Ford Mustang VS Jeep Wrangler
- V8 noise
- Better interior
- Adaptive dampers
- Four-cylinder noise
- Still a poor safety score
- Prices are up
- Every mod con with uncompromised ruggedness
- Amazing off-road ability out of the box
- Iconic looks
- Rubicon doesn't quite match the spec of US version
- Solid front end will always compromise on road
- Safety compromised by folding screen and removable doors
The Ford Mustang 2018 model is more than just a facelift, this is a comprehensive rework of the brand’s iconic muscle car.
There are big changes outside and in, but the most important ones are to the way the 2018 Ford Mustang drives.
More than just brawn - although there’s plenty of that - this updated Pony Car has a bit more brain about it, too.
We drove the new models in Nice, France, ahead of the Australian launch of the updated Mustang this month.
|Fuel Type||Premium Unleaded Petrol|
A fast-setting sun, the temperature poised to plunge from 10 degrees, zero phone reception, we were halfway up the remote west coast of Tasmania at least an hour away from our destination and there was a Jeep Wrangler bogged up to the axles halting us in our tracks.
If we were in a LandCruiser, Patrol or Defender, this would signal an opportunity to score some brand brownie points by saving the day with a snatch strap. But given this was our first taste of the new JL Wrangler on Australian soil and we were among almost a dozen other Wranglers queued up behind the bogged lead car, you’d forgive our hosting Jeep executives for feeling a tad nervous at this point. This sort of thing seldom happens on media events thanks to impeccable planning of every possible contingency.
But reality couldn’t have been more contrary, with smiles all round as snatch straps, Maxtrax and a shovel were mobilised and all hands hit the deck to get us out of there.
It probably sounds mad to 95 per cent of the car-buying public, but the anxiety of apparent failure followed by the elation of extrication can be one hell of a buzz.
The longer this recovery takes, the greater the thrill, and this one took the best part of an hour, in professional hands, so we’d been pretty damn stuck.
Given the new Wrangler had proven itself as arguably the most capable off-road vehicle straight out of the box at it’s international launch on the infamous Rubicon Trail in the US last year, we should also take pride in the fact that it took Aussie soil to halt it.
But how does it go on Aussie bitumen, in local spec? Read on.
|Fuel Type||Regular Unleaded Petrol|
The Ford Mustang 2018 update is a substantial one - it’s a marked improvement on a car that needed some attention here and there. It’s more fun, more adept and more muscular a muscle car as a result of the changes. If you’re already a Mustang owner and you’re wondering if the update is worth considering, the answer is ‘yes’.
If it were my money, I’d choose the V8 auto coupe because, when it comes to this sort of car, it’s the bodybuilder of the bunch.
Would you choose a V8 over a turbocharged four-cylinder? Let us know in the comments section below.
The new Wrangler is a rare example of a new product that's been designed from the start to be exactly what it is, without outright sales as the number one priority.
Yes it brings some compromises for everyday use, like the on-road ride and handling and that question mark over its safety.
But this is all so it can be uncompromised off the road, and there isn't anything else on the market so capable, straight out of the box.
It's impossible to nominate a sweet spot of the range without having driven two-thirds of it, but it's hard to imagine the Rubicon not being it.
Could the new Wrangler tempt you into the world of Jeeping? Tell us what you think in the comments section below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
If I had to make a remark about the updated Mustang’s design, it would be that it doesn’t quite look as American any more. That could be good or bad, depending on where your loyalties lie.
The slimmer, broader-looking headlights and the revised front bumper, grille and bonnet all work together to give it a more substantial presence on the road if you’re looking at in your rearview mirror.
Obviously the roofline has remained the same, and the rear end has seen revised LED tail-lights, plus the V8 now has quad exhausts, the EcoBoost now has twin exhausts, and both now get a black diffuser rather than a colour-coded one. The GT model’s wheels remain the same as before - standard issue mesh multi spokes are fitted in 19-inch diameter across the line-up.
