Archives for March 2017

Review: 2017 Volkswagen Passat

March 30, 2017 by Tom Williams Leave a Comment

What is the best selling Volkswagen of all time? Beetle, right? No. Ok, the Golf? Wrong again. It’s the Passat. As an American, I was shocked at this news. While the rest of the world was happily snapping up Passats, here in North America VW’s mid-size car has lived in relative obscurity, save for a small but dedicated cult following. How was this possible? See, the Passat was a little bit smaller, a little bit pricier, and rode a bit firmer than the Accords and Camrys we were buying in droves. That was enough to relegate the Passat to the sidelines this side of the Atlantic. VW realized that if they were ever going to be competitive here, there was no option other than to build us a Passat that suited the tastes of the North American mid-size car buyer.

And in 2012, VW did just that. With a brand new factory in Chattanooga, Tennessee, VW rolled out a Passat especially for North America. The Garage was quick to check out this completely different Passat, but that was five years ago. It was time to check in, and see what is new with the Passat. Almost shockingly, remarkably little. For 2016, the Passat received an exterior refresh. Although the hood, front fenders, front and rear bumpers and trunklid are completely new, it will take a sharp eye to notice any noticeable difference. While most of the Passat’s competitors have introduced completely overhauled cars since the Passat went on sale, VW stuck with a mild refresh. Depending on your tastes, that can be a good or bad thing. Uncomfortable with the stigma of a ‘boring’ midsize car, the competition is leaning towards swoopier, edgier styling. In contrast, the Passat, with its simple, broad styling forgoes today’s fads in favor of a classy, clean look. Exciting? No, but over time the Passat’s no nonsense styling will likely stand the test of time.

The design philosophy of keeping it simple carries over to the interior. Gauges are large and easy to read. All controls are simple and intuitive to use. This works fine if austerity works for you, as nothing more than a sliver metal band sweeping the dashboard is all there was to break up the black and grey interior. While simple enough to use, the newer cars from the competition offer larger and slicker infotainment systems. What the Passat does have going for it are the things buyers want in a mid-size car-chiefly a large, roomy cabin with excellent visibility. It is comfortable with plenty of room for four adults to ride in comfort. In fact, when asked to recommend a car this size, and I’m told they have two growing teenagers, the exceptional rear seat room puts the Passat at the top of the list. Buyers are also treated to a large trunk. Add in excellent build quality and a quiet cabin at speed, it is these areas where Passat is clicking off all the right boxes.

The other notable change from its 2012 introduction is in the engine bay. Gone are the 2.5L inline five and 2.0L four cylinder turbo, replaced with a 1.8L four cylinder turbo rated at 170hp, paired to a six-speed automatic. That may sound like a modest amount of grunt for a car this size, but the Passat feels quick and never strained. Fuel economy is EPA rated at 23/34 MPG city/highway. Respectable numbers, but the Passat’s economy figures trail the competition. VW continues to offer a 2.8L VR6 rated at 280hp. Since the four cylinder seems to offer all the motivation most buyers will ever need, unless you really have to have a six, I find it hard making an argument for the extra cost and the hit you will suffer at the gas pump. Currently no diesel is available while VW continues sorting out the TDI scandal. With ride comfort taking priority, buyers expecting a German sport sedan driving experience are going to come away disappointed.

The Passat is offered in four trim levels. Our test car was the top-spec SEL Premium. Standard equipment includes 18″ alloy wheels, LED headlights and taillights, foglights, power folding side view mirrors, rain sensing wipers, power sunroof, dual zone auto climate control, power heated front seats, leather interior, adaptive cruise control, lane departure warning, park assist, blind spot monitor, navigation, Fender premium audio, and VW Car Net for smartphone integration. Including destination, our Passat carries an MSRP of $31,815USD, which is a reasonable price for this class of car thus equipped.

