National Post

A NEW FACE AND A NEW INTERIOR

MID- CYCLE REFRESH MAKES THE COMPACT SUV MORE PALATABLE IN THE MARKET, BUT IS IT ENOUGH?

- Peter Bleakney Driving. ca

The iconic tough- guy Wrangler might be the face of Jeep, but the brand’s real foot soldier is the Cherokee compact crossover. The current Cherokee was launched in 2014 and has done well for Jeep, but in this fastest growing of automotive segments it has trailed the leaders: Toyota RAV4, Honda CRV, Ford Escape and Nissan Rogue.

There are a few reasons for that. The Cherokee’s interior is a bit meh, the contentiou­sly squinty front end brings to mind a quizzical Clint Eastwood ( right before he pulls the trigger) and the cargo hold is small when compared with most of its competitor­s. And while the Cherokee’s available Pentastar 3.2-litre V6 is a strong performer, its base 2.4- L naturally aspirated Tigershark MultiAir2 fourcylind­er lacks punch and refinement.

So Jeep didn’t have to look far to come up with ideas for this mid-cycle refresh.

The biggest news is an available 2.0-L turbocharg­ed four that joins the Pentastar V6 ( 27 1 horsepower, 239 pound- feet of torque) and Tigershark four ( 180 hp, 170 lb- ft). It’s related to the engine in the Alfa Romeo Giulia, and puts out 270 hp and a healthy 295 lb-ft of torque. Technical highlights include a twin scroll turbo that is mounted directly to the cylinder head and a watercoole­d exhaust manifold. All three engines get start/stop technology and mate with a nine-speed TorqueFlit­e automatic transmissi­on that has been tuned for smoother and smarter shifting.

On the menu are three all- wheel- drive systems: Active Drive I, Active Drive II ( gets a two- speed transfer case) and Active Drive Lock, which, with its mechanical­ly locking rear differenti­al is reserved for the Trailhawk version. All systems have the ability to disconnect the rear axle for more efficient cruising.

Weight- saving measures include a new aluminum hood, composite tailgate, lighter seats and steering rack.

The cosmetic upgrades go a long way in making the 2019 Cherokee look more mature and premium. It’s a well- known fact that humans respond favourably to visages that resemble our own (i.e. those with eyes), so those polarizing DRL/ turn signal slits that once flanked the Cherokee’s grill are now enlarged to hold the standard LED headlights, bringing the styling more in line with the smaller Compass and larger Grand Cherokee. Out back we see a few tweaks: the redesigned LED tail lights get a thin lighted underscore, and the license plate has moved from the bumper to the tailgate.

Both the suspension and steering have been retuned, and along with a slightly widened track, the 2019 Cherokee sees improved ride and handling.

There are not a l ot of changes inside, other than some upgraded trim ( high gloss black, satin chrome) and fresh colour combos, but the base Uconnect touch- screen interface jumps from five to seven inches, with the availabili­ty of a new 8.4-inch screen. Apple CarPlay and Android Auto are standard, and there is a host of available driver’s aids, including adaptive cruise with full stop, forward-collision warning with braking and lanekeep assist.

Pricing starts at $ 29,995 for the front-drive Sport (add $ 2,500 for all- wheel drive), f ollowed by t he volume model North 4x4 ($ 35,995), the Trailhawk ($ 38,995), Limited 4x4 ($40,495) and the ritzy Overland 4x4 ($ 46,095). Prices are up across the board, but that reflects the higher content level and the fact the 3.2- L Pentastar V6 is now standard with the Trailhawk and Limited. The 2.0- L turbo four is an upgrade (not available with Sport) that will set buyers back about $ 2,500 over the 2.4- L Tigershark North, or $ 995 when upgrading from a V6 model.

There was no highway driving on this test drive, just a few hours of tight, classic L. A. canyon roads, so I can’t comment on the long distance- cruising traits of the 2019 Cherokee. My first tester was the Trailhawk and, despite its elevated ride height and all terrain tires, it’s a pretty sharp handler, negotiatin­g the ups and downs, twists and turns of the legendary Mulholland Drive with calm confidence. The Cherokee has always been a smooth rider with a decently hushed cabin. The V6 Pentastar is a reasonably strong and linear unit with nice, even throttle response, and the nine- speed auto behaved itself, with no untoward gear hunting or reluctance to kick down when asked.

Next up was a North 4x4 with the new turbo four-pot. It’s an eager unit that growls and snarls when you lean into it, and it gives the Cherokee a turn of speed it never had. With this engine the Jeep feels lighter and more agile, and it should be more efficient than the smoother V6 ( Jeep had no fuel economy figures at time of writing). However, since premium fuel is recommende­d, that will likely negate any monetary savings. Jeep Canada predicts the take rate for this new 2.0 will be about 15 per cent, with the Pentastar V6 grabbing the lion’s share, at 65 per cent.

Shoppers will be happy with the light composite lift gate and available swipe-foot activation. Jeep even managed to carve out another 79 L of cargo space behind the back seats, but even so, the Cherokee can’t match the cavernous Honda CR-V, Nissan Rogue or Toyota RAV4.

Of course, what the Cherokee can do is put every other compact crossover on the trailer when it comes to offroad capability. That’s if you opt for the Trailhawk, and surprising­ly, 40 per cent of Canadian Cherokee buyers go for this most off- road ready, least logical version. It costs more, weighs more, is less efficient and … oh, never mind. It’s a Jeep thing.

So if you’re looking for bragging rights, the 2019 Cherokee is even more capable, getting i ncreased ground clearance and better axle articulati­on. The Trailhawk did indeed negotiate some seriously mind- boggling terrain on the off- road course Jeep had set up.

Nonetheles­s, the biggest challenge for the 2019 Cherokee isn’t going to be a bunch of boulders and ditches. Its toughest fight will be in the compact crossover arena where there seems to be no lack of fresh metal that, while not capable of rock crawling, will be happy to kick some sand in the Jeep’s face. Let the dirt fly.

Both the suspension and steering have been retuned, and along with a slightly widened track, the 2019 Cherokee sees improved ride and handling. —Peter B leak ney

 ?? PHOTOS: PETER BLEAKNEY / DRIVING. CA ?? The cosmetic upgrades go a long way in making the 2019 Cherokee look more mature and premium, writes Peter Bleakney.
PHOTOS: PETER BLEAKNEY / DRIVING. CA The cosmetic upgrades go a long way in making the 2019 Cherokee look more mature and premium, writes Peter Bleakney.
 ??  ??

Newspapers in English

Newspapers from Canada