If you've been shopping midsize sport-utility cars lately, you've probably noticed that they're not getting any cheaper. No big surprise there, right? That obviously applies to the
Jeep Cherokee, too, but There is an important footnote. It may not be getting any cheaper, but its annual price hikes aren't keeping pace with the rest of this size class.
As a result, this solid old performer is one of the greatest buys in its class. You'd have
to check all the option boxes to get the price beyond $25,000, even for a loaded
4-wheel drive Country model, the top of the Cherokee line. Check all the boxes for a Ford Explorer, Chevrolet Blazer or Jeep Grand Cherokee and you'll find yourself crossing the $30,000 frontier.
This is one of the cars that launched America on its current love affair with
trucks back in 1984, and it hasn't changed much since. The squarish lines look dated compared to the rounded corners we're seeing on more recent designs.
On the other hand, sport-utility buyers regularly tell product planners that it's
important for these cars to look tough, so if the Cherokee's exterior design isn't
exactly au courant, it's still appropriate.
As in 1995, Jeep offers the Cherokee in three trim levels--the basic SE (starting at
$14,645), the mid-level Sport (from $16,999) and the uptown Country (from $20,462). All are available in 2- or 4-door editions, with a choice of 2-wheel drive (standard across the board) or two different 4-wheel drive systems, Jeep's on-demand Command-Trac system, with shift-on-the-fly capability, or Selec-Trac, which operates full-time.
The base powertrain in the SE is Jeep's veteran 2.5-liter 4-cyl. engine with a 5-speed manual transmission. This time-honored workhorse is also employed in the all new Jeep Wrangler, and it's been given refinements for 1996 to reduce noise and improve its torque band. One of the few 4-cyl. engines left in the sport-utility realm, it's thrifty and durable, but it does not have much muscle left over for heavy loads.
Sport and Country models come with Jeep's 4.0-liter inline 6-cyl. engine, which
produces 190 hp and far more torque. Available as an option on the SE ($812), the
6-cyl. is a much more pleasant engine to live with and also increases the Cherokee's towing capability to 5000 lbs. It is definitely the better choice if you want the optional 4-speed automatic transmission, our tester was a Command-Trac Sport model, with a 5-speed manual transmission.
The Cherokee's unibody design was a departure from tradition when it was introduced, and it's still a distinction today, although the Grand Cherokee and Nissan's new Pathfinder also use this approach. Most others use body-on-frame construction.
Body-on-frame is the way all cars were made at one time, and it's still standard
for all pickup truck trucks. The body is assembled as a separate unit, then bolted to a
ladder-type frame. The strength of this technique is its inherent durability. It is
very good at absorbing heavy duty punishment. But it's also heavy.
In unibody cars, the body and chassis are assembled as one piece, and the body shell serves as a stressed member of the chassis, which saves a lot of weight. Our Sport tester, for example, weighed in at less than 3100 lbs., complete with 4wd. That is about a thousand pounds less than, say, a comparably equipped Chevrolet Blazer, which pays off every time you buy fuel.
On the other hand, the Cherokee might not stand up to the rigors of rough roads, or no roads, as well as some of its competitors. If your driving menu includes lots of rough stuff, be prepared for squeaks and rattles as the miles accumulate.
