2019 Jeep Cherokee

2019 Jeep Cherokee

Episode 3749
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

To say that the styling of the reborn 2014 Jeep Cherokee was polarizing is an understatement. Well for 20-19 Jeep has tried to bring the “love it” and “hate it” folks a little closer together, although technically, the latest Cherokee is just a mid-cycle refresher. Still, there’s much more going on than just a styling mea culpa. 

As is often the case, while many reviewers and bloggers gave the car-based squint-eyed Jeep Cherokee a hard time, it has actually done very well for the brand. Even outlasting the Dodge Dart that it was based on, and more importantly bringing many new people into the brand as first-time Jeep owners. The 2019 edition looks to broaden that appeal even more, while also attempting to more endear itself to the Jeep faithful. 

While there already was a choice when it came to the engine, either a 2.4-liter I4 or a 3.2-liter V6; Jeep has added another option into the mix, a 2.0-liter turbo that outputs 270-horsepower, just one less than the V6, and 295 lb-ft. of torque, 56 more than the 6. 

But even with that extra torque, it’s still the V6 that rates the highest towing capacity, at 4,500-lbs; very good for the segment. The 2.0-liter however, does feel incredibly powerful for a vehicle of this size, and indeed it has 80 more horsepower than you can get in a Honda CR-V. 

Like the rest of the engines, it works with a 9-speed automatic. But, unlike in earlier versions of Cherokee, the 9- speed is much smoother and more determined in shift points. It makes this Cherokee drive almost like a totally different vehicle. 

And no other cute ute in its price class can hang with Cherokee when the pavement ends. There are even 3-different Active Drive 4X4 systems to choose from. Now, some may question the need for all of that, since most Cherokees will never set rubber on anything but asphalt; but it’s a Jeep thing, and Jeep wants to make sure that is indeed still a thing. Opt for the Trailhawk, and its 1-inch of lift, if that is truly your thing as well.  

Chief among the updated styling elements is a new front end that falls more in line with Jeep’s upright and conservative past. A new hood as well; and of course updated lighting. There are also some new wheel options, and even better, a lighter liftgate with hands free operation. 

The cargo area has been reconfigured a bit. Space is up to 27.6 cubic-ft. from 24.6; max capacity with seatbacks folded stays about the same, at 54.7. 

There’s some upgraded interior trim up front; as well as some new color choices, and the latest version of UConnect.

As for what the new 2.0-liter adds to your get-up-and-go, well it gets to 60 in 6.7-seconds. Not screaming fast, but quick for a utility; and about ½ a second quicker than what you’d expect to get from the V6.  

Good snap off the line, great traction, and spirited punch from the boosted 4-banger, which likes to rev up quickly. It sounds eager and sporty as well, while the 9-speed clicks through gears comfortably but directly. The ¼-mile ends in 15.2-seconds at 90 miles-per-hour.   

No major changes to the suspension, but we had high hopes that a little less engine weight over the front wheels, would work some magic on the handling side. 

Well, no magic; steering is still slow and understeer present.  But, grip is very solid and body sway minimal for its class. 

Government Fuel Economy Ratings for the 2.0-liter with four-wheel-drive are 21-City, 29-Highway, and 24-Combined; though Premium is recommended. That makes for an average Energy Impact Score; using 13.7-barrels of oil yearly, with C02 emissions of 6.1-tons.

Pricing starts at $26,935 for front-wheel-drive, which is a considerable step up from our ‘14’s base price of around $24,000; though that entry level Sport model is no more; leaving the much better equipped Latitude as the new base model. All-wheel-drive adds another $1,500, and things top out with Overland trim at $37,470. 

Old style, new style, doesn’t really matter; the 2019 Jeep Cherokee is a wildly popular utility that seems to be attracting both compact as well as midsize buyers due to all of its capabilities. The skin may now be a bit less controversial, but the Cherokee is one adventure vehicle that harkens back to what SUVs were all about from the beginning; go anywhere vehicles that you can live with day in and day out. 

Specifications

  • Engine: 2.0 liter
  • Horsepower: 270
  • Torque: 295 lb-ft.
  • 0-60 mph: 6.7 seconds
  • 1/4 mile: 15.2 seconds @ 90 mph
  • EPA: 21 mpg city / 29 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.1 tons/yr
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles
2024 Toyota 4Runner 3/4 Front

2024 Toyota 4Runner

Aimed to Please for Another 15 Years

Episode 4338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You know, a lot has changed over the four decades that the Toyota 4Runner has been backwoods exploring and pavement prowling. Most notably, the rise of car-based crossover utilities and the word “softroader” somehow becoming a thing. Well, the 4Runner is still all truck and definitely not soft, but you don’t have to be an off-road pro to enjoy it!

You may find it odd that we’re talking about the fifth-gen 2024 Toyota 4Runner, as we’ve already given you an early look at the upcoming sixth-gen model. And yes, we too have been eagerly awaiting a new 4Runner for some time, considering this outgoing model has stuck around for the last 15 years. But there’s still a lot to love here, so consider this test as one last ride in a fan-favorite utility that’s sure to do well in the second-hand market for years to come.

