2006 Jeep Commander Review

Specifications

Jeep Stretches to Grander Proportions to Add a Third Row of Seats

Over its many years of existence, the Jeep Grand Cherokee has done a yeomans duty of raising both the profile and bottom line of DaimlerChryslers off-road division. As of late, though, the demand for third-row seating has impeded the venerable SUVs popularity in the highly competitive mid-size SUV market. Rather than shoehorn third row capacity into the cramped environs of the Grand Cherokee, DaimlerChrysler chose to build a new 7-passenger sport utility based on an enlarged version of the Grand Cherokee platform. In putting the project together, they chose to honor the lineage and history of the long running but now defunct Jeep Wagoneer, a vehicle, which as a kid growing up in the 60s, I admired for its cowboy image and four-wheel drive capability.

As if seeing someone you remember reflected in the eyes of their offspring, anyone vaguely familiar with the venerable Wagoneer will espy its shape mirrored in todays Commander. However, this isnt the full retro-treatment, such as applied to the Chevy HHR and Ford Mustang, but retro enough to evoke nostalgia while not alienating those too junior to recall the Wagoneer. Due to its industrial-strength styling traits, younger SUV fans may see the Commander as more of a Hummer clone than yesteryears Wagoneer. I give the stylists credit for successfully blending the two themes without over emphasizing either, the results of which give the Commander character and distinction among a world of vanilla SUVs.

Much like the now defunct Land Rover Discovery, but less prominent, is a raised roofline leading-off from just behind the front seats and extending rearward to the back of the Commander. The net effect is theater-like rear seating and increased headroom. Two fixed glass panels are set into the heightened roof, at least in my Limited trim tester, positioned above the vehicles second row bench seat. They add a sense of openness for passengers relegated to second or third row seating positions, which, thanks the optional headliner-mounted DVD screen, another addition to my test vehicle, and accompanying wireless headphones, is not a bad thing.

Im afraid, however, that not much more can be done to enhance life in the Commanders awkward, uncomfortable third row seat. As with most third row seats in mid-size or smaller SUVs, the Commanders baggage-class positions are best suited to children, especially if the trip duration exceeds anything more than a short run to the mall.

Of course life is best when driving or riding shotgun (unless theres a particularly good movie playing in back), and there one will find power adjustable captains chairs providing ample comfort and support to the pilot and co-pilot. Up front head and legroom are both plentiful, marred only by a narrow footwell that tends to constrict outward movement of the drivers left foot. Long trips may prove slightly uncomfortable for tall-legged folk due to this particular problem. Also, the absence of a substantial dead pedal in the footwell reduces the drivers ability to brace during off-road excursions or simply when readjusting while seated for extended periods. And unless those well-to-do front seat occupants are feeling benevolent about sharing legroom, second row knee space can be rather sparse to say the least. But when space allotments are equally distributed, comfortable cruising is but a key twist away.

In fact, I was quite delighted by the Commanders overall congeniality. This vehicle delivers operational refinement beyond expectation, which is a nice surprise. Settling into its attractive, yet somewhat hard-shelled cabin finds everything close at hand. A non-obscured cluster of four analog gauges greets the eye along with tasteful woodgrain trim, adding a touch class. The Commanders center stack houses one of the most straightforward heat/ventilation/air conditioning setups in the business. The same cant necessarily be said for the combined audio/navigation system that came optional in my tester; intuitive it is not. Yet the audio systems high quality sound and the detailed navigational data are commendable.

Inserting the key and awakening the Commander begins the true test of this big-foot rig. Its 5.7-liter (345 cu in) HEMI V8 quietly announces its presence as the console-mounted shifter is smoothly pulled through the gates to the Drive position. As the SUV rolls effortlessly away, its gentlemanly nature becomes quickly evident. There is no engine growl or groan to speak of and no jarring from its SUV springs to unsettle the senses. Dipping into the throttle allows DaimlerChryslers Multi-Displacement System (MDS) equipped V8 to emit a refined “burble” while authoritatively pushing the 5,169-pound machine forward. Right through to redline, this honey-smooth mill never runs short of breath while kicking out 330-horsepower and 375 foot-pounds of neck snapping torque.

