Chrysler knew full well the need for expansion of its model line and that Jeep would eventually  introduce more car-like models, something that wouldn’t be easy, as the company didn’t want Jeep to lose its go-anywhere off-road reputation. So, Compass is a car that promises its owners the capability to tackle rugged terrain like any other Jeep.

Coming off the assembly line in Belvedere, IL it is sold in the States for MSPR $18,465 – $24,575 with 4 trims available, making it both a good buy and also the first front-wheel drive Jeep with rear drive engaged on-demand, and a fully independent suspension. The transmission lacks the transfer-case with low range gearing needed for serious off-road use, but allows splitting torque in half between rear and front axles for some low traction surfaces.

Jeep Compass is powered by a  2.4 L 172 hp 4-cylinder engine developed in association with Mitsubishi and Hyundai. It is more than adequate for the city use, and even though Compass is fairly heavy for its size it renders estimated 25 mpg in the city and 29 on highways with the standard manual gearbox.  A continuously variable automatic transmission (CVT) that raises cost by $1,000 is also available.

But moving from a more formal presentation to some personal impressions it is worth mentioning that its exterior does create an ambiguous impression. The headlights are round, the front is that of Jeep, but the rear looks like that of a Hyundai. However design is a matter of taste, especially since Chrysler positions Compass as vehicle for young adults. No complaints on the interior, the seats are comfortable, plenty of room for four people and a spacious trunk.

One of the strong points of this car is its handling and steering, which is not any different than that of a sedan. You can negotiate curbs with a speed of 85-100 miles per hour and still be confident. But off the asphalted roads Compass is also capable of performing. Most important part here is to switch off ESP and engage the part-time torque splitter. Here the Jeep’s heritage shines and shows that it is truly capable of much more as opposed to other crossovers.

After all Jeep Compass leaves a very good impression. It is a crossover, but one step above Nissan Xtrail, Hyundai Tucson, Mitsubishi Outlander or Subaru Forester. And even the die-hard fans of Grand Cherokee will enjoy driving it! So welcome Jeep Compass – a good car worth every penny.

What is this – an excessive concern for a rather expensive investment or just an absence of an actual need to do it? It is a known fact that many people buy SUVs, and in our case various Jeep models, just for the sake of their potential capabilities. The ladies claim that they feel much safer driving a larger vehicle. Men want to know that if all the sudden a snow storm breaks out, they will do fine. So, what if this winter is exactly the chance to turn the usual commuting into a real northern adventure?

And you don’t even have to drive it off the road. The actual road conditions can present a handful of troubles. Intense snow fall, slippery road, reduced visibility, high blizzards… Of course having a Jeep signifies that you are in good shape, but keep in mind that a 4-wheel drive won’t help you stopping any better. There are other things to consider, such as to always slow down when the road is slippery. It’s great to know what kind of 4×4 transmission your Jeep is equipped with. Some models come with a part-time transmission with front axle electronically engaged, when the wheels start to slip, while others have the more serious full-time transmission, and yet the third may look exactly like any other Jeep, but have a modest 2-wheel drive.

And a universal rule that applies is that tires make all the difference. Once could take a modest Subaru Forester, equipped with winter tires, and put it against a full-blown Land Cruiser with summer tires and easily beat it on an icy road. So in stead of putting groundless expectations on your Jeep, change into winter tires ahead of time and give them some time to break in.

And lastly, if you want to please the adventurous spirit in you and take your Jeep off the road, we advise to follow some basic safety rules. Know the terrain you are going to storm. A white layer of snow may insidiously hide trunks of fallen trees, rocks, and other dangerous obstacles. Take with you a shovel and emergency survival gear in case you get stock in a blizzard, as it can take hours to get out. Having a CB radio, traction strips, a tow strap, and a flash light is a must. Remember also to throw in some extra worm clothes and blankets, a buck saw, food and water. But most importantly, tell your close relatives where you are going, and when you are to be expected back. Drive carefully! And now, with all these considerations, your Jeep should be equipped and ready to give you all the pleasures of a winter adventure!

