JEEP Cherokee 2020

Body, cabin and cargo space

Jeep likes to present the Cherokee as a midsize SUV, but its dimensions directly compare it to compact vehicles like Ford Escape, Honda CR-V and Toyota RAV4. That includes the body as well as the cabin, where space barely matches that of its real rivals.

Front seating is relatively accommodating, apart from the fact that the dead pedal is a bit too high and reduces left foot space for some people. Otherwise, the driving position is pleasant. Our testers appreciated the generous padding of our test model’s cloth seats, but some criticized their short cushions. The leather seats are slightly firmer.

Legroom in the rear is acceptable if the front seats are not pushed too far back; certain competing vehicles can accommodate four adults more adequately. Headroom is tight for tall people, though the bench seat is relatively comfortable.

Cargo space is disappointing when the bench is in use. The high floor and sloping hatch reduce usable volume, and the length is inferior to that of rival vehicles of similar size. The sides scratch easily except on the high-end trims, which get carpeting instead of hard plastic.

The rest of the interior is well finished, with sufficient soft-touch surfaces for the category. There was a bit too much black in our test model, but it can be replaced with lighter tones in Sport, North, Limited and Overland models.

Only the Cherokee Sport still comes with a 5-inch centre screen, with small characters that hamper use. The other versions provide a 7‑inch (optional on the Sport) or 8.4‑inch display that is clear, quick and well-designed. Several buttons and knobs provide access to the main functions, but you still have to use the screen to change ventilation modes or activate the steering wheel and seat heaters. Those frequently used features should always have a dedicated dash switch.

Other highlights: the comprehensive trip computer can be personalized; for example, you can get a constant digital speed display and still check other driving information, which compensates for the too-small graduations of the main speedometer.

Storage: the glove box and closed compartment under the armrest are adequate. The narrow, vertical shape of the only open bin (apart from the cup holders) limits its usefulness.

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Hill start assist
• Hill descent control (with Active Drive II and Lock AWD)
• Front airbags
• Front knee airbags
• Front side airbags
• Side curtain airbags
• Five adjustable head restraints, anti-whiplash in front
• Rearview camera
• Tire pressure monitor
• Rear parking sensors (standard on Limited, High Altitude and Overland; with Safetytec package on other trims)
• Blind-spot monitoring with rear cross traffic alert (standard on Overland; with Safetytec package on other trims)
• Forward collision warning with automatic emergency braking, lane departure warning, lane keep assist, automatic high beam control and adaptive cruise control (with Technology package on Limited, High Altitude, Trailhawk Elite and Overland; non-available on other trims)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 4 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Visibility

Adequate, front and sides; thick centre and rear pillars are a nuisance when changing lanes. Blind-spot monitoring is helpful particularly in light of the smallish side mirrors; sadly, it is optional on all but Overland models.

Headlights: standard LED headlights rated marginal (2/4) by the Insurance Institute for Highway Safety (IIHS). They light a good distance in right turns but are inadequate in left turns and just passable in a straight line. Automatic headlights, when equipped, raise the score one point.

Mechanical overview

Six years after launch, the 2020 Jeep Cherokee still uses the Compact U.S. Wide architecture based on a platform designed by Fiat a few years before its merger with Chrysler. Since the Chrysler 200 and Dodge Dart were dropped, the Chrysler Pacifica van is the group’s only other vehicle to use this platform in North America.

Like the Chrysler Pacifica, the Jeep Cherokee starts off with front-wheel drive. Unusual in the compact SUV segment, no less than three all-wheel-drive systems are listed. The first calls on the rear wheels mainly in case of front slippage; it is optional on all models except the Trailhawk.

Trailhawks come standard with the Active Drive Lock system, which has a low-range gear, a locking rear differential and hill descent speed control for off-road use. A lighter version called Active Drive II is also optional ($1,250) on North, Limited and Overland models; among other things, it could be useful for pulling a boat trailer out of the water. Active Drive II and Lock systems come with increased ground clearance (2.5 cm/1 in.).

The Jeep Cherokee is notable for its class-leading 2,041‑kg (4,500‑lb) maximum tow capacity. If you plan on towing, make sure you get the tow package; for $595, you get a receiver hitch, 7- and 4-pin wiring harness, heavy-duty engine cooling system, trailer-brake wiring harness and even a full-size spare. Everything is factory installed, integrated with the rear fascia design and comes with a full factory warranty. You won’t find a better deal at an independent supplier.

This package is optional only on models equipped either with the 3.2-litre V6 or the new 2.0-litre turbo four-cylinder. The V6 is standard on Limited 4X4, Trailhawk, High Altitude and Overland models; it costs $1,695 on all the other versions. One of the last V6’s in the Cherokee’s segment, it delivers 271 hp, only 1 hp more than the turbo engine. On the other hand, the latter makes 295 lb‑ft of torque, 56 more than the V6.

The problem is, depending on the model, the 2.0-litre turbo costs $895 or $995 more than the V6. Few buyers will be willing to pay a supplement for a smaller engine, even if it offers more torque and a 7.5 percent lower combined fuel consumption rating.

Buyers unpreoccupied by engine power can always opt for the base engine on Sport, North, Altitude and front-wheel-drive Limited models. This 2.4-litre naturally aspirated engine develops 180 hp and 171 lb‑ft of torque and requires as much fuel as the 2.0-litre turbo, at least on paper.

All engines come with automatic engine start/stop and are mated to the same nine-speed automatic. Designed by German supplier ZF and manufactured by FiatChrysler, the transmission has received several updates to correct serious reliability problems noted between 2014 and 2016.

Driving impressions

The first thing you remark when driving off in a Jeep Cherokee is the discordant sound of the 2.0-litre turbo engine. It becomes raucous each time you hit the accelerator, even at moderate speed. The noise tones down at stable speed or on the highway, but if you spend most of your time in the suburbs or the city, you may find it exasperating.

That’s not counting the sluggish engine performance at low rpm’s, followed by sudden surges of power when you try to compensate with more pressure on the accelerator. Furthermore, the 11 L/100 km consumption measured during our test drive of two-thirds highway is considerably higher than the official 9.8 L/100 km combined rating. In short, this engine’s genuinely vigorous passing acceleration does not offset its quirks or the extra cost relative to the V6.

The V6 delivers the goods in a much more linear fashion, with a smoothness that is increasingly rare in the small SUV segment. Regardless of the engine, the transmission is slow to downshift; fortunately, the engineers have been able to reduce the jerking reaction that characterized its first years.

The rest of the driving experience is as uninspiring as the drivetrain. The steering lacks precision in curves and requires frequent corrective inputs at highway speeds, which gets tiresome. It is also over-assisted and uncommunicative. The body leans considerably in turns and rocks slightly from side to side on bumpy pavement.

On a more positive note, the suspension absorbs bumps before they reach the cabin. That, and the generous soundproofing underneath the vehicle, makes the Cherokee comfortable on trips of all kinds. Factor in the ride, the generous towing capacity and the availability of a V6, and you have a model that is well adapted to trailering.

Other highlights

Braking: amply sufficient power, short and straight stops, nicely firm pedal action.

Driver-assistance technologies: advanced systems are sorely lacking for the price. Blind-spot monitoring system is efficient.