1981 Jeep Cherokee Reviews

Once again the Cherokee has risen to take on an army of rivals in the mid-size sports utility market. Jeep has brought out the big guns with the new KL series.  These include all-terrain ability, better fuel efficiency, new technology, advanced styling and upgraded safety systems. It's also the first in the segment

Carsguide reviews the best of the medium SUV pack from Jeep Cherokee, Mazda CX-5, Nissan X-Trail, Mitsubishi PHEV.

Bill Buys road tests and reviews the 2014 Jeep Cherokee.

Tigershark, Longitude and Trailhawk are among the latest names in the ever-changing Jeep family, all associated with the totally revised new Cherokee, a model entirely different from previous wearers of that nameplate.The new medium-sized SUV is still a pretty capable off-roader, but it's now much more civilised, with a classy cabin, aerodynamic styling and some impressive technology.There are four models, starting with the Sport, a four-cylinder front wheel driver and the sole city-oriented model. Then come the Longitude, Limited and Trailhawk, all with 4WD in several configurations, and V6 power. Common to the entire range is a nine-speed automatic transmission; it's a superb self-shifter with smooth action and very effective in cutting fuel consumption.Longitude is a bit of an oddball. It's called a Latitude in its home country and in many other markets, but in Australia a Latitude is a Renault sedan. So the name lines had to be redrawn.The Sport is from $33,500, Longitude $39,000, the more luxurious Limited is $44,000 and the Trailhawk $47,500. In contrast to earlier Cherokees, the new ones are well-appointed, beautifully finished and packed with all the electronica du jour. All get keyless remote entry, a tilt-and-telescoping steering wheel, a 60/40-split folding and reclining rear seat, rearview camera, Bluetooth phone and audio connectivity, a good audio system with a touchscreen interface, USB/iPod integration, an auxiliary audio input and an SD card reader.Specs increase with each ascending model and a long list of options lets every buyer tailor the car to taste and needs. The V6 models get dual-zone automatic climate control, an eight-way power driver's seat, bigger touchscreens and the rest of today's essentials. US industry authority Ward's gave the new Chero a 'best in class' rating. There are lots of onboard storage nooks and bins and several power outlets. Occupants get good seating and comfort, but the trade-off is a not-so-big cargo area.Colours? Morocco, Iceland, Grand Canyon and Vesuvio. Or in non-Jeepspeak, black, black and grey, brown and brown and indigo. In cloth or Nappa leather. The exterior colour, for all models, is bright white.  Mango tango, granite crystal, true blue, cashmere, billet silver and brilliant black are all available – as options.The four-pot Sport uses a 2.4litre Fiat-derived but US-assembled Multiair single cam motor that happily spins into redline territory and produces 137kW and 232Nm. It runs on 91 octane and averages 8.2litres/100km. Why Jeep added 'Tigershark' to the engine's name is a mystery. Probably sounds good in the marketplace.What matters most is it's a whopping 33 per cent more fuel-efficient than the old Cherokee. The Longitude, Limited and Trailhawk have the class-leading 200kW/316Nm 3.2litre Pentastar V6 motor. Based on the brand's 3.6litre V6, it's also happy on 91 brew, and averages 10.0litres/100km. A 2.0litre Fiat diesel motor will later be available on the Limited.Longitude and Limited come with Active Drive I, a light-duty 4WD system sans low ratios that will cope with most conditions. It includes a Selec-Terrain traction control dial to choose between auto, snow, sport and sand/mud. The V6 Cheros also seamlessly change from four to two-wheel drive when they sense there's no need to drive all the wheels.Folk planning to tackle more serious offroad surfaces need the Trailhawk, which has 18-inch alloys with all-season tyres, raised suspension, recovery hooks and a more aggressive 4x4 system, including low gearing and a locking rear diff for crawling over rocks and suchlike. It also has a 'rock' switch on its Selec-Terrain system – and it's the only one to get hill descent control .As for safety, the new multi airbagged and electronics-equipped Cheros got a five-star safety rating.  And those stylish lines with the waterfall grille and scalloped sides have greatly improved not only the car's looks, but its wind-friendliness. That, in turn, makes it quieter, appreciably quicker and more fuel-efficient.The all-independently sprung SUVs have 45 per cent more high tensile steel in their unibody construction, making them a lot more rigid and better handling. We got to drive all four models in South Australia's spectacular Flinders Ranges, liked their quiet cabins, compliant rides and precise steering. The suspension soaks up bumps in the roads and tracks and gives a good balance between comfort and roadholding.Much as we liked the extra power of the V6 trio, we think the Sport will be the top seller. It's a smart package with a terrific drivetrain, gives the best economy and should be the choice of the nine out of 10 buyers who never go off-road.And here's a bit of official Jeep tech talk on the styling that we can't quite figure out: 'The front visually flows through the rest of the vehicle with windows that link together, with the fast front windshield speeding to the backlight.' 

