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daryleberhard · 3 years ago

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2022 Jeep Grand Cherokee SRT

For potential buyers whose notion of an adventurous afternoon involves observe time instead of an off-road path, the 2021 Jeep Grand Cherokee SRT is usually a high-performance SUV that will do exactly that. A six.4-liter V-8 pumps out 475 horsepower when a ripsnorting exhaust observe announces the SRT's arrival and, more dramatically, its departure. Whilst it's based on the standard Grand Cherokee, the SRT wears more aggressive bodywork and comes standard with a sport-tuned suspension and upgraded brakes. In translation, it loses none of the Grand Cherokee's practicality or cabin comfort, although the SRT's ride is far less compliant over potholes top car in the world. If you're one for pure excess, Jeep offers the 707-hp Grand Cherokee Trackhawk (reviewed separately), but its even bigger price tag may be a turnoff to some buyers.

What's New for 2022?

While Jeep has made no changes to the Grand Cherokee SRT for 2021, an all-new Grand Cherokee is expected for the 2022 model year. That means big changes should be coming for this high-performance variant.

Pricing and Which One to Buy

SRT

$72,490

0$25k

$50k

$75k

$100k

$125k

The base SRT is practically perfect as it is. We'd add the high-performance brake package to make sure the SRT stops as well as it goes and the Trailer Tow Group for optimal towing ability.

Engine, Transmission, and Performance

The Grand Cherokee SRT first won our hearts with its thunderous Hemi V-8 and impressive efficiency. Although its naturally aspirated 6.4-liter V-8 is mild compared with the Trackhawk's 707-hp supercharged V-8, it still has 475 horses and 470 lb-ft of torque. The SRT we tested ripped to 60 mph in only four.4 seconds—just 0.2 second slower than a Dodge Challenger T/A 392. Even though the pony car was quicker in other acceleration tests, the SRT SUV matched the coupe's hearty exhaust be aware and responsive throttle for powerful pulls around town. With a maximum tow rating of 7200 pounds, the SRT can haul more than just ass. This high-powered Jeep has a sport-tuned suspension with adaptive dampers. The setup is stiffer than that of regular Grand Cherokees for improved handling. However, the SRT was comfortable and quiet driving over smoother surfaces. It has standard 20-inch wheels, and our test vehicle wore the optional Pirelli P Zero summer tires versus the standard all-season rubber. Whilst the GC SRT specializes in straight-line speed, it goes around corners surprisingly well given its heft. Its powerful Brembo brakes also helped it stop from 70 mph in 168 feet, which equaled the Trackhawk and was better than rivals such as the Mercedes-AMG GLE43.

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allamericancdjr · 3 years ago

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doyourememberyourself · 4 years ago

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30 - 07 - 2021 How can I even describe what's happened in the last 3 years since I posted here.

I really need to start at least monthly blogs here so I have something to come back and look on. It's weird to read back on my past blogs and see where my head was at during that time. It's amazing to see how far I've come in just the last couple of years let alone back when I started this blog when I first started taking medication.

I'm still off meds. I'm not seeing a psychologist. About 2 years ago I started taking edibles/smoking weed which has had a huge impact on my overall wellbeing. I feel so much better, so much more alert and awake. I get a much better nights sleep and it is all thanks to that. I am going through a bit of a stoner phase at the moment that I'll eventually have to move past, but for now I'm kind of embracing it.

At the same time, I've been working really hard in the gym. In 2019 I won Ballarat's Strongest Man. In the same year I won Springfest's MAS Wrestling Competition and won the pairs tug-o-war competition at the Clunes Show, with Erik, my brother-in-law. Then, 2020 happened and everything went to shit. It was a real struggle during that time. My training has suffered quite a lot, and my focus has shifted to losing weight, which so far isn't going so well. Getting the munchies and devouring everything in the cupboard is part of the problem.

in 2019, I started working full-time at XXX company as a Systems Programmer. COVID really screwed up my training at work so progress has been slow, but as of this month I've now been there for 4 years, including my 2 internship years (started that in 2017). I'm not unhappy there, and I like what I do, but I think I want to have another crack at the Police Force and become a crash investigator or something like that. I just can't see myself sitting in front of a computer for the rest of my life. Seems like a shitty existence.

