Seriously, it’s a Brute!

Recent research indicates big is still better for some people. And there’s no doubt about it, the Jeep Wrangler Brute Ute is definitely BIG. John Oxley reports.

The first thing I did before I got into the Jeep Wrangler Brute Ute double cab was look for a ladder! Yes, it’s that high off the ground, and I have to admit it was a bit of a struggle to get in the first time, requiring a big pull on the steering wheel and leverage on my legs to get up into the driver’s seat. Once up into the driving position, the Brute seems even bigger, far more than some of the modern vans we often test, such as the Fiat Ducato and Merc Sprinter. Part of the reason is the big and fat tyres; another is the Jeep styling, that big and boxy front end limiting vision; a third is that the thing is just so long, with rear vision poor thanks to the long load box, and no way of judging how far you are from objects behind you, especially when reversing. All of that doesn’t detract from a vehicle which is unique to this market, taking over where the original Hummer H1 left off, but in a more useable, though no less dramatic, package. The Brute Ute is totally made in America, just like other Jeeps, and it’s not a LHD to RHD conversion; the donor vehicle is a destinedfor-new Zealand Jeep Wrangler Unlimited, complete with the 209kw/347nm 3.6-litre Pentastar V6 petrol engine, and five-speed automatic gearbox. There are two models available – one based on the Sport, as tested here, and for those who want to seriously test its prodigious ability, a Rubicon-based version with even more off-road cred. While Jeep itself has announced it will be adding a ute to the line-up for the next generation Wrangler, it’s not on the radar yet, so US firm American Expeditionary Vehicles (AEV), which has been producing extreme versions of the Wrangler for more than two decades, has produced the Brute, built after consultation with New Zealand Jeep importer, Fiat Chrysler NZ. So what did the AEV engineers do? Well, as mentioned they start with a Wrangler Unlimited (RRP $59,990), whip off the bodywork, and extend the chassis by 59cm ahead of the rear axle to lengthen the wheelbase and another 41cm in the rails behind the rear axle to extend the rear overhang to provide the additional length for a decent sized load box. Total length goes up to a bit under 5.5m. Then the rear passenger space is reworked, retaining the space of the original but turning it from a wagon into a double cab, and using new solid steel stamped body panels identical in construction to the original body. The design even retains the original freedom panels, which are removable for an open air driving experience. Then comes the wellside, a 153cm x 155cm injection moulded, cored composite load compartment which is not only stronger than steel but also considerably lighter and noncorrosive. A skid resistant coating protects the bed's interior and four integrated tie-down anchors keep cargo securely in place. And then all the really neat bits get added to take it from being just a long double cab Jeep Wrangler into the Brute. Underneath is AEV’S own Dualsport suspension system, which lifts ground clearance from 220mm to 273mm – hence that climb into the cab – improving approach and departure angles at the same time. The Brute gets fitted with huge 35-inch Bfgoodrich mud terrain tyres on AEV rims, there’s a front skid plate, a new front bumper incorporating a Warn winch and a mini bulbar, plus additional driving lights. There’s also a new bonnet with additional cooling slots, new side skirts, and a new rear bumper which incorporates a 25 litre water storage container. In addition there’s a new AEV instrument cluster with white dials, a serialised build plaque, and AEV Procal, a tool which plugs into the vehicle’s OBD II port, allowing the owner to alter the speedo to adjust for the new tyres, which also ensures the stability control and transmission work properly. It has other features too, including activating daytime running lights, controlling engine speed when winching, and so on. And it’s user friendly, I’m told. Where did the spare wheel go? Well it’s now below the Brute's load bed and a hand operated winch allows for easy lowering and removal. What’s it like to drive? Well, on tarmac those wide wheels and M/T tyres make the steering a bit woolly, while the high ride height affects handling, so it’s best to treat the beast carefully. Not one you’d throw around. The baseline ute, without accessories, hits the scales at about the same as a standard Unlimited, but all the extra bits add a whopping 376kg to take kerb weight up to almost 2.5 tons. Naturally this has an effect on acceleration, and again, you have to be a little more circumspect when overtaking. Oh, and don’t take it into a covered car park – you’ll battle to get it around the corners. The same goes for most situations except the open road, thanks to its absolutely lousy turning circle. Off-road? We didn’t do much, but what we did was just dead easy for the big beast. Again, though, you’d struggle a bit if you took it into some of the wilder New Zealand back country, where tight corners and overhanging bush might make a hole in your $114,990 investment. Another $10,000 adds the Rubicon spec. For that you don’t get any more driver aids or comfort spec than you do in the standard Unlimited, but I really would recommend installing a rearview camera, otherwise you’re going to do some serious damage eventually – either to the ute, or the surroundings. Will it be bought by businesses? Quite frankly, I think it mainly WILL be – by the same people who bought Hummers, as a strong attention-getting promo tool. Of course, they might also be seen out and about in Ponsonby, too!