2020 Jeep Cherokee Limited 4×4 in Sting-Gray Clear-Coat (a $195 option)

2020 Jeep Cherokee Limited 4×4. Class: Compact Crossover SUV Miles driven: 238 Fuel used: 12.0 gallons Real-world fuel economy: 19.8 mpg Driving mix: 50% city, 50% highway. The Jeep Cherokee performance guide, Jeep Cherokee XJ 1984-2001: Advanced Performance Modifications, offers DIY-ers and professional builders the opportunity to take those unibody models and match their potential to anything fresh off the showroom floor. The book provides all the information on upgrades and modifications you need to maximize.

2020 Jeep Cherokee Limited 4×4

Class: Compact Crossover SUV

Miles driven: 238

Fuel used: 12.0 gallons

Real-world fuel economy: 19.8 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 20/27/23 (city/highway/combined)

Fuel type:Regular gas

Base price: $34,595 (not including $1495 destination charge)

Options on test vehicle: Sting-Ray Clear-Coat paint ($195), Technology Group ($1595), 9-speed 948TE 4WD automatic transmission ($1205; includes hill descent control, Jeep Active Drive II 4×4 system, and off-road suspension), 2.0-liter turbo engine with electronic stop/start ($500), panoramic sunroof ($1595), Uconnect navigation system with 8.4-inch display ($895)

Custom Cherokee Xj Builders

Price as tested: $42,075

Quick Hits

The great: Comfortable ride; varied selection of models and optional equipment

The good: Upgraded off-road capabilities; respectable power from optional turbo 4-cylinder engine

The not so good: Disappointing fuel economy; 9-speed transmission can be balky; rear cargo area isn’t as spacious as many class competitors

John Biel

With a big enough range of models, a given vehicle line can serve a lot of tastes and budgets. For support, we offer up the Cherokee, one of Jeep’s compact crossover SUVs.

You read “Jeep” and perhaps you reflexively summon the image of an off-road-ready Trailhawk. However, most Cherokees are attuned to more-civilized pursuits. Consumer Guide put one of these, a comfortably outfitted Limited, to use in a place where “off road” usually means a driveway.

The Limited trim level slots below the top-line Overland and decked-out versions of the off-road-oriented Trailhawk model in the Cherokee lineup.

While not the top of the Cherokee price range—that distinction actually belongs to the $39,000-plus Trailhawk Elite—the Limited is pretty far up the chart. Counting delivery, the tested 4-wheel-drive truck started at $36,090, and bulked up to $42,075 with options. Note that a Limited 4-wheeler costs a considerable $3245 more than one with front-wheel drive, but in addition to the more-complex driveline the 4×4 also gets a standard V6 engine in place of the front-driver’s naturally aspirated 4-cylinder engine.

The Cherokee’s cabin offers a straightforward control layout, and a good array of comfort and convenience features in Limited trim. The center console houses the drive-mode selector, charging ports, and the electronic parking brake lever.

The Limited welcomes drivers and passengers into leather-upholstered surroundings with lots of soft-touch material on the dashboard and door panels (though the grained-plastic tops of the rear doors are not padded). Front seats and steering wheel are heated; the automatic climate-control system is dual-zone; and there are memory settings for the driver’s seat, radio, and exterior power mirrors. The Uconnect 4 infotainment system features an 8.4-inch touchscreen, Alpine-brand speakers, Apple CarPlay/Android Auto smartphone compatibility, satellite radio, and voice-activated Bluetooth connectivity. Driver-assistance technologies count things like rear park assist, blind-spot and rear cross-traffic monitoring, and keyless entry and starting.

Though the Cherokee’s rear seat isn’t the most spacious in the compact SUV class, average-sized adults can fit in decent comfort. HVAC vents and USB and AC charging ports are housed in the back of the center console.

CG’s test truck went a lot further. A Technology Group option added things like lane-keeping assist, forward-collision alert and mitigation, and adaptive cruise control. Overhead loomed a two-row sunroof; within, the infotainment unit was augmented with navigation, HD radio, and a Wi-Fi hotspot.

