2010 Jeep Liberty Sport 4X4

Mid-sized sport utility vehicle with full off-road capability

By Nina Russin

2010 Jeep Liberty

Off-road driving is the heart and soul of Jeep, going back to the brand’s World War II Willys roots. Today most models in the Jeep line-up still carry the automaker’s trail rating, which certifies capability to traverse extreme off-road terrain and ford deep water.

The Liberty is Jeep’s mid-sized sport-utility vehicle, positioned between the compact Wrangler and full-sized Grand Cherokee. Its longer wheelbase makes it slightly less maneuverable on trails than the Wrangler; none-the-less, the Liberty is fully off-road capable.

The Liberty’s larger passenger and cargo areas suits families with children better than the Wrangler. At the same time, the Liberty is small and light enough to offer decent fuel economy: about 17 miles-per-gallon on average.

The Liberty can easily hold a couple of road bikes with the second-row seats folded flat. An optional towing prep package gives the SUV 5000 pounds of towing capacity: well in excess of our minimum ALV standards.

The current model is the second generation, which rolled out two years ago. This year, engineers enhanced the Liberty’s gas mileage with a fuel shut-off feature that cuts fuel during deceleration. The concept is similar to that used on the Dodge Durango hybrid, which cuts out fuel delivery to certain cylinders when power needs are low. An “eco” lamp in the gauge cluster helps the driver adjust his style to maximize fuel economy. Read the rest of this entry »

2011 Jeep Grand Cherokee

All-new platform offers enhanced fuel economy and off-road features

2011 Jeep Grand Cherokee

Yesterday Chrysler unveiled an all-new Jeep Grand Cherokee in New York. The new Jeep shares underpinnings with the Mercedes-Benz ML.

Buyers can select from two engines and three four-wheel drive systems. A new air suspension and Selec-Terrain traction control provide additional ground clearance and better handling on uneven trails.

The Grand Cherokee is the first application of Chrysler’s new Pentastar V-6, which yields 11 percent better fuel economy and 33 percent more horsepower than the block it replaces. The Grand Cherokee is also available with a hemi V8.

Engineers refined on-road handling with an all-new fully independent suspension and improvements in torsional rigidity.

Standard safety features include electronic stability control, electronic roll mitigation and hill-start assist. Standard uconnect guardian includes automatic crash notification, roadside assistance and stolen vehicle location. Read the rest of this entry »

Chrysler Tests Jeep Prototypes at Moab Safari

Mopar underground design team showcases six concepts for off-road enthusiasts

Jeep Wrangler All-Access

For four decades, Jeep owners have congregated in Moab for an off-road Easter safari. Since 2002, the Mopar underground design team has brought along its concept cars.

“Moab Jeep Safari… works as a proving ground to test Jeep vehicle concepts driven alongside … brand enthusiasts,” said Jeep chief designer, Mark Allen. “We use knowledge gained at this off-road event to explore new directions for Jeep platforms.”

Today, the team revealed six Jeep concepts designed for extreme off-road adventure: the Jeep Wrangler All-Access, Jeep Liberator II, Jeep Wrangler Overland, J8 Sarge, Jeep Grand Canyon II, and Jeep Lower Forty.

The Jeep Wrangler All-Access has a four-inch long-arm suspension lift, front and rear bumpers with tire carriers, special axles and BF Goodrich mud and terrain tires.

A Borla cat-back exhaust boosts the Jeep Liberator II’s horsepower. Designers added a two-inch suspension lift, off-road tires, custom rock rails and a front fascia skid plate to improve its off-road handling.

The Jeep Wrangler Overland is a self-contained campsite.  Designers removed the rear seats and added a rubberized utility floor. A two-person tent and awning are mounted to the cargo rack.

A lift kit and special tires improve the Overland’s off-road handling. Windshield-mounted off-road lights and bumper-mounted lights improve visibility at night.

J8 Sarge is a military version of the Jeep Wrangler, built as a non-combat military support vehicle. The Jeep Grand Canyon II is a Grand Cherokee Overland modified for serious off-roading, with a lift kit, special tires, and heavy-duty rock rails.

The Jeep Lower Forty is a modified Wrangler Rubicon. The design team added aggressive wheels and tires to increase the car’s ground clearance without altering its center of gravity. In addition to modifying the car’s body and fenders, designers chopped three inches of height from the windshield frame and increased its rake ten degrees.

For more information on the annual Easter Jeep Safari, visit the event web site.

2009 Jeep Liberty Sport

Second-generation sport-utility vehicle appeals to off-road enthusiasts.
By Nina Russin

Last year, Chrysler rolled out the second-generation Jeep Liberty: a mid-sized sport-utility vehicle with standard four-wheel drive and two grades:

2009 Jeep Liberty Sport

the base Sport (tested) and upscale Limited.

Both are powered by a 3.7-liter V6 engine rated at 210 horsepower and four-speed automatic transmission. A diesel version is available in Europe, but so far, Chrysler has no plans to bring that model to the States.

The current model is larger, with more aggressive exterior styling than the former version.

An optional sky slider roof on the test car ($1075) opens up the top of the Liberty, offering buyers a similar driving experience to the soft-top Wrangler. A control on the overhead console opens the roof from the front or rear.

The waterproof canvas top slides back like an accordion. It’s a very cool feature on off-road trails, since it gives both rows of passengers fresh air and  clear view of the sky.

Unfortunately, it’s noisier than heck on the highway. Driving from Phoenix to Los Angeles, the roof became extremely noisy above eighty miles-per-hour, even though it was completely closed.

