Overview Award-winning compact SUV from a legendary 4×4 manufacturer
Pros Smooth, quiet, comfortable
Cons Still heavier than it needs to be
Value for money Good
What would I change? Cylinder deactivation for the V6, diesel option
It’s been a long time coming, with more than one failed attempt to get it right — building a compact-sized Jeep model to compete with top-selling soft-roaders such as the Honda CR-V, Ford Escape, Toyota RAV4 and others while still respecting the brand and the legendary reputation its name engenders. Certainly the Compass and the Patriot, hatched when Jeep was part of DaimlerChrysler, haven’t cut it — the two wimpy sort-of-SUVs (insert snort of derision from the hardcore Jeep faithful here) are, thankfully, being put out to pasture after this model year.
It’s still early in the game, but the new Cherokee looks as though it has enough of the necessary trail-conquering Jeep machismo to please fans while still addressing the market realities of the compact sport-ute segment. As a replacement for the boxy, past-its-prime Liberty, the new sport-ute with the resurrected and respected Jeep name has freshness, sassy looks and some Fiat-derived technology and know-how going for it. It also has, among other awards, the Canadian Utility Vehicle of the Year title this year, courtesy of the Automobile Journalists Association of Canada. As a member, I had it pegged as a favourite in a very competitive field.
The 2014 Jeep Cherokee North 4×4 comes with a The tester was fitted with an optional 8.4-inch Uconnect multimedia command centre with navigation located in the centre stack.
Brian Harper, Driving
Now driving a mid-level North edition (there’s also Sport, Limited and the “Trail Rated” Trailhawk) fitted with Jeep’s Active Drive I four-wheel-drive system (4×2 models are available) and, more importantly, the optional ($1,300) 271-horsepower 3.2-litre Pentastar V6 engine, I’m even more pleased with my vote. This version is pushing a lot of the right buttons, the primary one being that there’s genuine sport to go with the utility. I’m not talking Audi SQ5 or Porsche Macan über-SUV zoom here, just the sort of easy power and lower decibels that come from a larger-displacement six-cylinder rather than a more stressed four-banger, turbocharged or not. Rival compact utes with a V6 option are few and far between.
It’s not so much that the Cherokee is fast as it is smooth. Indeed, weighing in at a stout 1,834 kilograms for the 4×4 model, it takes about 8.5 seconds to hit 100 kilometres an hour. But the Pentastar is hooked up to Chrysler Group’s 948TE nine-speed automatic transmission (the first nine-speed in the compact SUV segment). Except for a little jumpiness off the line when giving the gas pedal more than a gentle nudge, shifts are imperceptible, deceptively contributing to the impression that the Cherokee is quicker than it is. Although nine forward gears in anything other than a big rig might seem like overkill, Jeep says it pays off in improved fuel economy (about 30% better) versus the gas pig Liberty and its six-speed automatic. For the record, I averaged 9.5 litres per 100 kilometres during my time with the Cherokee, quite reasonable considering my mix of suburban and highway commuting, but understandably not as good as the four-cylinder competition. A worthwhile addition to the V6 would be cylinder deactivation (offered with V8 Grand Cherokees). But, in its absence, if greater fuel efficiency is desired, the Cherokee’s standard 2.4L Tigershark four-cylinder is a better (albeit noisier) bet.
The standard 4WD system for the North is Jeep’s Active Drive I, which features a single power transfer unit (PTU) that is fully automatic. It requires no driver involvement and, notes Jeep, delivers yaw correction during “dynamic events” and improves both understeer and oversteer conditions. For more rugged needs such as off-roading, Active Drive II is available and includes a two-speed PTU with torque management and low range.
The new Cherokee packs more appeal than the smaller Patriot and Compass, and it’s miles ahead of the Liberty in looks and refinement, with far better fuel economy and overall driving dynamics.
Brian Harper, Driving
With either 4×4 setup, you get Jeep’s Selec-Terrain traction control system, complete with a nifty console-mounted controller that allows up to five customized settings: Auto, Snow, Sport, Sand/Mud and Rock. The system electronically coordinates and optimizes up to 12 systems on any road (or trail), providing greater control. Said systems include the drivetrain control module, electronic brake controller, electronic stability control, transmission controller, powertrain controller and Selec-Speed Control (hill-ascent and hill-descent control). While Sport does alter the Cherokee’s character enough to notice, adding a little spice to the mix, the default Auto mode is the most livable for typical day-to-day traffic situations.
Although the mechanical bits are standard fare for the segment, the Cherokee still deserves kudos for its comfortable ride and good handling characteristics, something Jeep’s other compact offerings couldn’t claim. The sport-ute’s front independent suspension with MacPherson struts and rear independent multi-link setup are properly sorted out, with a decent level of travel for when the tarmac turns lumpy or when venturing onto trails. Equally, the Cherokee’s electronic power steering system is one of the better ones, offering good weight without the wooden feel that similar systems can engender.
Interior-wise, the North’s cabin is conventionally yet cleanly laid out, roomy enough for four six-footers and highly functional with clever storage areas, including one under the front passenger’s seat cushion. The tester was fitted with the optional 8.4-inch Uconnect multimedia command centre with navigation, located in the centre stack, which allows the driver to control the audio, climate, Bluetooth, heated/ventilated seats and more from the touchscreen, by redundant controls located on the centre stack below the touchscreen or with voice commands. It’s extremely user friendly, with large, easy-to-read graphics.
There’s a usable 24.6 cubic feet of cargo space with the 60/40-split rear seats in their upright position. Both seats fold flat, upping the capacity to 54.9 cu. ft., certainly enough to swallow the likes of a 50-inch flat-screen TV with room to spare.
Overall, the new Cherokee is a class act, with far more appeal than the smaller Patriot and Compass can generate. And it’s miles ahead of the Liberty in looks and refinement, with far better fuel economy and overall driving dynamics. Best of all, it’s competitively priced for the compact SUV segment. As long as Fiat Chrysler can keep any reliability issues at arm’s length, it has a winner on its hands with this Jeep.
2014 Jeep Cherokee North 4×4
Brian Harper, Driving
The Specs
Type of vehicle Four-wheel-drive compact SUV
Engine 3.2L DOHC V6 (optional)
Power 271 hp @ 6,500 rpm; 239 lb.-ft. of torque @4,400 rpm
Transmission Nine-speed manumatic
Brakes Four-wheel disc with ABS
Tires P225/65R17
Price (base/as tested) $28,695/$33,200
Destination charge $1,695
Natural Resources Canada fuel economy (L/100 km) 11.1 city, 7.4 highway
Standard features Power front windows, air conditioning, five-inch Uconnect touchscreen display, AM/FM/BT/XM audio system, Uconnect voice command with Bluetooth, vehicle information centre, cruise control, leather-wrapped steering wheel, tilt/telescopic steering column, keyless entry, LED interior lighting, LED daytime running lights and tail lamps, fog lamps, Hill Start Assist, traction control, electronic roll mitigation, trailer sway damping, underbody aerodynamic treatment
Options 3.2L V6 ($1,300), Comfort/Convenience Group ($1,295) includes tonneau cover, cargo net, rear-view auto-dimming mirror with microphone, keyless entry, dual-zone climate control, eight-way power driver’s seat with lumbar adjustment, power liftgate, automatic headlamps, remote start, Cold Weather Group ($695) includes all-season floor mats, leather-wrapped shift knob, power heated mirrors, heated front seats and steering wheel, windshield wiper deicer, Uconnect 8.4-inch touchscreen display with navigation system ($625), rear backup camera ($325), Deep Cherry Red Crystal Pearl Coat paint ($225)