2019 Jeep Cherokee Road Test and Review

2019 Jeep Cherokee hero ・ Photo by Fiat Chrysler Automobiles

Ever since its 2014 introduction, buyers have had one good reason to avoid the Jeep Cherokee - it was not attractive. Fiat-Chrysler, Jeep's parent company, likes to call it as "polarizing" — but that implies opinions at opposite ends of the spectrum. I've yet to meet a single person who loved the design of the old Cherokee.

For 2019, Jeep has restyled the Cherokee, and darned if it hasn't turned this ugly duckling into a swan. Jeep also improved the interior, added features, lowered the price and slipped in a new engine. Now that the styling problems have been fixed, are there good reasons to buy the 2019 Jeep Cherokee? Let's drive it and find out.

Hey, good lookin’!

I don't want to harp too long on the Cherokee's styling story — once it was ugly, now it is pretty, end of story. Still, it's worth noting what a good job Chrysler's stylists did. They didn't try to enhance the old Cherokee (which you can see in our review of the outgoing model; don't look at the pictures directly lest you turn to stone). Instead, they obliterated it.

All sheet metal forward of the windshield is new, with a higher hood line, more conventional headlight assemblies, and, of course, Jeep’s trademark seven-slot grille. LED headlights and taillights are now standard on all Cherokees, giving the base models a more upscale look.

Photo by Fiat Chrysler Automobiles

Don’t forget the backside.

Since I'm harping on the Cherokee's styling story, after all, let's talk about the back end. The old Cherokee's tailgate had a swath of featureless sheet metal between the rear window and the bumper as if the designers had simply forgotten to do anything with it. Jeep has moved the license plate into the reshaped tailgate, which, along with the new taillights and bumper, does wonders for the Cherokee's rear view.

It also does wonders for luggage capacity: Moving the license plate up allowed Jeep to shift the position of the tailgate latch. This opens up an additional three cubic feet of cargo space, though the Cherokee still trails many of its competitors for luggage room. And since we're dwelling on details, we'll note that the tailgate is made out of plastic rather than metal, which helps to shave weight — an area where the Cherokee needs all the help it can get.

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Subtle Interior Changes

Most of the interior improvements are pretty subtle, which makes sense, as the Cherokee’s interior was already one of its high points. The design remains mature and tasteful, with minor changes to trim materials intended to provide an even more upmarket feel. The basic stereo now features a 7-inch touchscreen, another nice enhancement for entry-level Cherokees (higher trim levels feature an 8.4-inch system), and the center console has been redesigned to provide more storage space.

Passenger space is quite good both front and back, but despite the addition of more cargo room, the Cherokee still skimps on luggage space. It offers just 25.8 cubic feet with the rear seats in place and 54.9 when you fold them down. For comparison, the Honda CR-V provides 39.2 cubic feet behind the rear seats and 75.8 with the rear seats folded down.

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A new turbocharged engine…

The Cherokee also has a new engine, a 2.0-liter turbocharged four-cylinder that develops 270 horsepower and 295 lb-ft of torque, which is optional on all but the entry-level Cherokee Latitude. Other powertrain choices are carryovers from last year: the 180-hp “Tigershark” 2.4-liter four-cylinder, standard on Latitude, Latitude Plus and front-drive Limited models; and the 271-hp V6, standard on Limited 4x4, Overland and Trailhawk models and optional on all others.

All three engines share a nine-speed automatic transmission. Front-wheel drive is standard on all Cherokees save the Trailhawk, with all-wheel drive offered as an option. Latitude Plus and above can be had with Jeep’s Active Drive II AWD system, which adds a low-range transfer case and enhanced suspension for better abilities off-road. Trailhawk models come exclusively with the ActiveDrive Lock 4x4 system, which includes low range as well as lockable differentials, further enhancing the Cherokee’s prodigious off-road abilities.

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…that you probably won’t want.

I spent the most time driving a top-of-the-range Cherokee Overland 4x4 with the new 2.0-liter engine, and unfortunately, it proved to be a disappointment. The engine itself is fine; when it’s on the boil, it produces very strong acceleration. The problem is the nine-speed automatic, a ZF-designed unit that has been a thorn in Jeep’s side ever since it started using it in the 2014 Cherokee. (Honda uses this transmission as well, and it's also had problems.)

