A tough off roader hidden under a comfortable family station wagon….

Testing the '79 Jeep Cherokee Chief was like coming home again for two of PV4's test crewmen, because home was a '77 Cherokee for seven weeks as the two participated in the London to Sydney marathon rally during the fall of 1977.

Many months had passed since that time, but sliding behind the wheel of the spanking new Cherokee at Phoenix International Airport brought back exciting memories of intercontinental travel and competition. The Cherokee had been delivered from Toledo to Phoenix for prepping and left at the airport to be driven to the West Coast editorial offices of PICKUP, VAN & 4WD.

Swinging onto the interstate outside of Phoenix allowed a moment to scan the interior of the Chief to check for changes. Basically, there have been no visible changes but yet there have been changes. The instrument panel displays the gauges in their familiar location. Looking out over the hood offers the same view as previous years but this Cherokee gives off the impression it's more civil, less businesslike than previous models. Perhaps a strong reason for this is the color and interior fabric material. Years past this Cherokee would have been dubbed a baby blue. Jeep calls it Wedgewood Blue, a new color for '79. The fabric is a coarse material labelled Western Weave, featuring vertical striping and trimmed with Cara vinyl. The overall effect is suggestive of the family station wagon rather than the tough off roader that's hidden underneath this slick veneer. There's even a lighted vanity mirror above the passenger seat, just the ticket for your lady to spruce up with after thrashing around in the outback.

But why shouldn't a person be comfortable, whether he's cruising the interstates or traversing the trails of the back country? The '79 version of the Jeep Cherokee certainly gives the purchaser this option. For the first time Jeep offers a Smooth Ride suspension option for those people who spend most of their time on the road. Special front springs and front and rear shock absorbers, along with a front anti-roll bar, change the suspension's characteristics to provide a more comfortable ride. This package is not recommended for extended off-pavement use, nor is it available with the wide-wheel Cherokee. The standard Cherokee suspension is adequate for most off-road use; however, there is an Extra Duty suspension available, consisting of heavy-duty front and rear springs and shock absorbers for those who take their off roading seriously.

The test Cherokee was fitted with just about all the options Jeep offers for'79. A look at the data panel will reveal the total option list which includes such items as a 360 V-8, Quadra-Trac with low range coupled to a Turbo 400 automatic transmission, air conditioning, AM/FM/CB stereo radio and, of course, the Chief package, which includes 10 x 15 Goodyear Tracker A/Ts and 3.54:1 axle ratios. From a base price of $7171 plus $3628 worth of accessories, this Cherokee Chief goes out the door for $11,314 which includes freight charges to the West Coast of $515, but does not include local taxes or license. That's a lot of bread, even in these days of run-away inflation; let's take a look at that base $7171 Cherokee and see what you get for your money.

The base Cherokee is not plush by any stretch of the imagination, but it isn't Spartan, either. The interior includes front bucket teats and double-folding removable rear seat (bench seats front and rear on four-door model), Cara grain vinyl trim, color-keyed vinyl floor covering, glovebox lock, full instrumentation, energy-absorbing steering column with steering-lock ignition, roll-down tailgate window, 21.5-gallon fuel tank and a choice of 14 exterior colours, 12 of which are new for '79.

The exterior is little changed from last year with the exception of the totally new grille, one-piece stamped-aluminium chrome-plated bumpers, and rectangular headlamps. Perhaps the biggest change is in the powertrain. The base engine is the 258 Six coupled to a 3-speed floor shift manual transmission and Dana 20 2-speed transfer case except in California, where the 360 V-8, automatic transmission and Quadra-Trac full-time 4wd is standard (of course, the cost of these items is added to the base price in California).

So a basic Cherokee isn't all that shabby for just over $7000; it can be as fundamental or as fancy as the pocketbook allows, with little difference either way as regards utility or pleasure.

So what's the test Cherokee like to live with for a few weeks? Not too bad, thank you. The 400-mile run from Phoenix provided ample time to evaluate the pavement behaviour of the Chief. The ride was firm but not bouncy, with arrow-straight directional stability even with gusty side winds through mountain passes. The steering was very light, but the rather quick ratios of the Saginaw variable ratio power unit offered a feel of the road. Some power steering units give the impression the steering wheel isn't hooked up to anything past the firewall; that isn't the case with the Cherokee's. Wind noise around the doors and window seals was minimal. Typical of Jeep, the doors required a hefty push to fully close. There's good flow through ventilation with the dual vent controls, and Jeep's air conditioning system remains among the best.

Even though the Cherokee had just a few miles on the odometer, the coolant temperature gauge was indicating the engine was running hotter than it should even considering the low mileage. Most Jeep products tested by PV4 in the past few years have had heat gauges that seemed to indicate the engine was running hotter than it really was. At least, none of these vehicles ever suffered coolant loss due to overheating. However, the gauge on the Chief was operating much closer to the overheat marker than previous test models. A check of the coolant recovery tank found things normal and a further check of the radiator coolant level indicated no problems. Throughout the test, the gauge continued to operate close to the red but the engine never overheated. Test crewmen had to assume the gauge was pessimistic, and the engine temperature was somewhere near normal.

