New Wrangler is 90 kg lighter
Unlike the former model, which required the removal of 28 bolts with almost guaranteed paint damage, the new truck’s windshield can be folded by taking out just four bolts. No paint damage, either. It does reduce your forward visibility, having the windshield sitting on top of the hood, but it just feels right.
Yet, under the familiar styling, just about every bit is brand new, except for the admittedly upgraded but largely carry-over base 3.6-litre V6 engine, now cranking out 285 horsepower at 6,400 r.p.m., and 260 pound-feet of torque at 4,800 r.p.m. The new optional engine is a Fiatbuilt 2.0-litre turbo four, producing 270 horsepower at 5,250 r.p.m., and 295 lb-ft of torque at 3,000 r.p.m. The V6 is available with either a six-speed manual or an eight-speed automatic; the four gets only the autobox.
The four also has a semi-hybrid system called eTorque, which incorporates stop-start functionality, lowend power boost and regenerative braking. The V6 gets a more conventional stop-start system as well.
A key objective for the new Wrangler was to lose weight. The goal was again improved fuel consumption, not only for the consumer, but also to keep the governments of the world off i ts back. It has l ost 90 kilograms, about half of which is due to lighter yet more robust highstrength steel in the frame. Aluminum saves nine kg in the front doors, seven kg in the rears when thus equipped. Six kg is shaved thanks to the magnesium tailgate. Even the thinner yet stronger windshield is two kg lighter than before.
No fewer than three different fourwheel drive systems are available, all with two-speed transfer cases. Command-Trac, Rock-Trac and the new full-time Selec-Trac provide a variety of degrees of off-road capability. Your Jeep dealer will help you select the best one for your needs.
Significant changes to the solid beam axle front and rear suspension are designed to improve road feel, ride and handling, and noise generation.
Wrangler is offered in a bewildering array of models and trims. Your first decision — two-door (2,460-millimetre wheelbase) or four-door (3,008 mm)? The two-door is obviously shorter, more manoeuvrable, and better suited to playing in the dirt or on the rocks. The four-door is more practical for any other use and has more rear-seat room.
Next, trim levels, four in all: Sport, Sport S, Sahara and Rubicon. Thanks to Jeep’s knowledge gained of previous generations’ sales results, nei- ther a four-door Sport nor a twodoor Sahara are offered.
The removable roof has replaced the annoying and stiff zippers with a series of rubber connectors which still take some figuring out, but are vastly easier to use.
The doors can be quickly removed for more open-air freedom, and are much easier to refit due to unequallength pins that allow you to position the top one, then guide the bottom one into position. Seems so simple once you see it that you wonder why they weren’t always like this.
The interior is another huge step forward, with much higher quality of design, materials and execution.
While much of the appeal of this vehicle is almost historic, all the mod cons are here, with the new generation Uconnect system available, providing clear map graphics and a host of connectivity and entertainment capabilities.
Our first exposure to the vehicle was in a two-door, soft-top four-cylinder, hence the automatic transmission. Immediately, we noticed how much smoother and more compliant the new Jeep is on the road. Not Cadillac-cushy, or anything, but vastly more comfortable than the previous generation.
The turbo four feels a bit peaky at times, the acceleration coming on with a bit of a rush from just over 2,000 r.p.m., probably a result of that eTorque electric power boost. It is satisfyingly quick and reasonably quiet. The transmission shifts smoothly on normal up-throughthe-gears acceleration. But when slowing down for a corner then hitting the loud pedal, the shifts sometimes are a bit harsh, although we couldn’t reliably replicate this behaviour. These were pre-production prototypes, so perhaps the calibrations weren’t in their final form.
I found the seats comfy enough, although access to the rear is always a bit of a challenge. The front passenger seat automatically slides forward when you pull on the seat back release lever; on the driver’s side, you have to do that manually.
Next up, a four-door with the V6 automatic. It is predictably smooth and didn’t exhibit that mild surging noted in the four, which suggests my guess about the eTorque system being responsible might just be correct, given it is only offered with the four.
A brief spin in a manual-equipped V6 was a pleasant surprise. Shift effort was commendably low, gear selection reasonably precise and the clutch take-up was almost Volkswagen-smooth.
We also had a shot at Rubicon on a very challenging off-road course. Now, Bill Baker, the late former PR guy for Land Rover, used to say that a car company can’t win with an offroad course. If the vehicle can do it, the course isn’t tough enough; if the vehicle can’t do it, the vehicle isn’t good enough. The trick is to make it challenging enough that the vehicle can barely make it.
That’s exactly what Jeep arranged, at a local housing development under construction just north of Marana, which is itself about 40 kilometres northwest of Tucson.
My Rubicon was a red two-door. Of course, I folded the windshield down.
This course was tough; the vehicle did it, thanks to the help of a dedicated bunch of local off-road enthusiasts who guided us at every turn.
Even if you never become an offroading fan, you should try this at least once, if only to show you how remarkable these vehicles can be.
In sum, the new Jeep Wrangler is one of the more successful model renewals in recent memory. It has improved on the already legendary off-road capability, but has improved its on-road behaviour by orders of magnitude.
If you liked or were even mildly interested in the old one, you’re gonna love this new one.