2008 Jeep Commander Review

Specifications

Europe has the Land Rover LR3 and Japan has its Toyota Land Cruiser. When it comes to international fame, these are the vehicles designed to take men and women to the farthest, most remote corners of the earth. Environmentalists may hate them, but these are the vehicles of choice for those who want to see the world in person rather than merely gawk at photos in a National Geographic. And while it hasn’t yet achieved the notoriety of its peers, Jeep’s Commander deserves to be ranked up there at the top, as America’s go-to seven-seat off-road expert.

The Commander is anything but your typical large sport utility vehicle, because of what it can do. You really can’t lump it in with the Tahoe or the Durango. Yes, it’ll tow a fairly big boat, and yes it’ll seat seven people, but these are all byproducts of its ability to excel off-road. Everything it possesses is for a functional purpose. Its live rear axle gives it the necessary articulation for traction off-road, while its burly HEMI V8 produces gobs and gobs of torque. When equipped with 4WD, it is mated to a proven transfer case and gearbox setup, and has the means to back up its image.

Talk to any stylists or product guru from Jeep, and they’ll tell you about the brand’s two-pronged approach to design - Jeep Modern and Jeep Classic. Modern is rounded, curvy, and particularly cute; think the first-generation Liberty or the newer Compass. The Commander, on the other hand, is Jeep Classic to the extreme. It’s squared off, rugged and purposeful. I think it’s cool in a functional sort of way. I especially like the metal cross bars spanning the roof rack and the chrome-plated grab handles that allow you to hoist yourself up to reach whatever is up there. The chromed allen head screws that attach the fender flares to the body are proof of the vehicle’s rugged nature, suggesting that they can be replaced should they get scraped, dinged or torn off when out on the trail.

A sense of adventure is really what separates the Commander from other large American SUVs, something which is instilled in it from its Jeep DNA. You hop in and you’re faced with this wide, rectangular panoramic view that’s far out in front of the driver’s seat - the same sort of thing you’d see out the front of a Wrangler, and the boxiness of the body and the staged roof yields lots of headroom and an airy feel. Grab your Tilley hat and go for an adventure. Even if you might not like the thought of getting your tires muddy, the Commander is more than willing to. Big SUVs aren’t generally fun, but this one is.

Compared to the Grand Cherokee, the Commander’s ride is better damped and hides the fact that it’s equipped with a live rear axle extremely well. Despite not having air suspension, it’s smoother than Lexus’ LX 570, and resists the secondary shock that most vehicles with live axles possess. It’s also the quietest Chrysler product I’ve ever driven, and that’s including cars like the 300. Unlike the Durango, the Ram, or even that 300 which incidentally all use the same 5.7-liter HEMI V8, you don’t really hear the engine in the Jeep. It’s been muted and tucked away, because its presence isn’t so much about conveying a certain attitude, but rather it’s about the ability to do things… the ability to pull and tow. But, if you step on it, there’s no question that it’s got real muscle hiding behind its clothes. And then when up to speed the refinement continues, with wind noise surprisingly low for something as blocky and upright as this.


You can’t talk about an SUV without talking about the inevitably big fuel bill. Admittedly yes, the Commander’s fuel economy is not brilliant, but consider that none of its exploratory-grade rivals have stellar ratings either. In fact, other than the GM SUVs which incorporate Active Fuel Management in both their V8s (or that brand’s hybrid models), the Commander is probably the least likely full-size SUV to inflict harm on the environment, at least that’s currently for sale - Chrysler’s Aspen and Durango hybrids hit the market soon. Like AFM, Chrysler’s MDS cylinder deactivation shuts half the cylinders off under light loads. How effective this is, is somewhat debatable. Although the indicator light goes on, fuel economy never really seems to drop by all that much at highway speeds at a steady pace; after thinking about it considerably, I think I have come up with a reason why. When MDS cuts out half the cylinders, the other four must work a harder, in the process countering proportionately strong drag from the blocky body. As you know, a four-cylinder under load can use just as much fuel as a V8 under light load. Then again, the other cylinders are supposed to kick in when the SUV is under load. Either way, at 60 mph the results aren’t spectacular, but take the scenic route with an 50 mph speed limit, and provided you stick to it, you will see a difference.