I bought a car when I went full time. In fact, I sold the Focus, bought another V8 Soarer, and then finally got a Jeep Grand Cherokee. It's so good having a big car again. The Soarer was great and all, but with no heating or cooling and it sitting low to the ground, I eventually couldn't daily it any more. One of the good things to come out of COVID is the fact that it is now worth 4x more than what I bought it for.

I live in Mount Clear in a 5 bedroom house with 2 ensuites. I have had a few housemates since moving in here, but it's modern and big, meaning I get plenty of space from the other two I live with. I have my little cave set up with a two seater portion of a couch my family has had for 15 years, and my old Soniq Plasma TV which I've had for 11 years. I also have my N64, NES and original XBox set up (I've been playing Phantom Crash lately - love it).

I've been watching a lot more TV lately and playing less video games. I tend to go through these cycles. Recently have watched The Queen's Gambit (amazing) and Invincible (also amazing).

I can't really think of much else to say. I'll set a reminder on my phone to write here again, maybe in a week or two. I've been trying to improve myself in a lot of different ways lately. Cooking more often, making my bed, keeping the house clean... I want to improve my quality of life and there's a lot of changes I'm making to achieve that goal.

Anyway, see you in 2 weeks or 2 years.

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loadprofile754 · 4 years ago

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Safest Compact Suv 2020

SUVs are really popular vehicles these days, and the smaller ones are a popular size for buyers, too. Many buyers also have safety high on their must-have list, especially since SUVs are great for transporting families. Carfax recently took a look at some safe small SUVs, and Mazda ranks highly on both the compact and subcompact lists. The 2020 Subaru Forester and 2020 Mazda CX-5 top the list of safest compact SUVs, while the 2020 Mazda CX-3 and 2021 Hyundai Kona lead the list of safest subcompact SUVs.

2020 Subaru Forester

Each year, NHTSA crash tests vehicles as part of our 5-Star Safety Ratings program. In addition, we do verification tests on advanced crash avoidance technology systems in vehicles. Here are the lists of vehicle models selected for each test. Best Safety Rated SUVS of 2020. Best Safety Rated SUVS of 2019. Find a Top 10 List - New Car and Used Car. Most Fuel Efficient. Based on fuel-economy. Auto manufacturers continue to make safety a top priority across all makes and models. Here are the 2020 SUVS that have the best safety ratings according to the National Highway Traffic Safety. The Highlander was all new for the 2020 model year, and it's a good SUV. But that's just it. In a large class full of three-row options, the Highlander falls short of being a class leader.

The 2020 Subaru Forester comes in first on the Carfax list of 16 safest compact SUVs of 2020. The Forester comes standard with Subaru’s EyeSight suite of driver-assist features as well as a rear-seat reminder. EyeSight provides adaptive cruise control, advanced adaptive cruise control, lane-keep assist and sway warning, pre-collision braking, and pre-collision throttle management. Additional safety features, including blind-spot warning and rear cross-traffic alert, are options. The top Touring trim also includes additional safety features, like reverse automatic braking and DriverFocus, which helps cut down on distracted and fatigued driving.

The 2020 Forester comes standard with all-wheel drive, providing the SUV with great traction. It also comes standard with Apple CarPlay and Android Auto compatibility. The 2020 Forester is also an IIHS 2020 Top Safety Pick+. It received a five out of five from the NHTSA.

Which Compact Suv Is The Safest

2020 Mazda CX-5

RELATED: The 2021 Mazda CX-5 Is Worth the Upgrade for the New Safety Features

The 2020 Mazda CX-5 is second on the list of safest compact SUVs of 2020. It now has adaptive cruise control, lane-keep assist, lane departure warning, forward collision warning, and blind-spot monitoring standard for 2020. However, the automatic emergency braking and pedestrian detection don’t work at speeds higher than 50 mph.

All trims of the CX-5 except the base one come standard with Apple CarPlay and Android Auto compatibility, allowing for hands-free phone use and reducing driver distractions. The 2020 CX-5 is also an IIHS 2020 Top Safety Pick+ and received five out of five from the NHTSA.

