2019 Jeep Cherokee V-6 AWD Jeep Cherokee Awd
When Jeep resurrected the Cherokee nickname appropriate to 2014, it did so in the company of a compact crossover in the company of a plethora on front-end lighting. Of the trio on lamps per side, it wasn’t immediately clear which was the headlight, which was a fog light, and which was there recently because. Whatever your feelings supported by the arachnid-like face, it was distinctive.
The refreshed 2019 Cherokee is shorter so. Every Cherokee has lost its belighted front styling, so you’ll no longer be confused by which light does what. There are now two prominent, obvious headlights that flank Jeep’s signature seven-slat grille. Beneath those are smaller fog lights. Simple. In back, the Cherokee’s taillights aspect recent internals, and the license-plate nacelle has moved from the lower bumper to the center on the liftgate.
Chris AmosCar and Driver
Hmm . . .
Having swung the Cherokee’s aesthetic pendulum from overly intriguing to somewhat boring, Jeep’s stylists—it could be said—brought the SUV’s outward face within line in the company of its unclear personality. Excepting the off-road-oriented Trailhawk neat level, whose means is peerless within this class, the Cherokee remains a merely average crossover.
Among the Cherokee’s biggest changes external on its resting bored features is a new, range-topping 270-hp turbocharged 2.0-liter inline-four engine option. That recent powertrain, which includes a nine-speed robot transmission, was not fitted to our check car. Instead, our Cherokee came in the company of the same 3.2-liter V-6 that has been offered when an choice since this generation on Cherokee debuted. (A 180-hp 2.4-liter four-cylinder engine is standard and now benefits from an robot engine stop/start function.) The V-6 holds recently a 1-hp advantage above the recent turbo quartet and is along 56 lb-ft on torque to the boosted mill.
That control disparity—not to mention the V-6’s EPA-estimated fuel financial system that lags at the rear of that on the two available four-cylinder engines—explains why the V-6 is no longer the Cherokee’s premier powerplant. The V-6 is a $1745 upcharge supported by each and every neat level save appropriate to the Trailhawk and the Overland reviewed here, where it’s standard equipment. Jeep charges $2245 appropriate to the recent turbo quartet supported by each and every neat except appropriate to the base Latitude (where it isn’t available) and asks to $500 supported by the Trailhawk and the Overland.
Chris AmosCar and Driver
Anything on the behind a hamster spinning a wheel is better than the Cherokee’s base 2.4-liter engine, which casts the V-6 within a relatively favorable light. The six is smooth and ladles its control to the wheels within a linear fashion, even sprinkling within a pleasant throaty tire out ripple when the revs rise. Plus, a V-6 is a rapidly disappearing engine type with the Cherokee’s competitive set.
Lost within Transmission
Too bad the pleasant-mannered V-6 is dulled by the Cherokee’s substantial restrain weight and ZF’s still-not-great nine-speed robot transmission. Not only did our additional or shorter loaded Cherokee Overland’s 4250-pound restrain weight dull its zero-to-60-mph hastening to a so-so 7.2 seconds (roughly supported by average in the company of non-turbocharged four-cylinder competitors), it posted recently 19 mpg overall during our time in the company of it. That figure matches the EPA’s city fuel-economy estimate appropriate to this Cherokee powertrain, while the 25 mpg we recorded supported by our 75-mph real-world highway fuel-economy check loop falls 2 mpg short on the EPA’s highway estimate.
Although Chrysler claims to have fixed the nine-speed transmission’s biggest bugaboo—its seeming allergy to its ninth gear within normal use—reaching that peak gear still seems dependent supported by the alignment on celestial bodies, a prayer uttered beneath one’s breath, or a good long downhill stretch on road. We suppose it’s appropriate to the best, since the spread is very reluctant to downshift. By steadfastly trying to continue to be within as well tall a gear most on the time, the spread ties blocks on concrete about the Cherokee’s ankles. Requests appropriate to small increases within choke to maintain speed or accelerate gently simply go unanswered; if you’re supported by level ground, that way a big gas-pedal stomp is necessary to kick along several gears and accelerate in the company of haste. Should you find yourself climbing a mild grade, the Jeep determination gradually lose speed until you give it the boot. The problems don’t close when you come to a stop, either; accelerating from rest, the spread stumbles trying to pick between first and second gear.