Because most large SUVs don’t climb rocks or blaze trails on a day-to-day basis, the Commander has been suitably equipped to deal with the urban world, although equipping it with so much off-road content has required compromise. Unlike the LR3 or the Land Cruiser, the third row is for children only, no exceptions. I attempted to sit back there, which resulted in my torso being squeezed up against the narrowing side trim and my head tilted due to the height of the roof. Look in the rear-view mirror when there’s seven on board, and all you’ll see are faces - the stadium seating eliminates the rear view completely; thank goodness for the rear back up camera! Cargo space isn’t great either; it’s virtually eliminated when the third row is up, though you do recover a considerable amount when you fold those rearmost seats flat. This is besides the fact that it’s got a high lip due to the accommodation of the live rear axle, and the high ground clearance.

But that doesn’t mean the Commander doesn’t have its perks. Its high seating position means a commanding (pardon the pun) vantage point over the road. Its short front overhang and boxy shape mean you’re never guessing where the end of the hood is when parking, as you can clearly see it. Thanks to its relatively short wheelbase, the Commander is way nimbler than its size would suggest; it can turn its own length in a smaller distance than most mid-sized cars. The ride, as I mentioned, is truly comfortable over the sort of terrain you’re likely to find in a city, dealing better than most of its rivals over potholes, raised manhole covers and street car tracks.

Being based on the Grand Cherokee and being positioned as the brand’s flagship also helps the Commander’s cause. The seats are trimmed in supple leather, and the upper portions of the door panel are covered in a soft-touch plastic that could’ve been sourced from Mercedes-Benz. I wish that this could have been used on the chunky edges of the Commander’s dash, which would have raised its standing against rivals to equal the best. Still, with low-sheen and an inoffensive grain, it’s a step in the right direction for Jeep.

While I usually fawn over a nicely made interior, I have a great deal of admiration for a cabin that’s well laid out. The dashboard and door panels were seemingly organized with road trips in mind; pockets are open and plentiful, perfect for storing maps or umbrellas. Fold down the driver’s sun visor and there’s a netted pouch, the right size for a passport if you’re on a cross-country trip, or a home for that illusive parking pass. Even the map lights are well though out. Rectangular, thin and mounted on the headliner right overhead each passenger, they shine directly and unobtrusively over the occupant’s lap, allowing them to read at night without bothering others. And though they don’t open, I really like the miniature CommandView skylights over the second row. Praise is also deserved for the optional MyGig navigation system and the new Mercedes-Benz-style integrated keyfob.

If there’s one thing that could really help the Commander’s cause, it would be the inclusion of the Grand Cherokee’s turbodiesel engine. It’s really frustrating to watch the Commander’s sales drop during these times of high fuel prices because this option is not on the board. Although diesel may be more expensive than premium unleaded currently, it extends the range of the vehicle significantly. You also get more miles between fill-ups, which is particularly handy if you’re going on any extended off-roading trips where there aren’t any refueling stations. It’s a fantastic unit too - smooth, refined and rich in low-down torque, exactly the qualities you’d want for in an off-roader. Incidentally, it’s the same 3.0-liter that’s used in Mercedes-Benz’s own ultimate off-roader, the G-Class.

It’s a sad thing then, that assumptions have pegged it as being just another off-roader. Most people don’t understand the Commander within its context as putting off-roading skill as a priority, and may dismiss it as such. It won’t tow as much as an Expedition and isn’t as roomy as a Tahoe, but in a way you could say that it’d be like using a flathead screwdriver for a Phillip’s head screw - sometimes it’ll work, but it isn’t necessarily the best tool for the job. Mind you, you can still twist that screw, but just try turning the tables.