Can the new Jeep stay true to its heritage

Can the new version of one of America’s most recognisable cars can stay true to its heritage,

As far as iconic car names go, Jeep is up there with the best of

them.

To many people the brand is synonymous with offroaders in the same way that Hoover is with vacuum cleaners or Sellotape is with sticky-back plastic.

It can trace its history back to America’s entry into the Second World War. The original Willys-overland Jeep was developed for the army as a small lightweight fourwheel-drive vehicle, but after the war was quickly adapted for civilian use wherever tough, simple vehicles were needed.

Eleven generations and nearly 80 years later and that small, basic go-anywhere machine has morphed into the JL Wrangler – a much bigger, more consumerfriendly prospect with the creature comforts we all expect. Yet. Jeep insists it hasn’t lost any of the skills that made it so popular in the first place.

On its launch, Jeep weren’t messing about and sent us out onto the toughest offroad trails in the Lake District. These were probably the most difficult routes I’ve driven yet the Wrangler breezed through them as if we were out for a relaxing Sunday drive.

It shrugged off absolutely everything, from fenderheight puddles and sticky mud to rain-slicked rock crawl sections so steep you couldn’t walk up them. Massive drop offs and rutted trails that stretched the axle travel to its maximum couldn’t unsettle it and nor could loose gravel or exposed wet tree roots.

Over the course of several hours it made everything feel easy, even to a relative novice. Point it in the right direction, apply some gentle

throttle and it’ll go anywhere you want.

Even the most road-oriented Sahara models get multi-mode four-wheel drive management, a lockable low-range transmission and the kind of shocks and tyres you usual don’t see outside of Monster Jam. But for those planning to live in the back of beyond, the Rubicon offers goodies such as bigger tyres, the more advanced Roc-trac four-wheel-drive system, tougher axles, locking diffs and the ability to disconnect the anti-roll bar for even greater axle articulation. Plus some comically oversized arch extensions and a foot-deep front bumper.

With off-road credentials like that it would be impressive indeed if the Wrangler could match in with on-road manners. Sadly it can’t and there is a clear compromise in its on-road behaviour. It feels squishy and wobbly on even slightly twisting roads and the steering is vague and lifeless. The lightness that helps with off-road manoeuvres remains at road speeds and it feels completely disconnected from the wheels.

It’s not all bad news, though. Its surprisingly quiet inside, especially given that the roof and doors are removable and held in by just a handful of clamps. And both the new petrol and diesel engines, while not going to win any traffic light grands prix are quiet and smooth enough to live with day-today.

The interior of the fivedoor model is big enough for four adults, although it’s not particularly spacious. The three-door is downright cramped in the back and boot space is laughable compared with the acceptable room of the five-door.

Everything inside is chunky and solid feeling - in keeping with the Wrangler’s image – but it’s a bit of a button-fest and possibly not up to the quality you’d expect for £40,000+. Among the standard equipment highlights are LED headlights, dual-zone climate control and a new 8.4-inch Uconnect touchscreen that can display everything from the navigation to the gearbox temperature.

There’s no denying that the Wrangler, especially in Rubicon guise, is a phenomenally capable machine that will satisfy all but the hardest of hardcore off-roading nuts’ needs. The problem is that the Suzuki Jimny is similarly capable, not much more compromised on the road and costs half the Jeep’s £45,000 starting price.

But then, people are paying north of £50k for late model Land Rover Defenders, so there’s a market for cars with the right heritage, regardless of price.