Looking back at the history of the SUV, deciding what actually came first can be a bit of a minefield. Cars such as the International Scout, Jeep Wagoneer and, of course, the original Range Rover all played their part in forging the market for the do-it-all vehicles we know and love (or hate) today, but many argue that the XJ-generation Jeep Cherokee was actually the first Sport Utility Vehicle as we know it.
Right-hand-drive sales started in 1993, so UK readers would be forgiven for assuming the Cherokee is a 1990s car. It was actually launched in 1984 in the USA and mainland Europe. Co-developed by AMC – Jeep’s parent company at the time – and Renault, this was the off-road manufacturer’s first all-new car since the Wagoneer was launched in 1963. Perhaps even more significantly, it was the first off-roading 4×4 to be built with a monocoque rather than a separate chassis. Hardly big news by 1984, but it was a radical step for Jeep – also signifying that the XJ was intended to be genuinely civilised, even a little sporty, on the road.
Very compact by US standards, it was intended to be a serious proposition in Europe from the outset, and was offered from launch in three- and five-door variants, with a choice of either a 105bhp 2.5-litre four-cylinder or a 2.8-litre Chevrolet-sourced V6 with 115bhp, both with the choice of automatic or manual gearboxes.
There were plenty of different spec options, too, from a simply trimmed base model to the top-spec Wagoneer with faux wood appliqué. A few left-hand-drive models were sold in the UK and Europe, but the Cherokee didn’t really gain much traction here until the late ’80s.
As the decade progressed, the standard four-cylinder became more powerful, and the V6 was replaced by a new 4.0-litre straight-six. Initially producing 173bhp, it was updated to 190bhp ‘High Output’ spec in 1991. Official UK sales of right-hand-drive cars kicked off in 1993, and the model quickly found its audience. As well as the petrol versions, a 2.5-litre VM turbodiesel was made available with efficiency in mind.
Not only was it a great thing to drive, it was also cheaper than most of its rivals. UK cars were highly specified, too, with the Limited getting alloy wheels, air conditioning, electric windows and an automatic gearbox as standard. Towards the Millennium, some of those standard features became optional extras, a basic ‘Sport’ model was introduced as an entry point, and the range-topping Orvis added a full leather interior. As safety and emissions regulations rendered the XJ Cherokee obsolete, production came to a close in 2001.
Over its 18-year lifespan, around 2.8 million XJs were produced. Not only are the 4.0-litre models surprisingly good fun on the road, they’re actually pretty capable at chugging through the mud. It’s a boxy design that has aged well and, although the interior build quality isn’t the best, the XJ has proven to be a mechanically rugged car. If you’re in the market for a classic load-lugger, and are not too worried about the 4.0’s sub-20mpg fuel consumption, the XJ Cherokee certainly shouldn’t be overlooked. Especially while prices remain so tempting.
Common problems
The 4.0-litre engine is fundamentally strong and reliable. Earlier cars can be a pain to get running right if the fuel injection system has any problems, but the post-1991 ‘High Output’ version has a more reliable set-up. The VM diesel is more troublesome, especially if neglected. It’s vital to ensure the head gasket and cooling system are in good health.
Corrosion can be a big issue, especially on well-used UK cars. Door bottoms, sills and wheelarches go frilly, but more serious problems can lurk underneath. Inspect the chassis rails. Facelifted cars seem to fare slightly better.
The Cherokee was notorious for tedious electrical gremlins, but don’t be fazed by erroneous errors on the dashboard readout: they are part of the Jeep ownership experience!
Vibrations through the steering wheel – known by Jeep enthusiasts as a death wobble – are not uncommon, and are a sign the suspension needs overhauling. Parts are mostly cheap, but bills can quickly add up. Vague steering is most likely a failed stabiliser, which is an easy and relatively cheap fix.
What to pay?
We would argue that the 4.0-litre straight-six is by far the best choice, and the market agrees. Not only will these higher-spec versions generally be better looked after, they are also better to drive. Expect to pay from £2500 up to £5000 for a tidy car. Very clean top-spec 4.0 Limited models can fetch more than £10,000.
If you want one of the earlier models, then the US is really the best place to go searching. Although numbers are greater there, prices for good cars remain strong. Expect to pay from $8000 to around $20k for a clean high-spec example.
