2006 Jeep Commander Review

Specifications

A Uniquely Shaped, Sized and Specified Model that Seems Right for the Times

DaimlerChrysler, otherwise known as Chrysler Group, has an interesting philosophy when it comes to styling. Rather than introduce a banal, white bread and processed cheese kind of design - the plight of middle-of-the-road vehicles that set out to be inoffensive from concept and by so doing hardly inspire any buyer enthusiasm other than via hopes of virtuous reliability and comforting safety features - Chryco designers often pen unique, unorthodox styling exercises that inspire near riotous passion among those that see the automakers “vision”, but in so doing rarely become popular with everyone.

But this is OK, as experienced in 1994 when the radical Dodge Ram pickup redesign hit the scene and boosted the models sales exponentially while simultaneously splitting the market between those who loved it and those who hated it, and how the brands car division and Chrysler have done the same with the revolutionary Magnum, Charger and 300 LX cars respectively, while Jeep has already stirred up disdainful sentiments from some 4×4 fans who hate the styling of its new Commander. So what! More importantly to the brand, the utilitarian Commander has also caused palpitations of positive excitement among zealots of the previous Cherokee - the one without the “Grand” in its designation which lent a great deal of inspiration to the new seven-passenger SUVs design.

Im not sure where I sit in this camp, being that initially I wasnt all that keen on the 300Cs styling, a model which currently can be numbered among my favorites for its exterior shape alone. What I like about the Commander is how its boxy proportions make for a very accommodating interior - at least when seated in its first two rows or when loading in cargo… but more on its third row in a moment.

First, lets talk about what Jeeps designers were trying to get across when penning the new model. I dont know about you, but when I first saw the Commander, in photos and then at the Vancouver auto show, being that I missed New York last year for personal reasons, I had to smile. Not because I was overcome with the excitement that comes to me when first witnessing a stimulating new design, but more due to memories of good times had within a variety of old Cherokees. My old band-mate, the guitarist and creative genius (at least I think hes pretty brilliant) behind my previous career (we were called Th13teen and then Zufo before parting company - the band is currently called Zufo and the White Martians; go give a listen here if you want to expand your musical horizons: www.zufo.org), was one of the first I can remember to purchase a 4.0-liter model, which was a relative road-rocket in its day thanks to a 190-horsepower inline six-cylinder engine. We stuffed it full of band gear on a regular basis, enjoying some of my favorite times creating new music and playing it live before adoring fans - well not always adoring but we didnt care.

In between Th13teen stint one and stint two, and just after living and touring around Europe with a techno project called ASK, I met a girl while in hiatus, living in Edmonton, who had a four-cylinder Cherokee, and, well, I have good memories of traversing the Rockies and enjoying her company. There are more Cherokee stories, including a brief stint in 1984 when I tried my hand at automotive retail at my local AMC/Jeep/Renault dealer - I have to admit to preferring journalism - where I grew to appreciate the Jeep brand (as well as a few quirky AMCs and the pesky Renault 5 especially), drove a particularly obnoxious V8-powered CJ5 with headers and side pipes as a company car, and waited for the day that the Cherokees GM-made 2.5-liter inline four (Iron Duke) and 2.8-liter V6 engines would be replaced.

How far Jeep has come since these simpler times! Now, rather than buying powerplants from its rival, it leads the entry-level luxury SUV segment in engine output and technology. Thats right. The 5.7-liter HEMI not only produces the most horsepower and torque in the entry-level luxury class, at 330-hp and 375 lb-ft respectively, but the engines standard Multi-Displacement System (MDS) technology, that can reduce fuel consumption by up to twenty percent under light loads, not only beat all rival systems to market when it debuted on the Chrysler 300C, but also became the first cylinder deactivation system available in a 4×4 capable SUV when the recently revised Grand Cherokee debuted last year.

Recent developments, such as high-speed electronic controls, sophisticated algorithms controlling the systems and the integration of electronic throttle control, have made reliable integration of the cylinder-deactivation technology possible. As a result Chrysler Group reports a seamless deactivation and activation process, needing only 40 milliseconds (0.040 seconds) to transition from eight-cylinders to four or vice versa.