Two available four-wheel drive systems.

Of the two available four-wheel drive systems, the part-time Command-Trac comes standard on the Sport, with a shift lever on the floor console that engages rear-wheel drive, high or low-range four-wheel drive on the go.

High-range four-wheel drive locks the front and rear axles together to improve traction on wet or snow-covered roads, while the low-range is best suited for true off-roading, when one or more wheels may be off the ground.

Both the full or part-time four-wheel drive systems carry the Jeep trail rating: they meet internal engineering standards for deep water fording, wheel articulation and directional control. Having taken a Jeep Liberty on a gnarly trail through a southern Indiana woodland, I believe it will handle whatever its owner wants to throw at it.

Standard hill descent control maintains a speed of five miles-per-hour on steep downhills, giving the driver better control of the vehicle than applying the brakes. Hill start assist is also standard: it prevents the truck from sliding backwards when accelerating from a stop on a steep grade.

Attractive package for active lifestyles

Aside from the optional canvas roof, the Liberty is a good choice for buyers who need a mid-sized sport-utility vehicle with reasonable towing capability. Available stain-resistant fabric is a plus for people like myself who get dirty when then play, and sometimes forget to bring a towel to cover up the seats. The fabric is anti-microbial, so it not only stays clean; it doesn’t start to smell after years of rides to and from the local trailhead.

After logging a thousand miles on the test car, I can vouch for the comfort of the front seats. They have plenty of lower lumbar control. Designers also extended the seat cushions this year for better leg support.

While no four-wheel drive car gets great gas mileage, I was able to equal or exceed the Liberty’s twenty-one mile-per-gallon EPA rating on the highway. Keeping the car in two-wheel drive on paved roads adds about a mile-per-gallon to its highway fuel economy.

The gas tank is big enough to give the truck decent range. I was able to drive from Phoenix to Palm Springs, about 250 miles, on about three-quarters of a tank of gas.

Peppy engine

The six-cylinder engine has plenty of pep for average city and highway driving. It does well in the critical twenty-to-fifty mile-per-hour range, merging into high-speed traffic, and has plenty of top-end power to pass other cars on the highway.

A five-speed automatic transmission would have given the Liberty better fuel economy, but the four-speed box performs well on hills. I didn’t notice excessive hunting between gears.

Engineers figured out how to make a rack-and-pinion steering system robust enough for off-road driving. It gives the Liberty better cornering capability and a smaller turning radius on paved roads.

Standard four-wheel disc brakes with four-channel antilock braking stop the truck in a linear fashion without being grabby. Engineers retuned the rear suspension for 2009, giving the vehicle a more linear feel.

Though the solid rear axle doesn’t offer the compliant ride of a fully-independent suspension, it keeps the vehicle more stable when towing a trailer. In the front seat at least, I didn’t find the ride uncomfortably rough.

Spacious interior

The new Liberty has a slightly bigger footprint than the model it replaces, translating to more interior room and cargo space. The front row feels quite open and spacious. Chrysler designers excel at interior packaging. The center console bin has a small shelf up top for electronic devices and a change holder: the bottom is big enough to hold a stack of compact discs.

The standard audio system includes MP3 compatibility and pre-wiring for Sirius satellite radio. Audiophiles can opt to upgrade to a downloadable hard drive that holds tunes and pictures, with an enhanced speaker system.

The second row has adequate legroom for two adults. Cupholders on the floor behind the center console leave almost no legroom for the middle passenger. The same equipment option that adds the stain-repellent fabric also includes a 115-volt inverter in back of the center console, so rear passengers can use their computers en-route.

Second-row seats fold flat using straps on the back of the seat cushion, creating an uninterrupted cargo floor. Folding the seats flat does require removing the headrests, but it’s a fairly simple operation. Buyers who want to carry extra-long cargo inside can opt for a fold-flat front passenger seat.

Despite its high ground clearance, the Liberty’s lift-over height is low enough to make tossing  a bike in back fairly easy. The test car also has optional roof rails.

A small waterproof storage area under the cargo floor is ideal for stashing valuables that won’t fit in the glovebox or center console bin. The under-sized spare is mounted under the truck. Buyers who plan to do a lot of off-road driving should opt for the towing prep package ($580) that adds a full-sized spare.

Off-road enthusiasts will also want to add the skid plate package, that protects chassis components from rocks and roots on the trail, and also adds winch hooks.

Standard safety

All models come with standard electronic stability control, traction control, four-channel antilock braking, front, side and side curtain airbags, hill start assist, hill descent control, and a tire pressure monitoring system.

Made in America

Drivers who want to buy a car made in this country will take heart in the fact that the Liberty is produced in Chrysler’s Toledo, Ohio assembly plant. Both the engine and transmission are also produced in the United States.

Base price for the Liberty Sport is $23,825, not including a $695 destination charge. As with all Chrysler products, the Liberty comes with a lifetime powertrain warranty.

Likes: Affordable mid-sized sport-utility vehicle with true off-road capability and towing up to 5000 pounds. The stain-repellent fabric is a great option for people who like to play hard and get dirty.

Dislike: Optional canvas roof is extremely noisy, especially on the highway.

