1 of 7
Budd Stanley photos
2 of 7
Budd Stanley photos
Front
Like it or not, the front fascia is a bold statement
3 of 7
Budd Stanley photos
Interior
Annoying tech aside, the interior is a fantastic place to spend your time.
4 of 7
Budd Stanley photos
Rear
It may not have the ruggedness of the XJ, but the Cherokee will get you into places no other Crossover could think of.
5 of 7
Budd Stanley photos
Low Range
At least Jeep kept a proper transfer box; it even makes a proper clunk when engaging.
6 of 7
Budd Stanley photos
Rear Bumper
The design of the rear is confusing; the rear camera is left in plain sight while there doesn’t seem to be a bumper, just a trailer hitch jutting out from the body.
7 of 7
Budd Stanley photos
Drivetrain
2014 Jeep® Cherokee boasts 56:1 crawl ratio with Jeep®Active D
Story and photos by Budd Stanley
First things first, those who hoped that Jeep have finally reincarnated the beloved XJ, with a triumphant return to utilitarianism, all I can say is no - no they haven’t. But I don't think I needed to tell you this because one look at the new 2014 Cherokee will not conger up thoughts of a hard core rugged off-roader. I could easily go on a rant about how Jeep made one of their biggest mistakes ever even considering naming this thing what they did but this story would get real negative real fast.
Despite not ranting on about naming, unibody structure and lack of solid axles, I hate to say there is still a lot to dislike about this ute. If you can get beyond the design, (which I have a hard time doing) I was a little disappointed that Jeep chose to stray from the typical Jeep boxiness for a more mainstream design. It’s now very much a soft-roader, jealous of the mass market appeal the Rav4, CRV and Escape dominate, rather than an effort to reignite glory days of old. Yet despite this, I have to hand it to Jeep for having the balls to actually put to market a design that is so cutting edge and risky in a segment packed full of safe "shoot me now" boring crossover designs. It's definitely a polarizing design, one you will either love or hate, but I respect Jeep for building it nonetheless. Win or lose, Chrysler always seems to be the company that will jump in headfirst with a controversial or even just plain odd design, and that I admire.
Before I get to the good points, I still have a couple fair rants. For one, Jeep have carried on their long standing tradition of blinding on-coming traffic with ridiculously bright low beams, so bright that the high beams are barely an improvement. Yes, you have better vision, but the constant barrage of passing cars high beaming in protest got old after the first ten minutes.
My tester was the top of the line Limited, which came equipped with all the bells and whistles. Now I admit, I’m not a tech fan, but the electronics in the Cherokee are some of the most annoying I've ever experienced. Yes, you get tech that is usually reserved for the top luxury barges, but having to spend as much time checking over systems as thoroughly as an airline pilot in pre flight, just to turn off all the annoyances was getting a bit much. And this is why I wanted everything off.
The lane departure system is a great system for narcoleptics, but in testing it, after two lane wanders and keeping my hands off the wheel, the system just turned itself off... Really! Also, while other systems actuate brakes to nudge a vehicle back in line, the Cherokee system works through the electric power steering. So, when you decide to clip a line mid corner, you find yourself in a wrestling match with the steering wheel for control, an unnerving feeling on icy roads. I also tend to switch off the traction and stability control systems (ESC) as I find I am better a correcting a sliding vehicle than computers. However, like a child not getting enough attention, the ESC likes to constantly ring a bell and post a warning screen up on the dash every two minutes to make sure you know it's off. "Yes, I know it's off, I held the bloody button down for 5-seconds to ensure that it was!" And even though I did, it’s really not even off.
Finally, and this is not just directed at Jeep, but all new carmakers; the A-pillar is far too intrusive to forward vision and the reliance of vehicle operations to be actuated through the touch screen is a major distractor that will have the undivided attention of anyone under the age of 50, rather than keeping their eyes on the road. Try to use the voice activation and man and computer are talking two different languages.
This is the difficulty with new vehicles, they are designed for kids and young drivers under the age of 30. I’m only 35, and I had a constant case of grumpy old man syndrome. Ironically, a issue that is solved with the lower price base Cherokee.
Ok, venting done, and Chrysler likely crossing my name off the press list for future test drives, lets get to the good part. While there is a lot that annoyed me with the Cherokee, there was a lot to like as well. The interior was surprising well put together, comfortable and dare I say opulent. Nice materials, soft touch surfaces and a great interior design had encapsulated me for over five hours of driving with no qualms whatsoever.
Unfortunately, this particular version I was driving is not Jeeps more rugged Trailhawk edition that makes use of a slight suspension lift, underbody skid plates, a rear locker, some fancy interior appointments, and most importantly, much more aggressive Firestone Destination A/T tires. Yet, Jeep did not let me down with its off-road capabilities. It’s not going to attack your local rock crawling event, however, like the Evoque, it does a masterful job of mixing mechanicals and electronics to carry a plastic covered vehicle through impressive off-road terrain – for a plastic vehicle.
As such, the Cherokee is similar to that found in its older more opulent brother with Active Drive I and II four-wheel-drive systems as well as Active Drive Lock that is standard on the Trailhawk edition. Like the Grand Cherokee, these systems are fully electric with 4x2 modes for regular driving and automatic 4x4 engagement should the computers sense impending doom. There is also selectable to Snow, Sport and Mud/Sand. The Cherokee comes with axle ratios of 3.251 in regular guise and 3.517 if you opt for the tow package. Those who chose the four-banger will get 3.734 gears and 4.083’s in the Trailhawk edition. Thankfully, Jeep did it right and utilized a two-speed transfer case offering a Low-range ratio of 2.92:1.
If you do plan to do some off-roading, might I recommend the 3.2-litre V-6 engine that is better equipped to handle the Cherokee’s hefty weight with the help of the nine-speed automatic. Yup you read right, nine speeds, although while it did get a bit confused about which gear it was supposed to be in, this combination did reward highway mileage of 10.0L/100km flat, with 13.1 achieved in the city. It’s no SkyActiv, but hey, it will go where no SkyActiv could ever think of going.
For the legions of XJ fanatics out there, sorry this just isn’t your vehicle. However, it is the vehicle for someone that doesn’t need the solid axled Wrangler on a daily basis. It is a 4WD that you can live with day-to-day, take it out and get a fair distance out of the way for some proper one-with-nature time. Think of it as a Range Rover Evoque with a little more aggressive drivetrain and a much lower price tag. As long as you can get pass its charming good looks that is. Only its mother could love it.
SPECIFICATIONS:
- MSRP: $23,495
- Price as tested: $40,325
- Engine: 3.2L V-6
- Power: 271 hp, 239 lb-ft
- Transmission: 9-speed Automatic
- Curb Weight kg (lb): 1,834 (4,044)
- Wheelbase mm (in): 2,700 (106.3)
- Ground Clearance mm (in): 221.6 (8.7)
- Approach Angle Deg: 21
- Departure Angle Deg: 25
- Ramp Breakover Angle: 19.5
- Wading Depth mm (in): 2508 (20)
- Tow Capacity kg (lb): 907 (2,000); 2,041 (4,500) with Tow Package
- Fuel Efficiency (L/100km): City: 12.3, Hwy: 8.7, Comb: 10.7