Jeep Reviews

Strip away the Jeep badges and no one would know that the new Compass has the longest and strongest bloodline in the four-wheel-drive world.It is more like a Korean people mover than a 4WD Jeep, even if it has the brand's signature seven-bar grille on the nose.That will be good for people who want a practical city wagon that is not one of the crowd.And the $32,490 starting price and chance for diesel drive make it a little more appealing.But you have to question a Jeep that was designed to lure twentysomethings to the brand in the US and is not remotely capable of taming the famed Rubicon Trail, America's toughest off-road test in northern California.Compared with the latest Wrangler, the classic Jeep that did so well in our recent test, the Compass seems like a sellout.A bit like a piece of designer clothing with a famous name as the selling point.Still, it will make some shopping lists against cars such as the Toyota Kluger and Subaru Outback.That is because the Compass is an all-wheel-drive wagon with plenty of cabin space, engines with 310Nm as a turbodiesel and 125kW with petrol power, and even a hi-tech constantly variable transmission.Chrysler Group Australia has landed the Compass as part of the model explosion that has added so many newcomers under its Jeep, Chrysler and Dodge badges.They run from compact city cars to full-sized four-wheel-drives and the cult favourite 300C, which helped put an end to the Ford Fairlane.The difference, this time, is that the Compass is a big brand stretch behind a badge that has made its name and reputation for serious 4WD ability.But that does not worry the head of Chrysler, Gerry Jenkins.“We expect there to be a growing demand for SUVs with fuel economy, ride comfort and roomy, efficient packaging, and the Compass means that the Jeep brand is ideally placed to meet this,” he said.“Customers are increasingly interested in family hatchbacks with 4WD because they offer better handling and enhanced safety on the road. The Compass fits the bill and it is designed to reach younger customers who may not have previously considered the brand but value the distinctive Jeep look.”The Compass line-up runs to two models and three mechanical packages.Both the Sport and Limited are available with the 2.4L four-cylinder engine hooked to either a five-speed manual or the CVT transmission.The turbodiesel is only available as a manual. Prices run from $32,490 for the petrol manual Sport to $40,490 for the diesel Limited.Equipment is good and includes everything from electronic stability control and six airbags to the usual electric gadgets, alloy wheels, airconditioning and the rest.The AWD system in the Compass is called Freedom Drive, but does not qualify the car as “Trail Rated.” The Jeep rating for vehicles that can tame the Rubicon though an upgraded model with more off-road ability is on the way.

Jeep was a bit slow on the uptake in the small SUV stakes, but it has made up ground quickly with an assault on this constantly-growing segment.Earlier this year Jeep introduced its first soft-roader, the Compass, to the local market. Now comes its second small SUV, creating a virtual “his and hers” set.While the Compass is aimed at women, the Patriot is packaged and priced for the blokes wanting an entry-level Jeep.A challenging northwest US launch route for this latest creation, carrying the trademark Jeep signatures — a seven-slot grille, round headlights, clamshell bonnet and upright windshield — showed the maker can confidently class it as a vehicle that goes beyond the typical soft-roader.Starting about $1000 below the Compass base price of $32,490, the Patriot is classic Jeep. Its rugged looks are expected to turn the heads of those looking to downsize but wanting to retain the style.Jeep already has the most fuel-efficient SUV in the world, in the Compass, at 6.5 litres of diesel per 100km combined consumption for the 2.0 TDI model. The squarer, more traditional-looking Jeep Patriot, is only marginally behind that, at 6.7 litres.Both share the same Dodge Caliber platform, a near-identical features list and the Freedom Drive I system — a full-time, active four-wheel-drive system with lock mode.Safety measures include standard side-curtain air bags, brake traction control, driver-controlled three-mode electronic stability program, brake assist, electronic roll mitigation and anti-lock braking system.The mirror-image theme continues within, with removable flashlight and central armrest designed to hold an MP3 player or mobile phone and a flip-down speaker system in the tailgate.Patriot features a standard 2.4-litre world engine, with dual variable valve timing providing 125kW of power and 220Nm of torque.The engine is mated to a standard five-speed manual transmission or an available, continuously-variable transaxle, which has been calibrated by Chrysler Group engineers and delivers a fuel economy improvement of six to eight per cent, compared with a traditional four-speed automatic transmission.As with the Compass, the state-of-the-art Volkswagen direct-injection, two-litre turbo diesel is also an option in the Patriot. Producing 103kW/310Nm and matched to a six-speed manual transmission, this is a model hard to look past.The Patriot will come to Australia in August in two guises, Sport and Limited.Sport includes as standard the 2.4-litre petrol engine and five-speed manual. It takes side-curtain airbags, ESP, brake traction control, ERM and ABS as standard and comes with cloth seats and 17-inch alloy wheels, among a long list of “features” new cars are expected now to have. Diesel adds about $4000 to the petrol manual-version price, with the CVT model sitting snugly between the two.The Limited adds speed control, a roof rack with cross-bars, body-coloured fascias, bodyside mouldings, fog lamps, leather-trimmed bucket seats and leather-wrapped steering wheel with audio controls.Also in the Limited models are heated front seats and a power express sunroof. Limited models will be about $4000 extra across the range. All Australian-destined Patriots have a full-sized spare wheel as an available option.Jumping behind the wheel of the new entry-level Jeep on the imposing US northwest coast — where rugged forest-capped mountains run to rolling sand dunes and a furious coast — it was clear the off-roading specialists wanted to break the perception that compact SUVs could not be capable beyond the bitumen.Nimble, with a comfortable ride on the sweeping-cornered blacktop surface, the Patriot's