Jeep Liberty test drive since 2007 SUV

Jeep Liberty

The gamut of Jeep SUVs is quite wide. The most compact of all Compass (which we also write about). On its own base there is a front -wheel drive Dodge Caliber. But this Chrysler seemed little. And they released a rather brutal one with the type of SUV with square outlines, but based on the same Liberty platform.

With this name is generally confusion. In America, under the name Liberty, Jeep Cherokee well familiar to us is sold! And the fact that now before your eyes is called Patriot everywhere, except for Russia! But we have our own pride: UAZ with the same name. And the Chryslerovites, without ado, renamed the patriot into freedom of what good name without work to disappear!

Well, let it be Liberty. The main thing is to find out how free it is? The season for this is still a suitable winter-spring thaw, it's time to ride a jeep. Especially in the jeep! Feel free to turn off the hard coating to the fragmented ruts of the lane. But on the asphalt for security, we leave another all -wheel drive car, equipped with a strong cable. Indeed, in order to find out the degree of patency of the SUV, it is necessary to achieve the limit of this patency, that is, stuck such a paradox!

Of course, before the assault dubious from the point of view of traveling on the parquet jeep of the terrain, using an intra -axial lever we connect the rear axle. After all, only with the leading front ones you put the car quickly, and after that it will be not easy to dig out only due to connecting the 4x4 scheme. Let's immediately put straws and start fully armed. So, we leave (or, rather, emerge) to the mud-snow-drunken slurry. What is there below, under the wheels of the pit, aispeak, or still a solid base? Unknown. But we will deal with difficulties as we enter.

So, neither gas gain begins, nor sharp movements of the steering wheel lead to unambiguous changes in our promotion on a viscous and sticky surface. Even a sharp press on the brake pedal does not slow down too much the pace of our craft. Although the environment itself does not allow inertia to drag Liberty far in a straight line. But when it is already time to dodge the thin, but strong twenty -year -old birches, the brake pedal and the reactions of the car begins to want a more direct connection of the brake pedal. Although there is certainly not his fault. You just have to keep a fairly high pace of overcoming off -road, so as not to stall and start a helpless and disastrous wheel slipping. And then you live holes and on the belly! And you have to constantly rush and adjust the car with the promotion of the engine to a fairly high speed.

And then at the very day you were a stepless variator transmission. It is on off -road that this method of implementing torque seems to us optimal. After all, what happens when acceleration on a solid surface? Add gas smoothly smoothly and the gear ratio of the box changes. And with a sharp set of engine speed, the variator brains understand that it is worth linger a little on the chosen pseudo -predicted, the motor coins and the car receives tangible acceleration. As long as they wanted, and the turnover fall, and the gear ratio is smoothly reduced.

On off -road, with a low clutch coefficient, the algorithm is slightly different, but even more suitable for overcoming heavy areas. What's happening? The engine is spinning, the wheels, too, do not have a support for repulsion. And the attitude in the box automatically changes to less, that is, the car thinks that it has reached a more stable speed of movement. And this is what is necessary to overcome areas with a reduced clutch coefficient. Imagine a movement with a mechanical box along a very slippery road. Already when terrifying from a place, it is more correct to turn on the second gear and crawl into the tightness. And in the process of dispersal, it is advisable to use the highest possible transmission. Then there will be less slippers, and traction effort will be more efficient to the surface. It is such a combination, even without our efforts, the Jeep Liberty transmission offers when, after slipping, it reduces the gear ratio in the box.

Do you know what the result of this bold and even quite reckless sortie on Off-Road is quite a city crossover? Jeep immediately slipped quite doubtful areas without any desire to sink and sit on the belly. Of course, one could endlessly experience fate and even bury Liberty in the fields near Moscow. But we are not fools and understand the ratio of real and desired. Although in fairness I will say that the low overhangs of the bumpers still clung to all sorts of ledges. But the center space was at a lesser risk zone: the angles of the entrance and the congress are not enough here, and the angle of the ramp allows you to pass considerable roundness between the front and rear axles.

From the point of view of movement, the Jeep Liberty is distinguished by two basic and interconnected qualities of excellent dynamics and terrifying gluttony. Naturally, if you actively use the right pedal. The testimonies of the trip compound during real urban exploitation here range in the area of \u200b\u200b20 liters of gasoline consumption per hundred kilometers, despite the significantly more modest numbers of the technical data. But the dynamics of acceleration pleases more than dry indicators. The freedom jeep fits so easily into an aggressive urban stream that you don’t notice that you are going on a modest crossover in size, and not on a massive and impressive Grand Cherokee. Yes, and outwardly a compact model is quite stylized as adult features of an eminent brand.

Debit: 2007.
Length/width/height: 4408/1785/1667 mm.
Base: 2635 mm.
Equipped mass: 1570 kg.
Engine volume: 2360 cm3.
Power: 170 hp at 6000 rpm.
Maximum torque: 220 HM at 4500 rpm.
Maximum speed: 185 km/h.
Acceleration to 100 km/h: 11.3 sec.
Average fuel consumption: 9.7 l/100 km.
The price is from 827,000 rubles (as of 02.2008).
Sales in 2007: 209 pieces.

Source: Autolet.ru