2020 Mazda CX-3

On Carfax’s list of the 17 safest subcompact SUVs for 2020, the 2020 Mazda CX-3 came in first. The 2020 CX-3 comes standard with the Mazda i-Activesense suite of driver-assist features. That includes adaptive cruise control with stop and go, automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, pedestrian detection, and a head-up display.

The CX-3 does also come standard with Apple CarPlay and Android Auto compatibility. This subcompact SUV is an IIHS 2020 Top Safety Pick+. Sophos apple. It also received five out of five from the NHTSA.

2021 Hyundai Kona

Coming in second on the list of safest subcompact SUVs is the 2021 Hyundai Kona. The 2021 Kona comes standard with automatic emergency braking, lane-keep assist, and a driver attention warning system. All trims except the lowest one also come with blind-spot monitoring and rear cross-traffic alert. Skipping up to the top Ultimate trim adds adaptive cruise control and pedestrian detection.

Using Secure Socket Layer, you can establish a secured connection between the client and server. It helps to safeguard sensitive information such as credit card numbers, usernames, passwords, pins, etc. You can make connections more secure by creating your own SSL context using the HttpClient library. Apache httpclient ssl. If you want to use the Apache HTTP client instead of the Java HTTP client, you have to provide to SSLFactory your keystore and configure DefaultHTTPClient to use it in the HTTPS protocol. You can find a working example here. I hope that helps.

All-wheel drive is available but not standard on all trim levels. Apple CarPlay and Android Auto are standard on all trims of the 2021 Kona. The 2021 Kona is an IIHS 2020 Top Safety Pick. It received five out of five from the NHTSA.

Safest Luxury Compact Suv 2020

Carfax took a look at small SUVs available during 2020, examining ratings from the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA). These ratings along with the advanced driver-assist features included in the SUVs helped determine which compact and subcompact SUVs made the lists. Buyers looking for small and safe SUVs should consider the 2020 Subaru Forester, 2020 Mazda CX-5, 2020 Mazda CX-3, and 2021 Hyundai Kona.

Safest Compact Suv 2020

MakeModelBody styleBuickEncore GXSUVCadillacCT54 DRCadillacXT5SUVCadillacXT6SUVChevroletMalibu4 DRChrysler3004 DRChryslerPacifica Hybrid PHEVMVDodgeChallenger2 DRDodgeCharger4 DRFordEscapeSUVFordExplorerSUVFordTransit WagonVANFordTransit Wagon - high roofVANGMCAcadiaSUVHyundaiAccent4 DRHyundaiPalisadeSUVHyundaiSonata4 DRHyundaiVenue4 DRJeepGladiatorPU/CCJeepRenegadeSUVJeepWranglerSUVKiaSoulSUVKiaStinger4 DRKiaTellurideSUVMazdaCX-30SUVMazdaMazda34 DRMercedes-BenzSprinter 1500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (15 Pass)VANMitsubishiEclipse CrossSUVNissanKicksSUVNissanLEAF (62 KWh Battery)5 HBNissanMaxima4 DRNissanSentra4 DRNissanTitan Crew CabPU/CCNissanVersa4 DRRamRam 1500 Classic Crew CabPU/CCRamRam 2500 Crew CabPU/CCSubaruLegacy4 DRSubaruOutbackSWSubaruWRX4 DRToyotaCorolla4 DRToyotaHighlanderSUVToyotaTacomaPU/ECVolkswagenAtlas Cross SportSUVVolkswagenPassat4 DRVolvoS604 DRVolvoXC40SUVVolvoXC60SUVVolvoXC90 T5 FWDSUV5-Star Safety Ratings Model Year 2020 Vehicle Models Selected for Testing

Best Used Suvs For Seniors

MakeModelBodyAcuraMDXSUVAudiA64 DRAudiQ5SUVCadillacCT5/CT5-V4 DRChryslerPacificaMVFordF-150 Super CabPU/ECHondaCivic Sedan4 DRHondaOdysseyVANHyundaiElantra4 DRHyundaiPalisadeSUVJeepGrand CherokeeSUVKiaNiro HybridSUVKiaOptima4 DRLexusES 3504 DRMazdaCX-30SUVMazdaMazda64 DRNissanAltima4 DRRamRam 1500 Crew CabPU/CCSubaruOutbackSWToyotaCorolla4 DRVolvoS60 T64 DRMODEL YEAR 2020 VEHICLE MODELS SELECTED FOR ADVANCED CRASH AVOIDANCE TECHNOLOGY SYSTEMS VERIFICATION TESTING

