2006 Jeep Commander

Commander is offered in two trim levels (base and Limited), with a starting price of $27,985. 4x4 models start at $29,985. A fully equipped Limited model can crest $40,000. In addition to rear-wheel drive, Jeep offers three 4x4 systems for Commander. Quadra-Trac 1 offers full-time all wheel drive, with no need for driver intervention. It works in concert with two systems standard on all models, the Brake Traction Control System and the Electronic Stability Program. The BTCS automatically provides resistance to any wheel that is slipping, allowing additional torque transfer to the tires that have traction. The ESP adjusts throttle response and applies individual brakes as needed to keep you on track.

Cargo

Quadra-Trac II is Jeep's mid-level 4x4 system, employing BTCS, ESP and a two-speed transfer case for enhanced off-road capability. Quadra-Drive II is Jeep's highest tech traction system. QDII uses a two-speed transfer case, BTCS, ESP and front and rear Electronic Limited Slip Differentials. When all these on-board electronics get wind of a wheel slipping, they instantly transfer 100 percent of the available torque to the axle or wheel with the best traction.


Our test drive of the new Commander included highways, byways and some soft- and hardcore off-roading. It's probably true that Jeep owners are more likely to venture off-road than owners of any other SUV make. And even if they don't, they want to know that they can. Commander is trail rated and has the chops to back it up. Despite its longer overhangs, Commander maintains fine angles of approach, break-over and departure (34, 20 and 27 degrees, respectively) and good ground clearance (8.6 inches). Skid plates (standard on 4x4 models) protect the powertrain and transfer case from close encounters with sharp objects below. Picking our way through a rock-strewn trail, we found Commander to be stable and surefooted, far more competent than most people will ever need it to be.

Power

Back on pavement, Commander has good-for-the-breed handling, a smooth road ride and a practical turning radius. With a full load of passengers, rear visibility is challenged, requiring the driver to do some bobbing and weaving and checking of mirrors. Even with no one in back, the seats partially shield the rear view. To maximize hindsight, we suggest folding the third row seats when not needed for passengers. Ditto for the second row headrests, which flop forward when not in use.


Three engine choices are offered: a 3.7-liter, 210-hp V-6, a 4.7-liter, 230-hp V-8, and a 5.7-liter Hemi V-8. The latter is listed at 330 hp @ 5,500 rpm and 375 lb.-ft. of torque @ 4,000 rpm. All engines are linked to five-speed automatic transmissions. Gas mileage is typical, SUV dreary. A sampling shows a 4x4 V-6 EPA estimated at 17 city/21 highway, while a 4x4 Hemi checks in at 14/19. Towing capability for the three engines is rated at 3,500, 6,500 and 7,200 lbs., respectively. We drove both the V-6 and the Hemi V-8 and commend both. The six has adequate power, maximized by the gearing of the transmission. The Hemi's 330 hp will spoil you for lesser motors and for that reason it's recommended that you not try one unless you might buy one.