2018 Jeep Cherokee Review

Go with the Trailhawk if your budget allows. While it's more expensive than most of the other Cherokee trim levels, its exclusive feature set makes the most of the Cherokee's off-road abilities, and that's the main reason to buy a Cherokee instead of another crossover in the first place. Otherw...

The Cherokee's nine-speed transmission serves up smooth upshifts and ready downshifts. Initial throttle response is subdued, making for easy low-speed control. Note, however, that this transmission is not as well suited to the four-cylinder engine.

The optional 3.2-liter V6 accelerates the Trailhawk to 60 mph in about 8 seconds flat, a decent performance in this class, especially considering the off-highway potential.

Nicely firm and responsive brake pedal in daily use. The Trailhawk's knobby off-road tires result in a slightly long 131-foot panic stop from 60 mph; regular Cherokees should do better.

The steering responds predictably and isn't oversensitive. The driver gets a good impression of what's going on down where the rubber meets the road, but there's zero kickback in rocky off-road terrain.

The Trailhawk's off-road tires limit ultimate on-road grip but retain good balance and coordination. And body roll isn't excessive either, despite the high-riding stance.

The Cherokee's nine-speed transmission serves up smooth upshifts and ready downshifts. Initial throttle response is subdued, making for easy low-speed control. Note, however, that this transmission is not as well suited to the four-cylinder engine.

Among crossovers, the Trailhawk has no equal. Articulation is average, but its knobby tires, generous clearance, low-range gearing and rear locker are unmatched in this class.

Despite appearances, the off-road-ready Trailhawk isn't more harsh or uncomfortable than an SUV meant solely for street duty. It remains a comfortable and quiet machine you could happily drive every day.

It's easy to find a comfortable driving position. The front seats proved supportive and comfortable throughout an all-day off-road trip, and our backseat passenger was equally impressed.

The suspension is tuned slightly toward the soft side to promote off-road flexibility, but it's well-damped, too. The combination makes for a smooth and pleasant ride on and off the pavement.

The optional 3.2-liter V6 is quiet and unobtrusive unless you mash the gas pedal. The Trailhawk's bigger off-road tires are quieter than expected, but there is occasional faint tread noise.

The Cherokee Trailhawk does a lot of things right. There's plenty of room, it's easy to climb in and out of, and the controls are mostly self-explanatory. You won't find yourself thumbing through the owner's manual much.

Simple and logical audio and climate control knobs. The Uconnect navigation and infotainment system is powerful and easy to master. The four-wheel-drive control system couldn't be easier.

The Trailhawk is taller than the average Cherokee, but the step-in height is still very reasonable. The accommodating front and rear doors open wide.

There's plenty of room up front, and the rear seat has a decent amount of head- and legroom, too. Storage bins are strategically placed about the cabin.

There's good all-around visibility with a rear three-quarter blind spot that's no bigger or smaller than average. The available rearview camera is useful for backing out of driveways and reversing off-road.

It looks well-built inside and out, but a couple of the interior trim pieces are simply average. Still, nothing is likely to disappoint.

The rear cargo space is a good size but not class-leading, probably because there's a full-size spare tire under the floor. The rear seats fold flat for more room. The door pockets are small but can hold a small water bottle.

There are LATCH points in the rear seat for outer and center seating positions. Access to the lower points is squeezed in between the seatbacks and bottom, while the top points are midway down the seatbacks, in clear view.

With the tow package and V6, the Cherokee can tow an impressive 4,500 pounds, the most in the small crossover class. The Trailhawk (or Latitude or Limited with the two-speed transfer case option) can also be flat-towed behind a motorhome.

Jeep's Uconnect system is well liked among many drivers. Its large graphics are clear and easy to read. Pairing with your phone is straightforward, and operation for regular entertainment functions requires no manual.

To learn more about the Jeep Cherokee of this generation, read our updates from a full year of living with a 2014 Jeep Cherokee Limited. We cover everything from seat comfort to real-world fuel economy. While there are some packaging differences, please note that the 2018 Jeep Cherokee is still the...