The Jeep Cherokee
First generation Jeep Cherokee
Originally a two-door version of the Jeep Wagoneer, the Cherokee, introduced in 1974, was a bit cheaper than its luxury stablemate. In 1977, it became a low-end Wagoneer with both two and four doors. Throughout all three generations, all Cherokees for US sale were made in Toledo, Ohio; Cherokees were also made offshore. For details on the 1975-76 Cherokee and Wagoneer, click here.
Second generation Jeep Cherokee (1984-1996)
Ten years later, a new and completely different Cherokee was brought out. It had a shorter wheelbase than the original, and a shorter length - seven and 21 inches respectively - and was over a thousand pounds lighter, checking in at a svelte 3,100 pounds, which in 1977 had been compact-car territory. The result was a more economical vehicle that was easier to get around on and off road. Again, both two and four door models were available. In addition, a pickup version called the Comanche was sold; the Cherokee was more profitable, but both were built on the same assembly line.
The 1984 Cherokee would be instantly recognizable today, combining the big wheel well flares, boxy shape, and general appearance of the final 2001 model and the new Jeep Patriot and Commander. The interior was simple and functional, and fit four in comfort. There were three trim levels - base, Pioneer (luxury), and Chief (sport) (Laredo would come later, providing most of the Pioneer features with a lower price). The base engine was Jeep's own 2.5 liter four-cylinder, and the optional engine was a 2.8 liter Buick V6. Both were carbureted, with one and two barrels respectively, producing 105 and 115 horsepower (with much greater differences in torque). A four-speed manual transmission was standard, with an optional five speed manual and three-speed automatic for V6 models. A Wagoneer version included standard full-time four wheel drive.
One thing that set the Cherokee apart was the four wheel drive system. Command-Trac was a conventional part-time system, but it had a shift-on-the-fly feature in an era when many people had to stop to change to four wheel drive; Selec-Trac was a full-time four wheel drive system that didn't destroy the tires too quickly on dry roads. The multilink front suspension was designed specifically for off-road use, providing considerable articulation despite not being fully independent. A two wheel drive version was also sold, as was a diesel using a Renault engine (which was dropped by 1988).
In 1985, a 2.1 liter four-cylinder turbodiesel was added; two-wheel drive was made available; and the Wagoneer got Limited trim.
In 1986, the 2.5 liter engine gained fuel injection, bumping power to 117 horsepower and easing starting and general operation, with no gas mileage penalty. A new off-road package with bigger tires, skid plates, a raised suspension, and a 4:10 gear ratio was also added.
As Evan Boberg noted in his book, Common Sense Not Required, the Cherokee also was a hit from the start because it was the only four-door SUV on the market when introduced. The introduction of the four liter engine in 1987 turned it into a performance vehicle as well, and sales continued to be strong. Evan wrote, “The story I was told was the executive in charge of the design of the Cherokee hated the AMC inline 6 cylinder engine (the 4.2 liter) and specifically designed the Cherokee so it would not fit. The Nash 2.5 liter engine was fitted with fuel injection and the General Motors 2.8 liter V6 with oil leaks were the original engine options.” The four liter engine had long been under construction at AMC, and was based closely on the successful new 2.5 liter four-cylinder. It provided 170 at first, and was quickly boosted to 177 hp, making acceleration faster than most cars, and allowing 5,000 pounds to be towed. (Evan also noted that since the Cherokee was more profitable than its pickup version, lower Comanche sales meant more profits.)
Evan also suggested that the success of the Cherokee led Chrysler to buy AMC from Renault. Certainly it was a lone bright spot in an otherwise struggling company; the Wrangler was selling at a steady if low volume, but the Renault-based cars were experiencing a lack of success similar to the earlier, heavier four-wheel-drive AMC cars.