VW’s experiment worked. By building a mid-size car featuring the qualities North Americans want, the Passat has been a success. What works in Wolfsburg was never going to work in Waco. It may not offer much in terms of thrills, but the Passat offers a great little engine, comfortable, roomy interior, a generous trunk, quiet comfortable ride at a fair price. In other words, what North Americans always want in a mid-size car. Is it truly a German car though? Well, think of it as a car built in America with a German accent.

2017 Nissan Sentra SR Turbo

March 28, 2017 by Gary Grant Leave a Comment

Little known fact: This guy took his driver’s test way back in 1984 at the wheel of, wait for it, a Nissan Sentra. I failed.

It wasn’t the car’s fault. The cream coloured first generation Sentra belonged to my Young Drivers of Canada instructor and was a perfectly delightful little econobox. The problem was that I was used to driving a ’78 Dodge Monaco station wagon that was just a tick under 18 feet long, a full four feet longer than the Sentra. When it came time to parallel park, a skill which I had mastered in the Mopar, my sense of geometric movement(is that even a thing?) was all out of whack. It took two tries to get the job done and I failed my test.

The Sentra has changed a lot over the years, not the least of which is its size. The current model, the seventh generation, is now 182″ in length, a full 15″ lomger that the original. Two inches longer than a first generation Altima. This seems to be a trend within the industry, where each generation of vehicle is larger than the next. So where does that leave bump in stature leave the Sentra in Nissan’s model line-up?

To be truthful, Sentra still slots in below the now much larger Altima, but it is no longer the lowest rung on the brand’s model ladder. The excellent Versa Note is the Sentra’s next smaller sibling, while the economical Micra (here in Canada at least, sorry America) is now the entry level Nissan.

Suitably, the Sentra has stepped up its interior quality game, while adding a bunch of more upscale options as buyers will expect. It has also become that tough character that many auto scribes fret over: the nice car. In other words, the Sentra is a nice car. There is nothing horrible one can say about it, while at the same time there is nothing that makes a reviewer go off his nut with enthusiasm.

Attractive styling is evident inside and out. Cargo space is decent for a small sedan and interior fit and finish are what you would expect of a vehicle at this price point. The driving experience of the 2016 model was less than exciting though, mostly due to the rather disappointing 130 horsepower generated by its 1.8L four banger. The CVT transmission offered on most models did not help, but thankfully a 6 speed manual was available, which spiced things up a bit.

For the 2017 model year, Nissan has made an effort to bump the Sentra up from being a nice car to being a sporty car with the addition of a turbo charged version. That led many of us within the enthusiast community hoping that at least the spirit of the historic SE-R models would be riding along with the Sentra SR Turbo. The bump to 188 horsepower is substantial and squashes any commentary about the car being under-powered, but doesn’t go so far as to inspire any boy racer wet dreams.

What we have here is a really nice compact sedan which has just the right amount of oomph. In other words, a nice car.

Bear in mind that I have a bit of history with the brand and I am in their corner. I heartily recommend the boosted Sentra to those in the market for a nice little sedan. I however, want more.

The company takes its motorsport seriously these days, from international endurance racing to the born and bred in Canada Micra Cup. That passion for motorsport has led the company to create a bevy of NISMO branded machines that typically back up their aggressive looks with much improved performance. I would suggest that it is only a matter of time before a Sentra appears sporting NISMO badges, big brakes, stiffer springs, fatter tires, grippy seats and noisy exhaust.

When that car arrives, and it will, I will get excited.

This GTI hillclimb car bends the laws of physics

March 17, 2017 by Gary Grant 3 Comments

Anyone who has ever competed in a first generation Volkswagen GTI at any level (my first autocross was in one, way back in 1983), knows that the cars were great fun to toss around and had a penchant for cornering on three wheels. Sometimes, if you were really crazy, you could get them up on two. European hillclimb driver Daniel Wittwer is not like the rest of us.