So how does it work? Essentially MDS deactivates the valve lifters in four of theV8s cylinders (1, 7, 4 and 6), resulting in four closed valves and zero combustion in half the cylinders. Fortunately the “dead” cylinders dont drag energy from the working four, due to air being pumped through those cylinders temporarily out of action.

Chrysler Group rival GM dabbled in a similar technology in the early 80s with dismal results, the Cadillac name being tarnished (and not from diesel smoke) in the process. While innovative for the era, the 4-6-8 engine delivered poor reliability due to low-tech electronics. Modern technology allows trustworthy operation of this type of system. GM offers its DoD V8 engine in a variety of multi-brand cars, trucks and SUVs, and now Honda offers a similar technology in its V6-powered models, but Chrysler should feel good about beating either to the punch.

And believe me, when transitioning from conservative highway cruising, where the MDS system is more often than not engaged, to a full-throttle passing maneuver, when it most definitely is not, theres no perceptible lag in acceleration. Actually, its quite the opposite. Compared to some Mercedes-Benz V8-powered products, for instance, which I have found hesitate slightly when stepping down hard on the gas pedal, the Commanders high-powered V8 reacts immediately, leaving most would-be rivals in the rearview mirror. Its acceleration is so impressive, in fact, and engine note so compelling, that it defies a rather hefty 5,169-pound curb weight to feel more like a large sport sedan than a seven-occupant rig.

To be fair to Jeep though, the Commander isnt anywhere near as daunting in size as a typical full-size domestic SUV. In fact, its only five centimeters (two inches) longer than the recently revised Grand Cherokee, which itself spans the median of midsize models. This means, of course, if youre looking for a Chevy Suburban-sized SUV, or even something nearing the same brands Tahoe to fill your familys needs, the Commander may cramp your style. But what might not work for this relatively small portion of the current SUV market, a group that just happens to be downsizing from the aforementioned bowtie models, plus their GMC equivalents, Ford Expeditions and Excursions, Toyota Sequoias and Nissan Armadas, to seven-seat midsize SUVs in a quest to expand their ever decreasing expendable income, the Commander might just be the right vehicle for the times.

The smaller size doesnt mean passengers in its front two rows will feel many negative effects in hip, shoulder or legroom, and headroom is so generous that Wilt the Stilt Chamberlain could feel comfortably at home - afro and pick comb not included. The seats are especially comfortable, but not in that overstuffed couch way that domestic manufacturers used to fulfill North American luxury tastes. Theyre firm, supportive chairs, well bolstered for this type of vehicle, and made of high-grade leather in my top-line Limited tester.

The rest of the cabin is also well put together, with soft-touch plastics in the most prominent areas, such as on the upper portion of the doors where forearms often take refuge. Like the new Grand Cherokee, the Commander doesnt extend the higher grade plastics throughout the rest of the cabin, unfortunately, its dash and console surfaces feeling a little substandard compared to some others in the $50K+ range. Of course, most of these entry-luxury rivals dont offer a variant in the $40K range, where less affluent - but still comfortably middle class - families needing more space would be wise to shop, so this reasonably small foible will be acceptable to most. There are some, however, that may be turned off by the hard, hollow-sounding surfaces (you wont notice this unless youre an anal retentive snob like me, however, who executes annoying “tap” tests on every vehicle I drive). For these there is hope, however. A particularly amiable and also somewhat chatty engineer admitted to me that the less agreeable plastic quality came as a result of a cost cutting decision made during the Grand Cherokee and Commander developmental stages, about four to five years ago, when Chrysler Group was hardly riding the profitability wave it currently enjoys. This engineer told me to expect improvements in plastics quality as soon as the 2007 model year, which would be an odd time to upgrade a vehicle - just after its first year - but a welcome upgrade to folks like me.