Quick facts:

Make: Jeep
Model: Liberty Sport 4X4
Year: 2009
Base price: $23,825
As tested: $27,720
Horsepower: 210 Hp @ 5200 rpm
Torque: 235 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 15/21 mpg city/highway

2008 Jeep Grand Cherokee Limited 4 x 4

Full-sized sport-utility vehicle for active, off-road lifestyles
By Nina Russin

2008 Jeep Grand Cherokee Limited

The Jeep Grand Cherokee is a full-sized sport-utility vehicle that a small person can feel comfortable in. Step-in height is exceptionally low: the Grand Cherokee is as easy to enter as a passenger car. Power adjustable pedals with memory are standard on the Limited model. A tilt and telescoping steering column lets smaller drivers maintain a safe distance from the front airbag. This isn’t to say that the Grand Cherokee  isn’t roomy enough for larger men: simply that a small woman doesn’t feel as if she’s driving a big man’s car.

A Mercedes-Benz common-rail diesel engine and five-speed automatic transmission give the Grand Cherokee exceptional fuel economy. The EPA rating is 17/22 miles-per-gallon city/highway, but during my week-long test drive, I averaged about 21. Because diesel engines develop torque at extremely low speeds, the Grand Cherokee is ideal for towing. With the 3-liter diesel engine, it can tow up to 7400 pounds: more than double our minimum ALV standards. And a range of 425 miles per tank of gas means that one can drive from Phoenix to Los Angeles, and still have enough fuel left for rush hour traffic.

The 2008 model is basically a carry-over from the previous year with refreshed interior and exterior styling, standard seventeen-inch wheels on the Limited model, and a couple new options: Sirius rear seat television, and high intensity discharge headlamps. Heated first and second-row seats are now standard on the Limited grade, as is the tilt and telescoping steering wheel with vehicle information controls, and integrated second-row headrests. The test car has the optional MyGig entertainment center that holds up to a hundred hours of music in the hard drive.

Diesel that doesn’t feel like diesel

The three-liter diesel engine has power and performance indistinguishable from a gasoline engine. Throttle response is instantaneous, even during hard acceleration. Using the low sulfur diesel fuel, the engine reduces carbon dioxide emissions by thirty percent compared to gas-powered cars.

The five-speed automatic transmission shifts seamlessly, with a minimum of hunting on hills. There is very little shift shock. The gate shifter allows the driver to keep the lever in drive for automatic gear selection, or shift manually.

I drove Grand Cherokee about four hundred miles, including a trip  between Phoenix and Tucson. While a lot of the driving was on major highways, the annual influx of tourists, a rodeo and major golf tournament in Tucson made for bumper-to-bumper traffic that lasted for miles.

The car’s ergonomic and quiet cabin keeps stress levels in traffic to a minimum. Visibility is excellent all the way around: the Grand Cherokee is one of the few new sport-utility vehicles without a thick, obstructive D pillar. Backing in and out of parking places is a snap using the optional rear backup camera and audible warning system. The optional MyGig system includes real-time traffic through Sirius satellite radio.

The standard suspension is an independent front axle and live rear end with stabilizer bars on both. The solid rear axle makes the Grand Cherokee better suited for towing. Live rear ends can tend to chatter at high speeds, but the set-up on the Grand Cherokee feels pretty compliant.

Rack-and-pinion steering gives the car above average cornering and steering feedback. In the past, engineers shied away from rack-and-pinion set-ups on off-road vehicles because they lacked durability, but the components on new cars are robust enough to handle rough trails.

Trail rated

The Grand Cherokee is one of Jeep’s trail rated vehicles, meaning it conforms to internal engineering standards for off-road traction, ground clearance, maneuverability, articulation and water fording. The test car comes with a two-speed transfer case that provides exceptionally low gearing for uneven terrain: the low four-wheel drive gears engage by pressing a lever on the center console. Hill descent control and hill start assist help the driver to maintain directional control going up and down steep hills without relying on the brakes.

The Grand Cherokee has 9.2 inches of ground clearance: plenty to clear any obstructions on the trail. It also has a full-sized spare, and all-terrain tires. An engine block heater that comes with the convenience option package heats up the glow plugs for the diesel engine when temperatures drop below freezing.

Versatile interior

The Grand Cherokee’s interior has all of the necessities for active adults: storage pockets and bins of various sizes, lots of power outlets, available GPS navigation, and a generous, configurable cargo bay. There are three twelve-volt power points and a 115-volt inverter so both rows of passengers can use and recharge electronic devices.

Temperature and audio controls are easy to reach from either front seating position. Small cubbies in the floor console hold electronic devices: there are two, twelve-volt outlets at the base of the center stack. The floor console also has two large cupholders. A large bin under the center armrest has an integrated change holder. All four doors have map pockets.

The overhead console has a sunglass holder and two, good-sized reading lamps. An optional power moonroof on the test car lets fresh air into the car and extra light into the second-row seats.

While the second row holds three passengers, two will be more comfortable on a long trip. A fold-down second-row armrest has an integrated bin that holds maps, paper pads, or small electronic devices. The 115 volt inverter is located on the back of the center console.

The Boston Acoustics premium sound system, standard on the Limited grade, includes a MP3 plug-in and a one-year subscription to Sirius satellite radio.

Front seats are easy to adjust using electronic controls, and provide good lower lumbar support. Seat heaters for the front and outboard second-row seats have separate settings for the seatbacks and seat cushions. The steering wheel has controls for the center information display in the instrument panel, that includes tachometer readings, distance to empty, average fuel consumption, etc.

Spacious cargo area

The Grand Cherokee easily meets our bicycle friendly standards: the spacious cargo area is easy to load, with plenty of hooks and tie-downs for smaller items. A reversible cargo floor includes a small storage shelf: there is a shallow storage bin below the cargo floor as well. The liftgate glass can open separately for loading smaller items in back. Second-row seats fold flat to extend the load floor for larger items. Roof rails and cross bars are standard on the Limited grade. Towing capacity with the diesel engine is 7200 pounds.