The test vehicle’s powerteam was a creation of the options list, too. In place of the 3.2-liter V6 was the 2.0-liter turbocharged four ($500) that makes 270 horsepower and 295 lb-ft of torque. All Cherokees have a 9-speed automatic transmission, but the tester tacked on the Trailhawk’s 948TE version ($1205). With it comes Jeep’s “Active Drive II” 4-wheel-drive system that adds a low-gear range and neutral setting (the latter makes flat towing, such as behind a recreational vehicle, possible) to “Active Drive I” automatic 4WD with “Selec-Terrain” that features four modes: “Auto,” “Snow,” “Sport,” and “Sand/Mud.” Hill-descent control and specific suspension tuning are other elements of the transmission option that give even a boulevard Cherokee a decent chance in challenging conditions.

There’s 25.8 cubic feet of cargo volume behind the rear seats, and 54.7 cu. ft. with the rear seats folded down–notably less space than class rivals such as the Honda CR-V or Toyota RAV4.

This engine/trans combination was no surprise to us, having already sampled it in a 2019 Trailhawk. Power away from a standstill and the engine will display turbo lag for a count, then wake up with a hint of noise. Maximum towing capacity with the 2.0-liter is 4000 pounds. Absent much stress, the 9-speed automatic generally blends into the background. However, there are occasions when shifts feel mistimed and abrupt—particularly in Sport mode, which delays upshifts in order to build power. Plus, it can be a little slow when the situation calls for the gearbox to kick down.

EPA fuel-economy estimates for the turbo four in the Limited are 20 mpg in city driving, 27 mpg in highway use, and 23 mpg combined. As in ’19, our experience with this engine fell short of those expectations. For example, this reviewer barely missed the city estimate at 19.8 mpg after a 125-mile run that included just 51 percent city-type operation. A gas-conserving stop/start feature is standard.

The Limited does a nice job of carrying out the urban/suburban people-mover duties that are its prime directive. It rides well on its standard 18-inch alloy wheels and touring tires. Though perhaps a little lacking in steering feel, handling is easy and acceptably responsive, and braking is good.

The 270-hp turbocharged 2.0-liter 4-cylinder is a $500 option; 18-inch polished aluminum wheels are standard.

Is the Cherokee roomy? Some have doubts, but this tester found livable adult legroom in both seating rows. However, the long sunroof reduces rear-seat headroom, and the console extends far enough back to rule out hope for a middle passenger in the second row. Similarly, the numbers tell you this Jeep isn’t the biggest cargo hauler in its competitive set, which includes vehicles like the Ford Escape, Honda CR-V, and Mazda CX-5. Eyeball it, though, and it seems to have decent space even with the flat-folding 60/40 rear seats up. Open cubbies to contain incidentals exist at the rear corners, and the cargo floor lifts to expose some hidden space on a molded panel that rests over the spare tire.

Coming off a significant freshening for 2019, the ’20 Cherokee is barely changed. There are a couple of new exterior color choices and the availability of Alexa Skill connectivity that enables remote starting, fuel-level checks, nav-system address inputs, and other services through home-based Alexa units. Audio and climate controls continue to be convenient and intuitive in access and operation. Personal-item storage is modest but diverse. Glove-box space isn’t terribly big, but the console box (with device inputs) isn’t bad. There’s a small covered bin atop the center of the dash, a tiny drawer to the left of the steering column, and a pouch on the back of each front seat. All four doors have pockets (small in back) with bottle holders, and cup holders are found in the center console and pull-down rear armrest.

Plenty of the shoppers snapping up crossovers and SUVs are more interested in their day-to-day use as the family car than in their potential for off-the-charts adventuring. The Cherokee Limited allows them to meet the first requirement and indulge a little bit of the second one.

Though it’s not as geared up for off-road duty as its Trailhawk sibling, the Jeep Cherokee Limited can be equipped with Jeep’s Active Drive II 4WD system, giving it good rough-terrain chops in addition to decent on-road refinement.

