Impressive.
That’s the word Peter Stow used to describe the appearance of Jeep’s all-new 2014 Cherokee.
While Stow of Calgary was impressed by the Jeep’s exterior, the Automobile Journalists Association of Canada found the entire vehicle impressive. The group of auto-journalists named Jeep Cherokee 2014 Canadian Utility Vehicle of the Year.
After more than a decade-long absence, Jeep has returned the Cherokee name to its North American lineup. Jeep’s first Cherokee dates back to 1974 with the introduction of the SJ model, which lasted until 1983. Next came the Cherokee XJ and that vehicle ran until 2001.
Then — at least in North America — the KJ (2002 – 2007) and KK (2008 – 2013) series Cherokee was known as the Liberty. In all other markets, the name Cherokee soldiered on.
At the 2013 New York International Auto Show Jeep debuted the completely redesigned 2014 Cherokee. The vehicle bears little resemblance to its older sibling the Liberty, and is underpinned by Fiat’s Compact U.S. Wide (CUS-wide) architecture. Right now, three models are built upon the same basic modular system, and according to Jeep, “The result is better quality and reliability, as well as lower costs and less development time and tooling.”
Other vehicles built on the CUS-wide platform include the Dodge Dart and the 2015 Chrysler 200.
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Peter was not impressed with the Cherokee’s rear cargo area, which proved too tight to accommodate a small arm chair.
Lorraine Hjalte, Calgary Herald, Driving
In Canada, the Cherokee is available in a wide range of levels and trims, from the basic Sport 4×2 and 4×4 to the North 4×2 and 4×4 to the Limited 4×2, Trailhawk 4×4 and the top of the line Limited 4×4.
Stow’s tester was a well-equipped Limited 4×4, fitted with the $1,795 Technology package, $1,495 Luxury package, $495 Trailer package, $1,250 nine-speed 4WD automatic transmission with Jeep’s Active Drive II system and $1,495 Command View dual pane sunroof.
All in, Stow’s Limited 4×4, with its True Blue Pearl Coat paint and Indigo Blue/Brown interior surfaces was $43,070, including the $1,695 destination charge.
Born and raised in Northern England, Stow learned to drive the family Ford Escort with standard gearbox. His first vehicle purchase was a Mini van, with its diminutive 850cc four-cylinder engine. He studied electronics at university, and as an electronics engineer with his first real pay cheque, he bought a 1976 Triumph Dolomite Sprint.
Stow arrived in Canada in 1990, and as a service engineer working on mass spectrometers, he says he had ‘a succession of very boring cars’.
“I needed load-carrying capacity for tools and anything I’d need in the way of parts for repairs,” he says.
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The cockpit of the Cherokee.
Lorraine Hjalte, Calgary Herald, Driving
Currently, Stow drives a much more exciting 2013 BMW 328M wagon while his wife, Elizabeth, drives a Saab 9/3. For some summer fun, there’s a Pontiac Solstice GXP in the garage.
Stow figures he adds about 15,000 kilometres to his own cars, but travels extensively and often rents between 15 to 20 different vehicles a year. His personal shopping considerations include comfort, sportiness and some degree of utility – the minimalist Solstice being an exception of the last point.
The reason Stow called the Jeep Cherokee impressive, he says, is because the vehicle’s design instilled a sense of solidness.
“The Jeep looked smooth and sculpted, and it had no real hard, angular lines,” he says. “It looks like a lot of thought went into what it should look like.”
At 5’8”, Stow is average height. He found climbing in not quite a chore, but says it is a step up into the cabin. Once ensconced, he found the interior cozy.
“Were I six feet tall or much broader, however, I think I might have felt a bit claustrophobic,” Stow explains. “Fit and finish was good. The plastics didn’t look or feel too plastic, and there was a sense of luxury.
“The steering wheel felt very nice in the hands, it had a great, chunky feel to it.”
Where Stow says the Jeep left him behind was in the number of controls and switches.
“I rent a lot of cars, and I’m used to learning where controls are,” Stow says. “But the Jeep – there were so many of them. I found it a bit distracting, to be honest. You needed time to study them.”
Mid-way through his test drive, Stow says he still found the dash, and especially the large screen in the middle of the console, just a bit too much.
“It drags away your attention, and I think your eyes should be on the road instead of a screen,” he says.
Stow’s Cherokee was powered by a 3.2-litre V-6 engine coupled to a nine-speed automatic transmission, and the vehicle featured Jeep’s Active Drive II four-wheel drive system. Depending on the model of Cherokee, there are three four-wheel drive systems available, Jeep Active Drive I, Active Drive II and Active Drive Lock.
Active Drive I features a single power transfer unit, and is fully automatic – it moves between two and four-wheel drive with no driver input. Active Drive II includes a two-speed power transfer unit and features a four-wheel low-mode. Active Drive Lock takes Active Drive II and adds a locking rear differential.
“The engine was very powerful, and I was impressed by it, too,” Stow says. “It whisked me up to the speed limit very easily. The transmission felt very smooth, and it was always in the right gear at the right time.
“On the road it certainly felt an easy car to drive,” Stow continues. “The steering was precise, and although I was expecting a harsh ride, it was really quite comfortable.”
