2005 Jeep Liberty Review

Specifications

A Role Model for SUVs Everywhere

Most Americans arent particularly in love with diesels. And its no wonder either, considering the many dirty, clattery, slow oil burners that hit our
shores in the 70s, after the fuel embargo. 

But the soot-stained reputation of this alternative fuel has long passed, with powerful, clean, common-rail direct-injection turbodiesel technology now available. Neglecting the commercial vehicle market, diesels best effort has come from Volkswagen, which offers nearly all of its vehicles, bar the ultra-upscale (and ultimately poor-selling) Phaeton sedan, with TDI turbodiesel technology. Mercedes-Benzs
U.S  division should also get the thumbs up for its long history of importing some of the best diesels around, its mark left in the 70s with the full-size 240d and 300d diesel sedans, many of which are still running about today.

I, myself, am a diesel fanatic. Though Ive never owned one, and up until this point had never driven one, theyve always had a great appeal to me, which could very well be chalked up from my years of reading European car magazines. Across the Atlantic, diesel is absolutely huge, turning decades of availability into ever increasing popularity.

While diesel is being priced proportionally to gasoline, it still offers a much greater value due to reduced fuel consumption. And whats more, while a decent case for economics can be made, theres also one for performance enthusiasts less likely to make the front page. Many carmakers offer performance diesels which can shame even the most highly-strung gasoline engines. Take BMW for instance; its 545d is capable of out-accelerating the M5 V10 from 50 to 80 mph in top gear, and the most sought-after Audi A8 is powered by the worlds most powerful V8 turbodiesel. With the positive reputation that modern diesels are building, it comes as no surprise that Jeep was eager to introduce a diesel-powered model into its North American lineup. And lets not forget the admirable fuel consumption, something of a growing concern with SUV buyers everywhere.

While Chrysler Groups “business partner” Mercedes-Benz, the result of a “merger of equals” that formed DaimlerChrysler, has decades of experience in crafting diesel engines, the powerplant under the Libertys hood comes not from Germany, but from Italy. It seems that its not only the Germans who love oil-burning power, but the Italians too. Many of GMs finest diesels for use in Opels, Saabs and even Euro-bound Suzukis were created by Fiat using its JTD technology, and DCX has brought in their own Latin brand to help out. DDC Cento (previously known as VM Motori) the European subsidiary of Detroit Diesel, of which DaimlerChrysler has a 49 percent stake, designed and builds this engine. Its then shipped over to North America, and fitted into cute but rugged little Libertys. At 2.8 liters in displacement, its mighty big for a four-cylinder, but in the diesel world, its just average.

As far as diesels go, this unit is technologically up to snuff. Its makers have adapted the latest power-generating technologies, including dual overhead complete combustion. cams, four valves per cylinder, and a fuel-rail capable of delivering and atomizing diesel fuel at an astonishing 23,000 psi. This kind of injection, called common-rail, injects fuel directly into the cylinder as a super-fine mist, improving and promoting more complete combustion. Responsiveness is perked up by a large Garrett variable geometry turbocharger thats capable of adding 26.5 psi of boost under maximum throttle. What you get out of the engine is 165-horsepower, which, while some ways down from the 210-horsepower 3.7 liter V6 engine, is made up by 295 lb-ft of mountain-moving torque. A good thing to remember when moving heavy vehicles around is that torque is the only engine spec that matters, and despite its compact dimensions the Liberty CRD is hardly a flyweight at 4,306 lbs.

Surprisingly, for a market that lacks the same high quality, low sulfur diesel, our Liberty CRD pumps the same power figures as the model sold in Europe. One thing were missing out on is a six-speed manual gearbox; North Americans only get the five-speed automatic with O/D lockout to play with. Interesting factoid: the Liberty Sports 2.4-liter inline-four is only available with a six-speed manual, and the standard gearbox for the V6 is also a six-speed manual.

With trucks, diesels are marveled at not for their speed and acceleration, but for their practical uses in hauling and towing. Jeep has long fitted its Austrian-build Grand Cherokees with diesels for this very reason, not to mention helping owners ease their nightmarish fuel bills. As with the V6, the CRD is able to tow a class-leading 5,000 lbs, more than any other compact sport utility vehicle on the market. But even if performance isnt first on Jeeps priorities, it can easily fend for itself on the open road. The diesel can scoot to 60 mph as quickly as an automatic-equipped V6 model - somewhere in the 10 second range which is about average among compact SUVs. Passing is far more impressive and surprisingly easy: depress the gas to call up turbo boost and peak torque, available from just 1,800 rpm - the CRD engine piles on speed quite quickly, which is certain to turn a few heads.