first off-road test was going to be its toughest.That test came in the form of a sprawling range of sand dunes, littered with quad bikes and looking much the home of the toughest off-roaders.Jeep heads, wary of the embarrassment that would be a Patriot buried in the soft sand, joined drivers for a tour of the dunes, navigating the way of the Patriots, which were fitted only with three-season road tyres. They had little to worry about, given the failed attempts of the Australian contingent to bog the cars.Logging tracks over those imposing mountains were the next test. Unfortunately for Jeep, the American authorities take a great deal of care with even their most isolated roads and Lthe tracks were hardly a test. The winding tracks did, however, raise some quibbles and concerns.Most in question is the durability of the Patriot, which rides relatively low for an off-roader. With 200mm of ground clearance, it is not going to make a rock-hopper.And, depending on your driving ability, the ESP's eagerness to kick in, even when you've technically turned it off, can be either annoying or reassuring.While they'd never make it over Big Red and you would not risk a solo outback adventure in the Patriot, it would make a quite worthy and bush-ready weekender.

Indeed it gets downright cramped for leg room when all three rows of seating are in use. Worse still, it is an outright struggle to try to squeeze the luggage in.Before embarking on a family driving holiday from Sydney to Victoria and around Tasmania last month we considered installing a roof pod to take the luggage.However, the guys at one of Sydney's leading roof-rack installers explained that a kit was not yet available for the car and they were not willing to adapt one in case the extra weight on the roof set off the curtain airbags.So travel lightly became the rule.The big machine, with its rugged and very-American styling including distinctive Allen key bolts all over the dashboard, is not alone in facing this problem.The third row of seating in many large 4WDs on the market is really suitable only for small children and luggage space is limited. Transporting six or more adults is really the domain of people movers.In the Jeep, the available storage space shrinks from 1028 litres with the third row folded to just 212 litres with it in use.One consolation was that the customs inspectors involved with the Spirit of Tasmania boat took a sympathetic look at the well-stacked rear luggage area and did not ask to open it up, as other passengers had to.Nonetheless, once the show hit the road, the car's handling, performance and relatively miserly fuel sipping 3.0-litre turbo diesel engine shone through.Diesel fuel was readily obtainable, even at the most remote of service stations.We averaged about 12-13 litres per 100km for a journey that spread across city driving, highway cruising, bush tracks and some of the best twisting and windy mountain roads the Apple Isle can offer.The Jeep pulls its significant weight up hills with ease and has a surprising amount of acceleration power. This was particularly demonstrated on the run from Strahan, on Tassie's west coast, to Hobart, a 300km stretch mainly through mountainous world heritage areas, plus the twisting pass through the bald hills out of Queenstown. On these roads, you would love to be in a nimble two-seater sports car but the big Jeep handled them well.The Commander sits at the top of Jeep's offerings in Australia. It is the company's first seven-seater here, but it retains the typical Jeep rugged outdoor styling made famous by the smaller Wrangler and Cherokee models.Interior features include a six-stack CD player, climate control (front and rear controls) — third-row passengers get their own independent air-conditioning controls — onboard computer readings that include your direction of travel and outside temperatures plus all-important parking sensors. The sensors are particularly vital in the Commander as rear visibility is not good.The seating is set up theatre-like with the second row higher than the front and third higher than both.It provides better sight for the passengers but with the seats filled, the driver's rear window view is blocked. The sensors are aided by large side mirrors that give you a clear view of what's around you. A rear-view camera with screen would be an asset.The seats were leather and their comfort level did not receive any complaints on the trip. The seat trim was matched by a wood trim dash. Driver controls include a handy cruise control set-up, a multi-adjustable power-operated seat and an easily-adjustable gear shifter for the five-speed QuadraDrive II automatic.However, the conversion from left-hand to right-hand drive has meant the park brake is on the wrong side of the centre console and the footspace next to the pedals is cramped.Access to the rear of the car is achieved in two ways. The glass window opens separately to allow access when the rear luggage area is full or, alternatively, by swinging up the large rear door for full access.The test car did not have a towbar but once installed it has a towing capacity of 3500kg, which will pull something substantial.Safety features include multi-stage airbags plus side curtain airbags, ABS with brake assist and all-speed traction control. The Electronic Stability Program (ESP) comes with Electronic Roll Mitigation (ERM).The Commander's striking looks ensured it captured attention throughout the trip with mostly favourable comments from people.Overall, the big Jeep handles and performs well. There's plenty of power and once you deploy the cruise control, highway travel is a breeze. It's comfortable for five passengers but a squeeze for more.Safety levels are high and, with the diesel engine, the Commander is not an expensive drain on fuel its size would suggest.The diesel is priced from $59,990 but the Limited model tested starts from $69,990.If the thought of lining up with trucks and vans and cute little French cars at the diesel pumps is too much, the Commander also comes with either a 4.7-litre or the top-of-the-heap 5.7-litre HEMI V8 petrol engine. However, fuel consumption is more significant with the claimed combined figures being 14.8 litres per 100km (4.7) and 15.5 litres per 100km (5.7) compared to the stated diesel figure of 10.8 litres per 100km.Optional accessories include a power-operated sunroof ($2700) and, importantly, adjustable roof crossbars ($480) which would be a wise investment to help alleviate any future luggage squeezes.

