DRIVEN: 2018 JEEP JL WRANGLER
FRESH FROM ITS GLOBAL UNVEILING, WE JOIN THE U.S. LAUNCH OF THE NEW JEEP WRANGLER FOR A FIRST DRIVE.
WHEN the Wrangler made its debut in 1987 as the YJ, Jeep purists poked fun at Jeep’s new prodigy, casting derogatory insults such as “Yuppie Jeep” and “Real Jeeps have round headlights.” While I agree with them regarding round headlamps, the YJ retained the DNA of its venerable predecessors in the CJ line-up. It had live axles, a reliable sixcylinder mill and traditional leaf springs. A decade later we met the coil-sprung TJ and, in 2007, the internationally acclaimed JK. When Jeep announced a new generation of Wrangler would replace the JK, the public, as well as those in the media, feared the brand would succumb to the soccer-mum factor and deliver a wind-tunnel-designed land sled sans proper chassis and live axles.
I voiced my concerns with Jeep insiders during the last few years, that the Wrangler sets the bar for all four-wheel drive platforms and anything less would be the beginning of the end for the seven-slot legacy. They assured me, “We won’t screw up the Wrangler.” After spending time in the JL, I can comfort you in saying all is well in the world of the Wrangler. Let me walk, no, drive you through what’s new, what I love, and what I could do without.
TRADITIONAL VALUES
Regardless of what bells and whistles have been added to a vehicle’s interior and aesthetics, I always look at its bones first, and I like what I’m seeing. The body-on-frame design, five-link coilsprung suspension, and live axles fore and aft – everything we expect from Wrangler – live on. The Sport and Sahara retain Dana 30 and 35 axles, a Command-trac NV241 transfer case, and optional Traclok limited-slip out back. The Rubicon’s Dana 44s are slightly wider but have been upgraded with larger-diameter axle tubes and a better forging process. Its NV241OR Rock-trac 4:1 low-range transfer case and Tru-lok electronic locking differentials remain; paired with the new D478 sixspeed manual transmission (not for Australia), which features a stump-pulling 5.12:1 first gear and a class-leading final drive ratio of 84.13:1. The 850RE eightspeed automatic (4.7:1 first gear) kills the competition with a whopping 77.2:1 ratio. As a guy who learned his technical driving skills on the Rubicon Trail, this resonates in a big way.
From any angle and any distance, one glance at the JL and you know you’re looking at a Wrangler. There are subtle changes, though, some seen and some beneath the paint. In an ongoing attempt to reduce weight, engineers revisited the chassis design and materials. By implementing high-strength steel they have not only increased rigidity, but also shaved 45kg off the scale. From an aesthetics standpoint, the hood dives a little lower at the front, the grille has a defined lateral V shape, and the windshield rakes back a bit more. A functional vent now sits behind the front fenders, vacating airflow from the engine compartment. Side latches still secure the hood but have been improved to eliminate the buffeting experienced with the JK. Lighting has been updated with LEDS, and front fenders now carry wide corner lights. Not perceptible to the eye but significant
to GVWR, a number of body components (doors, hood, fenders, windshield) are now aluminium, and the rear gate is magnesium, reducing mass by an additional 45kg.
Forged-steel, frame-mounted recovery points are back, along with an electronic sway bar disconnect, and Rubicon models offer an optional winch-ready modular front bumper and Warn winch. Providing grip to the tractive surface are Baja-proven Bfgoodrich All-terrain KO2S wrapped around 17-inch polished aluminium wheels.
We don’t see many Wranglers on the trail with their windshields down, but there is nothing like tooling through the backcountry on a summer day with a 360-degree view and the occasional bug in your mug. As is the tradition “going back to 1941”, you can still kick the glass forward. Compared with the JK’S two-hour removal process, the JL offers an unrestricted view with just a fiveminute investment. This is accomplished via a new structural A-pillar, permanent header bar and reduction of hardware.
UNDER THE HOOD
Back in the saddle will be the venerable 3.6-litre Pentastar aluminium-block V6 mill. I’ve heard people whine about having a “minivan” motor in their Jeep, but I can tell you that the minivans got the sweet end of the deal. The Pentastar puts out 213kw and 353Nm, and has proven to be a reliable and efficient powerplant. It will be joined by two new options: the first being a turbo-charged two-litre four-cylinder that generates 270hp (201kw) and 295lb-ft (400Nm). On the road and trail, this new four-banger was no slug, its power band feeling appropriate for the JL’S size and mass. EPA fuel economy figures (not available yet) should best the V6’s 7.7L/100km city and 9.8L/100km highway, but I feel this offering is another effort by the company to adhere to increasingly strict CAFE requirements rather than a replacement for the Pentastar.
