Jeep Wrangler 2,2D & 3,6 Rubicon Unlimited
It may be comfier and better kitted but the new Wrangler retains its ruggedness and retro charm
WHEN modernising the looks of an iconic vehicle, designers have to tread carefully to ensure the perenially endearing elements remain intact, piquing the interest of dyed-in-the-wool enthusiasts and new customers alike. When it comes to the Jeep Wrangler, this conundrum is perhaps on an elevated level since its roots can be traced to 1941. While Jeep’s designers are afforded freer rein when it comes to penning most of the firm’s other products, with the Wrangler a line is firmly drawn in the sand and tradition cannot be messed with too much.
In relation to the outgoing model, the four-door version is 96 mm longer and the two-door 78 mm. The round headlamps cannot, in my mind, be bettered by fancy shapes. Jeep tried to go all square in 1987 and soon reverted, so their reinterpretation is a pleasingly measured one. The lighting is now fully LED. In a nod to Jeep’s 75 years in the field, electrical experts Magnetti Marelli have designed the lighting arrays with seven plus five elements for low and high, with an array of angled reflectors. The horizontal slit also gives the lamps a more animalistic appearance. The Wrangler’s lights serve up a total output of 1 900 lumens, but many buyers will likely add LED light bars, anyway. Daytime-running LEDS adorn the front mudguards while, at the rear, there are brake-lamps with Renegade-style Jerry-can shaped lenses.
The seven-slot grille is another feature that had to stay true to its heritage. A neat tweak to the grille integrates the outermost of the slats with the curve of the headlamps, a style previously made popular with the 1954 CJ.
The top of the previously bolt-upright grille now curves gently rearwards for improved streamlining, while the mounting for the spare wheel has been lowered by 300 mm for better visibility. The rear door hinges sideways but the window lifts up, revealing a large, flat boot and utility area with a fat subwoofer incorporated in the right-hand panelling.
Yet another feature from the original Willys is the windscreen which folds onto rubber bump stops on the bonnet by simply
removing four top-mounted bolts (the rear-view mirror remains in place). The removable doors are now lighter, being made from aluminium, while the inclusion of detachable Torx hinge pins and a grab handle on the inside armrest makes the doors much easier to lift off and stash. At the rear of the boot is a tool section with holes for each of the removed bolts for neat and easy storage and accessibility.
Likewise, the fibreglass roof sections can be unlatched from inside the car and stowed behind the seats, and the rear roof section can be removed. In other words, you can enjoy as much open air driving as you want, just like the original Willys. Apart from the removable solid roof section layout, you can also opt for such alternative setups as a full-length, electrically operated or a trellis-style manual foldback soft top.
The interior has been tastefully modernised with the inclusion of an information-rich colour TFT display in the instrument binnacle showing, among other things, temperature gauges for coolant, oil and gearbox plus battery voltage. The centrally mounted touchscreen infotainment system is offered in 3,5 or seven-inch variants and the USB and Bluetooth-compatible U-connect system is snappy and functional. The cabin features stitched softtouch upper sections, satin-finish body coloured panels and a 220 V outlet for the rear seats. A number of fun Easter eggs in the form of Jeep logos, Moab desert maps and the like have also been dotted round the Wrangler.
The engine line-up comprises 2,0-litre turbopetrol, 3,6-litre V6 Pentastar and 2,2-litre four-cylinder turbodiesel units, all coupled with an eight-speed automatic transmission. South Africa will be getting (initially, at least) the existing 3,6-litre V6 petrol with 209 kw and 347 N.m. We hope the diesel will make its way here as it suits our needs and has a better fuel consumption.
The trails we usually drive on overseas media launches are often not too challenging to vehicles but, fortunately, Jeep set out some serious off-roading in the mountains behind the Red Bull Ring F1 racetrack. This is the location of Camp Jeep, where Jeep owners from round the world gather to test drive new models, see what accessories are available and generally have a lot of fun. The ground was slippery after some good rain and we drove both the
Sahara model shod with tarbiased Bridgestone Duelers and the Rubicon with more trailfocused BF Goodrich rubber. The Sahara did remarkably well, its Command-trac system using rear-wheel drive until you select 4H, when the centre diff is locked. A new feature is the auto mode, where the centre diff is not locked but will operate automatically, thus saving possible tyre wear. A limited-slip diff caters for left/right torque distribution.
The Rubicon does offer some important rough-road upgrades, including a Rock-trac system with a much shorter low range of 4:1 instead of 2,72:1, a front anti-roll bar that can be disconnected electronically for improved wheel articulation, full locking diffs and stronger skid plates.
Grounding was not a problem owing to the generous clearance of 250 mm, the recirculating-ball steering has a great feel during off-road excursions and grip was plentiful. These vehicles inspire total confidence over any terrain.
One of the issues with a serious off-road vehicle is how well (or poorly) they cope with tar. In this regard, the Wrangler has improved markedly, with a comfortable ride, manageable sway under cornering, improved NVH, more rear legroom and little in the way of rattles and squeaks from the many bolt-down, removable panels. Approach and departure angles of 36 and 31 degrees respectively help keep the bumpers from grounding and water wading depth is 760 mm. The braked towing capacity is 1 500 kg for two-doors and 2 500 kg for four-doors. Colour schemes include exotic names like Mojito (green), Hellayella (yellow) and Punk’in (orange).
The existing three-year/ 100 000 km maintenance plan is likely to remain but pricing will be established shortly before arrival towards the end of the year. An array of Mopar accessories will be offered for the vast majority of Wrangler purchasers who wish to customise their vehicles.
So, while the new Wrangler remains true to its heritage, it has been significantly upgraded in the areas of comfort, driveability and connectivity, taking this classic icon confidently into the future.