Five star safety

The Grand Cherokee received the government’s highest safety rating for front and side impact collisions, and four out of five stars for rollovers. Standard safety features include antilock brakes, traction control, front, side and side curtain airbags, electronic stability program, and a tire pressure monitoring system.

Base price on the Limited grade is $38,555, not including  $695 destination charge. The 2008 Grand Cherokee is on display at Chrysler dealerships nation-wide.

Likes: The Grand Cherokee is one of the few full-sized sport-utility vehicles that smaller drivers can feel comfortable in, with a low step-in height, tilt and telescoping steering wheel and adjustable pedals. It’s off-road capability, versatile cargo area and abundance of power points make it a perfect choice for people with active lifestyles.

Dislikes: Second-row passengers do not have separate climate controls.

Quick facts:

Make: Jeep
Model: Grand Cherokee Limited 4 X 4
Year: 2008
Base price: $38,555
As tested: $41,055
Horsepower: 215 Hp @ 3800 rpm
Torque: 376 lbs.-ft. @ 1600 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 17/22 mpg city/highway
Comments: Base price does not include a $695 destination charge.

2008 Jeep Liberty Limited 4×4

The 2008 Liberty sports a bold new face, more powerful engine, and improved off-road capability.
By Nina Russin

2008 Jeep Liberty

The first Jeep Liberty struck me as a downsized Cherokee: a road car that could cruise the trails. The second Liberty is more of an upsized Wrangler: loves to play in the mud, but with more amenities than its smaller sib.

The exterior is leaner and meaner: more iconic Jeep. A big toothy grille dominates the front end, framed by two angular headlamps, square fenders, and a flat hood. There’s a conspicuous absence of soft curves. The Liberty stands tall and at attention, with wheels pushed to the corners for better stability.

There is one engine, a 3.7-liter V6, mated to either a six-speed manual or four-speed automatic transmission. Chrysler is selling a diesel model in Europe, but has no plans to bring it to the states. The 210 horsepower V6 has ample low-end acceleration, and the ability to tow up to 5000 pounds: well over our ALV minimum standard.

The four-speed automatic transmission seems lacking in this era of five and six-speed packages. It downshifts exceptionally hard, and has less than stellar fuel economy. While Jeep spokespersons are happy with the tried and true package, I suspect that finances may have played a role in the engineers’ decision.

The model line-up includes two grades, Sport and Limited. Chrysler expects the Sport model to comprise sixty-five percent of sales. Pricing starts at $20,990 for the 4×2, and $22,660 for the 4×4 model. The upscale Limited grade that starts at $25,175 comes with the Yes Essentials fabric interior that resists stains, chrome accents, and larger wheels.

The new Liberty is part of Jeep’s largest product offensive to date, increasing its stable from three to seven models since 2004. The first Liberty filled the slot between the Wrangler and Grand Cherokee. The new mid-sized model moves upscale, with a larger engine and more amenities than either the Patriot or Compass.

Midwest drive test

I drove the Limited 4×4 model at a recent press event in Indianapolis. Our drive route took us through the southern tier of the state. While Indiana has no lack of highways, its biggest asset is the network of two-lane roads that pass through small farm towns. Opportunities for off-road driving are plentiful in state recreation areas. The hilly terrain and an abundance of rain make for challenging trails. The trails are heavily forested, with lots of exposed roots, boulders, and short, steep hills.

While the new Liberty has a bigger footprint than the first model, it’s still small enough to function well as a city car. The wheelbase is 106 inches with front and rear tracks of 61 inches. Like the original model, the 2008 Liberty has rack and pinion steering, which gives it the turning capability of a passenger car. Turning diameter is just over 35 feet.

The steering feels loose at high speeds. It doesn’t have exceptional on-center feel, but it’s good enough to give the driver some feedback from the wheels. Stabilizer bars front and rear help the car corner flat, as do gas-charged shocks.

Front and rear disc brakes are solid and linear. The standard antilock braking system engages appropriately. Electronic stability program is also standard on all models.

The suspension is independent in front with a live rear axle. The solid rear end makes the car more adept at towing large loads. Unlike some live axles, this one doesn’t bounce a lot. Both rows of passengers should find the ride comfortable.

The Limited has standard 17-inch wheels. The test car had the optional 18-inch rims, offering an even more stable footprint. This is especially noticeable on the highway. Despite its relatively narrow stance and high profile, the car feels stable at high speeds, much more so than the Wrangler.

Dirt dog

The new Liberty really shines off road. Hill descent control and hill-start assist make it possible for drivers without much experience to tackle difficult trails. When shifted into low mode, the engine multiplies torque, and provides extremely low gears for crawling over uneven terrain.

The wooded trail in southern Indiana was a challenging test. The Liberty felt solid and moved forward easily with one or more wheels off the ground. The hill descent control allowed the vehicle to crawl down extremely steep grades, while the hill-start assist kept it from sliding backwards when the driver stopped on a steep uphill.

With seventeen-inch tires, the car’s axles have over seven inches of ground clearance. Optional skid plates protect the chassis against larger rocks. All models have adequate wheel articulation to clear deep ruts, and are engineered to ford deep water without damaging the engine.

