The 2026 Jeep Cherokee is a clean slate for one of America’s most beloved SUVs. When Stellantis needs heavy hitters to flank the Wrangler in Jeep’s lineup, the Cherokee needs to be nothing short of a showstopper to compete in its market segment. When the Hyundai Tucson, Honda CR-V, and Toyota RAV4 hybrids are your competition, there’s simply no room for slouching. Join me as I spill the beans on the biggest product launch for Jeep this year.
Exterior
I’ll be comparing the all-new KM Cherokee Limited to the legendary XJs of old a good deal going forward. Given how similar they look, it’s pretty hard not to. Plus, the less said about the previous KL-series Cherokees, the better. Seriously, those headlights gave me PTSD for a solid decade. Still, the future is now, and the new Cherokee really looks like an evolution of its iconic namesake.
From almost every angle, the XJ’s unapologetically boxy styling lines transmit to a modern framework with remarkable skill. The front grille arrangement looks directly inspired by the old XJ’s, though a KM’s grille has seven vertical slots instead of the eight found on most XJs. The end result definitely looks like a modernized XJ up front, and the same design language translates just as well in the silhouette. Complete with black plastic body cladding at the wheel arches, the side profile is classic Jeep.
From a distance, the hind-quarters of a KM Cherokee look almost identical to the XJs we know and love. Even if the KM is over five inches wider and roughly 20 inches longer bumper-to-bumper, the extra proportions only show from certain angles. Better still, the Hydro Blue Pearl Coat paint on this Limited trim is the same you’ll find on the Charger Daytona EV and ICE Six-Pack.
All-around, Stellantis and Jeep knocked it out of the park with the Cherokee’s exterior styling. Apart from flush-mounted, electrically-actuated door handles, which I give every OEM grief for adopting, the Cherokee is very nearly XJ-level handsome. Does it translate to the rest of the vehicle? Well, that’s complicated.
The Powertrain
As long as the XJ is on the mind, we should remember that it was popular because of, not in spite of, its engine. That legendary four-liter AMC straight-six wasn’t just dependable with minimal maintenance, it was also a low-end torque monster that could haul loads beyond what its size might indicate. Knowing this, the new KM has big shoes to fill, and it packs a 1.6-liter turbo four-cylinder hybrid powertrain paired to a 1.03 kWh lithium-ion battery pack and two electric motors.
One motor acts as a generator, doubling as the starter motor and running the accessory equipment, while the other bolts right up to the eCVT transmission. With that said, it couldn’t be further away from the old AMC straight-six, even if you tried. It’s closer to a middle ground between the 4xe plug-in hybrid side of things, and Mopar’s popular “E-Torque” mild hybrid system, if you think about it.
With a combined power output of 210 horses and 230 lb-ft of torque, lots of that grunt is at least nice and low in the rev range. Elsewhere, a combined fuel economy of 37 MPG (39 city, 35 highway), will easily squeeze 500 miles out of a full tank. Interestingly, Jeep aims to replace this 1.6-liter PSA Prince engine with a two-liter Hurricane 4 EVO engine starting later this year. Whether that has a big impact or not on driving dynamics remains to be seen, but for now, there’s still an entire mid-size crossover left to review.
The Drive
Alright, this is where the review of a classic XJ falls apart. More than one friend or acquaintance of mine has driven XJs as cheap beaters—I’ve been there when they tried to shake themselves to pieces merging onto highways, or flip over going around corners. Joy of joys, that’s just not the case anymore. With a zero to 60 sprint roughly in the high-sevens going downhill, or low-eights driving level, the low-end boost from the electric motor really comes in handy. It is a pretty peppy little hybrid when you get on the gas, but one that runs out of gusto fairly quickly after about 60 mph.
With a nimble unibody frame, independent struts up front and a multi-link setup in the rear on an independent subframe, the new Cherokee is almost car-like in its driving habits. Sure, there’s body roll going around corners, and the electric power steering feel was pretty darn muted. Regardless, Nexen Roadian GTX 225/60 R18 tires mean the sheer amount of rubber on the road keeps things fairly tidy for an SUV. The uptick in usable performance is duly noted and appreciated, but in 2026, decent road manners aren’t a highlight for a mid-size crossover—they’re more like a requirement nowadays.
Mid-size hybrids from Toyota and Honda offer similar power with competent suspension setups, making the Cherokee’s advancements in driving dynamics feel less special. There’s just a bit of harshness over bumps, and the suspension is just a little stiffer than I imagined it would be. Still, I’d say the new Cherokee’s ride is generally acceptable, albeit with a turning radius like the tri-state area. Compared to the class-leading RAV4, the Cherokee needs over four feet more to pop a U-turn. Conversely, towing capacity is just 3,500 lbs, which beats the RAV4 and CR-V by as much as a full ton. At 1,000 lbs and 1,750 lbs between them, the Jeep absolutely walks away with it.
