Jeep Wrangler
FIRST DRIVE All-new version of off-road icon improves a winning formula
First verdict on all-new all-american off-road icon
IN America, Jeep enthusiasts have been fretting that the new Wrangler would be a Fiat-fettled shadow of its former self. After driving the Us-spec Wrangler in Arizona, we can assure both American and British fans that they have nothing to fear.
The new Wrangler once again offers uncompromising off-road ability that comes at the expense of on-road behaviour. If you liked the old Wrangler, you’ll love the new one, but if you weren’t a fan, this version is unlikely to change your opinion.
Although the Wrangler is all-new, the basic formula of two solid axles strapped to a steel frame hasn’t changed. The chassis is stiffer and wider, and the wheelbase on both two and four-door cars is longer. Some body panels are made from aluminium, helping to save up to 90kg in weight.
The styling is largely unchanged. In fact, it’s hard to tell the new Wrangler from the old one. The new car features a tweaked trapezoidal grille and new tail-lights but retro touches like exposed bonnet catches remain.
Inside, the driver faces a relatively flat dashboard and windscreen, with vents and instruments arranged in a horizontal line to mimic the first-generation (YJ) Wrangler. The steering column now adjusts for rake and reach, but shorter drivers who opt for a manual gearbox may still have to position themselves closer to the wheel than they might like. There are more colour and texture choices, and the quality of materials and switchgear is improved – at least until you glance upwards to the roof panels.
Although ugly, they are better than before. Choices include a hard-top with optional removable ‘Freedom Panels’ and a soft-top engineered for easier use – lowering it is still a fussy job, but it no longer requires an assistant. Newly available is a powered fulllength fabric sunroof that can be opened and closed at speeds of up to 60mph.
The Wrangler once again has removable doors, now with handles and unequallength hinge pins that make them easier
“The Wrangler is more spry, but the engine lacks the deep, throaty note you would expect”
to operate. The windscreen can be lowered, and doing so rerequires the removal of just ffour bolts, instead of the 28 on the old Wrangler. Europeeuropean powertrain choices will include a reworeworked 285bhp 3.6-litre petrol V6, a 197bh197bhp 2.2-litre diesel and a 270bhp 2.0 litre turbocharged four-cylinder petrol. Of the three engines, only the V6 will be offered with a manual gearbox. We spent most of our time in the V6, and we could feel the weight loss. The new car is more spry, but the engine lacks the deep, throaty note you’d expect from big Yankee iron. All-new six-speed manual models offer a relatively light clutch and shorter shift throws, but still change gear like a truck. We also sampled a four-door Wrangler with the new 2.0T engine and were impressed by the thrust it developed. Fuel economy is supposed to be better than the V6, but Euro-spec Wranglers won’t get the petrol-saving 48-volt mild hybrid system that is found on American versions. Shame.
The new Wrangler rides more smoothly than the old one, but it’s still rough and choppy for the most part. The steering is slow and sloppy on-centre, and optional off-road tyres make it even less precise. Body roll is pronounced, and, while grip is acceptable if you ease into bends, quick movements of the wheel result in howling tyres and instant understeer.
All of these compromises are for the sake of off-road ability, where the Wrangler is at its best. Four-wheel drive with a lowrange transfer case comes as standard – a full-time 4WD mode is optional, as are lockable front and rear differentials and a disconnecting sway bar. Approach and departure angles are also improved.
We did a bit of rock-crawling in the Wrangler Rubicon, which gets heavy-duty axles, lower gearing and knobbly tyres, and it proved to be nearly unstoppable.