A clear view of the sky

Jeep’s new Sky Slider roof opens up the Liberty, giving both rows of passengers a clear view of the sky. The cloth top retracts similar to a convertible. It can open from either the front or rear. When fully open, it’s four times the size of a conventional sunroof. The effect is similar to the soft top on the Wrangler, but better suited for four seasons. In anticipation of Midwestern winters, engineers tested the roof with four hundred pounds of snow.

When the top is open, it makes a lot of noise on the highway. But on the trails, it’s an absolute joy. With no glass beneath it, passengers are literally connected to the outdoors. Not only did we see the branches swaying above us, we had a few leaves drift inside while on the trails. Open-air enthusiasts should fork out the cash for the option. A button on the instrument panel makes it easy to open and close, and the open roof gives the new Liberty a classic Willys Jeep feel.

The larger wheelbase added interior room to the new car, especially for second-row passengers. There’s adequate legroom, although four passengers will be more comfortable than five.

The test car had optional leather front bucket seats with position memory and seat heaters. Both front seats are comfortable and offer good lower back support. The driver’s seat has an adjustable lumbar. The steering wheel tilts but doesn’t telescope, which could be a problem for smaller drivers. It has cruise control and information system buttons on the front, and redundant audio controls in back. 

All models come with a standard MP3 plug-in. The test car had optional Sirius satellite radio and the upgraded Infinity audio system. An optional navigation system displays two or three-dimensional maps. Park sense rear park assist warns drivers about obstacles that may be in blind spots to the rear.

Both rows of passengers have decent sized cupholders. There is a 115 volt-inverter to the rear of the center console, and a 12-volt power point on the instrument panel. A large bin in the center console is big enough to hold compact discs or a small pack. A small removable tray holds electronic devices, and includes a change sorter.

The floor-mounted gate shift is easy to reach and engage. A lever in front of the shifter engages the various four-wheel drive modes. Buttons on the instrument panel engage the hill start assist and hill descent control features for off-road driving.

Second-row seats are easy to fold flat, by pulling on a single strap to the side of the seat cushions. The seats fold flat without removing the headrests, making the new Liberty bicycle friendly.

The liftgate includes a flipper window that opens separately for loading in smaller items.  There are six tie-down hooks in the cargo area for securing items: a must for off-road driving. The spare tire has moved from the liftgate to a spot under the cargo floor, making it easier to load up the back of the car. The cargo floor is reversible. One side is carpeted, while the other is made of a durable vinyl, with detents for holding items in. There is a waterproof storage area under the cargo floor.

Roof rails are standard on the Limited model. A step plate in the rear makes it easier to load items up top.

The all-new Liberty rolls into Jeep dealerships this fall.

Likes: The new Liberty has a more powerful engine than the original model, as well as a roomier interior with more creature comforts. Off-road performance is exceptional. The available Sky Slider roof will appeal to outdoor enthusiasts who need the four-season versatility of a hard top.

Dislikes: The four-speed automatic transmission produces a lot of shift shock. Steering response on the highway is soft.

Quick facts:

Base price: $26,785
Price as tested: $32,895
Horsepower: 210 Hp @ 5200 r.p.m.
Torque: 235 lbs.-ft. @ 4000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 15/21 m.p.g. city/highway
Comments: Base price includes $660 destination fee.

2007 Jeep Compass Sport 4X2

Affordable Crossover
By Nina Russin

2007 Jeep Compass

Jeep calls the compass a sport-utility vehicle, but it’s more of a crossover. The first front-wheel drive Jeep shares chassis components with the Dodge Caliber and Jeep Patriot. All three vehicles are produced on the same assembly line: flexible manufacturing allows engineers to tweak each car for a different purpose. The Caliber is the most car-like platform, intended primarily for paved roads, while the trail-rated Patriot has good off-road traction thanks to all-wheel drive, hill descent control and crawl ratio gearing.

The Compass falls somewhere in-between. It has the Patriot’s high ground clearance, and when equipped with optional all-wheel drive, can navigate some moderate trails and sand dunes. While both Patriot and Compass share the same automatic transmission, the Compass is not available with the optional crawl ratio. It also lacks the underbody cladding that protects chassis components from rock damage, and allows the Patriot to ford deep water.

The front-wheel drive Compass has some advantages over the Patriot for buyers who rarely drive off-road. Fuel economy is a big one. While the all-wheel drive Patriot averages twenty-two miles-per-gallon, the Compass gets almost twenty-six. The Compass is also more affordable: almost five thousand less for the front-wheel drive base model than the four-wheel drive Patriot.

Both cars run on a 2.4-liter four-cylinder engine developed as a joint venture between DaimlerChrysler, Hyundai and Mitsubishi. The manufacturers reduce production costs by pooling their collective engineering resources, and producing the engines in large numbers as a dedicated assembly plant.

While the 172-horsepower engine isn’t exactly a barn burner, it has enough power for urban driving: decent acceleration off the line, and enough high-end power to pass other cars on the highway. Variable valve timing allows engineers to maximize fuel economy while maintaining enough torque to make the car accelerate hard.

The continuously variable transmission lacks the shift shock of normal automatic transmissions, and also contributes to better gas mileage. There was a noticeable chuggle on the test car during deceleration: probably the torque converter clutch solenoid disengaging.

In order to save gas mileage the transmission uses a friction coupling when the car is cruising, and converts back to a liquid coupling when the driver speeds up or slows down. The torque converter clutch solenoid engages and disengages the friction coupling.

I also noticed some rough idle, especially when the air conditioner was set at maximum. The air conditioner places additional load on the engine, so it comes close to running too lean. The symptom is more vibration than normal: not great performance, but probably something an owner could learn to live with.