Chris AmosCar and Driver
Crossing No New Ground
If the Cherokee has an area on expertise, it’s emotion bigger than it is, uniform to the GMC Terrain / Chevrolet Equinox twins. This is a dealing point, not a demerit, appropriate to the Cherokee’s core audience. As before, the Jeep moves quietly above the road in the company of a palpable sense on heft (and it is quite heavy), its suspension absorbing bumps and thumps without sacrificing decent physique government when cornering. Predictably, you won’t have fun supported by a twisty road—not in the company of the subpar 0.80 g on cornering hold we steady supported by our skidpad—but the Cherokee steers precisely and the physique doesn’t keel over. The brake pedal moves via a viscous, firm stroke that supported by a sensory level matches the heavily weighted steering action.
The interior, which carries above largely unchanged from last year, is functional, attractively styled, and assembled from above-average materials (more so within upper trims). Yet the cramped cabin suffers from thick roof pillars, and the high seating position clashes in the company of the fairly low roof. And although Jeep’s advertisements aspect the tagline “the world comes in the company of it,” you can’t actually be the right shape for that much stuff inside the Cherokee. Per Jeep’s specifications, its notably smaller Compass actually holds five cubic feet additional stuff when both vehicles’ rear seats are folded down; at the rear of the rear seatbacks, cargo quantity is effectively the same between the two Jeeps. (In our testing, we were able to be the right shape for one additional carry-on-sized case at the rear of the Cherokee’s rear seats versus the Compass; we loaded two extra cases into the Cherokee in the company of the backwards seats lowered.) Oh, and even though the Cherokee’s physique is 10.1 inches longer overall—and rides supported by a wheelbase that’s 2.8 inches longer than that on the Compass—its cabin quantity edges the Compass’s by a mere one cubic foot, and the two SUVs’ leg- and headroom dimensions are right supported by peak on each other.
Chris AmosCar and Driver
So, what justifies the Cherokee’s being alongside the additional affordable, better-looking, just-as-roomy Compass within Jeep showrooms? Besides the truth that Jeep can’t sell enough vehicles in the company of its nickname supported by them, the Cherokee trades at higher, additional profit-friendly prices. An entry-level, front-wheel-drive Cherokee Latitude starts at $25,440, which is $3000 additional than a Compass; the least expensive Cherokee in the company of the V-6 determination run you $27,185 (add $1500 appropriate to all-wheel drive), including Jeep’s absurd $1445 destination charge.
It’s recently a hop, skip, and a shrug between those Cherokees and the top-dog $39,220 Overland pictured here. Accounting appropriate to our check vehicle’s $1295 panoramic sunroof and $995 Technology package (rain-sensing windshield wipers, adaptive cruise control, forward-collision warning, automatic emergency braking, lane-departure warning, robot high-beam control, an robot parking system, and blind-spot monitoring), you’re looking at a $41,510 leather-lined compact Jeep crossover. Given the Cherokee’s utterly unexceptional looks and performance, we’d suggest opting appropriate to whichever version you can get appropriate to about $10,000 less, particular the crushing excellence on competitors such when the Honda CR-V and the Mazda CX-5, both on which peak not in under $35,500 in the company of uniform equipment.
Specifications
Specifications:
VEHICLE TYPE: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED: $41,510 (base price: $28,685)
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 198 cu in, 3239 cc
Power: 271 hp @ 6500 rpm
Torque: 239 lb-ft @ 4400 rpm
TRANSMISSION: 9-speed robot in the company of manual shifting mode
CHASSIS:
Suspension (F/R): struts/multilink
Brakes (F/R): 13.0-in vented disc/10.9-in disc
Tires: Bridgestone Dueler H/L Alenza Plus, P235/50R-19 99H M+S
DIMENSIONS:
Wheelbase: 106.6 in
Length: 183.1 in
Width: 73.2 within Height: 66.2 in
Passenger volume: 101 cu ft
Cargo volume: 28 cu ft
Curb weight: 4250 lb
C/D TEST RESULTS:
Zero to 60 mph: 7.2 sec
Zero to 100 mph: 20.2 sec
Zero to 110 mph: 26.3 sec
Rolling start, 5–60 mph: 7.7 sec
Top gear, 30–50 mph: 4.5 sec
Top gear, 50–70 mph: 5.6 sec
Standing ¼-mile: 15.5 sec @ 90 mph
Top speed (governor limited): 118 mph
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft-dia skidpad*: 0.80 g
*stability-control-inhibited
C/D FUEL ECONOMY:
Observed: 19 mpg
75-mph highway driving: 25 mpg
Highway range: 390 miles
EPA FUEL ECONOMY:
Combined/city/highway: 22/19/27 mpg
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