Key

PU – Pickup

EC – Extended Cab

CC – Crew Cab

DR – Door

HB – Hatchback

MV – Mini Van

SW – Station Wagon

SUV – Sport Utility Vehicle

Search Vehicle Safety Ratings

NHTSA's 5-Star Safety Ratings help consumers make smart decisions about safety when purchasing a vehicle.

Recommended Driver Assistance Technologies

Look for vehicles with driver assistance technologies that have met NHTSA performance tests.

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allamericancdjr · 3 years ago

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n3oday · 4 years ago

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Jeep Grand Wagoneer

Jeep is well known for its off road vehicles. Jeep is not considered one of the "luxury brand names" when it comes to cars. Jeep is also known for its somewhat cheap vehicles. Hence, keeping it and maintaining it one would say it is quite easy. Jeep in the past has been coming out with more higher class cars such as the Grand Cherokee and Jeep Wranglers. Jeep has also dove into the truck category with its new Jeep Gladiator but now it has taken a dive into the Luxury SUV vehicle known as the "Grand Wagoner".

How is Jeep's new car going to affect the Luxury SUV market? With top names such as Lincoln, Cadillac, and Land Rover being at the top I am curious to see how Jeep is going to try to reach the top of the mountain with this one. The new top model Grand Wagoneer SUV is topping out at a $111,000. There are going to be other models such as the Grand Wagoneer and the Wagoneer. Both are the same car type just one has to offer a better interior design. The Wagoneer is looking to start at $57,995 and the Grand Wagoneer is starting at $86,995.

The picture above shows the top four car models of 2020. With Jeep releasing the Wagoneers later this year I am curious to see how the competition will respond. I am also curious to see how Jeep's current customers will respond. Like I stated earlier Jeep is not known for the "Luxury brand". But I believe this is going to be a hit and I believe they are going to sell out. Being a Brand new model car and with Jeep having past successful sellouts this is going to be one more added to the list. Jeep will also be stepping into the luxury category. Which is going to attract a new market, with that being said one who tends to have these types of cars are loyal to these brands and have been with the same brand for awhile. Trying to attract loyal customers to other brands I feel is going to be hard for jeep because those brands are already established in that Luxury SUV market. On the other hand, Jeep also has loyal customers and with Jeep having a new model I feel Jeep customers are smiling from ear to ear when they see the new Jeep Wagoneer later in 2021.

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dipulb3 · 4 years ago

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2021 Dodge Durango SRT 392 review: A big, comfy, 475-hp couch

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2021 Dodge Durango SRT 392 review: A big, comfy, 475-hp couch

Think of the Durango SRT 392 as an Extra Large Charger.

Andrew Krok/Roadshow

In theory, there isn’t much that’s actually new in the Detroit-built Dodge Durango. Barring a mild face-lift inside and out, the second refresh in this SUV’s third generation, the 2021 model is a continuation of the one that’s been kicking around since 2011. The 6.4-liter Hemi V8 that carries the 392 designation has been in Chargers and Challengers since 2015. Yet, in combining the two, Dodge has created its own unique beast, one offering fast, family-friendly functionality. What’s more, some recent quality-of-life updates make this a surprisingly well-rounded and very compelling three-row SUV.

Effortless motive force

Loads of long-range comfort

Excellent cabin tech

Don’t Like

Touchy gas pedal

Absolute thirst machine

Needs more standard safety tech

The Durango’s shape should be quite familiar, given its age. But for the 2021 model year, there are a few new aesthetic tricks up this model’s sleeve. The headlights are a bit more aggressive thanks to a rejiggering and the SRT 392 picks up a chin spoiler for a little extra sporting disposition. Whether you opt for the Durango’s standard V6 or something a little spicier, this SUV looks big and tough, its proportions not too far off from the burly Charger sedan.

