2008 Jeep Cherokee Reviews

The introduction of the all-new Jeep Cherokee KL Series in July 2014 has resulted in quite a few people upgrading from their old Cherokees, resulting in many trade ins waiting to be shifted from used-car yards. There might be some good prices on offer as dealers try to clear their stocks. No promises, but why not see for yourself?Official imports of Jeeps to Australia didn't begin 1994 but many were brought in privately for years before that. These older models are probably best left to Jeep enthusiasts (of which there are plenty) as spares and repairs can be a hassle. Also, Cherokees prior to September 2001 are positively antique by today's standards, dating back to the early 1980s.Jeep Cherokee is a station wagon with very good off-road ability. It's not quite in the class of Jeep Wrangler in ultra-tough off-road situations, but does much more than most owners ask, and is significantly more comfortable than the Wrangler.Though the new Jeep KK Series, launched in March 2008 retained its off-road ability, it was more sophisticated than the KJ Series it replaced and it's certainly more than a soft-roader. The KK has the spare wheel under the rear of the vehicle, not on the back door. It's significantly longer in the wheelbase and the cabin. The boot is also longer, though it is relatively high off the ground, so loading isn't all that easy and the overall interior height has been compromised.Petrol engines are straight sixes and V6s. Both powerplants are pleasant to sit behind, with good low end grunt. The V6 has been improved substantially over the years and is more economical than the old straight unit. Turbodiesels first arrived back in 1997 and have become increasing common over the years. Some of the turbodiesels share components with Mercedes, as Chrysler and Mercedes were in partnership at one time.These are relatively easy vehicles to work onDrive is normally taken to the rear wheels only but four-wheel drive can be used on bitumen as well as off-road. That gives the added safety of extra grip if used on wet roads. Numerous electronic aids are used in the later models making off-road driving available to the relatively inexperienced. But we suggest you play it safe and have at lease one expert along before you get too bold.These are relatively easy vehicles to work on, with good underbonnet space and a relatively simple mechanical makeup. Spare parts prices are about average for a 4WD in this class and the dealer network works efficiently.Insurance is seldom over-expensive, and we know of no real differences from one major insurer to another as far as premiums are concerned. As always when shopping around for insurance, it's important to know what you are getting, and not getting, for your money.Check under a Jeep Cherokee for signs of damage caused by off-road driving.Check for salty-tasting sand, the latter indicates beach use and may mean heavy rust is on the way.Look out for poorly fitted componentsBe sure that the engine starts quickly even when cold. Idle should be smooth virtually from the instant of start up. The engines should pull without hesitation at all times. None are all that smooth at the top end of the rev range, but if it appears too bad there may be troubles. Listen for a rumbling sound from the lower end of a petrol six. Check there are no oil fumes from the exhaust or the oil filler cap.Make sure the transfer-case lever isn't too heavy and that the transmission works relatively smoothly and quietly at all times.Look out for poorly fitted components as build quality is nothing special, the interior is generally the worst.Check everything is working properly, even the minor items. Going through these one at a time using the owners' handbook is the best method.

Paul Noone wants to buy an SUV for about $20,000. He is tossing up between a 2008 Toyota Kluger and a Ford Territory, but he's wondering whether it's also worth looking at the 2008-09 Jeep Cherokee. NEW Jeep is the most famous name in off-road vehicles. Jeeps won a reputation for toughness and their ability to go

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.