In this video, shot by the folks at MPZRACEVIDEO on YouTube, Wittwer pushes the limits of his 2.0L 16V powered hatch to the absolute, laying down a master class in the manipulation of the laws of physics. He also proves that he is more than a little bit nuts, just tagging the armco barriers ever so slightly a couple of times.

B.F. Goodrich launches Winter T/A KSI in Canada’s capital

March 14, 2017 by Gary Grant Leave a Comment

Guest post by driving event coordinator Rick Morelli.

Last week at the Rockcliffe Flying Club in Ottawa, over 100 B.F. Goodrich tire dealers and 20 journalists had the opportunity to compare the Winter T/A KSI to its peers. Excitement marked the event all week. Changing weather conditions kept the event teams on their toes and the Red Bull Crashed Ice competitions provided a unique form of entertainment in the evening!

The B.F. Goodrich team carefully selected the Flying Club as a unique opportunity to be right in the City of Ottawa at the same time as the BFG sponsored Crashed Ice event was taking place. For those who have never been, the Flying Club is a runway away from the Canada Aviation and Space Museum which is a must see in Canadian aviation history.

Canadian X-Games star Andrew Comrie-Picard explains a driving exercise to participants.

Dealers and journalists had the opportunity to participate in both objective and subjective testing of the new tire to be released in September of 2017. Incidentally, the KSI was developed for the Canadian market showing its prowess in all of the dry, wet, snow and ice.

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The 2017 Mazda 3 GT and the 2017 Honda CRV Touring were used to take the various tires through the paces thanks to Mazda Canada and Honda Canada. Performance Mazda of Orleans, Ontario provided logistics support for the vehicles.

BFG made ice and moved a lot of snow last week! Temperatures went from 10C to -32C (with the wind). The KSI ate it all up.

Visit Rick at Driveteq

Review: 2017 Toyota 86

March 9, 2017 by Tom Williams Leave a Comment

Years ago The Garage posted a popular series titled ‘Forgotten Sporty Cars’. Popular with our readers, the series featured several sporty cars from the 70’s and 80’s, a time when affordable sporty cars were sold by nearly every major manufacturer. As the 90’s came to a close, the breed was pretty much extinct. Generation X’ers were starting their families, and Gen Y kids were the first sign of a trend of a younger generation that showed a sort of ambivalence towards the automobile. Still, the auto enthusiast was not dead, and the memory of the rear drive Corolla GT-S of the 80’s still burns.

In an obvious move to save money in design, engineering, and build costs, Toyota teamed up with Subaru. Four years ago when the car went on sale, there was the Subaru BRZ, the Toyota 86, and the Scion FR-S. In North America, Toyota had a bit of an image problem-it’s average buyer was the oldest of any Asian automaker, and so younger buyers perceived Toyotas as older people’s cars. Scion was created to lure younger buyers into the fold. Not going as well as planned, 2016 marked the end of Scion. North America now gets the 86 for 2017, but Toyota did a little more than just replace badges-there’s a slight boost in power, revised gearing, suspension tuning, and front and rear fascias.

Coming down the road, pretty much any car enthusiast will recognize what’s coming at them in the 86, but that’s about it. You may have noticed a near total lack of advertising for the 86, which is understandable. With such a small buyer base, you can hardly blame Toyota for not putting up the money for 86 commercials during primetime on major networks. Keeping that in mind, it was hardly surprising no matter where I went, most people had no clue what exactly I was driving.

As a front engine, rear wheel drive 2+2 sports coupe, the 86 retains classic proportions for the recipe-long hood, stout cabin, short deck. Even though Toyota claims its own iconic ’67 2000GT (you can notice if you look at it right), there is absolutely nothing retro about the 86 despite the nod to the past. Thoroughly modern, but I feel the car’s timeless proportions will have the 86 still looking handsome for years to come. We mentioned for ’17 the 86 received revised front and rear fascias. The new, wider mouth up offers a more aggressive look that suits the car’s purpose well. If you really want your 86 to look the business, then you will definitely want the optional 17″ wheels (shown above) and the TRD lowering spring kit.

