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Introduction
Jeep has long been known for vehicles that enable owners to go anywhere, do
anything, at least in spirit.
Jeep is expanding its product line, and in coming years it may include pickup
trucks, crossover SUVs and youthful small sedans that drive like rally cars.
Strictly speaking, this is not a new adventure for Jeep, which has offered a
line of pickups (Gladiator) utility vehicles (Willys Station Wagons) and AWD
cars (AMC Eagle) in the past.
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.
Model Lineup
The Commander comes in two models, the Jeep Commander ($27,290), and the
Commander Limited ($35,585). Two-wheel drive (2WD) is standard, but 4WD is
available for both the base model ($29,290) and the Limited ($38,205).
The base model Jeep Commander comes standard with a 3.7-liter SOHC V6, rated at
210 horsepower and 235 pound-feet of torque. The V6 is mated to a five-speed
automatic transmission designed to balance performance and fuel economy.
On 4WD models, the standard system is Jeep's Quadra-Trac I, which is an
automatic full-time all-wheel-drive system enhanced by electronic traction
control.
Standard features on the Commander include air conditioning, AM/FM stereo with
CD player and 6 speakers, power windows, power heated mirrors, power eight-way
driver's seat, flipper glass on the liftgate with remote control, all-terrain
tires on 17-inch cast aluminum wheels with tire-pressure monitoring, and speed
control.
The Commander Limited comes with a bigger engine, more sophisticated driveline
engineering and a wide array of comfort and convenience options. It can be
distinguished by distinctive chrome accents and trim on the grille and
throughout the body. Standard is the 4.7-liter V8 engine, rated to produce 235
horsepower and 305 pound-feet of torque. A different five-speed automatic
transmission, with taller ratios and three planetary gear sets, backs both the
4.7-liter V8 and the optional 5.7-liter Hemi V8.
The optional 5.7-liter Hemi V8 ($845), producing 330 horsepower and 375
pound-feet of torque, is available with fuel-saving Multi-Displacement System
(MDS) technology, which shuts down cylinders as the opportunity arises under
light load conditions.
The Commander Limited 4x4 models come standard with a full-time active 4WD
system, Jeep's Quadra-Trac II. The system is Jeep's newest and most advanced,
and includes a two-speed transfer case with front and rear electronic Limited
Slip Differentials, allowing all available torque to be transferred to any
wheel with traction.
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 the Commander has the highest level of safety and security ever
offered on a Chrysler Group vehicle. ABS braking is complimented with
electronic stability control (ESP) to enhance driver control. Brake Assist, a
system that actively applies maximum braking in panic situations, works to
provide the shortest possible stopping distances. Side-curtain air bags with a
roll detection system deploy in case of rollover and/or side impact. Front air
bags are multi-stage type that deploy in stages according to the severity of an
impact event. The frame and body structure are constructed to manage impact
energy in the event of a collision, working in conjunction with the air bag and
seat belt systems, which are equipped with belt pretensioners and
constant-force retractors.
Walkaround
The Commander is instantly recognizable as a Jeep, thanks to liberal use of
Jeep design cues, such as the seven-slot grille, trapezoidal wheel wells, and
squared-off lines with flat surfaces. Exposed Allen head bolts along the
wheelwells and in the headlamp module are decorative, intended to create a
technical look.
The Commander is larger than the Grand Cherokee: longer by 2 inches and nearly
4 inches taller, due mostly to a stepped roof line that makes headroom for the
rear-seat passengers. The stepped effect is concealed by a roof rack rail,
which is standard on all models. Body sides are more vertical than those on
most SUVs, consistent with Jeep design heritage. From the rear, the flat hatch
and prominently squared-off D-pillar assist handles help define a boxier space
that reminds us of the Hummer H2.
Interior Features
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 will accommodate an adult, but seem more likely to be
designed for children in the eight- to 10-year-old range. To access the rear,
the second-row seat flops forward, allowing a careful adult a reasonably easy
path to one of the split-bench seats, which are divided 50-50. We hopped in and
out a few times ourselves. My average size and weight allowed me to make my way
into the third row with minimal effort. Still, the Commander is only a few
inches bigger than a standard Grand Cherokee, so back-row seating is not ideal
for taller adults and longer trips. The third row does have available rear
heating and air conditioning controls, and nearby power points.
Both the second- and third-row seats fold perfectly flat to create a load
floor, and there is an L-shaped storage bin located behind the third-row seats.
The arrangement means that there will always be a practical way to configure
the Commander for either more passenger seating, or added cargo and gear. It
strikes us as versatile, with few designed-in tradeoffs. The load floor height
is relatively high, however, at 36.2 inches, meaning it requires extra effort
to load cargo.
Driving Impressions
We had the opportunity to spend a day in the Commander starting in the
Philadelphia area, leaving the city and traveling toward the Pocono Mountains,
first on interstate highways and finally, on smaller two-lane roads. Our test
unit had the 4.7-liter V8 engine, five-speed automatic transmission and
practically every option other than the Hemi.
The cockpit of the Commander has a cozy, cocooning feel to it. The seats are
nicely shaped and padded, and the steering wheel, a four-spoke design with
cruise control buttons at the thumb positions, has the substantial feel of
leather and exposed stitching. It was warm and humid that day in Philadelphia,
but the Commander reminded us of the kind of vehicle we'd like to get into on a
cold, windy day. There is a tangible sheltering quality that immediately
appealed to 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 highway, the Commander is a notably smooth and comfortable cruiser.
Jeeps are not the most aerodynamic vehicles in the world, but wind and tire
noise seemed unremarkable, well within the range of the average SUV and
something less than bigger, square-bodied truck-based 4x4s. It was easy to
maintain a conversation using normal tones of voice throughout the drive, and
easy to imagine this would be a fine vehicle for crosscountry touring.
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 were headed for the Pocono area for an obvious reason: This is a Jeep, and
Jeeps are supposed to offer proven off-highway capability. The Jeep team had
set up a series of trails near the Big Boulder Mountain, up grassy ski slopes,
into the forest, and through mucky, rocky sections of trail. We're accustomed
to trail driving, but the course did get our attention, requiring us to use low
range and drive accordingly. The Commander, with the advanced Quadra Drive II
system and a 2.73:1 low-range gear, is not limited in terms of traction, and
has the quicker steering that makes it more maneuverable in tight quarters.
The tires, an all-terrain tread, proved their worth as traction devices and
suspension components, helping to soak up the lumps from rocks and logs, and
maintaining a grip clearly enhanced by the electronic traction control built
into the Commander. Ground clearance is sufficient to negotiate distinctly
rocky terrain, but the trail was challenging enough to create a few clangs and
clunks when we touched the underbody. In the end, we confirmed the Commander is
clearly capable of going anywhere it will fit. The limitation would come if the
Commander were used to cross steep, narrow gulches that call for extreme angles
of departure, because the longer body has more rear overhang than a Grand
Cherokee. Still, for most people, there is probably more rough terrain
capability built into the Commander than they will need or use.
Summary
The Commander should be attractive to young families who have a need for
four-wheel-drive capability, whether it be on vacations, weekend camping, or
challenging winters. The seven-passenger capability is a useful upgrade that
does not compromise overall utility, since the interior seats fold flat. With a
wide range of engines, options and prices, the Commander would seem versatile
enough to appeal to a broad array of buyers.
New Car Test Drive correspondent John Stewart filed this report from the Pocono
Mountains.
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