Jeep has long been known for its cars that allow owners to drive by anywhere and do anything, at least in spirit.
Jeep is expanding its product lineup, and in the coming years, it may include pickup trucks, crossover SUVs, and small, young sedans that drive like rally cars. Strictly speaking, this is a new adventure for Jeep, which in the afterlife has featured a variety of pickup trucks (Gladiator), application cars (Willys Station Wagons) and all-wheel-drive cars (AMC Eagle).
But in the new 2006 Commander, Jeep offers a capability no Jeep has had before: three-row seating and the ability to carry seven passengers. Equipped with a higher level of safety and security features than any previous Jeep, the Commander represents the first salvo in Jeep’s upcoming product offensive.
The Commander is available in two styles, the Jeep Commander ($27,290) and the Commander Limited ($35,585). Two-wheel drive (2WD) is standard, but a 4WD version is available for the base ($29,290) and Limited ($38,205) trim.
The base styling of the Jeep Commander comes with a 3. 7-liter SOHC V6, which makes 210 horsepower and 235 pound-feet of torque. The V6 is mated to a five-speed automatic transmission designed to balance functionality and fuel economy.
On 4WD models, the formula is Jeep’s Quadra-Trac I, which is a permanent all-wheel-drive automatic formula enhanced by electronic traction control.
Standard features on the Commander come with air-conditioning, an AM/FM stereo with CD player and 6 speakers, forced windows, forced-heated mirrors, an eight-way force-adjustable driver’s seat, a remote-controlled folding rear window, 17-inch cast aluminum wheeled all-terrain tires with tire tension tracking, and cruise control.
The Commander Limited features a larger engine, a more complicated transmission, and a wide variety of convenience and convenience options. It stands out through exclusive chrome accents and trim on the grille and bodywork. The 4. 7-liter V8 engine is standard and is rated at 235 horsepower and 305 pound-feet of torque. Another five-speed automatic transmission, with superior ratios and 3 sets of planetary gears, backs up the 4. 7-liter V8 and optional 5. 7-liter Hemi V8.
The available 5. 7-liter Hemi V8 ($845), which makes 330 horsepower and 375 pound-feet of torque, is available with fuel-efficient Multi-Displacement System (MDS) technology, which shuts off cylinders when the opportunity arises. under light load conditions.
Commander Limited 4×4 models are popular with a permanent active 4WD formula, the Jeep Quadra-Trac II. The formula is Jeep’s ultimate and ultimate complexity and includes a two-speed gearbox with front and rear electronic limited-slip differentials, allowing everyone to have torque to be moved to any wheel drive.
Standard features on the Commander Limited include air conditioning with dual-zone temperature control, leather-trimmed bucket seats with memory, power adjustable pedals, the SmartBeam intelligent headlight system, power sunroof with skylights, eight-way power driver seats and four-way power passenger seats, and an AM/FM stereo with a six-disc in-dash CD player and MP3 capability with six Boston Acoustic speakers. Also standard is Sirius Satellite Radio with one-year subscription, security alarm, tire pressure monitoring display, rear cabin climate controls and universal garage door opener.
Options include rear DVD, engine block heater, Saddle Brown seating surfaces, full map GPS display with navigation radio, and 17-inch chrome-clad wheels.
Jeep tells us that the Commander offers the highest level of protection and safety ever presented in a Chrysler Group vehicle. ABS braking is complemented by Electronic Stability Control (ESP) to improve drive force control. Brake assist, a formula that actively applies maximum braking in the event of a panic, works to provide the shortest travel distances imaginable. Side curtain airbags with rollover detection deploy in the event of a rollover and/or side effect. Frontal airbags are the multi-stage type that deploy in stages depending on the severity of the effect. The chassis and frame design are designed to control the effect on power in the event of a collision, along with airbag and seat belt formulas, which are supplied with belt pretensioners and constant-force retractors.
The Commander is recognizable as a Jeep thanks to the generous use of Jeep design elements, such as the seven-slot grille, trapezoidal wheel arches, and square lines with flat surfaces. The exposed Allen head bolts along the wheel arches and in the headlight module is ornamental and intended to create an engineered appearance.
The Commander is larger than the Grand Cherokee: 2 inches longer and just four inches taller, basically due to a staggered roofline that leaves headroom for rear passengers. The staggered effect is masked by a roof rack, which is popular on all models. The sides of the frame are more vertical than those of most SUVs, in keeping with Jeep’s design heritage. From the rear, the flat hatch and prominent D-pillar support the handles that outline a squarer area reminiscent of the Hummer H2.
A sense of spaciousness is the reason customers will be attracted to the Commander. From the driver’s seat, the Commander retains the cozy look and feel of a Grand Cherokee. The difference begins behind the driver, where the raised roof permits use of stadium seating, in which each row is higher than the one in front of it.