If I had to describe the 86’s interior in one word, that would be focused. This is a simple, no frills cabin, and by 2017 standards, shockingly Spartan. What you do get are comfortable, supportive seats, a steering wheel that is a delight to hold and a stubby shifter that falls right to hand. The driver faces a clear, simple gauge cluster with a large tach front and center. It becomes immediately clear that the mission is to keep you planted in your seat (leather isn’t even available as an option), undistracted, and if was going to add unnecessary weight, Toyota left it out. That is the 86’s mission, and with such limited options, Toyota will not let you deviate from it. Not surprisingly, the back seat is place you would never ask a friend to sit in, and trunk space is good for a long weekend getaway for two but that’s about it. But again, for pure focus, the 86 really has no peer.

Under the hood, the 86 is powered by a 2.0L boxer four rated at 205hp. Buyers can choose between a six speed manual or six speed automatic. If offered the choice, I’d advocate for a manual in any car, but none moreso than an 86. I drove an FR-S with an automatic, and thought it was ok, but I failed to see what all the hubbub was about. Living with the 86 with the manual, I finally saw the light. To appreciate what the 86 has to offer, you NEED the manual. If a medical condition prevents you from using three pedals, that’s fine. If you can’t drive stick but want an 86, well, you need to find yourself a $500 Corolla and teach yourself.

There are plenty of people who whine that Toyota hasn’t offered a more powerful, turbocharged version. I am not one of those people. Oh, sure, it’s easier to go faster if you just add horsepower. But a good, smart driver can drive fast with the 205hp Toyota gives you. That is the challenge the 86 presents to you, and using every bit of those 205 ponies makes the 86 so engaging and rewarding to drive. Even so, the 86 easily zips up onramps, and keeping your foot in it on sweeping onramps hardly challenges the car’s grip, and is a joy. Handling, as you guessed, is sensational, helped further with perfectly weighted steering. Even with our car’s lowering kit, the 86’s ride was firm and controlled, but never jarring (however a passenger who’s spent the last 30 years in Honda sedans was shocked at the firmness). Our test car had the optional TRD exhaust system. The sound is menacing, and a riot to listen to as you run around town or a blast in the twisties. Long trips? Not so much. After an easy, 90 minute stint on the highway cruising in 6th gear, I was so weary of the noise I was glad to be out of the car.

The Toyota 86 comes standard with rear back up camera, LED headlights, 8 speaker Pioneer audio with 7″ touchscreen, A/C, and power windows, mirrors and locks. Options on our car included special paint, Matte Grey 17″ wheels, TRD exhaust, all weather floor mats, and TRD lowering kit and sway bar. Including destination, our car totaled $31,544USD.

If you haven’t caught on by now, the 86 is not a car for everyone. In an era where nearly every aspect of the modern car is electronically controlled, the 86 offers what is possibly the clearest, most undistilled driving experience available from any new car. Nearly conspicuous by their absence are many modern creature comforts we’ve become used to, and even ardent driving enthusiasts might find that off-putting for a car to live with daily. But to a small group of buyers, that doesn’t matter; they might argue it’s a selling point. What they get in return is an exceptional driving experience it. If you missed the purity and simplicity of the Datsun 240Z of the 70’s or the Corolla GTS of the 80’s, now is your chance to experience it yourself.

Subaru introduces the 2018 Crosstrek in Geneva

March 7, 2017 by Gary Grant Leave a Comment

We’re not in Geneva, but our buddy Zack Spencer from Driving Television is, and Subaru let him have a peek at the new 2018 Subaru Crosstrek yesterday, before it was revealed at the Geneva Motor Show. This is a full revamp of Subaru’s plucky little crossover, marking the second generation of the model.

Zack has all the details in this quick “what you need to know” type video.