Land Rover Discovery and Jeep Grand Cherokee go head-to-head in this comparative review. .star {width:135px;}#article-corpus {width:100%; padding-right: 0;}

Building Jeep's iconic brand name on an Italian family-car chassis is the automotive equivalent of RM Williams subcontracting for Victoria's Secret lingerie.

The XJ Cherokee was welcomed with a wave of derision when it arrived here in 1994. It was an old design with shoddy American build quality cried its critics back then, but time has shown their criticisms to have been shortsighted.With the earliest cars now on the road here for up to eight years the XJ Cherokee has won plenty of supporters for its ruggedness and reliability, attributes now increasingly attractive to used car buyers.The Cherokee was first launched in America in 1984, and was one of the first off-roaders to feature unitary body construction which gave it tight car-like on-road manners while retaining much of the off-road capability of the more traditional rugged four wheel-drive wagons with the then more familiar construction of separate body on a ladder chassis.It was an instant hit in its homeland and can claim much of the responsibility for kicking off the SUV (Sports Utility Vehicle) stampede that has seen thousands of buyers abandon cars for the perceived safety of the four-wheel drives.The XJ was more than a decade old when it was launched here, which was why it was so widely derided by motoring writers who were eager to write it off as being a basic design and poorly built with a cramped interior and dated dash layout.Despite its ageing design it quickly became a popular choice with Australians, particularly because it was very competitively priced.Like Americans local buyers took to the compact Jeep as an alternative to regular sedans as a round town family vehicle rather than as an off-roader, so most of them have been used in supermarket service or delivering the kids to school and few of them have done any serious off-road work even though they are eminently qualified to survive in the bush.Development of the ride-hand drive version of the XJ was done locally in 1987 well before the Cherokee was launched here through Astre Automotive, then the distributors for Jeep before Chrysler returned to Australia.MODEL WATCHTwo models were available from launch. The basic Sport which came standard with cloth trim, central locking, power mirrors, power windows, power steering, air-conditioning and limited-slip diff.The upmarket Limited model was a smarter vehicle with alloy wheels, power front seats, leather trim, tele-tilt steering column and ABS brakes.Classic upgrade packs were available as a dealer-fit item at the beginning and these essentially consisted of a front nudge bar, colour-coded bumpers, grille and flares.Power came from a fairly basic, but well proven 4.0-litre push-rod six-cylinder engine with fuel-injection and electronic ignition.It was only available with a four-speed Aisan-Sieki automatic transmission, and had a viscous coupling and Trac-Lock four-wheel drive system.While being of a basic design with little refinement and with cast iron block and cylinder head, the Jeep six was a tough torquey performer, which made it ideal in an off-road situation and perfect for towing. Power was 135 kW at 4700 rpm and torque was 299 Nm at 3200 rpm.A year after the initial launch a 2.5-litre four cylinder intercooled turbo-diesel was added to the range, and this was available only with a five-speed manual gearbox. Power was 85 kW at 3900 rpm, torque 300 Nm at 2000 rpm, and it was a fuel miser.Underneath it had solid axles at the front and rear, with coil springing at the front and leaf springs at the rear. The Sport had a heavier duty Upcountry suspension set-up as standard while the Limited came with a European Touring suspension, but each could also be had with the alternative.An update in 1997 saw some revised cosmetics, the front vent widows deleted, and a new dash along with a stiffer body and a steel rear door in place of the composite door of the preceding vehicles.IN THE SHOPDespite the dire predictions of the motoring media the XJ Cherokee has stood up well to Australian conditions.The interior plastics that were written off as cheap and nasty are holding up well. None of the cars checked showed signs of cracking in the dash or warping of other components exposed to the sun. Interior trim material, whether cloth or leather, is