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At its introduction 10 years ago, the Jeep Liberty was greeted with howls of discontent, for it was replacing the long-popular standard Cherokee.
The complaints quieted over time, and Jeep points with pride today to the fact that more than 1.2 million Libertys have been sold. A glaring lack accompanies the tough-looking 2012 Jeep Liberty Sport, which came my way last week. Anyone who has driven the new Jeep Wrangler knows exactly what the Liberty needs. The new Pentastar V-6 and 5-speed automatic transmission, which have enhanced the ’12 Wrangler, could do the same for the Liberty. The Liberty’s still getting by with the underpowered 3.7-liter V-6 and outdated 4-speed automatic transmission. It lags in fuel mileage, compared with competitive makes, and is a relatively rough shifter. It is a Jeep, though, and in offroad situations, the Liberty will hold its own with all comers. It is a good handler in the back country. The Liberty 4-by-4 is equipped with Jeep’s Command-Trac II two-speed, part-time transfer case. In normal driving mode, two-wheel high, the front driveline is disengaged from the transfer case and full power is sent to the rear wheels. Move the electronic switch to four-wheel lock and, with the front driveline engaged, torque is evenly split 50/50 front and rear. For severe conditions and deep, muddy ruts, the switch can be moved to four-wheel low range and crawl mode takes effect. Optional for the Liberty is the more advanced Selec-Trac II “on demand” transfer case, which in four-wheel Auto mode optimizes traction by instantly increasing or decreasing torque between the front and rear axles depending on driving conditions. The Liberty has undergone only minor changes for 2012. The interior is somewhat confining and the front seat cushions are small. Cargo space behind the rear seat is a sizable 26 cubic feet, and can be accessed fully by the rear liftgate or partially by the flipper lift-glass. Items can be secured to the cargo floor with tie-down loops.
Based upon its four-wheel-drive capability, the Liberty Sport seems fairly priced at $27,110, including optional P225/75R16 OWL all-season tires, black side roof rails, leather-wrapped steering wheel with audio controls, Bluetooth availability, fog lamps, temperature and compass gauges and cargo compartment cover.
Hill-start assist, hill-descent control, automatic halogen headlamps and four-wheel antilock disc brakes are standard, along with supplemental side-curtain airbags, power windows/locks/mirrors, cruise control, rear window wiper/washer, air conditioning and Sirius satellite radio.
The Liberty uses an independent front suspension and five-link rear suspension, with rack-and-pinion steering. Properly equipped, the Liberty has tow capacity of 5,000 pounds.
In addition to the Sport model, the Liberty is offered in higher-priced Limited and Limited Jet trim levels. The Jet model includes 20-inch polished aluminum wheels, chrome accents and darkened headlight trim. Among new features is a Sky Slider movable canvas roof.
A look back
Thirty-one years ago, I reviewed in The Denver Post a 1981 Pontiac Grand LeMans four-door sedan. Excerpts:
A restyled exterior makes the Pontiac Grand LeMans one of the fine-looking sedans on the road for 1981. Additional attention has been focused on the Grand LeMans on rumors that in 1982 the full-sized Bonneville will be discontinued and the Grand LeMans will take on the Bonneville name in its midsize form. The LeMans, on a wheelbase of 108 inches and weighing 3,100 pounds, is roomy enough for six adults. Power vent wing windows on the rear doors are an excellent option, since the rear door windows won’t roll down. The cut into the door for the wheel wells prohibits use of the windows. Opening and closing of the vent windows can be controlled from the driver’s seat. The 265-cubic-inch V-8 engine and automatic transmission produced highway fuel average of 25.4 miles per gallon. Pontiac’s cruise control setup lacks a “resume-speed” feature, which most all competitors are now using. The Grand LeMans is affordable, with a base price of $6,928. Sticker price reached $10,371 with the addition of many options, including two-tone paint, white-sidewall steel-belted tires, wire wheel covers, power seat, power windows, power door locks, AM/FM stereo radio and visor vanity mirror.
2012 Jeep Liberty Sport
$27,110
(price as tested)
MPG City 15 Highway 21
Vehicle type: Compact four-wheel-drive SUV
Wheelbase: 106.1 inches
Length/Width/Height: 176.9/72.3/71 inches
Weight: 4,290 pounds
Engine: 3.7-liter V-6
Transmission: 4-speed automatic
Fuel mileage: 19.2 mpg
Fuel tank: 19.5 gallons
Warranty: 3 years/36,000 miles basic; 5/100,000 powertrain
Competitors: Ford Escape, Nissan Xterra, Hyundai Tucson, Honda CR-V
Built at: Toledo, Ohio
Parts content: U.S./Canadian 76 percent
THE STICKER
$24,975 base
$995 Outlined white letter all-season tires, fog lamps, leather-wrapped steering wheel, temperature/compass gauges, cargo compartment cover
$345 Uconnect voice command with Bluetooth, auto-dimming rearview mirror
$795 Destination
PLUSES
Offroad capability
Pricing
Tow capability
MINUSES
Outdated transmission
Fuel mileage
The complaints quieted over time, and Jeep points with pride today to the fact that more than 1.2 million Libertys have been sold. A glaring lack accompanies the tough-looking 2012 Jeep Liberty Sport, which came my way last week. Anyone who has driven the new Jeep Wrangler knows exactly what the Liberty needs. The new Pentastar V-6 and 5-speed automatic transmission, which have enhanced the ’12 Wrangler, could do the same for the Liberty. The Liberty’s still getting by with the underpowered 3.7-liter V-6 and outdated 4-speed automatic transmission. It lags in fuel mileage, compared with competitive makes, and is a relatively rough shifter. It is a Jeep, though, and in offroad situations, the Liberty will hold its own with all comers. It is a good handler in the back country. The Liberty 4-by-4 is equipped with Jeep’s Command-Trac II two-speed, part-time transfer case. In normal driving mode, two-wheel high, the front driveline is disengaged from the transfer case and full power is sent to the rear wheels. Move the electronic switch to four-wheel lock and, with the front driveline engaged, torque is evenly split 50/50 front and rear. For severe conditions and deep, muddy ruts, the switch can be moved to four-wheel low range and crawl mode takes effect. Optional for the Liberty is the more advanced Selec-Trac II “on demand” transfer case, which in four-wheel Auto mode optimizes traction by instantly increasing or decreasing torque between the front and rear axles depending on driving conditions. The Liberty has undergone only minor changes for 2012. The interior is somewhat confining and the front seat cushions are small. Cargo space behind the rear seat is a sizable 26 cubic feet, and can be accessed fully by the rear liftgate or partially by the flipper lift-glass. Items can be secured to the cargo floor with tie-down loops.