Jeep has shoe-horned the 6.1-litre, 313kW/570Nm V8 from Chrysler's 300C SRT8 under the 4x4's bonnet, with startling results. All pretence to going off-road has been jettisoned in a quest to produce one of the quickest 4x4s on the planet.It has massive 20-inch lowprofile tyres, has been lowered by 25mm, runs Bilstein suspension and large diameter Brembo brakes – all straight out of the go fast parts bin.Street and Racing Technology is Chrysler/Jeep's performance wing and is responsible for development of this vehicle.The team has gone deeply into engineering tweaking mode, and the same could be said for the design team, on both the inside and out.The Hemi 6.1 V8 is a hugely updated version of the 5.7 V8 used in other Chrysler/Jeep products. It's been stripped down and souped upwith most internal components changed – right down to the forged steel crankshaft and reinforced cylinder block.It runs at a comparatively high 10.3:1 compression ratio, which demands 98 octane fuel.Though an overhead valve design with only two valves a cylinder, the goodies inside more than make up for technical simplicity. The redline has moved up 1000rpm to 6000rpm and it breathes through a large diameter dual exhaust system.Power gets to all four wheels by a sophisticated electronic fourwheel- drive system that can vary drive to the front or rear axle as needed: up to 100 per cent each way, and everything in between.Transmission is a five-speed auto with sequential change mode. It is similar to the transmission in Jeep's V6 turbo diesel.The exterior has extroverted body enhancements that scream ‘‘muscle''. It is not the most subtle styling makeover you will see but sends a clear massage.The massive front skirt is necessary to prevent air from getting under the vehicle at high speed. The rear treatment is stunning, highlighted by twin large diameter tail pipes clustered in the centre of the rear skirt.Inside scores the full street and racing technology treatment, with race-style leather/suede seats, monumental Boston Acoustics audio, electric everything and goodies like climate air and splashes of carbon fibre.On the road it's fabulous, offering sensational performance and sporty handling.The SRT8 handles like a sports sedan cornering flat and maintaining grip with neutral attitude.The steering is quick and the brakes are superb.It offers a firm ride, as expected, and there's an ever present rumble from the exhaust.Few vehicles are as quick out of the blocks. It rips away from a standstill in near neck-snapping fashion.On the other side of the coin is a brace of safety equipment that includes an electronic stability program, multiple airbags, rear park assist and rain sensing wipers.With a 77-litre tank it can be thirsty but driven normally the SRT8 drinks about 14.0-litres/ 100km.Only small numbers are being imported – 60 this year and a similar number next year.