2024 Toyota 4Runner Dead Front
2024 Toyota 4Runner 3/4 Front
2024 Toyota 4Runner Grill
2024 Toyota 4Runner Hood
2024 Toyota 4Runner Profile
2024 Toyota 4Runner Wheels
2024 Toyota 4Runner TRD Pro Badge
2024 Toyota 4Runner Roof Rack
2024 Toyota 4Runner Dead Rear
2024 Toyota 4Runner 3/4 Rear
2024 Toyota 4Runner 1
2024 Toyota 4Runner Rear Glass Rolled Down
2024 Toyota 4Runner Dead Front2024 Toyota 4Runner 3/4 Front2024 Toyota 4Runner Grill2024 Toyota 4Runner Hood2024 Toyota 4Runner Profile2024 Toyota 4Runner Wheels2024 Toyota 4Runner TRD Pro Badge2024 Toyota 4Runner Roof Rack2024 Toyota 4Runner Dead Rear2024 Toyota 4Runner 3/4 Rear2024 Toyota 4Runner 12024 Toyota 4Runner Rear Glass Rolled Down

Our 2024 4Runner is equipped with the TRD Pro treatment, a premiere trim for off-roaders or those who want to look the part. No judgement here, as the TRD Pro grade does look tough with its more rugged attire. That’s especially noticeable upfront with the exposed skid plating and trim-specific grille donning the bold “TOYOTA” lettering. The side profile starts up top with a sizeable roof basket, working down low to the matte black 17-inch alloys wrapped by Nitto Terra Grappler tires. Ironically, “Terra” is also the name of this new paint color, a hit or miss with our crew, but certainly a standout from the typical white or black. By the way, the all-new 2025 4Runner doesn’t stray too far away, with fan-favorite features, like the power sliding rear glass, sticking around.

We found our current 4Runner TRD Pro didn’t shy away from trail work. Behind the wheels are TRD-tuned Fox shocks and springs, keeping that Nitto rubber planted to the earth. Deeper under its skin is the TRD Pro’s standard four-wheel drive system: Tried, true and very capable.

Deeper under its skin is the TRD Pro’s standard four-wheel drive system: Tried, true and very capable.

This 4Runner’s 15-year winning streak does become more apparent inside, though it’s tough and utilitarian design isn’t completely spartan. For example, the 8-inch touchscreen, while not the largest, does get the job done and features smartphone integration. The SoftTex-trimmed seats are comfortable and easy to clean should the outside come inside.

This is the swan song for 4Runner’s famed 4.0-liter, naturally-aspirated V6. The new 4Runner is all turbo 4’s with a performance hybrid. Our test V6 puts down an able 270 HP and 278 lb-ft to the standard rear-wheel drive or available four-wheel drive layout. The only transmission is a five-speed automatic.

2024 Toyota 4Runner Engine
2024 Toyota 4Runner Dashboard
2024 Toyota 4Runner Instrument Cluster
2024 Toyota 4Runner Central Display
2024 Toyota 4Runner Shifter
2024 Toyota 4Runner 4WD
2024 Toyota 4Runner Rear Glass Switch
2024 Toyota 4Runner Front Seat
2024 Toyota 4Runner Front Seat Detail
2024 Toyota 4Runner Rear Seat
2024 Toyota 4Runner Trunk
2024 Toyota 4Runner Engine2024 Toyota 4Runner Dashboard2024 Toyota 4Runner Instrument Cluster2024 Toyota 4Runner Central Display2024 Toyota 4Runner Shifter2024 Toyota 4Runner 4WD2024 Toyota 4Runner Rear Glass Switch2024 Toyota 4Runner Front Seat2024 Toyota 4Runner Front Seat Detail2024 Toyota 4Runner Rear Seat2024 Toyota 4Runner Trunk

This legendary V6 combination took its own sweet time at our Mason Dixon testing site, clocking a still acceptable 0-60 time of 7.7 seconds. These all-terrain tires meant less grip off the line, with a decent amount of squeal; but that grip is found in droves in the wilderness. Keeping the throttle pinned meant quarter-mile passes ended in 15.9 seconds at 88 mph.

Things were also mixed in our braking runs too, stopping from 60 in a fine 113 feet. But, the pedal felt soft until about a third of the way towards the firewall, then firmed up nicely. So, we expected and found lots of body roll through our cone course. The light steering isn’t quite in its element here, but does make for an easy drive under normal conditions.

Pricing for the outgoing, and still widely available 2024 Toyota 4Runner starts at $42,100. That’s for an entry-level SR5. A TRD Pro starts at $56,565.

We can’t wait to get some serious on and off-road time in the new sixth-gen 4Runner. But with so many fifth-gens out on the road and in the wild, we know we’ll be seeing plenty of them for quite a while longer. The 2024 Toyota 4Runner remains a formidable force in the SUV market, and should bring buyers plenty of joy for many miles to come.

Specifications

  • Engine: 4.0-liter NA V6
  • Transmission: 5-speed automatic
  • Horsepower: 270
  • Torque: 278 lb-ft
  • EPA: 16 City | 19 Highway | 17 Combined
  • 0-60 mph: 7.7 seconds
  • 1/4 Mile: 15.9 seconds at 88 mph
  • 60-0 Braking (avg): 113 feet
  • MW Fuel Economy: 16.2 MPG (Regular)