On the positive, the general layout of controls is nicely executed, with high quality switchgear on the center stack and connected to the steering column, and my favorite steering wheel audio controls attached to the rear of the steering wheel spokes - cruise buttons are up front. Large, legible chrome-trimmed gauges are set into an effectively shaded instrument cluster, mirrored by chrome rimmed knobs on the center stack-mounted dual-zone climate control system. The audio interface is less jeweled, in appearance at least, but in reality is pulled right out of the top-line Chrysler 300C, and when so equipped, features an integrated DVD-based navigation system and Uconnect hands-free communications. Other high-tech goodies include ParkSense rear parking assistance, SmartBeam headlamps and rain sensitive wipers.

I didnt have need for wipers during our Rocky Mountain test drive, as the skies were blue and scenery absolutely stunning, the perfect backdrop for such an adventurous vehicle.

Before I delve into the Commanders off-road capability, I should mention that I was absolutely amazed at how comfortably the car took to the curving highways that snaked through the areas expansive valleys. If you havent been in a Jeep lately, the Commander, and its Grand Cherokee sibling do not in any way shape or form ride like the CJ and YJ of yore. While the brand still produces a model with backbreaking capability now dubbed TJ (Wrangler in the U.S.), the two luxury models are absolutely civilized, with the Commander the most comfortable of them all.

After enjoying a very stable drive through winding mountain roads, I took the opportunity to drive the Commander on some light-duty trails, just to get some quick photos. I couldnt believe how comfortable it was when the pavement ended, its suspension soaking up ever rut, bump, log and rock we ran over virtually no negative impact on driver and passengers.

Later that afternoon I took the Commander on a 4×4 track Jeep had set up for testing out its capabilities off the beaten path, and I know I barely scratched the surface, not the paint surface thank goodness, of what this vehicle is capable of. It should, most likely, perform similarly to the Grand Cherokee when pushed to the limit, being that it shares the same chassis components and even an identical wheelbase, but better yet, improves on the GCs ground clearance with 9.9 inches of chassis height, 9.0 inches of front axle clearance, and 8.6 inches of rear axle height. Sure its heavier, but this can be a bonus when attempting to find traction on slippery road surfaces. Needless to say the Commander hardly broke a sweat negotiating the moderately difficult test route - what I put the Grand Cherokee through during its Southern California launch was much more grueling so I know the Commander is capable of much, much more.

Interestingly enough, some of the new SUVs electronic safety hardware, such as its All-Speed Traction Control System (TCS) and Electronic Stability Program (ESP), works extremely well off-road. No doubt its tire pressure monitoring system would act as a good reminder to refill the tires to proper spec if youd deflated them prior to going off-road, a common trick that improves the ride over rough surfaces while enhancing traction. The Commander also includes standard ABS, but Im not yet convinced that it does a heck of a lot when on the trail.

Something else which was designed to improve city and highway driving that also benefits when off-road is the Commanders extremely robust five-speed automatic transmission, fitted with AutoStick manual mode and driver adaptive technology. This is a sophisticated gearbox, light years ahead of anything Jeeps domestic rivals offer in a 4×4 capable SUV and ideal for rowing through the cogs or even more importantly when on the trail, holding a given gear.

While the Commander comes standard with rear-wheel drive, Jeep offers three four-wheel drive systems depending on trim level and/or personal preference, my tester featuring the top-line Quadra-Drive II - Quadra-Trac I and Quadra-Trac II are the other two. If these seem familiar, its because theyre the same as offered with the Grand Cherokee, as are the Commanders two transfer cases, complete with a Brake Traction Control System (BTCS), and Electronic Limited Slip Differentials (ELSD).

By the way, while I only tested the Limited trimmed Commander in 5.7-liter OHV HEMI V8 trim, the Limited comes standard with Chrysler Groups very capable 4.7-liter SOHC V8, making 235-horsepower at 4,500 rpm and 305 lb-ft of torque from as low as 3,600 rpm. In base trim, a 3.7-liter SOHC V6 with 210-horsepower at 5,200 rpm and 235 lb-ft of torque available at 4,000 rpm can be had, both mated to a five-speed automatic transmission with manual mode.