This is probably the only photograph you will ever see of the Jeep Grand Cherokee SRT8 in the wild.This is no bush basher. It's a pavement poseur.After all, SRT stands for "street and racing technology" and the 8 stands for the 6.1-litre Hemi V8 under the bonnet.Street, not fire trail. Racing, not mudlarking.This is the sort of 4WD you have when you really want to stick it up the nose of Harold Scruby the self-appointed president of the Pedestrian Council of Australia.This is the sort of car you drive past the local Greens candidate's house and spin the tyres.You get the picture. It's socially unacceptable, it's a menace to society, it's the biggest, baddest mutha of the lot.And I love it.Just like I love eating too much pizza and drinking too much beer. I know I shouldn't do it, but it's absolutely addictive.Those huge dollops of power right off the line. That grunting double-barrel exhaust system. Those fat and low tyres.Just don't go thinking it's an off-roading 4WD, because it isn't. It does have active full-time four-wheel-drive capability.However, if you go charging off into the dunes, there is such low clearance in the front air dam that you will simply turn it into a grader and plough a path.The Jeep technical specifications tell us that the ground clearance at the front axle is 190.5mm. However, the plastic front air dam sits just 150mm off the deck and is going to come clean off well before the axle bottoms out.Besides, the 245mm wide tyres are so low profile (45 per cent) that you won't be able to let them down for extra sand grip anyway.Don't go rock hopping either, because the SRT suspension uses Bilstein monotube dampers that make it so stiff the 20-inch wheels don't have the articulation to crawl over some shopping centre speed bumps, let alone craggy bush rocks.And leave the fire trails alone, because the lack of clearance will have you picking up the plastic and chrome bits of bodywork as you break them off through the forest.Instead, enjoy the Hemi's 313kW of stonking power and 569Nm of stump-pulling torque in its natural environment — tarmac.Here the five-speed auto responds immediately to right-foot provocation with a rapid-fire kick-down through the gears. No delay, just instantaneous go.The SRT8 also features a stack of extras that give it macho looks, power and performance.Apart from the suspension, exhaust system, five-spoke alloys and Hemi heart, the SRT8 also has creature comforts such as dual-zone airconditioning, rear park assist, rain-sensing wipers and electric memory seats, radio presets and mirrors.On the safety side, there is electronic stability program, all speed traction control and electronic roll mitigation that adjust the brakes and throttle to help prevent you from rolling or sliding off the road.Inside, the SRT8 is more accommodating than the standard Grand Cherokee with plenty of leather trim replacing acres of cheap and nasty hard plastic, and plush leather seats replacing the cloth upholstery.However, the steering wheel is still only tilt adjustable, some of the controls feel a little brittle and there is no room for your left foot beside the pedals.Handling is greatly improved for the road with a positive, if heavy, feel at the wheel and reasonable handling for a two-tonne beast with a modicum of pitch and roll.The brake pedal requires a firm push, but the Brembo units respond with plenty of feel and progression.The 4WD capability may not get a good hit-out in the bush, but it provides a safe and sure feel on wet roads — that's if it ever rains again.Jeep Grand Cherokee SRT8 $85,990ENGINE: 4/5 starsIt deserves the legendary name "Hemi" with its neck-snapping power and grunty roar.TRANSMISSION: 4/5 starsOnly five speeds, but with this much torque, it doesn't need any more.ECONOMY: 1/5 starsForget about it. I got 20litres/100km on weekly duties.HANDLING: 3/5 starsNot bad for a two-tonne-plus beast with a high centre of gravity.SAFETY: 3/5 starsVery good for occupants, but I wouldn't want to be hit by one.VALUE: 3/5 starsThe cheapest and biggest luxury V8 4WD on the market, but has limited use.VerdictFOR: Power and macho looksAGAINST: Pedestrian Council of AustraliaFINAL: 4/5 stars. Makes a bold statementTech SpecsENGINE: 6.1-litre petrol pushrod V8, 10.3:1 compression, bore x stroke 103 x 90.9mm, 2-valve head.POWER: 313kW @ 6000rpmTORQUE: 513Nm @ 4800rpmTRANSMISSION: 5-speed auto with sequential shiftDRIVE: Electric on-demand 4 x 4SUSPENSION: Bilstein monotube dampersKERB WEIGHT: 2171kgTOWING: 1587kg (braked), 750kg (unbraked)WHEELS/TYRES: five-spoke 20 inch alloy x 8, 245/45 R 20BRAKES: BRAKES: 360x32mm ventilated discs (front), 350x28mm discs (rear),SAFETY FEATURES: ABS, electronic brake force distribution, electronic stability programmeFUEL: Tank 77 litres, 98 RON PULP, 20L/100km (tested)TURNING CIRCLE: 11.3mHOW IT COMPARESAudi Q7 qattro4.2L, 257kW/440Nm$116,800Toyota LandCruiser Sahara4.7L, 170kW/410Nm$84,200Mercedes-Benz ML5005L, 225kW/460NM$116,900Volvo XC904.4L, 232kW/440Nm$84,950

