• HOME
• 
• AUTO LISTINGS
• 
• FINANCE
• 
• NEWS
• 
• DIRECTORY
• 
• REVIEWS
• 
• FORUM
• 
• BLOG
• 

2008 Jeep Liberty Road and Trail Test

“It's just a Nitro,” announces a journalist shortly after the product presentation.

Pursuing a more city-oriented lifestyle while keeping true to its off-road heritage has led to a new breed of Jeep. (Photo: Justin Couture, American Auto Press)

“A Nitro with Jeep styling.”

Cynical comments of this sort are often overheard at press launches, but this motormouth motoring journalist might have a point. I try and leave any preconceived judgments checked with my luggage before hopping on board, but at first glance, especially from the rear three-quarters, the “all-new” Jeep Liberty has an uncanny resemblance to the Dodge Nitro, which was launched the year before.

You also wouldn't be alone in thinking that it also looks like a Nitro masquerading as a Jeep Commander, nor ponder aloud why Jeep would choose to style one of its largest volume sellers after a vehicle that's now fallen off the radar for most seven-passenger SUV buyers.

But a lot of these changes actually have to do with the fact that the market the Liberty

Don't call it Commander Jr. Despite the very visual link, it probably wouldn't like it. (Photo: Justin Couture, American Auto Press)

is in, not to mention the Jeep brand, has been going through some big changes. Back when the Liberty came out, SUVs were still very much SUVs, and crossovers were still being predicted in wild concept vehicles. Now consumers put comfort and amenities before breakover angles and ground clearance. Amid all this chaos Jeep has more than doubled its family lineup with vehicles positioned above and below the once almost compact 4x4, which completely changes the Liberty's goalposts. With the Patriot and Compass taking a load off of the Liberty at the bottom end of the market, priced to appeal to price-conscious buyers, and with the introduction of the first four-door Wrangler taking the brunt of the load from rock-crawling enthusiasts (with kids and family), Jeep is now allowed a free reign to reclassify its Liberty, which seems fair.

So, the Liberty has done what all other vehicles normally do when redesigned – grown. Compared to the outgoing model, which was in between a compact and a midsize SUV, the new model is a real midsize. Increases in width and track combined with a decreased overall height have given the Liberty

Sky Slider roof uses age old techniques (Renault LeCar, anyone?) to add air and light. (Photo: Justin Couture, American Auto Press)

a stance that not only looks more hunkered down, but has actually boosted its on-road stability significantly. It's also become a much more premium oriented product, with more glitzy chrome around the nose and body work, especially for the Limited model. Unlike the Nitro, all models of Liberty have body-colored fenders and aluminum wheels. Also, a major upgrade is the ASC-designed Sky Slider sunroof, which essentially replaces what would otherwise have been metal with a giant canvas section that can be opened in many different ways. It's one of my favorite additions (besides the MyGIG hard-drive audio option), as it's quiet when open even at highway speeds and reportedly leak-proof when shut. And no, for those wondering it isn't just cloth; there are ribs of metal and insulation sandwiched between the two layers.

Still, there is more to the Liberty's styling than what meets the eye. It may not look it, but the Jeep's newest is smaller than its platform-mate in both length and wheelbase by 2.0 and 2.7 inches, respectively. It also has fenders that aren't stamped in one piece, allowing owners to quickly and easily have them replaced if damaged during off-roading; a smart and cost-conscious move. The

Fancy upscale models receive a nice, light two-tone interior scheme. Fit and finish is better than before, and there's also more room. (Photo: Justin Couture, American Auto Press)

fact that the new Liberty isn't as cute and cuddly as the old version is wholly intentional, and not just a case of some extra testosterone accidentally transferred from the Nitro when the two were separated at birth; the previous model attracted more females to the Jeep brand, but Jeep wants to even things out a little. Jeep says that the boxy nose and flat hood, plus the “shield” style grille, are all items pulled from the classic school of Jeep styling, giving the somewhat soft name an injection of heritage.

Blindfolded in the driver's seat, the interior of the Liberty and the Nitro are almost the same, with the same style console, door trims and katana-handle parking brake. It's a very different place from the old Liberty, though with better fit and finish. Oh, and the window switches have been moved from the center console to the door, addressing one of the biggest consumer complaints. Annoyingly, there's a large hump around the transfer case which translates into a footwell that can be cramped, and worse there's no dead pedal whatsoever. Interior room is better though, and there's more space in the back seat and in the cargo area. In fact, that's pretty much where all the extra length and wheelbase went to.

The lift over height on the Liberty's tailgate is higher... but you do get a deeper trunk, and one that's covered by a more convenient liftgate rather than a side-hinged rear door. (Photo: Justin Couture, American Auto Press)

Gaining access to that cargo bay is easier too, because there's no spare tire in the way, and the door swings upwards in one piece rather than to the side, but the load floor is significantly higher than the old model. And while there's no Load 'n Go sliding load floor like on the Nitro, there is waterproof under-floor storage bin. Jeep smartly kept the flip-up rear window glass for easy access to the cargo area when loading in smaller items.