2021 also graced the Dodge Durango with a sharp new interior. Most of its oldest-looking bits are gone, with a new dashboard that better integrates its infotainment screen. Even though there’s full climate-control functionality built into the display, I really appreciate the full complement of physical buttons just beneath the screen, providing easy access to HVAC settings as well as the heated seats and steering wheel. My tester feels just a bit fancier thanks to cushy and supportive Laguna leather seats ($1,595) and the Premium Interior Group package ($2,495), which adds a suede headliner, fancier materials on the instrument panel and some cool-looking carbon interior accents. The revised center console is swell, too, with more space for a wireless device charger, a decently sized under-armrest cubby and four USB ports (two USB-A, two USB-C).

The beltline is a little on the high side, so the 2021 Durango can occasionally feel a bit visually constricting, but there’s actually loads of space inside. Sitting in the second-row captain’s chairs, I’m not left wanting for headroom or legroom, and the $595 second-row console option adds some nice creature comforts including illuminated cup holders and an extra USB charging port, in addition to the pair provided standard. If two rows isn’t enough, a quick lift of a side handle vaults the middle row forward, offering access to a third row that’s surprisingly roomy for a 6-foot-tall adult, even with a slightly raised floor. That optional console has a reverse hinge that allows way-back occupants to access what’s inside, which is a properly clever touch. No matter the row, every seat is comfortable enough to soak up many, many miles.

That’s a good thing, because the 2021 Dodge Durango SRT is built for cruising. Just pick a direction, wrangle this sufficiently large brute onto any local on-ramp and sit back and relax. The Durango eats up miles and returns comfort in spades, thanks in part to an adaptive suspension that, in its most comfortable Auto mode, more or less eliminates any nastiness underfoot. The steering is just direct enough for a light touch to maintain heading, although in blustery conditions, this slab-sided machine may require a few more minor course corrections. The gas pedal is entirely too touchy, even at its most muted, sending heads bobbing a bit more than I’d like in around-town driving, but the brake pedal is fantastic in its modulation. For an extra $1,295, you can slap on some SRT performance front brakes with two-piece rotors that will scrub speed at an impressive rate, which can spell the difference between overcooking a corner and coming out the other side all squeaky-clean like.

Normally, I wouldn’t so much as mention corner-carving in a three-row family hauler review, but this is no pedestrian sport-ute. The 2021 Durango SRT’s 6.4-liter Hemi V8 produces 475 horsepower and 450 pound-feet of torque, which is sent to all four wheels by way of a smooth-shifting eight-speed automatic transmission. That’s a little less than what the engine makes in the Challenger and Charger varieties of the same name, but make no mistake, this is plenty of motive force. Cold starts will probably irk the neighbors. The sound that permeates the cabin is addictive; it’s enough to make you want to goose the throttle at every opportunity, and the sound and fury that results only reinforces that decision as the right one. If, for some reason, this is not enough power to sate your desires, there’s a limited-edition 710-hp Hellcat variant, too. But the joke’s on you, because that one’s already sold out.

With the SRT mode switch set to Sport, body roll diminishes while steering and suspension stiffen, and the throttle response gets even more sensitive. When I’m deep in forest roads, it feels just as comfortable to manhandle as a similarly equipped Charger — just, you know, a little taller. There’s a Track mode, too, but it turns off the traction control, which probably isn’t the greatest idea when it’s 32 degrees Fahrenheit and the vehicle is wearing 295/45ZR20 Pirelli Scorpion Zero all-season tires. It’ll also tow 8,700 pounds right out of the box, which is, frankly, nuts. That’s enough for some larger travel trailers, a decently sized horse trailer — or, hell, another Durango SRT.

When you’re in a Durango, you may or may not resemble your local constabulary’s highway patrol, so expect plenty of drivers to cede their lane position as you cruise by.