Stow didn’t attempt any off-highway adventures, but says the Active Lock II system wasn’t obtrusive, and the Jeep always felt well connected to the road.
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Steering wheel mounted controls proved a bit distracting to our tester.
Lorraine Hjalte, Calgary Herald, Driving
Of the Jeep’s utility, Stow felt the rear hatch opening was slightly too small, and the load lift height too high.
“I just don’t think you could expect to be able to put a lot of stuff into it,” he says.
That being said, he’d recommend the Cherokee to anyone looking for something slightly sporty with a modest degree of utility. In Stow’s estimation, engine, transmission, front and rear seat comfort, road manners – all earned favourable marks.
THE SPECS
Type of vehicle: 4-door mid-size SUV
Engine: 3.2L V-6 24-valve
Power: 271 hp @ 6,500 r.p.m.; 239 lb-ft of torque @ 4,400 r.p.m.
Transmission: 9-speed automatic
Brakes: 4-wheel disc w/ABS
Tires: P225/55R18
Fuel economy ratings: 11.1L/100km city, 7.7L/100km highway
Price (base/as tested): $32,195/$43.070
Destination charge: $1,695
Standard features: Jeep Active Drive I, Selec-Terrain system, ABS 4-wheel discs, hill start assist, electronic roll mitigation, remote start, universal garage door opener, 8.4” touch screen display, speed control, Sirius XM satellite radio, leather trimmed heated front bucket seats, heated steering wheel, 115V auxiliary power outlet, tilt/telescopic steering column, 9-Speed automatic transmission;
Options: Technology Group, includes rain sensing windshield wipers, lane departure warning, forward collision warning, adaptive cruise control, parallel and perpendicular park assist; Luxury Group, includes premium leather trimmed seats, ventilated front seats, power liftgate, memory settings; Trailer Tow Group, includes heavy duty engine cooling, full size spare tire, trailer tow wiring harness (7 and 4 pin), Class III receiver hitch; CommandView dual pane sunroof, 9 amplified speakers w/subwoofer; wireless charging pad; single disc remote CD player; 18×7.0 polished aluminum wheels
NOTES FROM THE DRIVER
Day One: Pickup and drive home. It looks quite sleek but with a purposeful stance. On the walk around I notice that the rear load lip is very high, that might make lifting items in to load area difficult. Getting into the drivers seat was a bit of a high step up but once there it’s easy to find a comfortable seating position. A full dash is a result of a fully loaded vehicle and this one is fully equipped. The view across the hood is commanding and the dashboard doesn’t intrude. The drive home was completely comfortable. The commanding view of the road makes the Jeep easy to place on the road and if I moved away from the centre of the lane, the lane departure system discreetly changed colour and tugged the steering. On the road the multiplicity of controls and displays on the dash are on the verge of being intrusive.
Day Two: A couple of short trips. The sunroof controls are small and difficult to find without looking, not good when driving. A trip to the supermarket showed a good side to the high load deck, you don’t have to bend over to load the shopping bags. My wife pointed out how deep the dash is and how distracting the layout is. There was much hilarity when the voice recognition didn’t work for me yet worked for her. It worked for me the next time I tried it. Both the passenger and back seats were described as being very comfortable. Syncing the Jeep with my cell phone was very easy through the touch screen. Wanted to use the Jeep to pick up a small arm chair but the rear opening isn’t big enough, very disappointing.
Day Three: Off to Canmore for the day. First, meeting with a friend who has a 1992 Jeep. The difference between the two vehicles is night and day. Our friend was impressed with the options on the new Jeep but commented that the rear opening wasn’t such a convenient shape and size as her Jeep. The drive to Canmore showed what a capable highway cruiser this vehicle is, comfortable and quite even at speed. The nine-speed gearbox no doubt contributes to the muted engine noise. Wind noise is very well controlled. The Adaptive Cruise Control contributed to the relaxed drive, slowing down automatically to hold station behind the car in front unless I pulled out to overtake. The Lane Assist nudged me a couple of times which was fine on Highway 1 with its wide lanes. On the way back we used 1A. On 1A, with its relatively narrow lanes and twisting corners, the Lane Assist was far too intrusive and I turned it off. The Jeep was sure footed enough and easy to place on the road so that the dynamic drive on 1A was very enjoyable.
Day Four: Work day today and the Jeep gets the job done. The brakes work well and provide confident braking power in stop-start commuter traffic on the Deerfoot. There was lots of interest at work in the Lane Assist and ACC.
Day Five: The Front Collision Warning works; enough said. Once home I tried the Active Park Assist and couldn’t get it to work, it spent all its time searching (for what?), until I gave up and parked it myself! Will try again tomorrow.
Day Six: Driving to work the test came to a premature end. First I noticed that the heater wasn’t providing any hot air but as this was the first cold day (-3C) of the test my first thought was how poor the heater was. Fortunately I was near to work when the engine temperature warning lit up on the display. As I came to a halt I heard the whoosh of steam escaping from under the hood. The Jeep has now gone off to be repaired, and I learned later the issue had been a loose top hose clamp on the heater line.
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