Yet the Jeep Commander also has a soft and almost environmentally friendly side for a big, ugly Yank tank.Oh yes, there are two powerful, fuel-guzzling V8s in the line-up: There's a 4.7litre V8 that pumps out 170kW of power and 410Nm of torque and costs $54,990 to $66,990 depending on specification; and an even bigger $71,990 5.7 litre V8 Hemi that roars with 240kW or power and 500Nm of shaft-twisting torque.But they churn through fuel like there's no tomorrow, even the Hemi with Multi-Displacement System where half the cylinders shut down when not under load to improve fuel economy.In between these two, in terms of money and power, is the three-litre V6 turbo diesel at $59,990 in standard trim and $69,990 with bells and whistles, pumping out 160kW of power.Where this oil-burner exceeds expectations is in its fuel economy and its enormous 510Nm of hill-climbing, cargo-pulling, meat-grinding torque.And yet, inside this big ugly beastie with all that grunt is a tame suburban seven-seater people mover that mum can use to take half the soccer team to the big game.I had a standard diesel for a week and found it had sensible around-town manners that will win over just about any driver with fuel economy between 12.3litres per 100km on the highway and 13.9 around town. Might sound like a lot, but not for a vehicle this size.The only problem is poor rear vision.Inside, the second and third row of seats are higher than the front row. It's called stadium seating and it's great for the rear passengers. No claustrophobia here, especially if you get the two rear skylights as a $2700 option.But there is simply no rear vision and without rear parking assist, you will need a signal man with those big lollipop sticks to guide you into a parking bay. That is the downside of such a big ugly mother.Chrysler's 300C has paved the way for big ugly Yank tanks and this is about as big and ugly a Yank tank as you can get.Actually it isn't. In the US, it would look kinda puny compared with a Silverado and some other huge pick-ups and SUVs. Besides, despite its imposing looks, the seven-seater is shorter, lower and only 24mm wider than Toyota's seven-seat Prado.But it's longer, wider, higher than a Grand Cherokee and $1000 more.Despite appearing to have the streamlining of a brick, Jeep claims it has the same drag co-efficient as the Grand Cherokee.There is little wind and road noise on the highway, so they could be right.It certainly sounds quite civilised around town and all those who got into it were astounded to learn it was a diesel. There is hardly any discernible diesel rattle audible in the cabin.Drive is supplied by the Grand Cherokee's competent Quadra-Drive II system which is more than enough for shopping centre speed bumps and mounting the kerb to park on the grass beside the soccer field.On the national launch a couple of months ago in the middle of Outback NSW, it also conquered big rocksand steep hills, so we thought it wouldbe a good idea to let some air out ofthe Goodyear Wranglers and run it up the beach to see how it went.It wasn't much of a test as rain had hard-packed the sand on the Freshwater track at Rainbow Beach.The Commander simply tackled it like it was a suburban carpark. I didn't even need to engage low range for the charge on to the beach or through any of the steeper sections.And on the Cooloola forest track, the slippery clay hardly rated as the sophisticated traction controls kept the nose straight.So it's a pretty handy brute of a truck that will carry seven people in luxury to just about anywhere you want to go.That's not to say I don't have some concerns: Lack of rear vision. No room for the driver's left foot. You need two feet on the brake to get some pressure, then they grab. Tyres feather quickly on the road because of the weight of the car. No audio controls on the wheel and the volume knob is way over on the left. Handbrake is on the left of the centre console. Bonnet release is in the passenger's foot well. Steering wheel is not adjustable for reach. It's a long reach to adjust the rearview mirror or the visor. A lot of hard plastic on the dash and door trim. With the third row of seats up, there is no luggage room. Still, if you want to make a bold statement, there are few other options as exciting.

Draw up, and build, a square-rigged off-road wagon, slap on a Jeep badge and the rabble are calling it a Yank Tank.Whereas the all-new, seven-seat Jeep Commander is shorter, lower and just 24mm wider than Toyota's seven-seat Prado. The American Jeep certainly takes up less road space than a Toyota LandCruiser.Now while it may be argued the Cruiser is a fair-sized machine, the very competent smaller Prado wagon, used to its full ability, is a mid-sized family wagon. The new Jeep is smaller again, yet also offers seven seats and a decent amount of interior space, thanks in large part to that box design.And that angular stance, not unlike a softer version of a Hummer, has been winning over the punters. Unscientific surveys across the southeast corner of Queensland would suggest that for each tyre kicker who decries the Jeep's style there are nine bystanders in love with the idea; the Commander attracts attention, perhaps because the style is not ambiguous — here is a four-wheel-drive wagon.There may be some questions about too many lines and folds around the Commander's nose and protruding front bumper, there may be a question about the faux allen bolts around the guards but this all-new Jeep definitely has road presence among today's sea of soft-contoured four-wheel-drive wagons and crossover machines.Inside, the squat style can leave the windscreen a little shallow for high-mounted traffic lights. The three rows of seats are "theatre" arranged, each a touch higher than those in front with the wagon's roof being stepped higher toward the back. There are skylights over the second row, any number of seating arrangements and flat cargo spaces to be had plus a separate lot of heating and airconditioning for the third row of seats.The Limited version adds a whole lot of leather and fancy trim, rain-sensing wipers, bigger sound stereo plus front and rear park assist (which, thankfully, can be switched off in the