But how did it come into being that Jeep got its name that now is iconic of this type of all-terrain vehicles? May be the answer to the popularity of the term is that it is the oldest off-road vehicle with Land Rover coming in second. It came into existence as Bantam BRC prototype to become the primary light 4-wheel-drive vehicle used by the US Army and allies for the times of World War II and after that. Following it in its path many nations have since created similar rovers serving both military and civilian roles.

One of the most probable explanations of the origin of the word “Jeep”  is that the soldiers were so impressed with the new go-anywhere rover that they called it Eugene the Jeep, referring to the “jungle pet” character in the Popeye cartoons.  Eugene the Jeep was small and could solve practically any problem.”

Another interesting story is that of a Willys Overland’s test driver Irving “Red” Haussman demonstrating vehicle’s off-road potential by driving it up the steps of the United States Capitol. When asked by reporter Katherine Hillyer, reporter for the Washington Daily News what was the name of it, Irving simply answered, “It’s a Jeep.” Once this phrase made it to Katherine Hillyer’s article with a picture of the vehicle in it, published nation-wide on February 20, 1941, the name stuck to the little 4×4. After being used as a slang word it has finally made it to official use, as in 1950 Willys-Overland Inc. was given the honor of using the name “Jeep” to be their registered trademark.

So now, welcome Jeep, the trusted icon of generations of men who chose to have no boundaries: from Willys-Overland to Jeep Wrangler, from Wagoneer to Grand Cherokee. Jeep – keep the adventure going!

TrailBlazer is considerably larger, heavier, and more expensive than the previous Blazer known to all. It does have the strong frame grinder, and struts in stead of torsion bars, which come standard on Chevrolet trucks. In addition it boasts a six-in-line power train with the output of 273 hp. The Grand Cherokee didn’t change so much; it still comes as the most affordable Laredo version, more or less standard Limited, and the luxury Overland. On the civilized asphalt highways Jeep feels as a much more dynamic driver’s car, even though the engine may be producing less power than that of a TrailBlazer. But you have to pay for that by sacrificing some of the comfort; here the TrailBlazer gets its way. And the European and Japanese bestseller 3.8L V6 Mitsubishi Pajero comes equipped with its famous Super Select 4WD transmission, where the driver can use any of four modes: rear-wheel drive, four-wheel drive with limited slipping in center differential, four-wheel drive with locked center differential, and the same mode in low.

Comparing the capabilities of transmissions of the American counterparts we should say that in our opinion the all time 4WD with a locking interaxle differential of Jeep is much more convenient than the front axle engaged when the terrain requires for it that Chevy has. But on the other hand transmission without interaxle differential is much simpler and cheaper, especially taking into consideration that in North America TrailBlazer is also sold in a 2 WD version.

When we got the Chevrolet on the sandy gully in 2WD it quickly bogged down in the sand all the way to  the hubs of the wheels, asking for clicking a switch on the dashboard to engage the front axle and LO mode in the transfer case. With these enabled capabilities it continued to crawl slowly ‘till it came to a point where two of its wheels situated diagonally lost contact with the terrain and hang dangling helplessly in the air. In this case the locking differential of the rear axle doesn’t help, as it is designed with very soft characteristics. This is it, it is time to get the cable out and ask for help.

And what about Mitsubishi? Well, what can we say? Mitsubishi performs more than adequately. The SUV continues to creep steadily forward as long as there is enough traction of the tires. But Jeep with its Quadra-Drive II transmission with two-stage transfer case and three self-locking differentials doesn’t let Pajero beat it. Grand Cherokee gets stuck where Chevrolet gave up, but once you lock the center differential and get it in low it rewards the driver with endless crawling and crawling. Also, Jeep beats Chevy in angles of ascent and descent and higher ground clearance.

To sum it all up, Jeep Grand Cherokee once again proved its nickname of “a tank in a tailcoat”. It held its ground against its rivals. And remember, that hardly a quarter of all the owners of Pajero, Trail Blazer and Grand Cherokee at least once fully utilize the off road capabilities of their vehicles.