Compared to an XJ, a 2026 Cherokee drives like a spaceship from unfathomably far away, but comparing it to its modern rivals is a less rosy affair. I wish I could say better, but that eCVT is like school in summer time: a complete and total killjoy.
Interior and Comfort
Okay, I wanted to drive the new Cherokee for a week, and report back that long-standing interior quality problems with the Stellantis fleet are on the mend. After my time with it ended, I don’t think I can confidently say so—at least, not yet, I can’t. The Capri leatherette interior was generally fine, as were the 38.5 inches of rear legroom and 33.6 cubic feet of cargo space with the rear seats upright. If the rear seats are stowed away, cargo room swells to 68.3 cubic feet, but the RAV4 and CRV manage just a little bit more in either metric.
Beyond the numbers in material quality, things really start to fall apart. There’s lots of cheap hard-touch plastic in places easily visible, touchable, or both. The front leather seats were decent for short trips, but long-distance hauls down I-95 for hours on end revealed a lack of lumbar support that left me aching. Another thing I couldn’t help but notice was the shape of the steering wheel forcing my middle and ring fingers apart in a way that made my hands ache.
If it was up to me, every non-exotic OEM would chuck the quasi-hexagons they call steering wheels in the trash, and I’d probably throw them a parade. I understand re-inventing the wheel, but this is ridiculous! As profound as the leap in tech has been for Jeep lately—and we’ll get to that in just a second—they still have some catching up to do in the fit and finish department.
Tech and Features
Say what you will about interior build quality, but Jeep makes up for it with a cabin full of amenities and surprising niceties. A 10.25-inch digital gauge cluster isn’t everyone’s cup of tea, nor is it mine. Yet, I find myself repeatedly impressed by Mopar’s Uconnect 5-enabled 12.3-inch center touchscreen. With legit flagship smartphone-snappy response times and a crisp, vibrant display, Jeep, Dodge, and Ram have one of the most versatile infotainment systems in the game right now.
That’s a real benefit, because the haptic feedback pseudo-buttons for the climate controls are a real bummer. They’re vague and frustrating, just like every other system that tries to do the same thing. Even if the fake buttons in this Jeep aren’t the worst I’ve come across, I wish they weren’t there at all. Credit where it’s due, one button that’s in a very strategic location is the electric tailgate actuator, mounted into the plastic cladding lining the interior walls.
For the short kings and queens in the audience, this makes more difference day-to-day than the dual-pane sunroof or the clever all-wheel-drive. On the subject of difference makers, the two-tiered center console and deep door pockets made organizing small items a real breeze. Two USB-C fast charging ports in the front and two in the back, plus a 15-watt, three-amp Qi wireless charging pad, mean the whole family can stay connected on long trips.
As for ADAS, the Cherokee spares no expense. You get no less than 140 unique personal safety and vehicle security features, including adaptive cruise control with level 2 active driving assist, intersection collision assist, drowsy driver detection, forward collision warning, and blind spot monitoring. Considering what you’re paying, you’d hope the new Cherokee comes standard with all of that and then some. Speaking of the price, we have to talk about that now, don’t we?
Is it Worth the Money?
Okay, so, the 2026 Cherokee is a radical departure from what it once was, we all knew that already. Given the mixed bag of good and not-so-good, I’d say the slightly shabby interior quality would be well worth it if it MSRP’d for under $30,000. Heck, if they could squeeze it down to $27,500 or so, I could see Jeep selling Cherokees in their millions, but no. Instead, the base Cherokee costs a hefty $35,000 before taxes and dealer fees. The Laredo trim beneath the Limited trim tested is $38,000, and the Limited itself is an eye-watering $40,000. For the range-topping, 4×4-focused Overland trim, you’ll be paying a scarcely believable $43,000.
That’s enough to buy a Jeep Grand Cherokee, plus about a year and a half’s worth of fuel, depending on how much you drive. Worse for the Jeep, a base RAV4 Hybrid costs just $31,900 before fees, and the CR-V and CX-50 Hybrids are within the margins of the Cherokee, often undercutting it by a few hundred bucks or so at the point of sale. As for the Honda and Mazda, I still argue they cost way too much money. Still, you do get some real strength in consensus going with one of those over a Cherokee.
The Verdict
The new Cherokee is a platform with an incredible amount of potential. It looks nice, drives sufficiently well if you’re not an enthusiast, and it’s just as efficient as it is practical. I wouldn’t go so far as to say it’s on the same level as Japanese and Korean crossovers they compete with, your Hyundais, Toyotas, Nissans, Mazdas, and what have you. I know logically that any of those hold real advantages over a Cherokee, be it nicer interior quality, more space, or whatever the case.
I also know that the #JeepLife isn’t just a fad, it’s a lifestyle for some people. If you’re one of those folks, and you don’t need a big Grand Cherokee, the Cherokee KM is an SUV you’ll absolutely love. If you’re “not about that life” there are probably better options, all things considered. Now then, bring on that two-liter Hurricane engine and see if things don’t get a little spicier.