Second- and third-row passengers have enhanced forward visibility. Overhead skylights add an airy feeling for passengers in the second row. The skylights are fixed and don’t open, but they have pull-out shades to filter light and reduce heat.
The third-row seats seat one adult, but appear to be designed for children ages 8 to 10. To access the rear, the second-row seat is lowered forward, allowing a cautious adult to access one of the split bench seats. , which split 50-50, pretty easily. We went in and out several times ourselves. My average h8 and w8 allowed me to get to the third row with minimal effort. Still, the Commander is only a few inches taller than a popular Grand Cherokee, so the back-row seats are ideal for tall adults and long trips. The third row should have rear heating and air conditioning controls, as well as nearby electrical outlets.
The second- and third-row seats fold intelligently to create a shipping area, and an L-shaped garage compartment is located behind the third-row seats. This arrangement means that there will be a convenient way to set up the Commander for more passengers. Seating or more shipping and equipment. It’s flexible for us, with few built-in commitments. However, the height of the shipping area is relatively high, 36. 2 inches, which means that it requires extra effort to load the shipment.
We had the opportunity to spend a day aboard the Commander departing from the Philadelphia area, leaving town and heading into the Pocono Mountains, first on interstates and then on smaller two-lane roads. Our test unit was stocked with the 4. 7-liter V8 engine, a five-speed automatic transmission, and virtually every single option other than the Hemi.
The Commander’s cabin exudes a comfortable and enveloping atmosphere. The seats are nicely shaped and trimmed, and the four-spoke steering wheel with thumb-level cruise buttons gives a really extensive feel to the leather and exposed stitching. It was hot and humid. day in Philadelphia, but the captain reminded us of the type of vehicle we would like to travel in in cold, windy weather. There is a tangible quality to the accommodation that immediately attracted us.
For a seven-passenger SUV, the Commander feels remarkably nimble and responsive around town. Steering, a rack-and-pinion design, feels more precise than the truck-based SUVs we’d been driving. Driving in the morning rush, our immediate preoccupation was to follow our route maps to leave the city, but we found ourselves in heavy traffic, dicing with morning commuters and local drivers. We noticed the Commander, like the Grand Cherokee, is just a little quicker, better balanced, and a little more conducive to aggressive driving than the average SUV. Throttle response around town is gratifyingly direct, which we later discovered is due to the fact that the automatic transmission is a multi-speed design, that effectively supplies two second gear ratios. Punching the throttle signaled the automatic to kick down into the lower ratio to supply greater acceleration. Otherwise, a taller ratio with a smoother upshift would be used. The effect is an energetic surge when you call for it, and a sense that you can control the transmission with your right foot.
On the road, the Commander is a particularly stylish and comfortable cruiser. Jeeps are the most aerodynamically aerodynamic cars in the world, but the noise from the wind and tires didn’t seem noticeable, well within the diversity of an average SUV and no less than that of a larger square-bodied 4×4. It was easy to maintain a verbal exchange using general tones of voice throughout the trip, and it was easy to believe that this would be a wonderful vehicle for off-road rides.
We found the 4.7-liter V8 to be more than adequate for routine around town and highway driving, leaving us to consider the 5.7-liter Hemi as a requirement only for those who plan to tow, since it can handle up to 7200 pounds. The standard V6, which we did not drive, is EPA rated to deliver 17 mpg City and 21 Highway, compared to 15/20 for the 4.7 V8. In terms of horsepower, the two engines are not that far apart either, but the 4.7 appears to be the superior power plant when it comes to torque. If we were planning on operating our Commander fully loaded, on longer trips, and across bigger highways, we would prefer the 4.7-liter V8 over the V6 because the extra torque would be appreciated and the mileage is not much worse.
We’re heading to the Pocono domain for an apparent reason: it’s a Jeep, and Jeeps are meant to offer proven off-road capabilities. The Jeep team had mapped out a series of trails near Big Boulder Mountain, on grassy ski slopes. in the woods and through sections of muddy and rocky trails. We’re used to riding on trails, but the tour caught our attention, forcing us to use the low diversity and drive accordingly. Featuring the complex Quadra Drive II formula and a low 2. 73:1 ratio, the Commander is not limited in terms of traction and has faster steering that makes it more maneuverable in tight spaces.
The tyres, with all-terrain tread, have been shown as traction devices and suspension components, helping to overcome chunks of rocks and logs and maintaining grip that is obviously improved thanks to the Commander’s integrated electronic traction control. Ground clearance is adequate.
The Commander deserves to appeal to young families who want four-wheel drive capabilities, whether on vacation, weekend camping, or in harsh winters. The seven-passenger capacity is a useful upgrade that doesn’t compromise overall utility, as the interior seats fold down. flat. With a wide diversity of engines, options, and value points, the Commander is flexible enough to appeal to a wide variety of buyers.
New Car Test Drive correspondent John Stewart reported this from the Pocono Mountains.
Jeep Commander ($27,290), ($29,290); Limited ($35,585), ($38,205).