Folks unfamiliar with the Jeep Cherokee world may be surprised to learn that the venerated model has been in the marketplace, in one form or another, for 41 years, selling more than two million units. A redesigned version was released last year, radically rethinking the look and feel of the mid-size crossover SUV that arguably defined the modern segment. The 2015 model year sees a small handful of changes focused on safety, comfort and fuel economy.
The peaked seven-slot grille is one of the few signature visual cues still recognizable on the new “KL” platform Cherokee. One of the biggest shockers of the avant-garde styling is the pair of small sliver headlamps that aren’t actually headlamps at all, but big daytime running lights. Hidden projects underneath, cleverly disguised as air intakes, handle the main lighting duty.
With the drastic changes on the outside came a complete overhaul of the interior, as well. In fact, it’s very un-Jeep-like when you compare it to other current vehicles inside the brand like the Wrangler, because it’s so well-appointed and, dare I say, luxurious. In my Trailhawk-edition press car with the Leather Interior Group, there was red-stitched, perforated leather on the seats and various surfaces.
MY2015 features an optional ventilated and memory seat package. Don’t bother looking around the cabin for a seat temperature switch or dial – everything is controlled via touchscreen using the Jeep UConnect infotainment software/hardware.
The Parkview backup camera is now standard on the Trailhawk this year, a welcome addition as modern technology is increasingly robbing my ability to manually park large-ish vehicles. There is also a new SafetyTec suite of safety enhancements available, featuring blind spot monitoring and rear cross traffic detection. The forward collision warning system gets low-speed crash mitigation added on.
If I’ve made the Cherokee sound like an overly cushy SUV, don’t be fooled. The Trailhawk in particular is more than capable of hanging alongside its more rugged Wrangler sibling, or others in its class. The press tester was equipped with the bigger of two engines offered, a 3.2-litre Pentastar V6 making 271 horsepower and 239 lb-ft of torque, (capable of towing 4,500 pounds) mated to a still-rare nine-speed automatic transmission. I’m not sure if the nontet-geared setup is necessary, but it shifts almost unnoticeably and never hunts for a
gear when you’re modulating the throttle.
The Trailhawk is the most off-road prepped of the different trim levels: there’s a one-inch factory lift, skid plates, obligatory red tow hooks and Active Drive Lock with locking rear differential. Inside the car near the gear lever, you’ll notice a knob that you can adjust between settings like auto, snow, sand, mud and even rock that will alter the different behaviour depending on the type of terrain.
There’s great news for the masses that will be purchasing the crossover for traversing the urban rather than natural landscape, and that is fuel-efficiency and jeeps are no longer mutually-exclusive. Engine stop-start technology, found in many cars nowadays, is making its debut in the Cherokee. At a complete stop, the engine shuts off, resuming when the driver takes his or her foot off the brake.
Combined with rear-axle disconnect, I was able to squeeze a combined city/highway fuel economy number of 13.6 L/100 km over a week of driving. Aside from the Trailhawk, the Jeep Cherokee is also available in Sport, Latitude and Limited and in 10 different colours, including the fun-to-say Mango Tango Pearl Coat. Prices start at $24,195.
