The Atlanta Journal-Constitution
2018 JEEP WRANGLER By MALCOLM GUNN WWW.WHEELBASEMEDIA.COM
It’s not exactly all new, but in many ways that’s what this Jeep is all about
It’s not a stop-the-presses deal, but the launch of a new-generation Jeep Wrangler is worthy of celebration.
Much of Fiat Chrysler Automobiles’ fortunes rests on the shoulders of the Ram truck and Jeep lines, but it’s Jeep that has captivated buyers for decades. Throughout numerous design and designation changes dating back to the 1940s, the Wrangler has retained a recognizable shape. It has also been built at the same Ohio-state assembly plant for the past 75 years.
The new 2018 Wrangler — referred to as the JL — will for a time be sold alongside the carryover 2018 Wrangler JK model. The new version might be hard for the average buyer to spot, but rabid Wrangler-ites will have no such issues.
Most noticeable is the foldable windshield that’s more steeply raked, and the slotted grille that’s more upright. The round headlights are more deeply recessed and there are also slight alterations to the bumpers.
The running lights have been moved to the front fenders from the grille area and the windshield and side glass have been enlarged.
Overall length of the twodoor models has increased by about 2.5 inches and the space between the front and rear wheels is up by more than an inch. The four-door JL (formerly known as the Wrangler Unlimited) gains 3.5 inches in length and 2.5 inches in wheelbase.
The doors, hood and windshield frame are made of aluminum, and magnesium is part of the tailgate’s construction. Jeep also says the Wrangler’s redesigned ladder frame is lighter and more rigid than before. Still, a comparison between new and old manual-transmission models shows that overall weight has actually increased by about 200 pounds.
A higher-tech interior is the Wrangler’s most noticeable upgrade. The dashboard, gauges and steering wheel are particularly modern and an optional touchscreen tops a decidedly passenger-car-like control panel.
On the outside, there’s an easier-folding soft top that does away with the cursed zippers (the rear and side plastic windows now slide out from their channels). Two different removable hard tops are available, as is a power-operated soft top for four-door models.
Returning for 2018 is the Wrangler’s trusty 3.6-liter V-6 with 285 horsepower and 260 pound-feet of torque at 4,800 rpm. The newly optional 270-horsepower turbocharged 2.0-liter four-cylinder is rated at 295 poundfeet of torque, although 1,800 rpm lower than the V-6. For that, the 2.0 stands to be the better off-road choice.
The turbo’s partial-hybrid eTorque electric motor assists the engine when launching from a stop and operates alone when the Wrangler is coasting downhill. The motor also feeds regenerative braking energy to the battery.
As of this writing, the turbo’s fuel-economy stats aren’t available, but the V-6 is rated at 18 mpg in the city and 23 on the highway.
A new six-speed manual transmission is standard with either powerplant, while an equally new eight-speed automatic is optional with the V-6 and standard with the four-cylinder. Jeep plans to offer a 3.0-liter V-6 turbo-diesel option for the 2019 model year, followed by a hybrid powertrain sometime after that.
Of the Wrangler’s available fourwheel-drive systems, shift-on-the Command-Trac is standard for the base Sport and Sport S. The Rock-Trac system, standard with the Rubicon model, has steeper low-range gearing for crawling up and down steep hills. The Rubicon also comes with electronically controlled front and rear anti-roll bars, locking front and rear differentials and 33-inch-tall off-road tires.
Pricing for the base JL two-door Wrangler Sport starts at $25,900, including destination charges. The four-door starts at $32,200 and goes to nearly $40,000 for the top-dog fourdoor Rubicon. But unless you’re driven to extreme terrain, the reasonably equipped Sport S or Sahara models will suffice.
Either way, you’ll own a vehicle of truly impressive capabilities and provenance.