Source: Motormouth Canada on YouTube

2017 Subaru Legacy

March 3, 2017 by Gary Grant Leave a Comment

When a company sets out to conquer any given market, they often start out by showing the world just how unique their products are, by creating something that is way outside of what it expected within that market. While that creativity may provide rewards in the form of media exposure and consumer interest, it doesn’t necessarily result in sales that are strong enough to overthrow the traditional leaders.

In the automotive market, where mainstream consumers often look at vehicles as an appliance. Take the two most recent Hyundai Elantra models as an example: The company had already proven the quality of their cars, so they created a super sexy version that looked unlike anything available. They won a whole bunch of conquest sales, but when it came time for a redesign, they dialed the style back in favour of a more mature look. More like a Camry or Accord. Why? Because those two cars are the standard of the market. Gold star appliances that non-car people line up for and for good reason, they are really, really good cars. They just aren’t exactly cars that inspire passion and that is fine, because they sell and car companies are in the business of selling cars.

So why am I going on about the Elantra, Accord and Camry in a review of the Subaru Legacy? Well, I was visiting a friend’s garage one day during the week and as he glanced out of the bay door, he asked “is that an Accord or a Camry?” He wasn’t kidding, he was sure it was one or the other, but couldn’t quite figure it out.

So, what Subaru is offering with the Legacy is a mid to large sized sedan that has a pleasant, somewhat generic shape that can easily be mistaken for the two benchmark models in the segment. That is a good thing. Perhaps more importantly, for the brand loyalists at least, the Legacy drives more like a Subaru. Even with one of the quietest cabins that Subaru has ever offered, the thrum of the company’s signature flat-4 powerplant is always there. For fans, that is comforting. Those new to the brand likely won’t notice, because the cabin is so quiet.

Rather than go the traditional new car review route and prattle on about the driving experience, let me get straight to the reasons that I truly believe the Legacy is the best value in the segment.

Base Price: Canada U.S.A.

2017 Honda Accord $24,590 $22,455

2017 Subaru Legacy $23,495 $21,995

2017 Toyota Camry $25,170 $23,070

There is more to just having the cheapest entry fee though.

Even at its lowest trim level, the Subaru offers all wheel drive, where the other two entries are only available with front wheel drive.

The Canadian consumer, and those in much of the northern half of the States, has to drive in Winter. That means snow. That means that traction is important. The least expensive of these three choices in the segment includes one of the most important mobility features on the market. It isn’t available in the other two.

Given that most of the buyers in this segment might as well be shopping for a new refrigerator, it seems to me that the unit with the lowest price, yet has the most important extra feature is included, is the smartest decision.

Our tester was a mid-range Touring model with a few goodies that the base model does not include. Most importantly for this household, it was equipped with a manual transmission. The Touring package also includes sunroof, passive driver aids and an easy to use infotainment system with a bright 7″ touch display.

Cloth seats are cozy on a cold morning and the back seat is large enough to be comfortable for 3 teens. The trunk is suitably large for the day to day needs of most families, easily swallowing two hockey bags.

If you are in the market for a family sedan, by all means drive the Accord and Camry, you need to do that. Then, head over to your local Subaru dealer and take the Legacy for a spin. Take a look at the price. Then think about the climate you live in. If Winter weather involves white stuff, then you know what the smart thing to do is.

Ford GT Gets Even Lighter, Faster

March 1, 2017 by Scott Huntington Leave a Comment

Editor’s note: We’d like to welcome Scott Huntington to The Garage Blog! This is his first story, so we’ll ignore the fact that he did not mention that the Ford GT is built from the ground up, here in Canada, not in America as most people think!

We know it’s been getting to you. The lack of sleep, constant nail-biting and pacing can end now because there’s an answer to the question, “Will my Ford GT be fast enough?”

Really, how fast does it need to be? The answer, of course, is “faster than everything my friends drive,” and therein lies the problem. If you’re someone special enough to make it on Ford’s double-secret Ford GT future owners list that’s written in a basement somewhere and can only be viewed under blacklight, chances are your friends can hang.

