assing most of the Liberty's key off-road attributes -- particularly, approach, departure, and breakover angles -- but also by also promising a smoother ride on-road, better aerodynamics, and substantially improved fuel economy. Before many details were released on the new Cherokee, Jeep enthusiast blogs were rife with comments and speculation about it taking the same path as the Compass and Patriot, entry-level compact models that share their underpinnings with the un-loved Dodge Caliber. Although trims of both models were affixed with Jeep's "Trail Rated" badge, the pair's groaning CVTs and lack of a true low range made them illegitimate heirs to the Jeep name in the eyes of many. But Jeep engineers and designers clearly knew what they were getting into with the Cherokee, and have countered critics and cynics by offering three distinct off-road systems, two of which feature a low range. But while the 2014 Cherokee's drivetrain is big news, its improvement in fuel efficiency, which ranges from a claimed 31 percent on V-6 models to 45 percent on the four-cylinder model, gets equal billing. However, it's important to keep in context that for the last few model years, the Liberty was offered only with V-6 power.
The Cherokee's base mill is Chrysler's 2.4-liter Tigershark I-4, an adaptation of the widely utilized "World Engine" with Fiat's MultiAir variable valve lift technology. Jeep has not yet released official EPA figures, but claims a respectable 31 mpg highway for the two-wheel-drive model. Those who want more go can opt for the 3.2-liter version of Chrysler's Pentastar V-6. Still port-injected, the smaller engine delivers a healthy 271 hp and 239 lb-ft of torque, an improvement of 61 hp and 4 lb-ft over the Liberty's old 3.7-liter, SOHC 12-valve V-6. The most radical change in the powertrain department is the adoption of a nine-speed automatic transmission. Designated 948TE by Chrysler, it's actually a license-built version of the ZF 9HP that was recently touted in the 2014 Range Rover Evoque. The Cherokee will be offered in four drive configurations: front-drive and three flavors of all-wheel drive. The three forms of AWD are Jeep Active Drive I (the standard, single-speed four-wheel-drive system), Jeep Active Drive II (which adds a low-range ratio), and Jeep Active Drive Lock (essentially Active Drive II with a locking rear differential). The last is offered only on the off-road-oriented Trailhawk model. All systems get four terrain modes: Auto, Snow, Sport, and Sand/Mud, though the Trailhawk's Active Drive Lock adds a fifth -- Rock -- available only in low range to optimize power application for rock-crawling. Both the Mud/Sand and Rock Modes can distribute up to 100 percent of power to the rear axle. During normal on-road operation, the four-wheel-drive systems disconnect the rear axle for less mechanical drag and improved fuel economy. Jeep is touting this as an industry-first feature. Additionally, Active Drive II and Active Drive Lock-equipped models come with impressively high crawl ratios of 56.0:1 for I-4-powered Cherokees and 47.8:1 for models powered by the V-6. Both best the Grand Cherokee's 44:1 ratio and regular Wrangler's 38.9:1 -- only the beastly Rubicon's 73.1:1 is higher. Of course, capability is measured by more than just rock-crawling ability. To that end, the Cherokee has a maximum trailer towing capacity of 4500 pounds. Sharp-eyed readers will note that's down 500 pounds from the outgoing Liberty's max tow rating, but it's 1000 pounds more than almost any other model in the small/midsize crossover class and between 2500-3000 more than most mainstream models such as the Honda CR-V and Toyota RAV4. In person, the Cherokee looks smaller than photos might suggest, and also smaller than the Liberty, though it's fractionally longer and wider. The illusion exists partly because the boxier Liberty is some five inches taller.
Weight-wise, the Cherokee is lighter than the Liberty in most configurations, but not dramatically. Jeep did not release the weight for four-cylinder models, but the front-drive V-6 Cherokee tips the scales at 3811 pounds and the Trailhawk comes in at 4106 pounds. The outgoing Liberty 4x4 weighed in at 4290, with the 2WD coming in at 4076. Most of the 2014 Cherokee's interior dimensions and capacities are within an inch or two of the Liberty in most measurements, with the Cherokee having a slight edge in hip room because it's slightly wider. But when it comes to interior styling and features, there's no comparison. The Cherokee's sculpted dash and console are a huge improvement over the Liberty's angular, straight-edged cabin, not just in design but also in material quality. The Cherokee also employs soft-touch material on the door uppers, door armrests, upper dashboard, and center armrest. Napa leather seating surfaces with driver's side memory seats are available, as are heated and cooled front seats, a heated steering wheel, a wireless device charging pad, and Chrysler's massive 8.4-inch center touch-screen display with available streaming media apps Pandora, Aha, and iHeart Radio. A 5-inch touch-screen display comes standard. The 2014 Cherokee is also the first Chrysler product to get available park assist. Adaptive cruise control is also an option, the province of six-figure luxury cars just a few years ago. Adaptive cruise also includes automatic braking. Of course, we saved the best for last. As soon as photos were leaked of the new Cherokee's design, the responses were immediate and polarized. In an early media preview, before the sheet was even pulled back, Jeep reps prefaced the styling by saying "You're probably going to hate it." There's no denying it's a radical departure from the look we've come to expect from Jeep. Some have even compared it to the Nissan Juke because of the two vehicles' similar lighting setups. Like on the Juke, the Cherokee's upper light strip consists of LED running lights and directional signals, while the actual headlights are mounted lower on the front fascia. For most Cherokees, the headlights are housed in an integrated, one-piece body-colored molded front bumper cover. On the Trailhawk, they are surrounded by a gray plastic accent piece that covers the bumper and lower fascia and comes up and around the headlights. Subjectively, we prefer the styling treatment of the Trailhawk, which also includes two bright red tow hooks, which Jeep representatives proudly claim are fully functional. At the rear, all Cherokees get LED taillights standard. They're a high-mounted horizontal design bordering the rear glass. Pricing has not yet been released, but to give some context, the Liberty 4x2 starts at $24,320 before incentives, climbing to $34,330 for a loaded Limited Jet Edition 4x4. We think a fully-equipped Cherokee Limited V-6 4x4 may crest that total, but we don't see the Cherokee going over $40,000, short of going crazy on dealer-installed Mopar accessories, which we've been assured will be plentiful. Considering a Ford Escape goes for $22,865 for the price-leader S trim; a Honda CR-V starts at around $23,625; and a Subaru Forester goes for $23,820 with an automatic, the starting price on a front-drive, four-cylinder Cherokee will likely start around the $23,000 range. Official pricing will be released closer to the Cherokee's anticipated on-sale date this summer.