2020 Jeep Cherokee Limited Gallery

2020 Jeep Cherokee Limited

It has four doors, solid axles, and a ridiculous amount of aftermarket support. While it might sound like we’re talking about the wildly popular Jeep Wrangler Unlimited JK, we’re actually referring to the more budge- friendly seven-slot 4x4, the Jeep Cherokee XJ.

Spanning from 1984 to 2001, the Cherokee is one of the best bang-for-your-buck 4x4s money can buy. While used prices have going up a little over the years, they are still a bargain for anyone looking for a quality four-wheel drive.

Sure, the XJ’s Unitbody isn’t as robust or desirable as body-on-frame construction, but the reinforced sheetmetal keeps the weight down and can be strengthened where it’s needed. We’re fans of the 1997 to 2001 model years as they were fit with a more modern interior and slightly sleeker exterior. If style isn’t really a concern to you, we still say to keep your search parameters to the 1991 and newer vehicles.

To give you a bit more direction, we’ve put together a buyer’s guide to make you a touch savvier on the ‘wheeling ready SUVs:

Jeep Cherokee Builders Guide 2018

Go 4.0

When it comes to engine options, you want the 4.0L inline-six. While the first year for the 4.0L was 1987, you’ll want to hold out for the more powerful High-Output version that come onto the scene in 1991. The early models had a closed-loop cooling system, which is known to be problematic, but can easily be upgraded to the later-model open-style system. With roughly a 190 horsepower on tap from the early 90’s trucks, they had plenty of pep on-road and off.

While there were a few tuning upgrades (an equal-length intake in 1999, and a switch to spark packs in 2000), the classic inline remained basically the same throughout its last decade of production. The most common issues are a leaky rear main seal and a cracked header. Despite those slight negatives, the 4.0L is known to chug on well past 200,000 miles.

Four-Wheel Drive

Not all XJs were four-wheel drive, so make sure the one you are looking at is. Converting one to a 4x4 may seem easy, but it will be cheaper and less hassle to start with a four-wheel-drive model. The 1991 to 2001 XJs came with either an NP231 or NP242 transfer case.

Both have the same 2.72:1 low-range gearing, but the NP231 has slightly more aftermarket support. If you plan to do a fair amount of on-road snow driving, the NP242 T-case is slightly more desirable as it came with a part-time four-wheel-drive setting, which is ideal for wet/snowy road conditions.

Axle Notes

From 1984 to 2001, the Jeep Cherokee XJ used a Dana 30 front axle. Early models were fit with vacuum disconnects, which can be problematic, but there are upgrades available. Post 1992, the vacuum actuator was eliminated and the high-pinion frontend would stay around until mid-1998. Post ’98, the Cherokee would share the Jeep Wrangler TJ low-pinion Dana 30 front axle, which isn’t as strong. This is due to the low-pinion design powering on the weaker coast side of the gear. The easy-to-break Dana 35 rear axle was thankfully used mostly in pre-90s era XJs.

Most of your later-model XJs will have the more desirable 29-spline Chrysler 8.25-inch rear axle. It’s not a huge upgrade over the Dana 35, but it can handle up-to a 33-inch-tall-tire.

Classic Looks

The Cherokee’s cab is a little snug, but roomy enough for four adults. The 1997 to 2001 interior (shown here) is slightly more refined, but not exactly night and day from the older offerings. Both setups are very functional and comfy, but we prefer the later-models.

Gate Changer

From 1984 to 1996, the Cherokee’s rear hatch was comprised of fiberglass. These are known to crack, especially when ‘wheeled hard. In 1997, Jeep switched over to a steel hatch, which was less prone to damage.

Notes On Automatics

After 1987, all XJ’s optioned with an automatic were built by Aisin-Warner. The four-speed AW-4 is generally trouble-free, so long as basic care and maintenance was followed. For our money, we’d opt for an automatic XJ. If you really want to row gears, you can find some five-speed manual Cherokees.

If you still can't decide between automatic or manual, we put together a myth-busting guide to the best kind of transmission for the trail.

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