Andrew Krok/Roadshow

Of course, there’s always a drawback — beyond the $64,490 window sticker — and in this case, it’s fuel economy. The 5,378-pound Durango SRT 392 is a thirsty fellow, achieving a paltry EPA-estimated 13 miles per gallon city and 19 mpg highway. If you have even a remote enjoyment of what the gas pedal does, and you’re not constantly swapping over to Eco mode, good luck ever reaching those figures. My city economy in end-stage winter is pushing closer to single digits, with highway mileage pegged out around 17ish. Even with its 24.6-gallon fuel tank (with a theoretical max range of about 465 miles if you never leave the highway), you’ll watch the Durango’s needle move in near real time if you’re not delicate on the go-pedal.

The 2021 Dodge Durango also picks up some welcome cabin-tech upgrades. At its heart is the Uconnect 5 infotainment system, Stellantis’ latest. In addition to slick graphics and eager responses, the display (reaching up to 10.1 inches on higher models like this one) is loaded with features, including standard wireless Apple CarPlay and Android Auto, along with satellite radio, over-the-air updates, a 4G LTE Wi-Fi hotspot and Alexa integration. Uconnect has always been a good system, and its freshest iteration only gets better. Six USB ports are standard between the first two rows, with a seventh on offer if you opt for the second-row center console upgrade.

Uconnect 5 runs on the Android Automotive platform now, but sadly, you don’t get access to any cool baked-in Google apps like you do with other AA systems, such as Polestar’s.

Andrew Krok/Roadshow

On the safety front, things are a little sparse to start with: The Durango 392’s standard safety kit just consists of the federally mandated backup camera plus front and rear parking sensors with automatic low-speed emergency braking. For $495 you can add blind-spot monitoring and rear cross-traffic alert, while another $2,395 brings the rest of the available features, including advanced automatic emergency braking, full-speed adaptive cruise control and lane-departure warning.

While the greater Durango family has plenty of competitors, none can quite match what the SRT brings to the table. The Ford Explorer ST is quite the hustler, but it only (“only”) makes 400 hp and 415 lb-ft — then again, its starting price is some $10,000 lower, too. The Hyundai Palisade and Kia Telluride lack performance variants, but they can pile on the style and luxury a bit more than the Dodge does. The current-generation Jeep Grand Cherokee has its own SRT variant, but it’s only two rows, and with a newer and way more advanced generation on the horizon, I’d say it’s worth holding out to see how the 2021 model stacks up. If you want more space than the Durango SRT provides, the Chevy Tahoe and GMC Yukon exist, but they don’t have street-performance-oriented models.

The 2021 Dodge Durango, then, is in quite a sweet spot. Throwing a potent V8 into an already solid three-row family SUV creates a special kind of machine that is just flat-out fun all the time, full stop. You’ll love it and your kids will love it, but your poorly packed groceries now scattered all over the trunk might have a different opinion.

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grgdoorfix · 4 years ago

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2021 Jeep Cherokee Review | Expert Reviews | autotrader.ca – autoTRADER.ca

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2021 Jeep Cherokee Review | Expert Reviews | autotrader.ca – autoTRADER.ca

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This post was originally published on this site

If a Grand Cherokee is bigger than you need, but you’re not ready to commit to the rough-and-tough of a Wrangler, the 2021 Jeep Cherokee may do the job.

It comes in eight trims, including an entry-level front-wheel-drive model, but my tester was the off-road-ready Trailhawk, and it’s far more capable than you might think. Offered in two levels, I had the upper Elite, which starts at $41,795 before fees and taxes. It was then topped up with options, bringing it to $47,285.

Styling: 8/10

The Cherokee was a bit wonky-looking when it was first introduced for 2014, with thin headlights oddly set atop the fenders. It’s been massaged since then into a design that, if not outstanding, blends well into the midsize sport-ute market. Mine was spiffed up with a no-charge coat of Spitfire Orange paint, while my 17-inch black wheels – the same size as stock, but done in a different style and shade – added $695.

The Trailhawk sits 25 mm (one inch) higher than other trims, and includes front and rear red tow hooks, along with skid plates. All front and rear lighting is LED. The Elite includes a hands-free power tailgate, but my tester’s dual-pane panoramic sunroof was part of a $1,995 Sun and Sound package that also adds a premium stereo system.