Even base models come with that third row of seats I mentioned previously, and despite having one of the slickest flip-folding middle rows in the industry to make rear access a breeze, its rear seat accommodations truly separate the midsize Commander from its larger competitors - its really tight back there. Now, to be clear, there is plenty headroom, and lots of space for hips and shoulders. Where the third row is abbreviated is in legroom, being the foot well is not very deep. This wont matter to the majority of rear passengers, your kids or grandkids, so it shouldnt be a problem. And as long as you opt for the extremely easy to operate roof-mounted DVD-system, youll never hear a peep out of them all the way to the cabin.

With the rear seats upright luggage space comes up a little short, only managing 6.0 cubic feet. Thats about a third the size of a conventional midsize sedans trunk, to put things in perspective, so you may want to look into one of Jeeps roof-mounted storage systems - available at your local dealer.

For smaller families who only use the rear seats for taking your childrens friends to soccer games, skiing, school and the like, a great room can be had if the third row is folded flat. A total of 36.4 cubic feet of storage space can be had, especially useful if youdeal morere hauling taller items thanks to the vehicles overall height and large liftgate opening. For taking loads to the dump or picking up furniture from Ikea the second row folds completely flat as well, a process that creates a sizable 68.7 cubic feet of stowage space.

Now this is where I commend Jeep highly for delivering a vehicle with a proper liftgate, instead of a side swinging door. Or maybe I should rephrase that, because I dont mind the rear swinging door on Jeeps Liberty, which opens up so that cargo can be loaded aboard safely while parallel parked, but every Japanese and British brand that offers a swinging rear door has designed them to be safe in their domestic market, which in case you werent aware, drive on the opposite side of the road. The liftgate is the ideal answer to such a problem, allowing Jeep to sell the vehicle in multiple markets if it chooses to, while providing a protective shield against the elements when loading or unloading.

One negative, however, involves those slick flat-folding second row seats, in that an average child seat doesnt fit under the “fixed” headrests at all - theyre not actually fixed but fold down into the seat when folding it flat, although you cant raise or remove them. And it wasnt due to having oddly shaped child safety seats either. I have two different models made by reputable mainstream brands that would not fit in properly. The fixed headrest forced the seats out and away from the seatback, making them unstable during turns. The only way to resolve the issue is to fit a pillow in behind the child seats, and strap them down extra hard. Of course, this shouldnt be too much of a problem as most families leave their childrens booster seats in a given car most of the time. 

Not wanting to leave on a sour note, Jeeps Command-View skylight, a fixed sunroof mounted over the second row of seats, which incidentally comes complete with a sunshade if youre trying to keep infants out of harms way, brightens up the cabin in any weather condition.

As previously mentioned, the Commander features traction and stability control to help maintain a drivers line when encountering slippery situations, but it should also be mentioned that Jeep has included “electronic roll mitigation.” This system integrates a variety of sensors throughout the SUV, which detect a potential rollover and immediately deploy a series of multistage airbags. Its a pre-collision system, similar in context to that developed and offered by Chrysler Groups Mercedes-Benz sibling.

So, to sum up, I really think Jeep has thought out its new Commander, and due to its accommodating interior and relatively compact (for its class) exterior dimensions, it is right for the times. Sure  Id love it if the automaker would incorporate a diesel option, a feature that would no doubt ensure a great deal of new interest in the brand, as proven with Jeeps top-selling Liberty diesel, and increase its brand loyalty, but most likely 2007 emission regulations, which are designed to clean up North Americas diesel fuel quality while decreasing the amounts of harmful tailpipe emissions from diesel vehicles, will keep this from happening at least until this date. For now, the 5.7-liter V8s MDS cylinder-deactivation technology will have to satisfy fuel conscious off-roaders.

As you can probably tell, I like the new Commander. I cant say that it has completely won me over on looks alone, but as stated earlier I often find unorthodox shapes agreeable given enough time. Diehard Cherokee fans really like what they see, mind you, at least those Ive spoken with about it, so my guess is that it will find a strong base of loyal customers, probably among those who used to own one of the brands smaller SUVs, but have now grown out of it.