Ford Adds Lightness

So now, for those who’ve got to outshine the guy who just picked up a new McLaren or Porsche RS, there’s the Ford GT Competition Series. We know because it showed up the other day on Ford’s car configurator.

Ford even claim the car is the nearest thing you can buy to the 2016 Le Mans-winning GT race car that channeled the Dearborn company’s racing heritage direct from the late 1960s. It uses the Colin Chapman approach: Anything not critical to driving must go.

Cutting Carbs and Adding Carbon

That means your stereo, cup holders and air conditioning don’t stand a chance, but the crash diet doesn’t stop there. The bulkhead behind the driver has in fact been narrowed, and all glass in the car has been replaced by lightweight alternatives — Gorilla Glass in the front and Perspex for the engine cover, which no longer opens automatically because lightness.

One of the greatest things about lightweight cars is they typically rock an absurd amount of everyone’s favorite lightweight woven Wonderbread, carbon fiber. For the GT, which already uses a carbon body, that means even the wheels are made of the stuff, and they get special titanium lug nuts. Even the exhaust is made of carbon.

Slim and Stylish

We’re guessing road noise from inside this new GT flavor is increased, but you will certainly look cool in it. The car’s trademark stripe is done in exposed carbon, and the tasteful lightweight goodies don’t end outside.

The dash and doors are made of exposed carbon, and the Comp. Series cars get unique instrument bezels. Shift paddles are done in anodized red, which is the color of choice for all the interior bits that aren’t carbon or black.

Ford will build only 250 Competition Series cars per year, as if the GT wasn’t already exclusive enough. Keep a close eye on that configurator — when they’re gone, they’re gone.

Red Bull GRC Silly Season News

March 1, 2017 by ponycargirl Leave a Comment

Red Bull Global Rallycross’s Silly Season hasn’t been as tumultuous as previous years, but there still have been some interesting announcements since Patrik Sandell was snapped up to join Chris Atkinson for a new Subaru Rally Team USA lineup:

2016 Season champion Scott Speed has a new sponsor for 2017, teaming up with Oberto and Circle K.
Loenbro has launched a multi-car team for 2017, with seasoned competitor Steve Arpin and another driver to be announced.

Steve Arpin

The GRC Lites program, conceived to be a feeder series and give young drivers rallycross experience, has been successful in doing just that. Cabot Bigham, the 2016 GRC Lites season champion, will try to fill Sandell’s racing shoes piloting the Ford Fiesta ST for Bryan Herta Rallysport. Looking at the field of 2017 SuperCar drivers, there are a several other familiar faces from GRC Lites – Mitchell DeJong was the 2014 GRC Lites champion and made his SuperCar debut in the 2016 season finale in Los Angeles and Kevin Eriksson is back with OMSE after driving the Honda Civic in SuperCars for the first time in Atlantic City in 2016.

Dreyer & Reinbold Racing will continue to field a three-car team in GRC Lites; Alex Keyes will stay with them for a third season, while Christian Brooks and Travis Pecoy join him after competing with AF Racing last year.

Keyes

More announcements will be coming soon – and we’re looking forward to more information on the Canadian double-header. That nosey little bird has intoned that the location will be in Ottawa and while unconfirmed, TGB certainly hopes that this is true. Meanwhile, tickets are already on sale for the season opener at Memphis International Raceway in Tennessee April 28-29. Say hi to Elvis for me if you go.

Review: Jeep Cherokee Trailhawk

March 1, 2017 by Tom Williams Leave a Comment

Some would agree that it is not easy being the middle child. In today’s Jeep family, you could argue this is where the Cherokee stands. Mention Jeep Cherokee to any Jeep fan worth his or her salt and they will recall the iconic XJ Cherokee, sold from 1983 to 2001. The XJ was a massive success for Jeep. However by 2001, the beloved Cherokee was hopelessly outdated, and was replaced by the radically different. Still recognizable as a Jeep, the Liberty had curves, and appeared to try to look ‘cute’. When the second generation Liberty came around, Jeep went back to bolt upright styling, but a low rent interior along with an ancient drivetrain. The Liberty was replaced in 2014, which marked the return of the Cherokee name.