Seventeen-inch wheels and all-season tires are standard on the sport model. They provide a wide and stable footprint for driving on paved roads. The standard undersized spare works fine on paved roads, but isn’t as good as a full-sized spare on trails and graded dirt roads. Buyers who plan to drive any distance off-road should probably opt for all-terrain tires and a full-sized spare: available from the factory. Standard discs give the Compass firm, linear braking, while the four-wheel independent suspension allows both rows of passengers to ride in comfort.

Rack-and-pinion steering provides good handling characteristics on the highway. It is easy to maneuver through traffic, and has a positive on-center feel for making quick lane changes or emergency maneuvers. Turning radius is a touch over 35 feet.

Ground clearance is just over eight inches: enough to clear errant rocks and roots on a dirt road. Engineers positioned the wheels close to the corners of the car to keep the front and rear overhangs short. The angles of approach and departure are sufficient to ascend and descend the types of steep hills one finds on dirt roads and trails.

The Compass is not a good car for towing, partly because it’s front-wheel drive, and also because the engine lacks sufficient power. Even with the optional trailer tow package, towing capacity is only 2000 pounds: far below our minimum active lifestyle vehicle standards.

Standard safety features include traction control, antilock brakes, electronic roll mitigation and electronic stability program. Front and side curtain airbags protect both rows of passengers in the event of a serious collision.

Durable interior

I love the interior of the Compass because it’s simple and practical. The test car has optional YES essentials fabric that resists stains and odors. As someone who often enters cars dripping with sweat, it’s a huge benefit. I didn’t have to keep a towel on the driver’s seat to avoid staining the fabric. In the southwestern summers, cloth upholstery is far more comfortable than leather.

The manually adjustable seats are easy to use and comfortable. A standard tilt steering column allows me to find a comfortable driving position, and keep the wheel low enough so not to obscure my view of the road. The center armrest slides fore and aft to accommodate drivers of different sizes. The armrest lid opens to reveal a small pocket for holding a MP3 player, PDA or cell phone. Passengers will find the large map pocket above the glove box a handy storage spot.

The test car has the standard sound system: an AM/FM/CD changer with a MP3 jack. Audiophiles can upgrade to a Boston premium sound system with Sirius satellite radio.

The second-row seats are comfortable enough for a long road trip, although taller passengers may be squeezed for legroom. While the Compass has three seating positions in back, it holds two adults comfortably. Second-row passengers get their own cupholders, in the back of the center console: they are large enough to stow water bottles. All four doors have map pockets.

Anyone who lives in a warm climate will want to purchase air conditioning: a $2850 option package on the Compass Sport. The option includes tinted glass, power mirrors, windows and locks, a 115-volt power point, remote keyless entry, and a rechargeable lamp that can be removed from the car and used as a flashlight.

The other major option on the test car is a driver convenience group package that adds an ambient temperature display, fuel meter, and tire pressure monitor. The fuel meter shows the predicted driving range. For reasons I don’t quite understand, it seemed to jump around a lot. I would turn off the ignition with the meter reading “200 miles to empty,” and find it at “220 miles to empty” when I turned the ignition back on. For that reason, it seemed more annoying than useful. I would rather look at the analog gas gauge, and fill the tank before it’s running on fumes.

The vinyl load floor in the cargo area is removable for cleaning: another great feature for anyone with an active lifestyle. The rear seats fold down using straps to the sides of the seat cushions. It’s an easy system to use. With the rear seats flat, the Compass will easily hold a bike or two with the front wheels removed. The liftgate is easy to use for people of most sizes, and reveals a large opening that makes the back easy to load up. Roof rails are standard on all models.

Total price on the test car is just over $20,000, making the Compass an affordable car for people who want some extra cash in the bank for athletic gear. The Compass is produced at Chrysler’s Belvedere, Illinois plant, and is currently on display at Jeep dealerships nationwide.

Likes: Affordable, versatile crossover with good fuel economy, an attractive and practical interior, and plenty of room for four adults. While it is not trail rated, the Compass has enough ground clearance and standard traction control, for driving in snow or on unimproved dirt roads.

Dislikes: The second-row seats may be short on legroom for taller passengers.

Quick facts:

Base price: $15,550
Price as tested: $20,615
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 24/27 m.p.g. city/highway

2007 Jeep Patriot Limited 4X4

Affordable fun
By Nina Russin

2007 Jeep Patriot

In 1958, my parents paid twenty-five thousand dollars for the house I grew up in. Today houses cost ten times that, and the average cost of a new car is twenty-six thousand. Since most of us don’t earn ten times what our parents did, this presents a problem.

Pricing is what makes the Jeep Patriot special. For under $15,000, buyers can get a sport-utility vehicle with off-road capability, a spacious cargo area and seating for five. Call Patriot the poster child for our best value category.

The test car is the upscale Limited grade, with the Freedom II off-road package, including skid plates, hill descent control, tow hooks, locking differentials and a full-sized spare. It also has some extra creature comforts such as leather trim, satellite radio, ambient temperature display and compass. Put simply, it’s the fully loaded package. Cost is $25,295: a jump up from the base model, but still a good value. Fuel economy is a respectable 21/23 miles-per gallon city/highway.

I’m not saying that the Patriot is a perfect car: the four-cylinder engine is anemic in a vehicle this size, and the gas tank should be bigger, to give the car better range. But having driven the car for a week, I found those flaws pretty easy to live with.