scrub). The Limited also has Jeep's intuitive remote controls for the stereo.Mounted on the back of the steering wheel spokes, these are the best in the business for switching between modes, stations, tracks and volumes.All Commanders have a fair swag of standard fittings, from power-adjustable front seats to traction control, electronic stability program and electronic rollover mitigation system. There is a tyre pressure monitoring system and trip computer.And on both Commander and Commander Limited there is a flat dashboard that makes sense. As on the outside, here there are no swoops and curves, just an upright dash with all the bits and pieces clearly marked and all usable.Perhaps the only whinge for some will be that driver's footwell. As with most modern Jeeps the transmission tunnel intrudes on left foot room.There are three engines on offer here— the 5.7-litre Hemi V8, the 4.7-litre V8 and the 3-litre, turbocharged diesel.In the Limited the 5.7-litre V8 is a smooth and eager bit of kit with 240kW and 500Nm of torque. Mated to the five-speed automatic transmission and with Chrysler's Multi-Displacement System (cutting out four cylinders during cruising) the Hemi does a power of work, best appreciated on the highway.For a week of mixed on and off-roading, fuel consumption averaged 16.8 litres per 100km, just that little beyond the factory's claimed 16 litres per 100km.The Limited versions also boast Jeep's Quadra-Drive II, the top-of-the-tree four-wheel-drive system which can transfer 100 per cent of drive to just the one wheel if needed. It never put a Wrangler wrong through some 6/10 off-roading and some longer country runs; it was always quiet and relaxed.But it was the diesel Commander, one without quite so many fancy bits and with Jeep's Quadra-Trac II (another active four-wheel-drive system with 48/52 split and ability to send 100 per cent of drive to front or rear axle) that won the most plaudits.It is cheaper, runs around 10.5 litres per 100km yet offers a good deal of performance on and off the bitumen. It may need a little extra prod to get the diesel off the line but once that turbo starts spinning, somewhere past 1500rpm, the Commander picks up its skirts and moves out with a flurry. As it should with more torque (510Nm) than the Hemi V8 plus a very handy 160kW of power.Judicious flicking through the five-speed automatic can help, yet the diesel is flexible enough to be left alone in most on-road situations.For serious off-road work it is a matter of lifting a discreet lever for low range and letting the Commander crawl.Jeep has long maintained a decent reputation for able off-road machines. The Commanders will not disgrace the team.And these new wagons — both the Hemi V8 and the mighty diesel — are most impressive on the road.There's an independent front end and a live rear axle. Both ends are well-behaved, the wagons sit firm and square on the road, the steering is quick and precise and, unless trying for a new hillclimb record up the Border Ranges, there is little alarm about any body roll.The ride quality also is good, excellent for this type of wagon on big or small road imperfections.All this makes the Jeep Commander a very pleasant, very safe touring machine with good road manners, good grip and a decent amount of road performance for a machine with proper off-road ability.

It has the heart and guts of the Grand Cherokee, but with a bulky body 37mm longer, 86mm higher and 113mm wider to fit a third row of seats.Jeep Australia managing director Gerry Jenkins says the Commander is a machine the company has needed. Jeep enthusiasts with four or more children no longer have to look elsewhere for offroad thrills."A lot of people have told us they need room for their families. They don't want a people mover. Their appetite is for an SUV (offroader)," Jenkins says."They want to go to the Outback or safely deliver their kids in Toorak. It wasn't the Voyager they wanted. It was a Jeep with seven seats."It is every bit as capable as every other Jeep we have."Prices start from $54,990. The Commander has a $1000 premium over the Grand Cherokee with the same engine.There are three engines available. The cheapest is a 4.7-litre petrol V8 with 170kW and 410Nm and the most expensive is the 5.7-litre Hemi V8 with 240kW and 500Nm. Splitting the difference in price is the 3.0-litre V6 CRD common rail diesel with 160kW and 510Nm of torque.The entry-level 4.7-litre V8 and the diesel are available on the entry-level Commander and the luxury-pack Limited. The Hemi V8 is available only on the Limited model.The Commander 4.7-litre has Jeep's Quadra-Trac II full-time four-wheel-drive system.All other variants have the advanced Quadra-drive system with electronic limited-slip differentials -- front and rear -- which can transfer virtually all the torque to any wheel that has traction.Five-speed automatics are standard. The two petrol engines have what amounts to a half-step extra gear for a smoother shift.The transmission also has a low-range gear mode for heavy-duty work. Towing capacity is an impressive 3500kg.All variants have dual front airbags and two full-length side curtain airbags, electronic stability control and rollover mitigation systems.The three-row heater-airconditioner means the rearmost seats don't miss out. These seats are higher for a better view and, if not required, fold away to give more luggage space.The Limited has dual-zone climate control, leather trim and heated front seats.An interesting $2700 option is the Command-View sunroof, with two skylights above the second row of seats as well as a sliding