I normally reserve a large portion of my reviews for talking about the product of the hard-working powertrain engineers and their latest development, but there's nothing to report on for the Liberty. The same 3.7-liter V6 that's been doing duty for the past six years serves another tour in the Liberty for the new generation. There isn't anything wrong with it on paper; it's simple, durable and has oodles of accessible torque, but on the road it's not very fast. Still, Jeep managed to even extract better real-world fuel economy plus a useful 1,500 pounds of additional towing capacity, which is impressive considering neither the six-speed manual or optional four-speed automatic have changed. The manual feels like it was taken straight from a Wrangler, with very long throws and a very mechanical

Better on road than before thanks to new suspension and steering, but it trails modern car-based SUVs by a winding country road. (Photo: Justin Couture, American Auto Press)

feel. Though the gearbox has direct effect on the way the engine itself sounds, the 3.7-liter 'box in the manual Liberty I tested sounded coarser than did any of the automatic units I tested. Given the choice between manual and automatic, I almost always go for the autobox, but not in the case of the Liberty. Although the shifts could be smoother and it could definitely do with an extra gear, it's the better choice if you are willing to deal with the extra effort in traffic.

On-road, the Liberty feels very much like a Jeep. There are five links to control the live rear axle, but the combination of shorter wheelbase and the simple fact that it's a live axle means more jitter and fidgeting over rougher pavement than your usual car-based SUV. But if you use the old Liberty as a benchmark, the comfort levels are now much better. In fact, since we're on the topic, the new Liberty's revised steering rack and double wishbone front suspension give it better handling and less body roll. It's quieter too. These are all impressive traits for a vehicle that's fundamentally very truckish at its core. In a nutshell then, the new Liberty is roomier, comfier, better equipped and better driving than the vehicle it replaces,

But then again, no other midsize SUV could do this sort of thing with ease... (Photo: Justin Couture, American Auto Press)

but falls short of what most car-based SUVs and crossovers are capable. The Liberty also happens to be extremely aggressively priced, undercutting the previous entry level MSRP not to mention every 4WD-capable midsize SUV on the market, all while packing more standard safety equipment like curtain airbags, ESP and a tire pressure monitor.

Document saved, photos zipped, and everything sent on its merry way. That's what would normally happen for an average road test, but not for the Liberty. Where the road finishes is where the “Trail Rated” part of this test begins.

What separates the boys from the men, or perhaps more appropriately the Liberty from the Nitro is its ability to go off-road. The sort of goods the Liberty packs are nearly extinct in this day and age, with the exception of a couple of off-road specialists like the Hummer H3 or Toyota FJ Cruiser. It's got the sort of stuff that'd have Paul Hogan gruffly

Everything has a time and a place. Lots of ground clearance, good articulation, and a low-range transfer case would be very good at that particular moment. Expensive leather dress shoes... not so much. (Photo: Justin Couture, American Auto Press)

calling out, “Y'call that a four wheel drive system?” to just about any of its competitors. The basic 4WD system for the Liberty is Command-Trac part-time 4WD, which can operate in 2WD, a 50:50 locked power split, or a low-range mode. For those who take things a little more seriously, there's the Selec-Trac II automatic 4WD system that automatically shifts power around depending on where it's needed, plus the locking and low-range modes. Like the bigger Grand Cherokee, the transfer case has gone electronic and operates through a nifty, chrome-plated switch. Added to the physical elements are the computer assists, like hill descent control, hill start assist and ABS with off-road detection.

Even though the Liberty's spare is now underneath the vehicle compromising the departure angle and making the process of changing a flat while on a trail more challenging, what this vehicle is capable of doing is simply amazing. You can indeed tackle hills so steep words insufficiently describe them and photos don't do them justice. We drove up hills so steep that all there was to see was the sky, the clouds

If you do this sort of thing regularly, there really is no substitute. (Photo: Justin Couture, American Auto Press)

and the occasional bird, only to come down the other side to see only ground staring us in the face. This is the sort of terrain that has you literally hanging by your seatbelt, the only thing that's stopping you from having an encounter with the steering wheel and windshield. Coming down some of the hills, you almost don't want to trust the hill descent control; it seems implausible that mere brakes could stop it, but indeed the system works flawlessly. And should the brakes fail for whatever reason, the Liberty has its 2.72:1 low range transfer case to rely on. Perhaps even more impressive is that with its road-biased Goodyear Wrangler HP SUV tires polishing the sandy, dirt trail smooth, the Liberty's low-range mode enabled it to find traction in places that an Escape or a Highlander wouldn't – rather, couldn't – touch with a ten foot pole.

With capabilities such as these, I almost feel sorry for future Liberty owners who don't take their vehicles off the leash that is the paved road, as they'll never know the passion and pride that went into making the Liberty what it is. While the smoother, quieter ride and the premium features do have their appeal, they'll be missing out on what is without question the Liberty's greatest asset.

Page:  1

AUTOMOBILE REVIEWS BY MAKE

Acura  Audi   Bentley   BMW   Buick   Cadillac   Chevrolet   Chrysler   Daewoo   Dodge   Eagle   Ferrari   Ford   Geo   GMC   Honda   Hummer   Hyundai   Infiniti   Isuzu   Jaguar   Jeep   Kia   Lamborghini   Lexus   Lincoln   Lotus   Maserati   Mazda   Mercedes-Benz   Mercury   MINI   Mitsubishi   Nissan   Oldsmobile   Plymouth   Pontiac   Porsche   Saab   Saturn   Scion   Subaru   Suzuki   Toyota   Volkswagen   Volvo