Also in 1987, a new automatic was added, providing four speeds and electronic control, which allowed power and comfort modes. The four speed manual was finally dropped, along with the diesel. The Limited arrived, with the six cylinder engine and Selec-Trac four wheel drive, not to mention leather and various de rigeur luxury items. The Sport arrived in 1988, and four-wheel antilock brakes were added in 1989; unlike competitors’, they worked even in four wheel drive models.
In 1991, the four cylinder was given multiple point fuel injection - the only non-turbocharged four cylinder at Chrysler to get it - to provide 130 horsepower; the six cylinder was upgraded the same way, and now pushed out 190 hp with 225 pound-feet of torque. The Pioneer disappeared and the short-lived Briarwood showed up. By 1992, only the base model could have the four-cylinder.
In 1993, Chrysler rationalized the Cherokee, dropping all but the base, Sport, and Country (luxury) models, and added sequential multiple-port injection to the 2.5 liter engine, increasing gas mileage. 1994 brought non-CFC air conditioner refrigerant, better roof crush resistance, and side door beams for impact protection; the base model was renamed SE. In 1995, a driver’s airbag was added. Finally, in 1996, the engines were made quieter and given more usable torque with several air path changes; the Selec-Trac system was upgraded; OBD II on-board diagnostics were added; the powertrain control module moved to the JTEC system; and a revolutionary returnless fuel supply system, first seen on the Neon, was installed.
There appear to have been few systemic problems with the Cherokee. As noted in Evan Boberg’s book, the power steering, which was very light in early models, suffered from early failure; and models built from 1989 until about 1993 could pull to the right if caster was adjusted to spec (7 degrees). (The easy solution, according to Evan, is to adjust camber to 4 degrees - and to ignore the pull.)
We also have a page on replacing the Jeep Cherokee speedometer cable.
1997: third generation Jeep Cherokee
Coming very soon, we hope!
Specifications
| 4WD specifications | 1992 | 1997 |
|---|---|---|
| Four-cylinder power | 130 @ 5,250 | 125 @ 5,600 |
| Four-cylinder torque | 149 @ 3,000 | 150 @ 3,250 |
| Four-cylinder mileage (4WD) | n/a | 19/22 |
| Six-cylinder power | 190 @ 4,750 | 190 @ 4,600 |
| Six-cylinder torque | 225 @ 4,000 | 225 @ 3,000 |
| Six-cylinder mileage (4WD) | n/a | 17/21 (manual) |
| Wheelbase | 101.4 | 101.4 |
| Track | 57.0-58.0 | 58.0 |
| Length | 168.6 | 167.5 |
| Width | 70.5 | 68 |
| Height (4WD) | 63.3 | 64.0 |
| Ground clearance (axles, 4WD) | 8.8 | 8.3 |
| Ground clearance (running) | n/a | 10.2 |
| Approach angle | n/a | 38° |
| Ramp breakover angle | n/a | 24° |
| Departure angle | n/a | 32° |
| Weight | 2,985-3,028 | 3,111 - 3,153 lb |
| Weight distribution (4-door) | n/a | 53/47 |
| Payload (incl occupants, cargo) | 1,150 | 1,150 lb |
| Cargo volume, rear seat up | 35.6 cubic feet | 34 cubic feet |
| Cargo volume, rear seat folded | 71.8 cubic feet | 71 cubic feet |
| Max towing | 5,000 lb | |
| Drag coefficient (cD) | .51 | |
| Frontal area | 24.5 cubic feet | |
| Headroom, front/rear | 38.3/38.0 | 37.8/38.5 |
| Legroom, front/rear | 41.0/35.3 | 41.4/35.0 |
| Shoulder room, front/rear | 55.3/55.3 | 55.2/55.2 |
| Brake type, front/rear | Disc/Drum | Disc/Drum |
| Wheel size (standard, base) | 15 x 6 steel | 15 x 7 steel |
| Front suspension | Coil springs, multilink, track bar |
|
| Stabilizer bars, front/rear | .95" / .63" | Unknown |
| Rear suspension | Leaf springs | |
| Steering | Recirc. ball | |
2005-2007 Jeep Liberty details