roof above the driver and front passenger.IT WASN'T long ago we found it very hard to find a Jeep worth recommending. The Wrangler was entertaining in a crude sort of way, but the rest were not best in class.But after driving the new Jeep Commander in the Outback for the first time, I find it hard to go past the seven-seater for the adventurous family looking to travel rugged terrain and country road kilometres.The Commander looks like an old-fashioned troop carrier with a boxy body and spartan interior.But its Grand Cherokee underpinnings, space for two additional seats, and clean, unsophisticated cockpit make it practical for a large family.The view from the driver's seat isn't what you would expect from a $50,000-plus vehicle. The plastics have a hard, screwed-together appearance. The controls are blocky.But it seems to work in a Jeep, about the only brand that could get away with making a virtue of visible allen-key bolts.It's all user-friendly and the seats are surprisingly comfortable.The better-than-expected theme carries over on to the road. The Commander carries itself in an effortless, if soft, way that is respectable for a 2300kg four-wheel-drive and better than some traditional best sellers.On gravel roads, the Jeep is in its element, handling corrugations and bumps with ease.Notably, it is much better coping with harsh bumps on dirt than uneven outback bitumen. Deep dips in the road tend to throw the softly sprung truck around.The grip is reasonable without quite matching more road-biased softroaders such as the BMW X5 and Ford Territory.Steering is lighter than ideal at speed but not unpleasant.The Jeep impresses in the really rough stuff. We took it up and down nasty sloping tracks with loose rocks and awkward ruts to test its low-range gearing.The only mishap was a flat tyre on a sharp rock. Otherwise the Commander left us with the impression it could handle a lot more.The brakes are also a plus. They felt strong enough to cope with urgent stops.Each of the three engines has a bit going for it. The 3.0-litre diesel wins on economy and torque.However, we didn't get close to the claimed economy rating of 10.5 litres/100km. It was more like 13.0 litres/100km.The 5.7-litre Hemi V8 nearly matches the diesel for torque andhas substantially more pull at highway speeds.But it is an indulgence. The quoted fuel economy figure is 16.0 litres, which we stretched out to 18.1itres/100km without much effort.The cheapest engine, the 4.7-litre V8, is more than adequate in most roles and saves up to $5000.But none is going to save at the bowser.Luggage room with seven seats is tiny, and the rear row is for kids only.

"The Grand Cherokee is doing a great job for us but there is a core group which misses that no-nonsense styling of the original Cherokee," Chrysler Group Australia managing director Gerry Jenkins says. "Where we have been missing the mark a bit is the fact that we do not have a seven-seat vehicle - now, with this vehicle, we fill an important need."While the external and interior trims are largely unique to the Commander, all that underpins it is shared with the Grand Cherokee. The seven-seater arrives with the choice of the same 4.7-litre V8, 5.7-litre Hemi V8 and 3.0-litre CRD diesel available in the Grand Cherokee. All three engines are mated to a five-speed automatic with manual mode.A 3.7-litre V6 petrol version is likely to join the stable later this year after first being added to the Grand Cherokee range.Sticker price for the Commander starts at $54,990 for the base 4.7-litre V8, rising to $71,990 for the Commander Limited Hemi.Jenkins shrugs aside any suggestion that skyrocketing fuel prices will drive buyers away from the SUV market - a market that accounts for more than 50 per cent of the Chrysler Group's Australian sales."There is a huge appetite for SUVs - Australians love their SUVs - and, while there is a bump in the road at the moment,I think that people are going to come back to them," he says."I think that what is really going to help sales a lot is the diesel engine because it is such a tremendous vehicle with performance and great fuel economy. I think it is going to be the bulk of what we do sell."While the Commander is instantly recognisable as a Jeep with the key cues of the slat grille and trapezoidal wheel arches, it also suffers from some key Jeep shortcomings.Second-row seat space is quite acceptable once settled but the wheel arches defining the Jeep design continue to hamper getting in and out of the rear doors. The third row is kids-only territory; adults need not apply.Jeep claims research shows most owners use the third row only on a demand basis. Few use it daily. That is a good thing because, apart from the tightness of the accommodation, with the third row of seats deployed, there is precious little luggage space left.From the driver's seat, the impression is largely good with the seats offering reasonable support and bolstering - a positive influence from Mercedes-Benz - and the general layout is clean and easy to follow.A disappointing aspect of the ergonomics is the placement of the handbrake on the wrong side of a substantial central console despite the car having been designed for both right- and left-hand markets. Equipment levels are good with all the essentials, particularly safety, well covered off.From the base model up the Commander gets a pair of front airbags plus side curtain bags that extend along all three rows of seats; ABS braking on the four-wheel discs; switchable traction control; stability control with the addition of Jeep's electronic rollover mitigation