Equally likely to turn heads is the engines clattery noise, one of the biggest issues which most people will have against the CRD motor. While most modern diesels are refined enough to make you forget about the fuel type difference under most conditions, the Libertys beefy CRD is more reminiscent of chattery early model diesels. At stop lights, people will look over wondering if theres more fire-engine to this little ute than just its blaze-red paint. It chugs away with a characteristic rattly diesel noise. Letting off the gas, you get an earful of sounds that only a diesel could make, all of which vary in pitch and tone depending on the angle of the gas pedal. You also hear the turbos hiss and whoosh when letting go of the gas. Surprisingly, the faster you go, the quieter it gets, becoming as refined as the gas motor at highway speeds. Its a bit of an antithesis considering SUVs and speed dont mix.

The diesel clatter can be broken down to the heavy moving components which must deal with a high-pressure high-heat environment. Remember, with each piston displacing a volume greater than the entire smart fortwo diesel engine, youd expect to hear some noise. Fingers can also be pointed at the positioning of the engine; its transverse application means that the exhaust exists towards the cabin rather than to the side, and its also quite close to the cabin.

Even with 15,500 miles on the clock, black plumes are visible, but only under heavy throttle, a testament to our less than peachy No.2 diesel fuel and a lack of a particulate filter. European-model Liberty CRDs with the 2.8-liter engine wear the smoke-capturing contraption, allowing them to pass the stringent EU4 standards. As for North America, this might change soon with the implementation of American Tier II emissions control in 2006. Adding this may drive costs up slightly, but will lower the diesels NOx ratings and remove soot completely, making it clean enough to pass the test and allow it to be sold in New York, California, Maine, Massachusetts and Vermont, the states where diesels arent allowed to be sold to consumers. After experiencing over 60,000 inquiries prior to receiving four times the demand expected at the retail level, its almost certain that the Libertyturbodiesel wont be killed off no matter what restrictions the regulating bodies require it to live up to.

Depending on where you live, diesel fuel can either be less expensive
or more expensive than regular unleaded per liter, but either way you can extract far more per tank than from gas. Jeep estimates that a tank of gas will last about 600 miles, a decent range from its 20 gallon tank.  In town, the Libertys porky curb weight blunts the diesels fuel consumption, despite best efforts to be light on the gas pedal. Theres little difference in consumption than the four-cylinder model, but it quickly catches up once heading out on the open road. In my urban-biased week, I racked up almost 500 miles, managing a respectable 23 mpg. If youre looking at EPA figures, the Liberty CRD uses 21 mpg city and 26 highway, versus the 17 mpg city and 22 highway of the V6 version, some 25 percent more expensive to run than the sparkless oil-burning motor.

With all this talk of the engine, Ive almost forgotten about the vehicle that its attached to. The Liberty was restyled as a part of a mid-life update earlier this year. While its still recognizable thanks to its round headlamps which bulge into the hood, it now sports a revised seven-slat grille with integrated fog lamps, fender-mounted turn signal lamps and new bumpers.

Inside, newer more comfortable seats, better-positioned power window switches and an updated instrument cluster highlight the changes. The Limited trim level that my red tester came in was a classy looking vehicle, wearing a chrome-plated grille and chrome-trimmed door rub strips. This body style can carry multiple looks, from the Limiteds classy urban style, to the more rugged Renegade which sports separate grille-mounted spot lamps, plastic fender cladding with faux rivets, and a roof-top spot light bar.

Until the Patriot and Compass are presumably given the green light for production, the Liberty remains the smallest four-door that Jeep offers, taking a stance against car-based competitors in the junior-SUV marketplace. Where vehicles such as the Chevy Equinox or Honda CR-V were designed with the urban commute in mind, they lack the same heavy-duty low gearing range built into the Libertys design and therefore its off-road capabilities. Remember, Jeep built its reputation on scaling rocks and slinging mud, an image that continues today with every vehicle being “Trail Rated”; meaning that each Jeep model has mastered the grueling Rubicon Trail in stock trim before ever appearing on a showroom floor. Because of this, the Liberty is much more truck-like than most compact utes, riding on a ladder frame with a live axle in the rear. The transfer case is stiff, requiring two-handed action.