Safety: 8.5/10

The United States National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) differ slightly on the Cherokee. The NHTSA gives it four out of five stars overall, with five stars for side crash but only four for frontal and rollover. However, the IIHS gave it the top “Good” rating for all crashes (three frontal, side, and roof) plus head restraints and seats, and “Good+” for child-seat latch ease of use, although the LED headlights only rated “Acceptable.”

The Trailhawk comes standard with blind-spot monitoring, rear parking sensors, and the back-up camera that’s mandatory on all new vehicles. My tester was further equipped with a $1,095 Technology pack that added adaptive cruise control that works in stop-and-go traffic, automatic high-beam headlights, lane-keep assist, emergency front braking, and a self-parking feature.

Features: 8/10

My tester came with a long list of features stuffed into a good-looking and well-finished cabin. The Trailhawk’s standard items include dual-zone automatic climate control, 8.4-inch touchscreen infotainment with Apple CarPlay and Android Auto, seven-inch instrument cluster display, voice command, satellite radio with one-year trial subscription, all-weather floor mats, a heated steering wheel, and a 115-volt outlet.

The Trailhawk Elite further adds heated and ventilated leather seats, a security alarm, hands-free tailgate, power driver’s seat, auto-dimming rearview mirror, and integrated garage door opener. My ride was also equipped with the aforementioned safety-tech package, black wheels, and sunroof/audio bundle, plus a towing package, and upgraded infotainment with navigation, traffic, and travel information, off-road pages, and a Wi-Fi hotspot.

User Friendliness: 8.5/10

Even with the Trailhawk’s slight increase in ground clearance, it’s easy to get in and out of this trucklet’s front and rear seats. I appreciated my tester’s power-adjustable chair and was able to find the right position, and visibility is good all around.

Most of the controls are big dials and buttons, which is always good, including on the steering wheel and the button/dial combination for the four-wheel-drive configuration. The Uconnect infotainment system remains one of the industry’s best, with big-and-simple icons and intuitive menus. My only quibbles are that I’d prefer a temperature dial to the up-or-down toggle here; and the heated seats and steering wheel are controlled not by buttons but through the touchscreen, which requires extra steps and takes your eyes off the road.

Practicality: 8.5/10

The Cherokee is roomy inside for its footprint, including a decent amount of space for those in the rear seat. The cargo compartment offers 700 L of space with the rear seats up, and the cargo floor can be lowered for taller items. The rear seats fold, but not completely flat. The cargo liftover is a bit higher than some, but I didn’t have any issues getting my groceries into it.

There isn’t as much small-item storage in the centre console as with many other SUVs, mostly because cubby-bin space is taken up with the four-wheel-drive dial and connectivity outlets. But there is a storage spot in front of those, as well as a lidded bin atop of the dash. When equipped with the optional towing package as mine was, the Trailhawk can pull up to 2,041 kg (4,500 lb).

Comfort: 9/10

The Trailhawk Elite’s leather-faced seats are sculpted and bolstered, and they’re as comfortable and supportive as they look. The Elite also adds power adjustment to both front chairs.

That comfort follows through with the on-road ride, and for a vehicle that’s tuned for off-road, it behaves itself very well on the asphalt. It’s smooth and quiet, and it soaks up bumps very well and allows only the nastiest potholes to make their way into the cabin.

Power: 9.5/10

The Cherokee lineup offers three engines, but the Trailhawk comes exclusively with a 3.2L V6 that makes 271 hp and 239 lb-ft of torque. It’s mated to a nine-speed automatic, and while that multi-gear unit can sometimes hunt for gears with some other engines, it’s a good fit here. Acceleration is smooth and quick, and there’s plenty of power for highway passing. This is a very sweet little engine and extremely impressive. I also like that it’s not turbocharged. If I’m planning on keeping a vehicle for a long time, I prefer the simplicity of a naturally aspirated engine.

Three four-wheel drive systems are offered across the Cherokee range, but the Trailhawk uses the beefiest of them, called Jeep Active Drive Lock. It’s an automatic system that can be driven anywhere, but can be put into four-wheel low, which should only be used on loose or soft surfaces, and further has a mechanical locking rear differential for the toughest stuff. Hill descent control is standard, as is a low-speed cruise control for use on trails.