system. The all-wheel drive for the base petrol models is the Quadra-Trac II while all diesel models get the more sophisticated Quadra-Drive II system. Both are permanent all-wheel drive.Trim for the base model is cloth with a very stylish polished metal dash treatment that many will find more desirable than the look-like-wood treatment in the Limited models.The sound system is a six-speaker affair with CD and each row of seats gets input into the airconditioning settings. Standard across the range are 17-inch alloys and also a tyre-pressure monitoring system.A possible indicator as to which level of Commander is likely to see off-road action, the base cars come with protective underbody skids plates, a $166 extra on the Limited.What you do get extra in the Limiteds' standard equipment is the Quadra-Drive II 4WD system; memory for the seats and mirrors; leather trim; a Boston Acoustics premium sound system; park sensors front and rear; heated front seats; chrome grille and side trim; an infra-red dual zone climate control; and auto-dim mirrors. Driving on loose gravel the suspension, tightened up for the Australian market, is surprisingly good. Where the Commander gets a little unsettled is on more flowing surfaces where repeated longer undulations are less well-handled.There wasn't really enough "serious" off-road testing on the launch drive to pass judgment on the Commander's off-track ability. However one reasonable climb up a loose rock hill gave every indication that low-range off-roading is well within the Commander's capabilities. The biggest question marks from the launch drive were: Who wouldn't buy the 160kW, 510Nm diesel? And of those who didn't, why would any spend the extra $5000 to get the Hemi when the 4.7-litre V8 is perfectly well-suited?

With no mobile reception, and the only payphone in town broken, we had wandered into the pub to use a phone.We stopped further up the Mudgee Rd at the Shell Roadhouse to top up the Jeep Wrangler Sport we had driven from Sydney before heading down the Turon Rd and on to Sofala, the 4WD way.The Wrangler is set up for driving off the beaten track so its on-road manners are not very refined. Get it on dirt, however, and it takes on a new personality with a surefooted yet more supple ride. The 4.0-litre, six-cylinder engine has plenty of grunt and produces 130kW of power at 4600 revs and 296Nm of torque from 2700 revs. Our Wrangler included a chrome pack worth $4000.Along the Turon Rd is Turon Gates, a peaceful place with cabins and a grassed camping area on the Turon River.On the riverbank three 4WDs and a car had stopped, the occupants assessing the torrent raging over the invisible bridge."You guys going to cross?" one of the group asked. "Our mate's about to come back, he just took the guys over from that utility, you'll be able to see how high it is on his wheels."Sure enough back came the LandCruiser utility. "You going to do it?" the camper again urged. "We'll stay and make sure you get across OK." Once over the other side, a friendly wave of thanks was thrown and we headed off to claim our campsite.Water crossings were to become the theme for the weekend's 4WD adventure. As we unloaded the strategically-packed Wrangler it was surprising how much we'd squeezed in, considering the car is not that big.The back seats fold up behind the front seats leaving an open square to stack things, and the Wrangler has four tie-down points to secure the load. The only thing that was a bit annoying was the lack of a hinge on the tailgate, which had to be propped open.The Wrangler feels a little basic with its wind-up windows, lack of central locking and indicators, which require the driver to turn them off manually. While headroom is enormous, shoulder room was comfortable but not abundant. Yet it has what you need, including a six-speed manual, driver and passenger airbags, front disc brakes, full-length centre floor storage with lockable console and two front and rear cup-holders, lockable storage bin and auxiliary power socket that works without the engine on.The next morning, the river had subsided enough to cross so we could tackle the 24km track to Sofala. The Wrangler ploughed its way around the winding, slippery dirt track in 4WD high, with 4WD low only engaged once to get up a steep rocky incline.About halfway along the track lay the remnants of a caravan that had become dislodged from its tow vehicle. The empty shell with the bed still visible was testament to the "road unsuitable for caravans" sign.After crossing a few riverbeds we were faced with a wider and deeper crossing. The indicator depth showed about 400mm but the Wrangler had a fair bit of weight so we slowly trundled across the causeway, which dipped in the middle. As we crossed, the water level kept rising, coming up to the door. Eventually, we came face to face with the widest and deepest crossing of the journey. One that actually made us think twice.As we sat in the Wrangler assessing the situation we pondered how a stricken off-roader we had seen earlier had managed to get across this one on the way in.The indicator was just a tad under 500mm, which — with the possibility of a dip in the middle — was a little disconcerting to say the least. But, it was not flowing fast and while the causeway did dip, the Wrangler took it all in its stride. In fact the weekend was a testament to the capabilities of the little truck, which did not put a foot wrong.On previous 4WD adventures we had often lamented the lack of river crossings. After attempting this track after a week-long deluge of rain the appeal is all but gone.