SUMMIT POINT, W. Va. — Bring the 2014 Jeep Cherokee Trailhawk to a complete stop; check. Shift to low range four-wheel-drive; check. Engage the locking differentials; check.
Hit the mud. Check and check and check some more.
The thing's unstoppable in the backwoods, mud-laden off-road course at Summit Point Motorsports Park here.
Locking differentials — left and right wheels turn at the same speed, no matter what; power's not wasted on an easy-spinning wheel with little traction — is the off-road equivalent of the hand of God.
T-hawk's shining, grin-producing off-road ability is even more remarkable when you understand that the Cherokee is basically a Dodge Dart compact sedan done up as an SUV.
The chassis used by Dart and Cherokee is what Jeep's parent Chrysler Group calls CUS-W (for compact, U.S. market, wide). It's derived from a platform provided by Chrysler majority owner Fiat's Alfa-Romeo brand.
CUS-W is laid out for a transverse engine and front-wheel-drive. Cherokee adds four-wheel-drive hardware.
Trailhawk is the off-road specialty model of the new Cherokee. Slightly different trim and coloring vs. the Latitude and Limited make it the only Cherokee with looks that don't provoke Test Drive's gag reflex.
The others have a face only a mom could love. Trailhawk's pretty close to that, but gets a pass for its jock-ness.
Trailhawk also has bright red, fang-like tow hooks below the front and rear bumpers, giving it an especially business-like persona.
Reasonable people often disagree on matters of taste, so maybe you'll love the Cherokee's looks. Certainly it's been in enough TV ads that you likely already know what you think.
By most measures, Cherokee is exceptional. But, beyond styling, there are exceptions to exceptional:
• Paved-road ride seems too jiggly on all models, not just the specially under-slung T-hawk. We drove a variety of models here, around Hell, Mich., and in suburban Virginia and on all we noticed annoying jiggles and wiggles on highways and in town; over bumps and on smooth stretches.
• The version you'll probably really want is too expensive. Though the starter price is a fetching $23,490, that gets you one with front-wheel drive (FWD) and a four-cylinder engine. It can sound pretty coarse in modestly challenging terrain and in our testing wasn't significantly more fuel-efficient than the optional V-6 that has much more power and runs more sweetly.
Desirable versions will run about $32,000 to $38,000 — a lot for a modest-size SUV, even with Cherokee's array of features.
An unusual asset: Versions with the either of the two top 4x4 systems can be flat-towed, great for RV ramblers who bring along something to drive once settled in the RV park.
Perhaps the biggest reason to salute Cherokee is that it's finally here.
Cherokee replaces the Liberty, which was introduced in late 2001 as 2002 model and was a contemporary jewel, then was enlarged and uglified for the second generation.
Liberty production ended August 2012. Cherokee began arriving at dealers only this October.
The first-gen Liberty, by the way, is more capable some ways than Cherokee. Early Liberty models could tow 5,000 lbs., carry 1,500 lbs. Cherokee, 4,500 lbs., 1,000 lbs. Lest you think all change is good.
Cherokee noteworthies:
• It's first on the market with a nine-speed automatic transmission. It beat the 2014 Range Rover Evoque, which has a similar nine-speed by about two months. The 2014 Evoque is arriving at dealers this month.
• Cherokee's nine-speed shifted well most of the time.
• Rear leg room is commendable. Adults fit nicely.
• Cargo and passenger space is thoughtfully executed. Rear seat slides fore-aft to blend cargo and rear passenger needs. Front passenger seat folds flat forward for long cargo when combined with fold-down rear seat.
• Steering, cornering, braking all pass muster with room to spare.
• Connectivity/infotainment systems are excellent, typical of Chrysler (and General Motors) vehicles these days.
Looks and the unsettled ride take Cherokee off our list. But it is a compelling package for those with kinder views of the styling and suspension. And for those who really go off-road, the Trailhawk is a remarkable piece of work.
ABOUT THE JEEP CHEROKEE TRAILHAWK
What? Compact four-door, five-passenger SUV replacing the Liberty; available with front-wheel (FWD) and three types of four-wheel drive (4x4); four-cylinder or V-6 engine.
When? On sale since October.
Where? Made at Toledo, Ohio.How much? $23,490 including shipping for the base, FWD four-cylinder, to $38,260 for loaded AWD V-6 Trailhawk trim.
What makes it go? Base is 2.4-liter, four-cylinder, Tigershark 2 MultiAir, gasoline engine rated 184 horsepower at 6,400 rpm, 171 pounds-feet of torque at 4,600 rpm. Optional: 3.2-liter Pentastar gas V-6 rated 271 hp at 6,500, 239 lbs.-ft. at 4,400 rpm.
How big? Similar but longer, wider, taller than Ford Escape or Honda CR-V.
Passenger space, 103.4 cu. ft. Cargo: 24.6 cu. ft., back seat upright, 54.9 cu. ft., back seat folded. Weighs 3,775-4,106 lbs.
Carries 1,000 lbs. of accessories, people, cargo. Tows up to 4,500 lbs. with trailer package; 2,000 lbs. without.
Turning-circle diameter: 37.6 to 38.1 ft.
How thirsty? 4-cyl. models rated 21-22 mpg in the city, 27-31 mpg highway, 23-25 mpg combined city/highway driving.
V-6: 19/26-28/21-22 mpg.
Test vehicles included 4-cyl. and V-6, FWD and 4x4 and all hovered around 18 mpg (5.56 gallons per 100 miles) in vigorous suburban driving with frequent wide-open throttle.
4-cyl., FWD model driven gently on smooth, level country roads: 28.7 mpg (3.48 gal./100 mi.).
Regular recommend, tank holds 15.9 gallons.
Overall: Ugly, potentially pricey, generous array of standard features, modern and roomy interior, exceptional 4x4 choices.