The transmission is very slow to downshift in response to power requests, a problem exacerbated by the turbocharged engine. If you prod the accelerator, there’s a delay as the transmission figures out what you want and downshifts to a lower gear, then another delay as the turbocharger builds up the boost. On curvy canyon roads north of Los Angeles, I was frustrated by the long delay between hitting the accelerator and getting the power I demanded. It’s a real shame — this engine is a potential gem, but the transmission lets it down.

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Other Engine Choices

And what of the other power plants? Roughly half of today's Cherokee buyers choose the 180-hp 2.4-liter, but we find it a bit pokey. The Cherokee is no lightweight — four-cylinder 4x4 versions weigh around two tons — and that bulk really taxes the 2.4, with the nine-speed’s reluctance to shift exacerbating this problem.

In my opinion, the 3.2-liter V6 is the way to go. It has plenty of torque without the “turbo lag” that plagues the 2.0-liter engine and does the best job motivating the Cherokee. I expect that Jeep realizes this too, as it offers the V6 in every Cherokee trim, even the entry-level Latitude. The punchline is that Jeep charges a $500 premium for the turbo over the V6. I say save the money and spend it on gas — the V6 may use more fuel, but it offers a much better driving experience.

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The Rest of the Drive

Aside from power, the Cherokee is an exceptionally pleasant vehicle to drive. It’s quiet, comfortable and steady, and I didn’t really appreciate how well it irons out the bumps until I drove a new luxury crossover on the same roads just a couple of days later.

The steering is very accurate and has a nice feel to it, and the Cherokee is actually quite a good handler. You can push it through the curves and it hangs on tight. But this isn’t really a sports car in SUV clothing, as it lacks the joie de vivre that a good sporty car offers. There just isn’t the sense of fun there that you’ll find in, say, a Mini Countryman. Still, that’s perfectly OK; the important part is that the Cherokee will keep you comfortable and will respond sharply and predictably should you have to swerve suddenly to avoid trouble.

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Off-road, it’s still the champ.

What sets Jeep SUVs apart is their off-road abilities, and the new Cherokee is no exception. Jeep put me behind the wheel of a Cherokee Trailhawk and pointed me in the direction of an off-road course it had carved out, one so severe that it would eviscerate the average crossover suv. Of course, the Cherokee did just fine; I was impressed but not surprised.

Lesser 4x4 models of the Cherokee lack the Trailhawk’s lockable differentials, which help it get traction in very slippery situations, but they are still better off road than most of their competitors. It’s true that few buyers in this segment actually go off-roading, but if you’re considering some serious back-country adventures, the Cherokee — particularly the Trailhawk — is the best choice among five-seat family-friendly SUVs.

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The Sordid Manner of Coin

Let’s talk pricing: Jeep has added equipment and lowered the price of the entry-level Cherokee by $400 compared to last year’s model (down to $23,995). That’s the good news; the bad news is that Jeep’s mandatory destination fee (a “delivery charge” tacked onto the price of every new car) is one of the industry’s highest at $1,195. That puts the actual list price of the 2019 Cherokee Latitude at $25,190, while the range-topping Overland lists for $37,470, with all-wheel drive adding $1,500 to every Cherokee model (except the Trailhawk, which comes as a 4x4 priced at $34,515).

Jeeps generally provide good value in lower-end models, but once you factor in the high destination fee — and if you follow my recommendation and stick with the V6 engine, which, unfortunately, is a pricey add-on — the Cherokee may not prove to be such a great bargain compared to its rivals.

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New Reasons to Like the New Jeep Cherokee

Overall, I like what Jeep has done to the new 2019 Cherokee. I don’t mean to go on and on about the styling, but it’s really impressive what Jeep did — it took one of the most awkward-looking SUVs on the market and turned it into one of the most handsome.

Aside from the stingy luggage bay, the 2019 Jeep Cherokee is roomy, comfortable and quiet, and when properly equipped it is just about unstoppable off-road. And let’s not forget that Jeep is one of the coolest brands on the road. With this new improved model, I expect the Cherokee will come out of its shell and start selling in bigger numbers. If you’re in the market, it’s definitely worth a test drive.

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