But in time Cherokee started loosing ground – looking quite archaic comparing to other modern SUVs that were newer or had undergone more than a single round of ‘cosmetic surgery’. Thus, Chrysler made a wise move – coming up with the new model to replace the seasoned veteran – to be sold under a name of Jeep Liberty in the North America and under traditional name of Jeep Cherokee in Europe.

So what things are different, and are we talking about a brand new vehicle or a slightly modernized Cherokee? Well, first of all, the new SUV looks totally different, more over; it does not look a 100% American, as if the designers were more concerned to please the European buyers, than traditional American customers.

At a first look it seems to be shorter than the old Cherokee, but this is an optical illusion – in reality it is 9.8 inches longer. At the same time this Jeep looks very modern, with its powerful wheel arches, roof luggage rails, and a full-size spare tire on the rear door. Now for the first time in the history of Jeep Cherokee it has independent front suspension utilizing transversal swinging arms suspension and struts.

Comparing the interior of the new Liberty/Cherokee to its predecessor, you feel as if being transferred from an Indian reservation to a mansion in Beverly Hills. High ceilings, large windows, and everything is in light beige and white colors. The materials boast soft upholstery, and when they are not soft they continue to look soft. All the controls are comfortable, the pedals and the steering wheel do not permit you to let them go.

The only complaints would be the inconvenient timer of the windshield wiper and the fact that the keys for the power windows are located in the “blind” zone between the front seats, just like on a Discovery.

There are two “family heirlooms” inherited from the trusted Cherokee. First, there is the wide central tunnel, getting in the way of the feet of the back seat riders. And secondly, we see the same two-stage Selec-Trac transfer case with locking central differential.

But the six-cylinder 3.7 V6 engine is all new. It shares many of the same components used on Grand Cherokee’s 4.7 V8. Certainly, six cylinders will not produce the same power output as V8, but 211 hp is more than adequate for the Liberty. Four step automatic transmission comes from Grand Cherokee as well. European market will see also Cherokee coming equipped with a 2.4L 4-cylinder power train or a 2.5L turbo diesel.

The Liberty/Cherokee rides very well on the road, showing its fine asphalt manners – it is also a passable off-roader although, I wouldn’t exactly ‘jamboree’ in this one!

For some reason Chrysler Group decided to change its looks once again for the 2008 model. So what we have now, is the same model with the same technical aspects, but looking like a Jeep Commander. It is not a minor uplift, but a major design reversal, where the soft and organic round looks are transformed into the more squared-off and chunky design. And certainly the most visible change is in the front grille equipped with square headlights.

Which model looked better is largely a matter for you to decide. But, with all the drastic exterior design transformations Jeep Cherokee/Liberty continues to stand out from the competition by offering a classic Jeep design, refined on-road ride and handling, two four-wheel-drive systems, as well as features typically found on much more expensive vehicles.

The name Rubicon that is used now to denote the most extreme version of Wrangler, originates from the name of a river in northern Italy, “crossing the Rubicon” means passing a point of no return. It debuted in 2007 at the North American International Auto Show and got much media coverage.

It is a serious off-road statement corroborated by the increased ground clearance, enforced Dana front and rear solid axles, and an all new 3.8 L V6 engine producing 205 hp and 240 lb.-ft. of torque. And yet on the other side it comes with all the pleasant stuff you wouldn’t normally see on an uncompromising rover, such as 368-watt Alpine stereo, power windows and door locks, iPod integration, and a full-screen navigation system. In line with the long tradition of all Wranglers to have the possibility of roof removal – so the new modular roof is not an exception.

The power train makes a perfect match for this vehicle. The first two gears shoot this fairly light vehicle into stratosphere, and it keeps accelerating using other gears, making it such an emotional process. 

Being the most extreme version of the trusted Wrangler, it is not surprising that it comes equipped with all the proper tools. First of all, it boasts the 2-step Off-Road Rock-Trac NV241 transfer case making 4:1 gear ratio possible. Secondly, there is the Active Sway Bar System which can be engaged to increase the travel of wheels on difficult terrains. And plus to all that you have the traditional differential blockings to combat wheel sleeping.