durable and wearing well.Mechanically the engines aren’t showing any pattern of regular failure. The problems reported are the odd hose or water pump failure, but the reports are few and far between. Petrol engine will happily live on a diet of LPG without requiring any rework of the head or valves.Drivelines likewise are essentially troublefree, but it’s important to check for a reliable service record to ensure that drive shaft joints have been regularly serviced. Inadequate servicing can result in seized or partly seized joints, which typically show up as a vibration at 80-90km/h.There was an early recall when the bolts attaching the steering box to the chassis were coming loose and in some cases causing a hairline crack in the side rail, but all vehicles were checked and repaired at the time. Those vehicles that exhibited the problem were those used off-road, while those used mostly on road haven’t shown the problem to the same extent.Signs of hard use, particularly off-road or heavy towing, are sagging rear suspension so check for a lower than usual ride height or rear leaf springs that have lost their original shape.Bodies generally stand up well, with little looseness showing up even after the car reaches a relatively high mileage. Scratches in the paint along the sides of the body can be a give-away to regular off-road use.LOOK FOR• cramped interior with little room in the rear for adults• old-fashioned dash design• simple and reliable engine and driveline• telltale signs of off-road use like scratches down sides of body and bumps and scrapes underneath• seized driveshaft joints a sign of poor servicing

Seven years after it was launched, Jeep is looking to rectify the KJ model Cherokee's shortcomings with the almost all-new KK Cherokee.The KK has traditional Jeep styling that harks back to the XJ and looks like a scaled-down version of the current, unloved Commander model.The boxy styling not only looks the part, but allows designers to address interior space issues. Lengthening the wheelbase and moving the spare wheel under the cargo floor from off the back door also helped here.Cherokee continues to be built on a monocoque platform with a five-link, coil sprung live rear axle and a wishbone coil sprung independent front end (IFS) with sway bars front and rear. It was the move to IFS on the KJ that hurt its off-road ability, as IFS doesn't have the off-road travel of a live axle, but IFS is much better for on-road ride quality, stability and handling.The KK Cherokee rides and handles well without the bump steer of its Dodge Nitro sibling. It can feel under-damped on undulations at speed, but for the most part the suspension does a good job of general duties.Off-road, the rear end flexes nicely to keep the rear wheels on the track while electronic traction control (ETC) makes up somewhat when the front end runs out of drop and the wheels lose traction. The electronic traction control surprised us with its ability, pushing the KK up rocky ledges that would have left many other 4WDs spinning their cocked wheels.The standard electronic traction aids restore some of the Cherokee's off-road credentials.These include ETC and hill descent control (HDC) and the system incorporates the safety benefits of stability control (ESP).Jeep's ETC works with open differentials or what Jeep calls brake lock differentials (BLD). The diffs themselves have no locking function per se but, when a wheel slips on low traction surfaces, the anti-lock brake (ABS) hardware stops it spinning and torque is transmitted to the wheel at the other side through the differential.High-range 4WD is variable and can be used full time on all surfaces, making the KK the first Cherokee to offer full-time 4WD. The transfer case also offers two-wheel (rear) drive; there's no locked high-range 4WD option. A toggle switch replaces the awkward transfer lever that was always on the wrong side of the console for Australian drivers.HDC is nothing new in that it allows feet-off-the-pedals controlled descents at a set speed using the ABS. But Jeep's HDC is better than most in that it is speed adjustable and the lowest set speed is just 1.5km/h.KK Cherokee is available in two spec levels - Sport and Limited, with a choice of petrol V6 or turbo-diesel I4 engines. Both power plants are only available with an auto transmission; a four-speed behind the V6 or a five-speed behind the turbo-diesel.For this test, we