Chrysler contained engineering and production costs via its alliance with Mitsubishi and Hyundai. The Patriot’s four-cylinder engines are part of the joint venture, produced at a dedicated plant in Dundee, Michigan.

The Limited has the larger engine: a 2.4-liter block, that produces 172 horsepower and 165 pound-feet of torque. The Patriot is available with either manual or automatic transmissions. The test car has the automatic: a continuously variable transmission with a low-end crawl ratio for off-road driving.

The Patriot is capable of accelerating hard enough to merge onto the freeway and pass at high speeds as long as it isn’t hauling too much weight. Towing capacity is 1000 pounds: 2000 with the trailer tow group option. That’s well below the 3500-pound minimum we use to identify vehicles with good towing capability.

While it isn’t a speed demon, the Patriot is certainly a pleasant car to drive. The four-wheel independent suspension gives it a compliant ride both on and off paved roads, while the rack-and-pinion steering provides steering response typical of smaller passenger cars. Braking is firm and linear.

The test car comes with 17-inch wheels and tires: an upgrade from the 16-inch rims on the base model. It also has a full-sized spare mounted under the cargo floor as part of the off-road option package. All season tires aren’t ideal for off-road driving, but they are adequate for graded dirt roads, and they are quieter on paved roads than off-road treads.

Driving the car through dense traffic, I found visibility to be good all the way around the vehicle. The Patriot cruised along at highway speeds comfortably, and had enough high-end power to pass when necessary.

Testing the air conditioning in the heat of the day, I was impressed with its ability to cool the interior down quickly and maintain a comfortable temperature. When the mercury reaches 115 degrees Fahrenheit, there are more expensive cars that can’t pass the test.

Attractive, spacious interior

Both rows of passengers have ample leg, shoulder and headroom. The Patriot will hold four adults comfortably: five for a short trip. The seats have manual adjustments that are easy to use. There is a lumbar adjustment on the driver’s seat. Heated front seats are standard on the Limited model.

Both front doors have map pockets and smaller cubbies for a cell phone or PDA. The armrest on the center console slides fore and aft to accommodate drivers of different sizes. It flips open to reveal a small pocket for cell phones or MP3 players.

There is a 115-volt power outlet in the center console, and a 12-volt power point on the instrument panel. Power locks and power fold-away mirrors are standard.

The audio and temperature controls are easy to reach from both front seating positions. A shelf above the glovebox stows maps or paperwork.

The gate shifter is located in the center stack, keeping the center console open for cups, bottles and storage. The audio system includes an AM/FM radio, Sirius satellite radio,  CD player and MP3 jack. In back, the rear speakers flip down from the tailgate to send music outside the car.

Rear passengers have two cupholders in the back of the center console as well as bottle holders in the door pockets. The 60/40 rear seats flip down using a pull-strap located outboard of the seat cushions. It’s a quick operation that makes the Patriot bike friendly.

The cargo floor is textured plastic: a durable material that’s easy to clean. There are four tie-down hooks around the cargo floor. With the rear seats in place, I had enough room to stash several large cartons. A tonneau cover keeps the items in back out of sight.

Standard safety

The Patriot is laden with standard safety features, including antilock brakes, front and side curtain airbags, and electronic stability program with roll mitigation. A button on the instrument panel turns off the electronic stability program so drivers can maneuver through uneven terrain off-road. There are also tow hooks to the front and rear of the car, in case it gets stuck in a rut.

The all-new Patriot is on display and ready for test drives at Jeep dealerships nationwide.

Likes: An affordable off-road vehicle with seating for five, a high level of standard safety features and a well-designed cargo area. The bike-friendly Patriot offers people with active lifestyles a car that should fit their needs, at a price that won’t break the bank.

Dislikes: The four-cylinder engine lacks low-end power. Towing capacity does not meet our active lifestyle vehicle standards. The gas tank is too small and limits the car’s driving range.

Quick facts:

Base price: $14,985
Price as tested: $25,295
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 21/23 m.p.g. city/highway

2007 Jeep Wrangler Rubicon

Ultimate Off-Road Tool
By Nina Russin

2007 Jeep Wrangler Rubicon

If I was to rate the off-road courses I’ve driven on a scale of one to ten, the Rubicon trail just outside of Lake Tahoe would be eleven. It’s easier to walk the trail than to drive it: faster too. Vehicles without four-wheel drive and a two-speed transfer case need not apply. There are few times, if any, that all four wheels of any given vehicle will make contact with the ground. Going forward on two is not unusual.

When Bob Lutz was Vice Chairman of Chrysler, he decided to make the Rubicon trail the litmus test for all Jeep products. Jeeps that have the guts to go end to end in tact are called “trail rated.” Having driven the Rubicon trail in a Wrangler, I can attest to its durability.

Because visibility is so important in off-road driving, the doors of the Wrangler come off, and the windshield flips down. The wheels have tons of travel. Skid plates beneath the truck protect the chassis against rocks. The Wrangler can go through deep water without intrusion into the engine. There are tow hooks to the front and rear. Best of all, the whole interior is designed to hose out after the adventure is over.

Rubicon is also Jeep’s designation for the top-grade Wrangler, one of three trim levels. The Rubicon has a base price of $26,090: the test car with a removable hard top, upgraded stereo, side airbags and automatic transmission retails for just over $31,000.

The Wrangler Rubicon has larger front and rear axles than the lower grades, special wheels and off-road tires, locking front and rear differentials, an electric disconnecting sway bar to give the wheels more travel on trails, and a more sophisticated two-speed transfer case.

