Jeep has issued TSBs and software updates; ensuring the latest TCM calibration and completing the adaptive relearn after service usually improves behavior.
• PTU/RDM fluid seepage: Occasional fluid leaks at PTU seals or RDM covers can develop over time. Left unchecked, low fluid can lead to whine or overheating under load. Inspect for dampness and service fluids per the severe‑duty interval if you tow/off‑road.
• Rear drive module clutch chatter: On 4x4s, the on‑demand clutch pack that couples the rear axle can chatter or bind during tight turns if fluid is degraded. A fluid change and clutch adaptation reset typically cures it.
• Prop‑shaft center support bearing/vibration: A worn center support bearing can cause vibration under load or at certain speeds. Inspection and driveline balancing/replacement as needed.

If you hear sustained gear whine that rises with road speed, have a driveline specialist road‑test the vehicle—early diagnosis protects ring‑and‑pinion and PTU/RDM assemblies.

Find a driveline shop on Repairius.