sampled the Cherokee Sport with the diesel engine. This vehicle retails for $43,990.The engine is the 2.8-litre, DOHC mill also found in the Jeep Wrangler and Dodge Nitro in various tunes. In the Cherokee it uses variable geometry turbocharging, intercooling and high pressure common rail fuel injection to achieve its 130kW and its 460Nm of torque at 2000rpm.The five-speed auto is familiar from other Jeep models such as the Grand Cherokee. It uses inputs to determine driving style and adapt the best shift pattern to suit that style, be it relaxed or sporting. It can also be shifted manually via a side-to-side self-centering gate on the shifter.This shifter is also easy to use for the HDC whereas in the petrol, with its four-speed auto, there is no sequential shift gate.On the road the CRD drive train offers great performance but, at low throttle driving around town, the Jeep's traditionally long travel accelerator pedal hampers the way the torque is delivered. It requires a lot of pedal movement and a driver will often depress it enough to give an unwanted surge of power from the punchy engine. The long travel pedal is a boon for off-road driving where it allows smooth throttle control, but it's a constant annoyance in the 'burbs, particularly for shorter drivers restricted by the non-reach adjustable steering column.This complaint isn't an issue on the open road, although you do have to press down a long way to get the most of the engine for overtaking. The CRD engine cruises quietly and smoothly at highway speeds with ample performance on tap when required. The transmission is equally as smooth, adapting a relaxed gait when cruising or becoming more aggressive the harsher you are with the throttle.In low range trail and rock hopping the punchy engine is better controlled for low-speed work with the BLDs sending the torque to the wheels that can use it. Engine braking is OK, not great, but the adjustable descent control does a very good, if noisy, job of controlling speed.KK's limiting factor off road is clearance, as you often scrape the underside and front control arms. Short front and rear overhangs compensate somewhat for the low height but the front bashplate and chassis rails cop a beating in rocky terrain. Thankfully any fragile components are tucked up out of harm's way, and it's the heavy-duty chassis rails that take the brunt of the terrain. Given some more clearance, the Cherokee would be a great little off-roader. As it is, it's competent on bush tracks but extra care must be taken with wheel placement on rocky ground.When you deal with Chrysler staff you don't have to look far to find old hot rodders and car enthusiasts. This is also evident at Jeep and is shown in the design of the 16-inch alloy wheels on the Cherokee Sport that are called “Keystone” and look similar to the mag wheels of that name from the 1970s. Alloy wheels wear 235/70R 16 tyres; on the Limited model, the wheels are 18s with 60-series rubber, so the Sport's 16s are the choice for off-road.The functional aspect of the new Cherokee's design continues through to its interior, which is a simple, well-equipped workspace. There's more space for passengers in both the front and back than in the old model, but the driver's footwell is still restricted by the transmission hump on the left. The rear seatback is split 60:40 and reclines for comfort.All seats bar the driver's fold flat for load space and the floor panel in the cargo area is reversible from carpeted to plastic for carrying wet or dirty cargo.The interior is well specified in both convenience and safety features. All the usual power functions are standard, as is climate-control air-conditioning. Notably missing is an extra 12-volt power outlet, the only one being the ciggie lighter.Safety starts with terrain-reading ABS, ESP and brake assist.Inside there are front and side curtain airbags and a tyre pressure monitor is standard and warned us of a low tyre while on this test.Unusual in this class but appreciated is the standard inclusion of rear parking sensors, making reverse parking easier.Cherokee gives buyers of small 4WDs a real off-road option when compared to most compact SUVs. Its limits are set by its rather low ride height, but it will do a better job of getting out there than anything else its size. The engine and transmission work well both on and off-road, while the size and equipment make it a handy day-to-day commuter. 

