Road Test: 2015 Jeep Cherokee Trailhawk V6
Story by John LeBanc
I’m not exactly sure when the gentrification of the sports utility vehicle happened. Was it when the Japanese automakers started producing their compact car-based CR-Vs and RAV4s in the late 1990s?
Maybe.
I do know that there was a time when owning an SUV meant you had more adventurous things to do with your vehicle than, say, ordering a venti, half-whole milk, extra-hot, no foam latte from the drive-thru, or making sure you were going to make it to your yoga class in a winter snow storm. Activities like hunting, fishing and putting out forest fires, or in the case of America’s Jeep, helping win the Second World War, were reserved for SUVs.
So it was with some joy that I discovered the more traditional SUV qualities of the all-wheel-drive Trailhawk version of the 2015 Jeep Cherokee compact crossover. It’s the most rugged and off-road capable trim line in the lineup. And despite being underpinned by a compact car-based platform from Italy’s Fiat, the Trailhawk reeks of the machismo that oozed out of the squared-off fenders from the original 1970s Cherokee, a two-door version of the Grand Cherokee created to compete against pioneering SUVs like the Chevrolet Blazer and Ford Bronco.
Unlike the $31,090 (all prices include freight and pre-delivery inspection fees) 2015 Cherokee North 4X4, my $33,540 2015 Jeep Cherokee Trailhawk V6 tester wore Jeep’s Trail Rated badge, an emblem that promises the vehicle can handle more treacherous off-road capabilities than a trip to the mall.
In the Cherokee Trailhawk’s case, that means a 56.1:1 crawl ratio, the ability to ford water up to 500 millimetres deep, an 8.2-metre turning radius, and unique front and rear fascias that allow for a steeper 29.8-degree approach and 29.3-degree departure angles, and 221 mm of ground clearance.
Some of the Trailhawk’s extra lift comes from its old school rubber. Compared to the 225 60R 17 three-season tires on the Cherokee North 4X4 I tested, the Trailhawk wears wider and taller 245 65R 17s Firestone Destination A/T, including old school SUV-like white outline lettering.
To give drivers further confidence for off-pavement adventures, Trailhawk Cherokees also come with underbody skid plates and a locking rear differential. Jeep’s Selec-Terrain system (a console-mounted dial that allows the driver to choose Auto, Snow, Sport, Sand/Mud modes depending on the conditions) is also standard fare. And should you really get stuck, feel free to get a pull using the Trailhawk’s bright red tow hooks.
The non-Trailhawk, AWD Cherokees are already standouts off-road amongst their compact crossover competition, so the Trailhawk’s additional hardware only turns that off-pavement confidence up to 11. I didn’t get a chance to traverse California’s 36-kilometre Rubicon Trail (the route Jeep often uses to test its SUVs), but hooning around in a local gravel pit and some cottage trails were very easy tasks for the capable Trailhawk.
What also helped the Trailhawk’s drivability was my tester’s $1,500 optional 3.2-litre six-cylinder gas engine, which is mated to a standard nine-speed automatic transmission.
The Cherokee is already a heavyweight in its class, so the base 2.4L four-cylinder never feels like enough and the lack of speed on the highway is notable. But the V6 produces 271 horsepower and 239 pound-feet of torque — gains of 87 hp and 68 lb.-ft. over the four-cylinder — shaving about three seconds from the 2.4 model’s 10.5-second zero to 100 km/h time, and making the Cherokee a more pleasurable vehicle to drive, on the road or off.
Where this fifth-generation Cherokee will really surprise is how its driving dynamics are measurably better than any of its ancestors, how upscale its interior feels, and how many safety and convenience features it’s available with.
With its Italian roots showing, the Cherokee is already one of the more sophisticated compact utes on pavement. And while the Trailhawk’s larger rubber adds a bit of extra noise, the low-revving V6 is smoother and quieter than the base four. The Trailhawk’s steering is relatively quick and accurate, with a level of road feel older Cherokees (and Libertys) could never achieve.
The 2015 Jeep Cherokee Trailhawk V6, with its old school SUV off-roading capabilities, combined with modern crossover on-road driving manners, is a standout entry in a class full of suburban shuttles. (Just be careful with the options sheet. My tester came fully loaded, with $9,615 worth of trim, convenience, luxury and safety goodies that pushed the compact’s price into midsize Grand Cherokee territory.)
Despite its traditional Jeep capabilities, the Cherokee has taken some heat because of its non-traditional Jeep looks. I’m still questioning the aesthetics of its pointy nose, and the Trailhawk suffers the same lack of rear cargo space as every other Cherokee. So make sure to pack light if you’re planning an extended off-road adventure.
Still, for those looking for a “real Jeep” in the compact segment, the Trailhawk V6 combo is the Cherokee to get. It spanks its lesser cute-ute rivals off-road and is also a refined and luxurious on-road machine. Plus, there are its retro white letter tires, an excellent homage to the brand’s storied past.