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. Next Page