Statistically, however, that is no longer replicated in the sales leadership once enjoyed by Jeep.It's not as if dedicated four-wheel drivers have deserted the brand. They haven't. It's just that the competition has become more savvy at attracting a softer audience.Clawing back its iconic reputation is a new Jeep, the third-generation Cherokee dubbed KK that replaces the bug-eyed KJ.Bigger - as all things seem to be becoming - with more refinement and features, the KK's evolution hasn't come at the loss of any offroad prowess.In fact, going bush has been made safer, easier and more comfortable than the outgoing KJ model.Jeep is confident it has a solid future with the latest Cherokee and a lot of that has to do with styling.It sold 18,644 of its square-rigged XJ model that ran hard from 1994 to 2001. It's no-nonsense looks oozed a sense of offroad capability.Then came the KJ (2001-2008) that attracted 12,747 Australian buyers but though that's an impressive sales figure, the round-eyed and curvaceous Cherokee didn't quite hit the mark.Chrysler Australia managing director Gerry Jenkins said the new KK launched this week was reminiscent in styling to the macho XJ _ a feature that research found was lacking in the KJ.“Cherokee is the iconic Jeep and since 1984 is responsible for one-third of our business,” he said.“The KK brings back the look of this original model.”A lot of died-in-the-wool Jeep owners will love him for that.The KK arrives as a chunky, purposeful and imposing 4WD that is a big step forward from the cutesy look of its more female-oriented predecessor.It now sits on a Dodge Nitro platform, increasing its wheelbase over the KJ by 45mm.Yet the new model's length shrinks by 3mm, a product of moving the spare tyre from the back door to beneath the chassis.Meanwhile the interior room increases in length by 250mm to primarily benefit rear passengers and, to a lesser degree, boot space.The KK also has a wider track - up 26mm - for improved stability.Other good news includes a tighter turning circle that drops to 10.4m from 10.8m.A penalty is weight that grows by 106kg in the V6 petrol and 32kg in the turbo-diesel. Both now hover around the 2-tonne mark, quite portly for a medium-size 4WD.To compensate, the two engine choices move up in power and torque output thanks to some tweaking.The 3.7-litre V6 petrol adds a mere 1kW - barely quantifiable - to 151kW and has 7Nm more torque at 314Nm.Fuel economy improves by 0.5 litres/100km to a claimed 11.7 l/100km.Better news for the Wrangler-derived 2.8-litre turbo-diesel that gets 10kW more at 130kW. It adds a powerful 60Nm to 460Nm delivered at 2000rpm though 80 per cent of that is on tap at 1000rpm.The turbo-diesel gets a 0.6 l/100km improvement in economy to average 9.4.No Cherokee is available with a manual gearbox. Jeep said poor demand didn't justify its inclusion, though certainly the restricted driver footwell in right-hand drive form would have been a factor.The V6 petrol has a five-speed auto shared with the Chrysler 300C sedan and the bigger Grand Cherokee 4WD and the diesel continues with a six-speed auto unit.New for 2008 is the electronic transfer case that replaces the awkward manual-shift system in the KJ.The Cherokee is a 2WD vehicle though no can switch from 2WD to 4WD High at any speed. It still requires the vehicle to be stationary to engage 4WD Low that locks drive 50:50 front to rear.The 4WD High mode activates a multi-plate centre clutch to allocate 42 per cent of power to the front wheels and 58 per cent to the rear. There's a Neutral mode for towing the Jeep behind a mobile home - remarkably, quite a sought-after feature.On top of all this is an active traction control system that brakes a spinning wheel to transfer power to the wheel or wheels with traction.It's an aid for slippery on-road conditions though primarily benefits off-road activities.For going bush there's a switchable electronic stability control (ESC). But unlike many systems, this is dormant and will automatically engage ESC at speeds above 56km/h. Drop back under that speed and it will return to its dormant state.The KK gets hill start assist _ basically the brakes automatically engage for two seconds to minimise rollback in forward or reverse _ and hill descent control. Both are standard features.Clearly it's not a soft roader. Jeep claims a 38.2-degree approach angle when the small lip spoiler is unclipped, and a 30.3-degree departure angle. It will ford a stream up to 510mm deep and tow up to 2270kg.There are two models - Sport and Limited - with the petrol V6 or turbo-diesel and with prices that start at $39,990 and rising to the Limited diesel's $49,990.Standard equipment on the Sport includes a lift-up rear glass section within the hatch; a removable cargo floor panel that is a reversible waterproof tray; fold-down rear seat that actually folds flat; a flip-back front passenger seat to further increase cargo room; cruise control; climate airconditioning; rear park assist (a camera is under development for future models); 16-inch alloy wheels including the spare (18-inch on the Limited models); and options including Bluetooth and the 20-gig MYGig infotainment system.An appealing `Sky Slider' full-length fabric roof opens either forward or backwards and claims low wind noise. It costs $3000 but is only available on the Limited.Similarly, MYGig costs $3000 but only comes with the Limited model.As expected, the V6 petrol is smooth, responsive and quiet while the diesel is harsher, stronger in the low rev range and a little hesitant to abrupt throttle prods.Sweeping bitumen roads show competent handling though the steering jerks at mid-corner bumps.The ride, however, is supple and comfortable despite the rather simple live-axle rear suspension.Visibility is very good, mainly because of the KK's boxy shape.Despite the vehicle's size increase, the Cherokee's cabin isn't expansive. It suits four adults but entry to the rear is still a squeeze and legroom is only marginal. No complaints, however, with the generous headroom.In the dirt the diesel's relentless clatter produces impressive performance.It's naturally a more responsive unit when driving through the low-range system, able to pull unfussed from 800rpm and yet rev towards 4500rpm when needed.The diesel, when tested this week on Fraser Island, was almost unstoppable. It did, however, come to grief when the underbody sound deadening panel jagged itself on a tree root and cleanly ripped off. Four other diesels on test met the same fate.The V6 petrol's offroad manners were very similar, though there was no underbody panel to prise loose.The main difference was the petrol's wider operating rev range which gave it more flexibility.It also endeared itself with smoothness and quietness _ all strong arguments to override its thirstier fuel habit.The KK is an impressive unit but may find greater fortune with the more enthusiastic off-roader.It sits in a busy price segment that includes similarly off-road competent Prado, Pathfinder and Pajero though fights the established soft-roader group including Territory, Captiva, Kluger, Santa Fe and Sorento.