This makes it very clear why people pay money to buy this exceptional, but not overly practical vehicle. Even if not for the off-road capabilities, than at least for the cheer and increased pulse beat rate. For the ability to take off the roof and go for a ride on the beach with a nosy crew of friends. Or may be to even participate in the traditional Jeep Jamboree off-road campaign, held regularly on Rubicon Trail.

Some of the criticism that the new model receives is that it follows the recent trend in SUV’s, namely better on-road performance, but decreased off-road capability – quite a few folks that took it off road did not like its new axle articulation, especially during low-speed maneuvers. Some were not too sure about its performance over the uneven terrain. The new design is also not liked by some who see it as overly harsh and brutal, lacking the clean silhouette of the previous model.

2008 Jeep Grand Cherokee

So is it worth considering the pervious Grand (WJ) which can be found well under $15.000?

Well let’s look at some of the pros and cons of buying the second generation model, which was in production 1999 – 2004.

“Pros”

You get a really nice looking SUV for a fraction of the price, which with proper care will serve you many years to come. With this model the spare tire is relocated under the floor to great relief of owners. It has the new clean sheet V8 power train, which is now lighter, and gets much better fuel economy and the updated straight 6 engine with 10 horsepower added.

These engines have always been reliable and even allowed for moderate overheating. The automatic transmission has also proved to be very reliable, serving as much as the vehicle itself.

Another notable feature is the realization of its off-road potential via a use of the Quadra-Drive transfer case, which can be set to ‘4-All Time’, ‘Neutral’, and ‘4-Lo’. Achieving the powerful 2.72 reduction gear ratio for 4-Lo position can take one to some of the harder places to reach.

The interior has plenty of space for the passengers and the frame was strengthened with the help of Porsche experts. Moreover, over 70 % of the underbody is made of high-strength steel.

“Cons”

It is wise not to consider a Grand Cherokee under $6000, as the chances are that this one was ‘ridden hard and put away wet’.

Cherokees over 100,000 miles will more than likely require tune up for the cylinder head, after which the engine will regain its powers. The V8 with high mileage may consume quite a bit of oil.

The suspension would need a good check-up, as the previous owner might have been an active driver and it could have suffered quite a few serious blows. Special attention is to be taken with the bushings and the axle beams. Other things would vary from car to car.

To sum it all up – it’s not a bad deal at all to find a good used Grand Cherokee, but as with anything else – proper care must be exercised to find a sold specimen. Do your homework and use a trusted mechanic, and you may find a true gem!

It may not be evident from the first sight at this looker that it is in many ways different from the previous model. But the careful study will reveal that it is 4 inches wider, and its wheel base increased by an inch and a half. The wheels have also got to be a bit larger, and the new bumpers gave it a modern look, more in line with our time.

There are changes on the inside as well. The place of the standard 4 liter in-line six is taken by a 3.8 liter V6 producing 205 raw horse powers. And the manual gearbox now has 6 steps. From the safety stand point there are improvements also – the vehicle cab equipped with lateral airbags, not counting the standard frontal bags. For the first time in the history of Wrangler, its detachable plastic top can be taken down by parts, so that the proud owner could decide on how much air he wants in.

To sum it all up, the new Wrangler has all the modern updates. Some of the conservative admirers of this outstanding off-road vehicle may turn out to be not overly happy that the new Jeep became larger, heavier and requires more sophisticated maintenance than its predecessor. But it is premature to judge the new Jeep. One of the things we know for sure is that the uncompromising version of Wrangler – Jeep Wrangler Rubicon continues to be part of the line – and it doesn’t back off in case of the extreme adverse conditions. And in the same time even the base model comes equipped with possibility of engaging the front steer drive axle, and two-step transfer case. Meet the new Jeep Wrangler!

Well, here are a few more wiring diagrams for Jeep Wrangler – this time for the Jeep YJ series years 1987 to 1994. The PDF includes ‘body’ electrical diagrams and Jeep YJ electrical diagrams for specific areas like: air conditioning units, typical jeep charging unit wiring diagrams, typical emission maintenance reminder wiring diagrams, front end lighting wiring diagrams and switches, heaters and ignition wiring diagrams.

Jeep YJ Wiring Diagram