The 360 two-barrel V-8 was acceptably responsive. For '79, gone is the 401 V-8 which test crewmen had a soft spot for. Also missing is a four-barrel carburettor for the 360. This results in a loss of five horsepower (160 to 155) from the '78 version of the 360 at the same rpm (3200). A drop of five lb-ft of torque is also noted, but the '79 produces a peak torque of 280 lb-ft at a low 1500 rpm compared to the '78's 285 at 2000 rpm. The lower torque peak may account for the fact that the '79 Cherokee outperformed a similarly equipped '78 Jeep J-20 tested in the August '78 issue of PV4. In acceleration runs, the Cherokee turned a zero-to-60 time of 11.9 seconds, with a standing-start quarter-mile run of 19 seconds flat at a terminal speed of 72 mph. The '78 J-20 could manage only 14.1 seconds to 60 and was measurably slower in the quarter mite at 19.9 seconds and 67 mph. The J-20 was heavier by approximately 200 pounds but had the benefit of a lower axle ratio; a 3.73 vs. a 3.54 for the Cherokee. In the fuel economy check, the Cherokee was slightly more efficient at 12.6 mpg to 12.2. Engine rpm at 55 mph cruise is a comfortable 2200. Passing acceleration at this speed was very good.

Attention to quality control was lacking in several areas on the Cherokee. The new grille has a slotted rubber moulding around its outside edge which kept popping loose; it's doubtful that the moulding will stay attached for long, as it appears to be poorly designed for the shape of the grille. Adhesive or perhaps a new moulding will be required to cure this problem. A piece of rubber moulding above the driver's door also came loose numerous times, until it was glued back into place. The off-pavement portion of the test turned up another problem far more serious than malfitting moulding. Stopping the Cherokee on an incline resulted in gasoline flowing past the filler cap. As this is supposed to be a non-vented cap, there shouldn't be any leakage at all. It was difficult to determine if perhaps the cap was faulty or the design of the filler neck has a flaw.

Off pavement is where it's at for the Cherokee. On a run up in the hill country, the Chief performed like the true off roader it is. Although not equipped with the heavy-duty springs and shock package, the Jeep smoothed out all but the worst terrain without bottoming or losing directional control. Except for really tough back-country running, the stock suspension seemed to be adequate; however, heavy-duty shocks would be of measurable benefit.

The 3.54 axle ratio and transfer case low range of 2.57 offers an overall gear reduction of 22.5 in low gear, which allows creeping through the rocks and fallen debris at a snail's pace while keeping close to the torque curve of the 360 V-8.

The bucket seats with their fabric weave proved to be exceptionally comfortable. The fabric provided breathing and prevented sliding about during the rough going. The tilt-wheel, combined with plenty of leg room, allowed many hours behind the wheel with no discomfort. In fact, the 400 miles from Phoenix required seven hours with no stops except for refueling. The test crewman who made the drive had no complaints other than the 55 mph speed limit.

Basic list, FOB Toledo

Jeep Cherokee 2 dr $7171

Standard Equipment 258-cid in-line Six engine*, 3-spd manual transmission, 2-spd Dana 20 transfer case (part-time), power front disc brakes, chrome-plated aluminium front and rear bumpers, 2-spd electric wiper/washers, heater /defroster, full instrumentation, front bucket, seats and folding rear bench, roll down tailgate window, H78 x 1 5B tires**, 3.54 axle ratio

* in Calif., 360 V-8, automatic transmission with Quadra-Trac (full-time 4wd), and 3.07 axle ratio are standard. Power steering is a mandatory option

** L78 x 15B tires are standard on wide-wheel Cherokee

Curb weight, lb (test model) 4490;     Weight distribution, %, fr/rear 54/26;     GVWR (test model) 6200;

Optional GVWRs none;     Wheelbase, in      108.7;          Track, front/rear     59.47.8*;

Overall length      183.5;      Overall height       66.9* *;     Overall width .. 75.6* *;

Overhang, front/rear       29.9/44.9;         *Wide-wheel model has track of 65.4/62.3;

**Wide-wheel model has height and width of 67.6 and 78.9, respectively

Approach angle, degrees 31; Departure angle, degrees 18 (Restricted by low-hanging trailer hitch)

Ground clearances (test model):

Front axle 9; Rear axle 9; Oil pan 18.3; Transfer case ........ 13.3;

Fuel tank 11.5 (To skidplate); Exhaust system (lowest point) 12.3

Fuel tank capacity (U.S. gal.) 21.5 Auxiliary none

ACCOMMODATION

Standard seats front buckets, folding rear bench on 2-door model, bench seats front and rear on 4-door model
Optional seats none

Headroom, in 36.5, Accelerator pedal to seatback, max 45,

Steering wheel to seatback, max 18, Seat to ground 34, Floor to ground 21,

Unobstructed load space - (length x width x height)
With seats in place .43 x 44.5 x 39.3, Rear folded or removed 62 x 44.5 x 39.3, Tailgate (width x height) 54 x 24

INSTRUMENTATION

Instruments- speedometer, odometer, ammeter, oil pressure, water temp, fuel gauge

Warning lights Ouadra-Trac locked indicator, seat belt warning, hazard warning, parking brake warning

Optional lights on buzzer

Bore x stroke, in 3.75 x 3.90 Compression ratio 8.0:1

Net horsepower @ rpm 114 @ 3200 Net torque @ rpm, lb-ft 210 @ 2000

Type fuel required     -unleaded

Optional 360-cid V-8, $273 (Standard engine in Calif.)

