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2019 Jeep Cherokee First Drive Review | Still the most truck-like crossover SUV

The history of the SUV has been one of ever-increasing refinement, and that arc bends towards carlike forms. It's a trend that even the hardiest of nameplates has succumbed to, including the venerable Cherokee, which for 2014, moved from the solid-axle brick of yore to the shark-nosed, independently suspended crossover of modern-day. That wasn't necessarily a bad thing. We found it to be quite a competitive machine at the time, and one that was plenty capable. But time marches on, and five model years later, Jeep has updated the Cherokee. The polarizing shark nose has been toned down, with all the headlight elements integrated into single units on either side. The hatchback has been revised and now sports a cutout for the license plate. Besides improving the looks at the back, Jeep says it allowed them to expand the rear cargo area to 25.8 cubic feet, an increase of 1.2 cubes, because moving the license plate space allowed them to pull the latch assembly farther out. It should be noted, though, that the Cherokee still doesn't have as much cargo capacity as the new 27.2-cubic-foot Compass. Besides the cosmetic changes, the new Cherokee gets a new engine, a 2.0-liter turbocharged four-cylinder good for 270 horsepower and 295 pound-feet of torque that shares commonality with the Jeep Wrangler and Alfa Romeo Giulia engines. However, it lacks the mild hybrid technology of the Wrangler because of space issues, and it has a cylinder head with two camshafts rather than the Alfa's single-overhead cam design. In addition to the new 2.0-liter turbocharged engine, the Cherokee's old naturally aspirated engines, a 2.4-liter four-cylinder (180 hp, 170 lb-ft) and a 3.2-liter V6 (271 hp, 239 lb-ft), carryover unchanged except for the addition of standard engine start-stop functionality. The question is, can mild changes to the Cherokee keep it competitive in a segment where several rivals have been completely redesigned? In terms of capability, the answer is a resounding, "yes," particularly for the Trailhawk, which in turbocharged guise, has even shorter gearing for its low-range four-wheel-drive setting than before at 51.2:1. Like the previous model, the Trailhawk includes different front and rear bumpers for improved clearance and approach and departure angles. It features a set of skid plates and gets a steel oil pan for protection from obstacles, and the rear axle can be locked for additional traction.

Stellantis dealer briefing hints at midsize Ram, Jeep Recon, Dodge Stealth

With dealers returning to regular life after Stellantis' Dealer Business Meeting 2023 in Las Vegas last week, bits of intel are escaping. Between reports in Automotive News, Mopar Insiders, and a now-deleted Reddit thread that Carscoops dissected, we can make out rough details about a few products on the way for Chrysler Jeep Dodge Ram stores across the country. We'll start with Chrysler, which got the least attention during the event. The Pentastar, starved of product as if it were Stellantis' version of Jaguar, appears to have a refreshed Pacifica minivan in the works and continues to develop its first EV, due by 2025. That's the alpha and the omega there, at least publicly. Jeep's making moves on several fronts. The Jeep Recon forum got photos of an electrified concept brought to the meeting, the Recon Moab 4xe (pictured). It looks like an upsized Renegade, its tire size thought to be 285/70R17, same as the stock Wrangler Rubicon. Head to the thread to see the rest of the photos.  The end of the Cherokee is but a hiatus, Appearance-wise, a new version in the works is said to be a smaller version of the Grand Cherokee L that's about the same size as the outgoing model. When it launches in late 2024 as a 2025MY SUV, it could debut with a new name as well as hybrid and electric powertrains. The Grand Cherokee L, meanwhile, will get a mid-cycle refresh in 2025.   Adding to information previously reported about the 2024 Jeep Wrangler range, the 2024 Gladiator is said to get a Willys trim with upgraded spec. Mopar Insiders had cited communication to dealers that the Wrangler Willys would improve capability thanks to higher ground clearance and what's expected to be a gripper off-road wheel and tire package. At the dealer meeting, Jeep reps apparently said the Gladiator Willys would get high fenders, a locking rear axle, and 33-inch tires. The current Gladiator Willys fits a Trac-Lok limited-slip rear differential and 32-inch mud terrain tires. The tow rating for the Gladiator range could see an increase from 7,650 pounds to 7,700 pounds. Above that, the Wagoneer range will expand with a 4xe version thought to come by next year. In the Dodge camp, the big news would be that the next Charger won't only be electric. Brand reps allegedly told dealers the car, which will come as a four-door despite the attention lavished on the two-door concept making the rounds, will get an internal combustion engine option.

Ford, Stellantis workers join those at GM in ratifying contract that ended UAW strikes

DETROIT — The United Auto Workers union overwhelmingly ratified new contracts with Ford and Stellantis, that along with a similar deal with General Motors will raise pay across the industry, force automakers to absorb higher costs and help reshape the auto business as it shifts away from gasoline-fueled vehicles. Workers at Stellantis, the maker of Jeep, Dodge and Ram vehicles, voted 68.8% in favor of the deal. Their approval brought to a close a contentious labor dispute that included name-calling and a series of punishing strikes that imposed high costs on the companies and led to significant gains in pay and benefits for UAW workers. The deal at Stellantis passed by a roughly 10,000 vote margin, with ballot counts ending Saturday afternoon. Workers at Ford voted 69.3% in favor of the pact, which passed with nearly a 15,000-vote margin in balloting that ended early Saturday. Earlier this week, GM workers narrowly approved a similar contract. The agreements, which run through April 2028, will end contentious talks that began last summer and led to six-week-long strikes at all three automakers. Shawn Fain, the pugnacious new UAW leader, had branded the companies enemies of the UAW who were led by overpaid CEOs, declaring the days of union cooperation with the automakers were over. After summerlong negotiations failed to produce a deal, Fain kicked off strikes on Sept. 15 at one assembly plant at each company. The union later extended the strike to parts warehouses and other factories to try to intensify pressure on the automakers until tentative agreements were reached late in October. The new contract agreements were widely seen as a victory for the UAW. The companies agreed to dramatically raise pay for top-scale assembly plant workers, with increases and cost-of-living adjustments that would translate into 33% wage gains. Top assembly plant workers are to receive immediate 11% raises and will earn roughly $42 an hour when the contracts expire in April of 2028. Under the agreements, the automakers also ended many of the multiple tiers of wages they had used to pay different workers. They also agreed in principle to bring new electric-vehicle battery plants into the national union contract. This provision will give the UAW an opportunity to unionize the EV battery plants plants, which will represent a rising share of industry jobs in the years ahead.