The U.S. Jeeping public (along with journalists, like me) have pined for a diesel Wrangler for years, and we’ll finally get it. The 3.0-litre Ecodiesel V6, which we’ve enjoyed in the Grand Cherokee and RAM 1500, will make its debut with 2019 models, but only mated to the automatic transmission. Word from Jeep Australia is that Aussies will not be getting this option when it becomes available.
IS BIGGER BETTER?
While the width of all models is technically unchanged (2.54mm increase), overall length and wheelbase have been stretched: the four-door by 88.9mm and 60.96mm respectively (4785.36mm/3007.36mm) and the two-door a bit less at 63.5mm and 35.56mm (4236.72mm/2458.72mm). This data alone would lend one to think the JL would be lower, have a reduced breakover angle, be more susceptible to getting hung up on obstacles, and manoeuvre like the Titanic. Not so, my seven-slot aficionados.
After watching the auto industry run scared from so-called consumer advocates and being sued for producing vehicles that spontaneously flop over in the middle of the road – apparently without any input from the driver – I’m impressed to see Jeep just say “no” to these whack jobs. Approach, departure, and breakover angles have actually been increased over that of the JK (44, 37, and 27.8 degrees respectively on the four-door), while maintaining 277mm clearance under the chassis. In short, the JL is no low-rider Wrangler. They also managed to decrease the turning circle, which was noticeable while backing into tight spaces and a big plus on the technical, Rubiconstyle test track. As for payload and towing capacity (two door: 907kg; four door: 1588kg w/ Pentastar), and GVWR, they are basically unchanged for all models.
THE COCKPIT
The designers did a number on the JL’S interior, drawing from and including subtle accents from the CJ and Willys. Considering the plethora of dials, knobs, buttons and LCD screens they shoehorned on the dash, it is surprisingly uncluttered and ergonomically pleasing. The instrument cluster contains the normal array of information, but adding to it is a full-colour centre display that, via its numerous modes, monitors all functions and can be customised for personal taste.
The fourth-generation Uconnect features wheel-mounted controls, hands-free operation, and up to an 8.4-inch touchscreen. Apple Carplay and Android Auto pair with nearly any smartphone, and navigating the various menus is intuitive. While the Uconnect Wifi hotspot has been available for years, the new system features 4G connectivity for up to eight devices. Keeping up with our electronic times are plenty of 12-volt and USB outlets as well as inputs for the audio system.
Locker controls on the Rubicon are now more intuitive. Pressing the console-mounted toggle down engages the rear; press up and you have front and rear; and a simple “off” button disengages both. As with previous generations, one can still pull the carpet out for an easy wash-down, and new grab handles on the A-pillar are well positioned.
ABS and electronic stability control (ESC) are lifesavers during high-speed emergency manoeuvring, and hill-start assist can be handy with a manual transmission in steep terrain. However, I could do without many of the other beeping and buzzing nanny features; but, fortunately, as with the engine start/stop (ESS), you can turn most of them off.
ROAD AND TRAIL
There is no argument that the Wrangler is one of the most capable 4x4 platforms on the market but, for the average consumer, its road manners have left a lot to be desired. After spending a day on and off the pavement, I can tell you that on-road handling is greatly improved. The longer wheelbase and wider track render a more stable feel, and it corners flatter, tracks better and is more predictable during emergency lane changes and braking. Much of this is due to the enhanced electronic stability control, which includes features such as roll mitigation, trailer-sway control and ready alert braking (RAB). New for the JL is electro-hydraulic power steering. I found it responsive with excellent feedback at the wheel. I’m not a fan of adding complexity, but this system works well.
Our off-pavement test loop was hands down the most difficult any OE has put journalists on. While I would engage a locker or two, I decided to only utilise the traction control system or brake lock differential (BLD), which is standard on all models. Using threshold throttle modulation, I can’t emphasise how impressed I was with the BLD’S ability to monitor tyre slip and apply power to the appropriate wheel. The new BLD system is seamless and virtually transparent to the driver, and (I’ll get lambasted for this one) nearly eliminates the need for lockers.
The JL Wrangler is on sale in the United States now and will arrive in Australia in Q4 of 2018.