Many of the Libertys finer off-roading qualities came to light when a torrential downpour in late August flooded my citys streets. Despite the lines of less qualified cars and sport utilities that lined the roads, the Liberty experienced no difficulties at all, taking to the muck like a duck to water.

If ever you were to forget that youre behind the wheel of a vehicle thats about as capable as junior utes come, glance around the interior. Aside from the electroplated silver trim, the consoles durable plastic has an embossed pattern inspired by diamond mesh. The SUVs high ride and narrow pillars provide excellent outward visibility as well. My favorite touch can be found in the glove compartment, however; the owners manual and service booklet sachet are made of olive green fabric stylized like a rucksack, oozing of the wilderness and off-road-ability. But even if most people would prefer to keep their Libertys on freshly paved asphalt, the diesels extra torque and improved four-wheel drive system should help to conquer steep grades and slippery winter paths.

Opting for the diesel means purchasing the base “Sport” model, or splurging the extra bucks for the Limited trim model. Thats not an entirely bad thing if moneys no object, as it opens up the doors to a very luxurious cabin. My tester came with nearly every option available from power-operated heated leather seats, a one-touch sliding glass sunroof, a trip computer with overhead display, tire pressure monitor, premium Infinity sound system with six-disc trunk-mounted CD changer, fog lamps, machined-look alloy wheels and chrome trim.  It also included an optional DVD navigation system which crams a small display and all associated buttons into the space of the Libertys standard radio. Its dryer-shrunk size means buttons must be carefully pushed, an annoyance at speed and on bumpy roads. Voice commands aid the miniscule screen, but its low position means that youll have to glance down, taking your eyes off the road.

Also, the cargo area isnt what Id call deep, but what space is available is organized as if it was for display at a Tupperware party. Three sets of hooks are mounted on the rear seatbacks to hang shopping bags, an idea borrowed from the Magic Wagon minivans. Theres also a hinged parcel shelf which sits on the carpeted floor, with a built-in, fold-up organizer to keep small bags, boxes or parcels from flying around the back. It can also be raised to form a shelf, or to cover your belongings from unwanted attention.

A nice touch is the side-hinged rear tailgate, which automatically opens the glass liftback portion separately. The upper glass portion can also be raised via the key fob, making it easy to drop smaller items in. I should also mention that Jeep offers a major advantage over its Japanese and British competitors when accessing its rear compartment too. The swinging rear door is hinged on the drivers side with the door handle on the passengers side. This makes loading a Liberty from the curb much easier and more importantly, much safer than attempting the same into a Toyota RAV4, Honda CR-V, Suzuki Grand Vitara or Land Rover Freelander, for instance. These models, optimized for their home markets, force those loading cargo from curbside to walk out onto what may be a busy street before accessing the cargo area. Not smart. So why not put a minivan-style hatch on the back that would benefit both right- and left-hand drive markets? That would only be possible if run-flat tires were also introduced, because the door also acts as holder for the full-size spare tire. All said, the Liberty is the safest and most convenient vehicle in the swinging cargo door SUV class, besting the Japanese by a long shot.

On road, theres really not much to report on, other than its quite easy to pilot and has fantastic visibility. There are no woes about parking this one, with an incredibly tight turning circle and a light, accurate if not slow steering action. Body control is fair; lateral roll is predominant mainly due to its soft suspension, but provided you maintain reasonable speeds through corners its slow steering will help you keep the shiny side up. Minor surface undulations seem to be amplified, in particular the up and down bobbing motion on less than perfect motorways, but it never reaches an uncomfortable state. One thing to be wary about is that in RWD “2HI” mode, add a bit too much gas when rounding a corner and you can get the back tires to chirp, a reminder of the diesels incredible torque.

At then end of another busy week, the Liberty CRD has demonstrated to me why SUVs are so popular. All of the traits which Ive so often heard promoted by proponents of the segment are visible, including a few new ones: good performance and excellent fuel economy. Diesel-power is an option that takes a bit of adjusting to, but one that transforms the Liberty from a good SUV into a role model. It took just one afternoon to warm up to the cold metallic clatter and other such anomalies - ones, which frankly I miss after returning to regular gasoline-powered cars. Wrapped up in a package thats easy to live with, and able to dish out whatever nature throws in its path, it makes the Liberty CRD something all SUVs should strive to be.