As Jeep’s old warhorse, the Cherokee, got long in the tooth and the entry-level SUV market exploded, it was apparent something new was needed. After all, the Cherokee goes back to the American Motors era and Jeep had no entry -level SUV.

Enter the new Jeep Liberty. In spite of the traditional seven-vertical-slot grille, the first new Jeep in nine years is such a radical departure from the Cherokee, comparisons are a waste of time.

Sitting high up with a commanding view of the road, one of the first things I noticed about my black, four-wheel drive 2002 Jeep Liberty was the ride. Although Jeep’s roots are in its World War II military history which is suggested somewhat by the Liberty’s styling, it stops there.

The Liberty took minor road bumps fairly smoothly for a short wheelbase 4X4, and on roads with more serious flaws, although bumpy, it was still pretty gentle — no jarring your bones. That’s because the Liberty utilizes a very un-Jeep-like independent front suspension, and link-coil axle rear suspension similar to what’s used on the more expensive Grand Cherokee.

Even though it’s still uniframe construction, the Liberty boasts the stiffest body of any Jeep ever built, with technology improving torsional and bending rigidity.

One thing I did notice on this 70.9 inch tall SUV was some semi-serious body sway driving through curves, but the Liberty took it in stride.

Height-wise, the Liberty edges out its competition — such as the 67-inch-tall Ford Escape, the 65.9-inch-tall Honda CR-V, and the vehicle it replaces — the 64-inch-tall Cherokee. The Liberty’s tall profile also allows for more headroom front and rear than any of those.

Under the hood is a 3.7-liter, 210 horse, single overhead cam Power Tech V6. This is basically a six-cylinder version of the 4.7-liter Power Tech V8 used in the Grand Cherokee that has been engineered just for the Liberty.

It features a gear-driven balance shaft and split-pin crankshaft to minimize engine vibration and there’s an anti-knock sensor system to improve mid-range performance with unleaded fuel.

A 150-horse, 2.4-liter DOHC Power Tech four cylinder is also available.

I found the V6 able to move the 4,115 pound Liberty up to highway speed quite easily. Off-road, it took steep, wet hills with ease, and offered effective engine braking downhill. The engine is compact enough to fit in the Liberty’s short front end to enable a noteworthy 38-degree approach angle. Through some serious mud, the Liberty plowed right through with almost no slippage at all.

The Liberty is a distinctively modern Jeep. Inside, the upscale Limited uses lots of silver-colored accents inside, including silver-colored circular door handles. Silver surrounds the instrumentation and is utilized on the center console as well. All the power window buttons — for both front and rear passengers — are located in the front-seat center console area, rather than on the doors. Even the big letters spelling “Jeep” in the middle of the steering wheel, which tilts but doesn’t telescope, are silver colored. Jeep is banking on this splashy styling to appeal to younger buyers.

I found the seats to be supportive, although their positioning is more upright than I expected. However, I was told they’re purposely that way to take advantage of the increased headroom and provide more legroom.

Still, the long seat tracks for the front seats intrude on rear-passenger foot room. Jeep is looking at that and may make some changes.

Three adults can ride snugly in the back seat, but I wouldn’t want to be the guy in the center. Two is a more practical number from a comfort standpoint. All three seating positions have three-point safety belts, but the middle one doesn’t have a head restraint.

There is a side curtain airbag system that provides head protection for both front- and rear-seat riders. The Liberty is the first Jeep to offer curtain airbags.

Whines: The tall, upright profile of the Liberty does contribute to wind noise which is notable at speeds approaching 50 mph, although engine and tire noises were not intrusive. It’s important to note that Jeep offers several different tires for the Liberty. One is an all-season tire that’s designed primarily for on-road travel while an all-season performance tire is optional as is an off-road all-terrain tire that provides improved off-pavement grip. So tire noise may differ, depending on what you get.

I’ve said this before, but the optional ABS braking should be standard on all Chrysler products.

Neither Liberty engine will win any awards for fuel economy. The 3.7-liter V6 is rated at 16 city and 20 highway when married to the automatic.

Applause: The Liberty’s ride feels tight and controlled, and the new rack-and-pinion steering — a first on any Jeep — is very responsive. The Liberty’s outside mirrors offer 25 percent more glass than any previous Jeep, providing better views for the driver. Folding down the rear seatbacks for additional cargo room is a snap that can be done with one hand. It’s also easy to get into the rear cargo area from the back of the vehicle, thanks to the new swing gate/flipper glass system Jeep is patenting. There are grocery bag hooks at the back of the rear seatbacks similar to those found in minivans that will keep your plastic shopping bags from spilling.

Bottom Line: This is a nice package that will undoubtedly be refined as years go by, although it’s not bad as it is. The Liberty finally makes Jeep a genuine contender to be reckoned with to capture a large share of the hordes of compact SUV buyers.