Some critics and diehard fans hoped for the second coming of the old, beloved XJ, but appearance-wise, the only thing the XJ and modern Cherokee share is the name badge and the slotted grill up front. That’s easy to understand, but remember, this is the 21st century. Most buyers looking for an SUV are not going to be took keen on the fuel economy and wind noise a shape like the old XJ delivers. And remember, for those who insist that look is part of Jeep’s charm, they will happily sell you a Wrangler. So not only does the Cherokee look different from any Jeep that came before it, it also stands apart from the competition. This is most apparent when you pick the rugged looking, off-road focused Trailhawk we tested. It’s a thoroughly contemporary look with a toughness you will not find elsewhere.

Step inside the Cherokee, and it is immediately evident Jeep got the message about the Liberty’s dungeon-like accomodations. Jeep deserves high praise for taking their interior from bottom to top of the class. There is not a hard angle in sight, and everything you touch is soft, with a premium feel. This is also one of the best screwed together Jeep interiors of all time, so if its been awhile since you’ve stepped inside a Jeep, you owe it to yourself for a refresher course. A five second glance is all it takes to familiarize yourself with all the controls, even in our feature laden test car. The large, 8.4″ UConnect touchscreen interface remains one of the best in the business. Finally, the driver’s seat offers superior comfort and support, which leaves no doubt the Cherokee would make an ideal partner for long distance travel.

The Cherokee is available with a choice of two engines; the base 2.4L four rated at 184hp, or a 3.2L V-6 rated at 271hp. A good deal of the Cherokee’s competition doesn’t even offer a V-6, so the power and refinement of our V-6 Cherokee sets it apart, and is definitely the engine you want. Either engine is paired to a nine-speed automatic. Buyers may also choose between two or four wheel drive, but the Trailhawk is sold as a 4×4 only. And even if you don’t plan to, but can’t accept a Jeep without the respected Trail Rated badge on the front fender, the Trailhawk is a must. The Trailhawk gives you Jeep Active Drive II, Selec-Terrain System, Jeep Active Drive Lock, Hill Start Assist, Hill Descent Control, off rad suspension and front tow hooks. Still, the Cherokee delivers respectable fuel economy with an EPA rating of 19/26 city/highway MPG. And despite the off-road capabilities, our Cherokee delivered a perfectly smooth ride and confidence inspiring handling.

In the Cherokee family, umerous trim levels are available; lower content models, our Trailhawk, and other models with a more luxurious bent. Not that I noticed our test car lacking. Standard equipment is pretty standard fair, and the Trailhawk’s $30,995 pretty much reflects the V-6 and all the aforementioned off-road goodies. Options on our car included the SafetyTec Group (ParkSense rear park assist system and blind spot/cross path detection), Comfort Group (power liftgate, remote start, auto climate control, auto dimming rearview mirror, power driver’s seat), leather interior, heated front seats and steering wheel, ventilated front seats, navigation and HD radio. Including destination, that ratchets up our test car’s total cost to $39,810USD. That’s a long way from where the Trailhawk starts, but my thinking here is with the most capable Cherokee available, Jeep is letting its buyers go for no frills, our outfitted closer to their more upscale trims.

Regardless of how much (or how little) restraint one chooses in checking off option boxes with the Cherokee Trailhawk, there is no denying the excellent all around capability to be found here. The Trailhawk seems to most clearly embody that elusive and desirable quality of Jeep attitude, making it the clear choice for the true Jeep fan. But whatever your needs and budget dictate-the basic base Sport or dripping in luxury Overland, there is a Cherokee for you. With its distinctive styling, comfortable ride, available V-6 and finely executed interior, the Cherokee has earned a spot at the top of its class.

Archives for March 2017

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