First Drive:

2014 Jeep Cherokee

No one cares if a Toyota RAV4 or Ford Escape can cross the Rubicon. In fact, most Ford and Toyota crossover owners wouldn't know the difference between the Rubicon and a Rubik's Cube. Jeeps, however, are judged off-road. Create a vehicle that can't survive Hell's Gate in Moab, Utah, and it's a Jeep In Name Only. JINO is blasphemy in the Church of 4x4 -- just look at the persecution of the Compass

This is a tough standard, but the second coming of the Cherokee might sway more than a few true believers who bemoan the Fiat platform under any Jeep as a betrayal of epic proportion and a disservice to the Cherokee name. But, lo and behold, the 2014 Jeep Cherokee will impress even the hardest-core enthusiast with its capabilities. More important, it advances the Jeep cause with an ingenious drive system, a polarizing design, and a well-appointed interior. It looks like no other and behaves like no other, but it is still a Jeep all the way through its Italian platform. And allow me this confession: Jeep fanatics were never going to buy the Cherokee anyway. This small crossover was created for the next generation of Jeep buyers who have quiet commutes, take an occasional dusty road, and want something that looks cool parked in a suburban driveway. The Cherokee can compete head to head with any of the modern small crossovers on the road. Off-road, it will bury them.




From the 4x4 Cherokee Trailhawk for the owner who once rebuilt a CJ's engine with a Leatherman, to a front-drive Cherokee Sport for the owner who occasionally hops a curb to get a better parking space, Jeep serves up a range of Cherokee flavors. While many crossovers have adopted the wrinkled tube look, the Cherokee maintains a truck-first silhouette. It keeps some of those classic Jeep design cues, but with a more modern twist. The grille still has seven slots, and trapezoidal wheelwells surround the 17-inch wheels, but there are also daytime running lights tucked under the sharply curved hood that give the Cherokee a distinctive look. (The real headlamps are lower.) The trail-rated Trailhawk has a tougher look with different fascias, red steel tow hooks, and Trailhawk badging. The Cherokee's interior has more in common with the Grand Cherokee than the Liberty the Cherokee replaces. It's comfortable, well-laid-out, and uses a combination of choice materials that make it feel more like a luxury car than a vehicle that can turn a mountain into a mustard seed. There are soft-touch points and the cabin's layout is driver-friendly. Two analog gauges bookend either a 3.5-inch or 7-inch thin-film transistor screen that offers a half-dozen different configurations for real-time information.

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  The center stack includes a 5-inch or 8.4-inch display screen to view the navigation map or operate some of the vehicle's controls. The newest iteration of Chrysler's UConnect system improves upon an already solid system that integrates infotainment and other controls. Even the voice commands were fairly easy to operate and came in handy when driving and trying to find the right song off an iPhone. The Cherokee includes lots of storage spaces throughout the cabin. The front passenger seat has a hidden cubby under the cushion, and there's a spot on top of the dash that opens up. There are door pockets, map pockets, and even a spot for your cell phone to sit right next to the USB port at the base of the center stack. Even the rear storage area of the Cherokee has hooks to hang plastic bags and a second row that moves fore and aft or folds flat. The design is thoughtful. The base-model Cherokee is powered by Chrysler's 2.4-liter MultiAir2 TigerShark I-4 that creates 184 hp and 171 lb-ft of torque. The engine provided more than enough power on the roads around Moab. It could quickly get up to and cruise along at 80 mph. The biggest advantage of the four-cylinder engine is that Jeep estimates it will get at least 31 mpg on the highway, but final EPA testing has not been completed. The 3.2-liter Pentastar V-6 felt better, of course. Its 271 hp and 239 lb-ft of torque mated to that nine-speed transmission give the Cherokee smooth acceleration and never left me wanting more power.
  
  Read more: http://www.motortrend.com/roadtests/suvs/1310_2014_jeep_cherokee_first_drive/#ixzz2jShuvzMG
  
  
  The Cherokee's electric power steering provides solid feedback and lets the driver hold his line through any corner. The front independent suspension and rear multilink setup keep the Cherokee firmly planted, and limited body roll through high-speed turns. Plus, the ride is surprisingly quiet. Perhaps the true genius of the Cherokee is the engine set. Jeep has devised a system that uses a front-drive-mounted engine and turns it into a true four-wheel-drive system. The vehicle features a rear-axle disconnect to improve efficiency, but still manages torque to both axles. The system works automatically, so the driver might not know when the rear axle is not pushing the Cherokee. The Cherokee offers three different drive setups. Active Drive I uses an open power transfer unit and a fully variable wet-clutch in the rear-drive module that apportions drive to the rear wheels, disconnecting them when not needed. Active Drive II adds the ability to vary torque from front to rear and a 2.92:1 low range that locks the front and rear together for maximum traction. Active Drive Lock, the system for the Jeep faithful, adds a locking rear differential to the above setup, and it is standard on all Trailhawk models. During a day of off-roading, it was easy to understand how capable the Cherokee really is. See a rock, climb a rock. Combining this capability with crossover comfort, quiet, and economy gives the Cherokee the potential to attract new followers to the Jeep fold. Godspeed.
  
  
  
  
  2014 Jeep CherokeeBASE PRICE$23,990-$30,490VEHICLE LAYOUTFront-engine, FWD/AWD/4WD, 5-pass, 4-door SUVENGINES2.4L/184-hp/171-lb-ft SOHC 16-valve I-4; 3.2L/271-hp/239-lb-ft DOHC 24-valve V-6TRANSMISSION9-speed automaticCURB WEIGHT3750-4100 lb (mfr)WHEELBASE106.3-107.0 inLENGTH X WIDTH X HEIGHT182.0 x 73.2-74.9 x 65.7-67.8 in0-60 MPH6.4-8.9 sec (MT est)EPA CITY/HWY FUEL ECONNot yet ratedON SALE IN U.S.Currently