Gone are the days when more mud meant more status among four-wheel drivers and it was a requirement not to wash it off for as long as possible for a better effect.The purpose of these vehicles is now often overlooked, together with the ability to get out and see parts of the country you can't otherwise see in a car or soft-roader.With a 4WD in the garage, the urge to do some off-roading was too great.It was also a chance to test Jeep's new top-of-the-line $49,090 2.8-litre turbo-charged diesel Cherokee Limited.The new engine produces 9 per cent more power (120kW at 3800rpm) and 11 per cent more torque (400Nm at 1800rpm) than the previous 2.8-litre diesel engine.It was an early start on Sunday morning as the nose of the Jeep Cherokee Limited was pointed towards Oberon. In retrospect, probably a good trip to do with an overnight stop.A stop at the local tourism office in Oberon and $5.50 got us a detailed map and directions to some of the local camping grounds only accessible by 4WD. And the words "only accessible by 4WD" meant some real four-wheel driving, not just dirt roads.The route decided on was down through Shooters Hill, the Gurnang State forest and into the Blue Mountains National Park to the Dingo Dell camping ground.The road is tar until the turn-off into the state forest and, while the dirt roads are well graded, beware of a few car-sized pot holes along Banshea Rd.Once you hit the fire trail, the track takes you along the Boucher Ridge and the 4WD access sign is pretty accurate.When travelling across the ridge, there are some pretty steep descents and a heap of huge wash-out areas that require slow speeds.The Cherokee chugged on down the track with 4WD and low gear selected.It took about 30 minutes to get to the bottom (with a quick stop to admire a beautiful waterfall on the way).The track finally wound down to the river and opened to a clearing and more than half a dozen other 4WDs.The route continues across the Kowmung River (water crossing), along the Bull Ant Ridge and up the Kowmung River Fire Trail before linking up to the Kanangra Walls Rd.Time did not permit tackling this section, which, according to the tourist officer – whohad done the track just a few weeks prior – takes about an hour and is a slow-going and "challenging" track.So, we headed back up the mountain and out the same way we came in.The camping area is back to basics bush camping, with the only facilities a pit toilet.Going back up is steep and the dry clay track was a bit slippery, so recovery gear may be required if the track is wet.The torquey diesel pulled well up the track although, being automatic, it did require feathering of the accelerator.Even in full-time 4WD, where most suddenly acquire a great thirst for the gold stuff, the diesel engine was not thirsty.Our 600km round trip did not use a full tank of juice. On the highway, the tacho sat comfortably on about 1800rpm and only jumped higher when the right pedal was squeezed for overtaking.The suspension is a little bouncy on the open road and the overall feel is more truck-like than a soft roader due to being made in the mould of traditional 4WD construction, rather than city comfort.That said, the Cherokee Limited does not compromise on luxury inside. It's funky and modern interior has full steering wheel controls for cruise control and radio, a compass on top of the rear-view mirror and leather seats.The seats, which fold flat in the rear, provide plenty of room inside for five adults.Cargo space is reasonable with the seats up – easily fitting the esky, chairs, barbecue, gas cylinder and odds and ends needed for this trip.The centre console is reasonable in size but the glove box seemed a little small. The doors have side pockets to fit a street directory and the rear doors have drink holders. The full sized spare adds reassurance.The trip provided the opportunity to experience the car doing what it is made for – and it easily passed the test.The Cherokee is perfect for those who want to get away and is made to go further than most would ever want to take it.