Bore x stroke, in 4.08 x 3.44, Compression ratio 8.25:1

Net horsepower @ rpm 155 @ 3200

Net torque @ rpm, lb-ft 280 @ 1500

Type fuel required unleaded

DRIVETRAIN

Standard transmission 3-spcl manual (Not available in Calif.)

Clutch die., in 11, Transmission ratios: 3rd 1.00:1 2nd 1.83:1 1st 2.99:1 Synchromesh all forward gears

Optional 4-spcl manual, $165 (Not available in Calif.)

Transmission ratios: 4th 1.00:1 3rd 1.69:1 2nd 3.09:1 1st   6.32:1  Synchromesh 2nd, 3rd and 4th gears

Optional 3-spcl automatic, $549 (Standard transmission for Callf. Available only with Quadra-Trac. Price shown includes low- range option)

Transmission ratios: 3rd 1.00:1 2nd 1.48:1 1 st 2.48:1 * 31

Rear axle type semi-floating hypoid, Final drive ratios 3.071, 3 . 54:1, Overdrive none

Free-running front hubs $105*, Limited slip differential ---$85* (*Not available with Quadra-Trac)

Transfer case Dana 20 2-spd (part-time), Quadra-Trac (full-time) available as single speed or 2-spd (Available only with automatic transmission)

Transfer case ratios ........ 2.03:1 and 1.00:1 (Dana 20), 2.57:1 and 1.00:1 (Quadra-Trac with low range)

CHASSIS & BODY

Body/frame ladder-type frame with separate steel body Brakes (std) front, 12-in. dia. disc; rear, 11 x 2-in. drum

Brake swept area, sq in . 363 Swept area/ ton (max load) .... 117 Power brakes standard

Steering type (std) recirculating ball Steering ratio 24:1 Power steering $226

Power steering ratio variable 16/13:1 Turning circle, ft 37.7* *   
Wide-wheel model, 39.4 Wheel size (std) 15 x 6 Optional wheel sizes 15 x 7 aluminium alloy and chrome-plated steel spoke, 15 x 8 white spoke Tire size (std) H78 x 15B

Optional tire sizes HR78 x 1581, P225/75R x 15, L78 x 1513, 10 x 15B

SUSPENSION

Front suspension semi-elliptic leaf springs on live axle and tube shocks

Front axle capacity, lb 3200, Optional - none;

Rear suspension semi-elliptic leaf springs on live axle and tube shocks

Rear axle capacity, lb 3500 Optional - none

Additional suspension options HD front and rear springs and shocks, smooth ride suspension, front anti-roll bar

TEST MODEL

Jeep Cherokee 2-door, 360 V-8, automatic transmission, Quadra-Trac with low range, convenience group, air conditioning, Cherokee Chief package, power steering, power tailgate window, tinted glass, fuel tank skidplate, roof rack, tilt steering wheel, cruise control, AM/ FM/CB stereo radio, HD battery, floor mats, carpeted cargo floor and insulation, trailer towing package, front bumper guards, front antiroll bar, light group, bucket seats with centre arm rest, 10 x 15B tires, 3.54 axle ratio.

West Coast list price $11,314 (includes $515 freight)

ACCELERATION

Time to speed, sec:

0-30 mph 3.9, 0-45 mph 6.9, 0-60 mph 11.9, 0-70 mph 17.1,

Standing start, 1/4-mile, 19 sec, Speed at end. 72 mph

SPEED IN GEARS

High range, 3rd (3200 rpm) 82, 2nd (4000 rpm) 70, 1st (4000 rpm) 42

Low range 3rd (4000 rpm) 40, 2nd (4000 rpm) 27, 1st (4000 rpm) . 16

Engine rpm @ 55 mph ................... 2200

BRAKE TESTS

Pedal pressure required for 1/2-g deceleration rate from 60 mph. lb 38

Stopping distance from 60 mph, ft 173

Fade: Percent increase in pedal pressure for 6 stops from 60 mph 40

Overall brake rating ...... very good

INTERIOR NOISE

Idle in neutral, dbA 59.5, Maximum during acceleration 76.5, at steady 60 mph cruising speed 71

OFF PAVEMENT

Hillclimbing ability excellent

Maneuverability very good

Turnaround capability very good

Driver visibility good

Handling ... very good

Ride very good

ON PAVEMENT

Handling very good

Ride very good

Driver comfort very good

Engine response good

FUEL CONSUMPTION

City/freeway driving, mpg 12.6

Off pavement ---8.3

Range, city/freeway driving, miles 270