All of this makes the Wrangler Rubicon either the best or worst active lifestyle vehicle on the planet. For off-roading enthusiasts, it’s manna: for triathletes, probably not. For example, the Wrangler doesn’t have a lot of storage space with the rear seat in place. The second-row seat tumbles forward to extend the cargo floor, but the space is still too small to fit a bike in easily, even with the front wheel removed.

The real deal

One of the coolest things about the Wrangler is its styling, evolved front the original 1941 Willys Jeep. Its exterior doesn’t change much: the distinctive front grille and round headlamps look pretty much the same as they did fifty years ago. Innovations such as the three-piece modular hard top are crafted to blend in with the classic Jeep styling.

The Wrangler is obviously a no-nonsense car for people who like to live life on the edge, or at least drive on it. Despite the availability of both hard and soft tops, it’s basically an open-air car. The Wrangler seems most at home with the top removed, blazing down a dirt trail, with bungee cords holding down the cargo. Everything the driver needs to survive a tough trek in the wilderness is easy to get to: the rear-mounted full-sized spare tire, locking center console, electronic locking differentials, transfer case controls, power points, etc.

The new cars have a few more concessions to the civilized world: more passive safety features, available power windows and locks, remote keyless entry, and satellite radio. The new hardtop comes with a rear window defroster and wiper. The glass flips up and out of the way to make loading cargo easier.

Improvements for ’07

The 2007 models have a more powerful V6 engine, paired up with a four-speed automatic transmission. Compared to the outgoing model, the new Wrangler Rubicon has more low-end torque. It’s easier to merge onto the freeway, and to pass other vehicles at speed.

Engineers made the frame stiffer, which translates to fewer squeaks and rattles. They also retuned the shocks and suspension to keep the vehicle flatter on paved roads. The sway bars keep the Wrangler flatter in the corners.

Visibility with the hard top in place isn’t great. The rear window is relatively small, and the brake light blocks some of the view. The side mirrors do an acceptable job of compensating for blind spots, but I wouldn’t want to try a series of quick maneuvers in thick traffic.

The new models are more spacious inside. There is more room for both front and rear passengers. It’s still hard to get into the back seat since the Wrangler is a two-door vehicle, and rear passengers have to climb up and around the front seats. The front seats flip forward, but there still isn’t much room, due to a fairly large B pillar.

Electronic stability program and antilock brakes are standard on all models. The test car also has side air bags: a $490 option.

All models have a grab bar mounted on the instrument panel for the front passenger. It works pretty well when the vehicle is at a sharp tilt going over a gnarly group of boulders. Since the doors are usually removed at this point, side airbags won’t work.

Most off-road driving takes place at extremely slow speeds: under five miles-per-hour. As long as the Wrangler doesn’t roll, the passenger should be able to use the grab bar to keep from sliding out of the seat.

Small but functional cargo area

Designers made the best use out of the limited cargo space by adding a small under-floor storage area, and equipping the cargo floor with plenty of tie-downs. Flipping the second-row seat forward is easier with the headrests removed. Once that’s done, it’s basically a one-step operation. With the seat folded forward, there’s enough room for some camping gear, but the space is still too small to comfortably house a bicycle. The rear gate opens sideways, and the glass flips up, so access to the back is good.

Towing capacity for the Rubicon is 2000 pounds with either automatic or manual transmission: not enough to meet our ALV requirements.

More luxurious interior

The test car has the optional stereo upgrade: a six-disc changer that’s MP3 compatible, and AM/FM/ satellite radio. The new modular hard top ($1585) comes with a rear window defroster and wiper. The three-piece top has separate removable sections for both front passengers, and a third panel for the rear seats.

The cloth upholstery is soil-repellent and anti-microbial: an asset for those of us who get sweaty enough to soak the seats. There are two large cupholders in the center console and two power points in the instrument panel. The doors have map pockets but not bottle holders. There’s a large flat work surface between the two front seats, and plenty of small cubbies to hold things like cell phones and PDAs. The center console also has a locking compartment to store valuables when the hard top is removed.

Considering the fact that the hard top doesn’t provide much insulation, the air conditioner works surprisingly well. It can cool the vehicle down quickly in the late afternoon, when temperatures here in Phoenix reach into the triple digits.

Off-road performance for city dwellers

While the Jeep Wrangler has always excelled in extreme off-road conditions, it has not been a particularly practical car for everyday use. The new Wrangler comes a lot closer. It’s got a smoother, more refined ride, a better engine, more comfortable interior, and more safety features. Don’t expect the ride and handling of a passenger sedan: that isn’t what the Wrangler is about. It’s a niche car for people who want to blaze their own trails, and eat plenty of dust in the process.

The Jeep Wrangler is produced at Chrysler’s Toledo, Ohio assembly plant, and is currently in showrooms at dealerships nationwide.

Likes: An extremely capable off-road vehicle with exceptional wheel articulation, traction, and durability. The new Wrangler Rubicon is a better road car than the outgoing model, with a more powerful engine, stiffer frame, better suspension, and more comfort and convenience features.

Dislikes: The cargo area is small, even with the second-row seat tumbled forward. The second-row seats are hard to get into. Visibility to the rear is limited with the hard top in place because of the small rear window.

Base price: $26,090
Price as tested: $31,125
Horsepower: 202 Hp @ 5000 r.p.m.
Torque: 237 lbs.-ft. @ 4000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: N/A
Fuel economy: 16/19 m.p.g. city/highway
Towing: No
Off-road: Yes
Bicycle friendly: No
First aid kit: No
Comments: Base price does not include a $660 destination charge.