Review and Photos by Gerry Frechette
The introduction of a new Jeep Wrangler is a momentous occasion for the Jeep faithful, as the iconic brand continues to be the go-to vehicle for all things connected to the off-road lifestyle. One of the largest segments of the automotive aftermarket business caters exclusively to this one model, and it is fair to say that most Wranglers receive some degree of modification from what you see in FCA dealer showrooms.
But, we are here to talk only about those Wranglers that are factory stock vehicles, not as most people picture them – as a basis for serious off-road modifications. What is the Wrangler JL like as an everyday vehicle, perhaps the only one in the garage, used by people on-road and occasionally off-road? This is what we set about to find out in our week driving the four-door Unlimited Sahara model.
To no one’s surprise, the newest Jeep looks much like the oldest Jeep from long ago – the iconic round headlamps, seven-slot keystone grille, trapezoid wheel flares, removable doors, exposed hinges, and fold-down windshield are all there, but everything else has been updated and modernized.
The current engine choices include the ubiquitous 3.6-litre Pentastar V6, or an optional 2.0-litre turbo four of Fiat origin. The four has more torque at much lower RPM, so it might be the better off-road choice, but our tester had the V6. Of note, a manual transmission is only available with the V6, but the one we drove had the 8-speed automatic, a $1,595 option that includes hill-descent control, and that combination was well-suited to the Wrangler in on-road use.
As before and always, the new Wrangler has a two-speed transfer case, but for the first time, the upscale Sahara model can be equipped (for $795) with Selec-Trac full-time all-wheel drive, for the kind of ‘set it and forget it’ strategy in, say, winter highway driving. Two-wheel high and four-wheel high and low ranges are still options for the driver, but AWD will appeal to way more mainstream owners.
Inside, the Wrangler gets a number of comfort and convenience upgrades over the previous generation, with nicer materials and better controls. Ergonomically, it is a mixed bag, mostly determined by the architecture of the Wrangler’s body. The seat itself is reasonably supportive with six-way adjust, although a longer cushion with more under-thigh support would be good. Taller drivers will quickly wish for the seat to be mounted a few inches further back, as steering wheel and pedals are a bit close for long-term comfort. Otherwise, there is lots of space inside (except in the front footwells), including for the rear-seat occupants, and useful space for cargo behind the rear seats. They fold down, but not quite horizontally.
The Wrangler, at least in long-wheelbase Unlimited form, is much improved out on the road, over the previous generation. But of course, the essence of it is that it is designed to be, first and foremost, the most capable off-road vehicle, and nothing else about it can dilute that, with one obvious exception in the case of our tester. To that end, it has solid axles front and rear, it is very tall and un-aerodynamic, and it weighs quite a bit with all that machinery underneath. None of these things is conducive to it being a dynamic handling vehicle, and so the Wrangler is not that. On normal smooth roads, the ride and handling are reasonably good if its limits are not approached, and road noise is kept to a minimum, due in no small part to the Bridgestone Dueler H/T M&S tires (255/70-18) with very mild tread.
Off-road, it is those tires that are the potential limiting factor. And of course, any Jeep owner knows that, and the options are to have a set of dedicated off-road tires, or to go with the Rubicon model that has them installed at the factory. We did have the chance to get off-pavement into some sandy terrain, as well as plain old mud, with some easy ascents and descents, and the Wrangler with its M&S tires really had no big issues with any of it. So, unless you are planning some serious rock climbing or long-distance adventures off-road, the tires provided seemed to be a good compromise for most potential uses.
As one might expect in this technological day-and-age, options available are many and varied, and our tester had lots of them. The excellent Uconnect Nav and Sound group is a $1,395 option and includes premium audio and the big 8.4-inch touchscreen. The Trac-Lok anti-spin rear differential ($525) is a must on this type of vehicle. The Cold Weather Group (heated seats and steering wheel) is also a must, although surprisingly expensive at $895 for something that should be standard on the top-of-the-line Wrangler. We could do without the $995 leather trim, though. There is lots more available, and suffice to say that it is easy to see the price rise from the base 2018 model’s $46,245 to the $56,915 our tester cost before taxes and destination. Standard safety features include electronic stability control, electronic roll mitigation, trailer-sway control, Hill-start Assist and brake traction control.
The Wrangler Unlimited is one of those vehicles that is almost beyond criticism, it is such an icon. Sure, as an on-road vehicle, there are shortcomings that will never go away so long as the Wrangler is a true Jeep based on a 75-year-old design. People obviously buy into the heritage and tradition of the brand, and are either looking for a true off-road star, or for a vehicle that everyone knows can be that as it motors down the highway. As a daily-driver for an adventurous young person, or for an active young family, especially in a suburban or rural area, the Wrangler Unlimited is a good choice. Of course, if off-roading is part of your normal driving life, it is hard to argue against a Wrangler.
SPECIFICATIONS
- Price as Tested: $56,915
- Engine: 3.6L DOHC V6
- Power: 285 hp @ 6,400 rpm
- Torque: 260 lb-ft @ 4,800 rpm
- Transmission: 8-speed auto
- Max. Trailer Rating: 1,587 kg / 3,500 lb.
- Ground Clearance: 10 in.
- Curb Weight: 1,971 kg / 4,345 lb.
- Fuel Efficiency Rating: 12.9 / 10.2 L/100 km, city/hwy
- Fuel Efficiency Observed: 14.0 / 8.2 L/100 km, city/hwy