According to DaimlerChrysler, MDS technology realizes up to a twenty percent increase in the big engines fuel economy without a resulting loss in performance. This is achieved by seamlessly deactivating four of the engines eight cylinders when power demands are below a predetermined threshold. I have now sampled cylinder-deactivation technology in Chrysler, GM and Honda products and have been impressed with the results. But even with MDS and a 5-speed automatic transmission, as opposed to the 4-speed autoboxes found in some competing brands, the HEMI-powered Commander likes to guzzle more than sip away at fuel.

According to EPA ratings, the thirsty Jeep only manages a fuel economy rating of 14 mpg in the city and 18 mpg on the highway. The soon to be introduced 2007 Chevy Tahoe, with a slightly less powerful V8 sharing GMs version of cylinder-deactivation returns an EPA fuel economy rating of 15 and 21 mpg respectively through a 4-speed autobox. In fairness though, the heavier, larger Tahoe doesnt burst forward with the same gusto that the Commander is capable of.

When not bursting aggressively forward, the Commander ensconces its occupants in serenity and comfort. Engine harmonics are eerily absent while road and wind noise are both minimally invasive. Perhaps, though, the real pleasure in the Commander is its ride. Given its “Trail Rated” Jeep designation, my tester did a remarkable job of absorbing the bumps of daily driving without feeling excessively mushy or ill-handling. Some body float was evident when bounding over humps and bumps, but otherwise the Commander is a very stable machine on the highway and off. Based on a well documented history surrounding the Commander Limiteds full-time, Quadra-Drive II four wheel-drive system, combined with DaimlerChryslers Electronic Stability Program (ESP), theres little to doubt about the its mountain goat-like 4×4 abilities.

Pulling up a small “T-bar” lever mounted on the center console engages low-range gearing and locks the Commanders center differential, securing maximum traction and engine torque. When an off-road experience is at its “peak”, so to speak, strong brakes and a comprehensive array of safety and protection equipment is helpful in getting everyone safely back down the other side of the mountain. Restraining the almighty Commander is a full set of antilock disc brakes bolstered with Electronic Brake Assist (EBA) to ensure the binders work as effectively as possible, even when the driver doesnt react as quickly as he or she needs to in order to avoid a potential accident. Nonetheless, should over-indulgence lead to impact, the Commander is well suited to protect its occupants with dual-stage frontal airbags and full length, side head curtain airbags with roll over inflation. This important assortment of passive safety devices is standard equipment, as is ParkSense, a rear parking audible warning system that actually is said to come in as handy while off-road as it does in driveways and parking lots, and given the poor rearward visibility when all three rows of seats are upright, I found this to be a useful tool.

When it comes to practicality the Commander both wins and loses. It wins thanks to a rear glass hatch that springs open remotely with the press of a key fob button, but loses due to a non-removable third row seat. GM will soon one-up the Commander thanks to an easy to remove, split third row seat in its forthcoming line of revised full-size SUVs. Yes, the two sections of GMs third row fold flat, similar to the Commanders, but they can also be entirely removed in a snap, maximizing cargo capacity. Chevy has also added a power option to the task of folding and tumbling their second row seats, enabling easy access to the third row. The driver merely pushes a button to initiate the process without having to vacate the royal thrown.

Although the top-of-the-line HEMI-powered Commander Limited has yet to adopt removable third row seating or power-actuated second row seats, its a very functional vehicle just the same. Some buyers, no doubt, will appreciate Jeep more for offering multiple powerplants, beginning with a 210-horsepower 3.7-liter (226 cu in) V6 spinning out 235 foot-pounds of torque. Next up is a moderate 4.7-liter (287 cu in) V8 churning out 235-horsepower and 305 foot-pounds of torque. Capping the power escalation is the HEMI lurking silently and seductively beneath the hood of this weeks tester.

Three different 4WD arrangements are also available depending on engine choice. A two-wheel-drive Commander can also be purchased, but dont expect Trail Rated credentials. As one might expect, Jeeps new SUV is well equipped in base form and lavishly appointed when the “Limited” badge is affixed. My Limited-level tester spoiled with heated leather seats, a moonroof, six disc in-dash AM/FM/CD audio, tri-zone climate control, SmartBeam auto dimming headlights, rain sensing wipers, and much more.

But the real spoilage comes with how sweetly the Commander cares for its occupants once its 17-inch wheels are turning. Whether you marvel at its smooth ride or the punch of its HEMI V8, the highly refined 2006 Jeep Commander Limited is a tremendously capable seven-person SUV, on-road or off.