Jeep Cherokee 2014 Review

Body-on-frame SUV models have largely given way to cheaper, lighter and often less-capable monocoque designs. It’s just one of those facts of vehicular life we all have to live with. Sadly, with this change comes the realisation that many smaller SUVs have lost their off-road ability entirely, with most now little more than high-riding hatchbacks.

In fact, in the market segment in which Jeep’s new Cherokee competes (Medium SUV <$60K), there’s barely a rival we can think of that offers a blend of price, equipment, capability and safety of this young American. Unless of course you count the ageing and far more basic Suzuki Grand Vitara (from $25,990 plus ORCs) or the considerably dearer and nearly-as-dated Land Rover Freelander 2 (from $42,300 plus ORCs). These are the only two competitors we can think of with low-range four-wheel drive at their disposal.

Yep, we’re talking about proper off-road ability. And although that’s not the only focus of the new Cherokee, it is an element at least one model in the Cherokee’s four-strong line-up possesses in abundance; but more on that in a moment.

Firstly, however, it’s time to discuss the elephant in the room – the Cherokee’s divisive styling. Determined to be different, the model was penned to meet a challenging aerodynamic datum first and foremost (0.347Cd for those playing at home), and secondly to conquer the even more challenging Rubicon Trail. They’re two factors that don’t usually run hand in hand, but head designer of the Cherokee, Greg Howell, somehow managed to merge the two ideas in a shape that he says is "more revolutionary than evolutionary".

Into that shape Jeep have packaged two (soon to be three) engine options, a solitary nine-speed automatic transmission offering, three four-wheel drive systems of varying strength and four quite unique model grades [model pricing and equipment details here].

The range starts with the Cherokee Sport (from $33,500 plus ORCs). This entry variant is a two-wheel drive four-cylinder petrol offering aimed at city dwellers chasing the look and practicality of a medium SUV without the higher running costs associated with all-wheel drive and V6 power.

The Sport is powered by a 2.4-litre 'Tigershark' multipoint-injected engine which develops 137kW at 6400rpm and 232Nm at 4600rpm. Mated to a nine-speed automatic, the Sport runs on regular 91 RON unleaded, consumes 8.3L/100km on the ADR Combined cycle and emits 193g/km of CO2 from the tailpipe.

Above the Sport is a trio of V6-powered models, namely Longitude (from $39,000 plus ORCs), Limited (plus $44,000 plus ORCs) and range-topping Trailhawk (from $47,500 plus ORCs). All are motivated by a 3.2-litre version of Chrysler’s Pentastar V6 which is again mated to a nine-speed automatic and runs on regular 91 RON unleaded. On the ADR Combined cycle the six-cylinder versions are said to consume 10.0L/100km and emit 232g/km of CO2.

All variants run MacPherson struts with aluminium lower control arms at the front and an aluminium four-link trailing arm set-up at the rear. The Trailhawk versions ride 25mm higher (taking ground clearance to 221mm), and boast a wider track front and rear (+33mm and +41mm) for improved off-road stability. All are stopped by four-wheel disc brakes (with an electric park brake), and directed by an electric rack-and-pinion steering arrangement.

Depending on variant, Cherokee models are offered with a mix of 17- and 18-inch alloy wheels offering a turning circle of between 11.5 and 11.6 metres, again depending on variant and drive configuration.

Sampling the Cherokee Sport on-road gave us the chance to see how quiet the vehicle was at highway speeds (we recorded 77dBA at 110km/h), and to put its overtaking prowess to the test. Neither facet disappointed, and although we weren’t afforded the chance to try any cornering of note, the vehicle’s stability at speed, and the transmission’s reaction to throttle demands were admirable.

The transmission mightn’t be as responsive as the similar unit sampled in the Range Rover Evoque recently, however it does shift smoothly through its ratios and keeps fuel economy to a reasonable level (we managed 9.3L/100km on test), despite the Cherokee Sport’s near 1700kg kerb weight, and dated multipoint injection technology.

Ride quality favoured the ‘compliant’ side of things, which in all honesty is a refreshing change from many in the segment. Sure, a firmer ride may pay dividends through the bends, but off the beaten track, the softer suspension tune of the Cherokee kept the cabin free of uncomfortable vibrations, and even managed to soak up all but the largest craters with aplomb.

Moving to the V6-powered Limited, the vehicle’s cabin presentation again impressed, especially where the comfort and support of the front seats was concerned. The more powerful model proved up to task on the dirt roads between Parachilna and Blinman, though we did encounter some delay in the engine’s response to throttle input (we’d assumed this was the transmission initially but noticed the same issue when held manually in-gear).

The newly-sealed asphalt road from Blinman to Wilpena Pound gave us the opportunity to sample some cornering which felt confident given the Cherokee’s softer ride. Yes, there’s a smidgen of body-roll encountered at higher speeds, but it’s a trade-off we’re prepared to accept given the compliance off-road.

The steering is nicely weighted, almost bordering on heavy, though accurate and of appropriate rack speed given the Cherokee’s purpose. Outward vision is better than most in this segment and enables a good view all-round enabling easy placement of the vehicle through bends, and when manoeuvring.

This last point proved especially important when tackling the off-road component of the launch in the range-topping, and trail-focussed Cherokee Trailhawk. This model, equipped with the most aggressive four-wheel drive system, higher-profile tyres, low-range, a rear differential lock and raised ride height was impressively capable off-road, and with remoulded bumpers allowing steeper approach and departure angles, managed to get in and out of sharp depressions without scraping either end, even with the Cherokee’s admittedly limited suspension articulation.

Clicking through the various profiles of the Cherokee’s Selec-Terrain four-wheel drive system also gave us an opportunity to see just how well the model coped with hill climbing and descent, with vehicle speed controlled by the vehicle itself, as well as mud, rock and rough terrain. All were tackled with zero fuss and minimal wheel-spin, a fair effort considering the OEM-fitted Yokohama Geolander All-Terrain tyres did not have an especially aggressive tread pattern.

In low-range, we did find the vehicle placed a lot of pressure on the drivetrain and needed a hefty push of the brake pedal to stop it from 'running away'. We also noted that the ratio between first and second was quite a step, and caused a surge when upshifting, matched by an increase in vehicle speed, that was a little abrupt when tackling tight turns and speeds slightly over that of a slow jog (best to shift manually in these instances we think).

Best of all, the Cherokee is well packaged with good space distribution between the front and second row, and the cargo area. There’s plenty of headroom, provided you don’t option the panoramic roof (which subtracts more than 35mm from the ceiling) and the seats, it has to be said, are some of the comfiest we’ve yet sampled.

Small criticisms aside, the Cherokee proved an adept all-rounder with a model offering to suit almost every purpose. We’re a little disappointed to hear that the Trailhawk variant will not be offered with the choice of a diesel engine, and some die-hards may lament the absence of a manual transmission.

However, when viewed against its nearest competitors, the Cherokee is one medium SUV that can get to and from those places most owners only ever dream of seeing, and can do so with an ease even some larger four-wheel drives would struggle with. Perhaps the term 'less capable monocoque SUVs' has now become an oxymoron.