There is no doubting that this still looks muscly enough to be considered a muscle car, but the subtle styling changes outside are enough to push it more towards what we’ve come to expect of a modern-day sports car, too. It looks more European, and that’ll either float your boat, or it won’t.
Inside there are some design changes, too. The most important one being the 12.0-inch digital dashboard cluster in front of the driver, which is lovely to look at, offers excellent functionality, and really lifts the ambience of the cabin.
Some of the materials have been tweaked inside, and it feels more plush than it did before - anyone who drove the pre-update Mustang will know that the cabin was a bit low rent, and while this update sees a good stride towards it being better, it’s still not a penthouse apartment inside.
More than 13 years after the previous JK first appeared, you’d certainly hope the new model brought improvements across the board.
And it has, with more off-road cred, better fuel efficiency, power, tech, refinement, and a few kilos off its beltline. What’s most impressive though is how it’s stayed true to its core values after what's arguably the most comprehensive redesign in its 77-year evolution.
Key to this core is the continuation of solid axles and coil springs front and rear to maximise off-road articulation.
This combo is notoriously difficult to tune for on-road handling, and even the Mercedes-Benz G-Class has given up the ghost for an independent front end.
The Wrangler’s classic removable doors and folding windscreen also remain, even though both are illegal to use on Australian roads because each makes the driver’s mirrors redundant.
The all-new ladder chassis have scored longer wheelbases mainly to allow room for the new eight-speed auto, with the two-door growing 35mm to 2459mm and the four-door by 61mm to 3008mm.
To lower the kilo count, the JL uses aluminium for the bonnet, doors, hinges, fenders, windscreen frame, and tailgate skin, with the latter also boasting a magnesium frame. Australian Wranglers were tipped to use a steel bonnet for pedestrian safety reasons, but clearly the lighter bonnet ended up passing ADR certification anyway.
Other weight-reduction steps include hollow suspension bars, aluminium engine mounts and steering gear and a lighter brake master cylinder. Net savings are up to 90kg, with tare weights ranging from 1762kg for the two-door models, to 1900kg for the four-door Sport S and Overlands, to 1992kg for the petrol Rubicon and 2160kg for the diesel.
The external bonnet latches have been moved closer to the front of the car to meet pedestrian safety requirements and now feature a winch cable retention slot to keep it tidy during off-road recoveries.
The windscreen has been slightly laid back to improve aerodynamics, which may sound futile for a car of this shape but among numerous other detail changes they’ve resulted in a nine per cent improvement to a still brick-like 0.54 Cd.
Passenger visibility has also been improved through enlarged glass openings and the lowering of the tailgate-mounted full-size spare tyre.
You probably wouldn’t expect Star Wars to influence Wrangler design, but the LED headlight internals on the Overland and Rubicon have been styled to reference the electrobinoculars from the original trilogy.
The new vents behind the front wheels are functional, with the role of reducing under-bonnet air pressure at speed. The Rubicon’s bonnet vents are also designed to extract heat during lengthy low-speed off-road climbs.
Overall clearance has also been improved, with all variants boasting a 34.8-degree approach angle, 26.2-degree breakover (for the two door Overland, 20.8 for the Rubicon) and 29-degree departure angle, with 252mm of ground clearance (Rubicon). All versions also carry a competitive 760mm wading depth rating.
|Sport S 2dr||Overland 2dr||Sport S 4dr||Overland 4dr||Rubicon|
|Approach||34.8 deg||34.8 deg||19.2 deg||34.8 deg||34.8 deg|
|Breakover||23.9 deg||26.2 deg||19.2 deg||20 deg||20.8 deg|
|Departure||29.2 deg||29.2 deg||29.2 deg||29.2 deg||29.2 deg|
Roof options have now grown to three, with the soft top and hard top to be joined later this year by the Sky One-Touch powertop, which folds its soft centre section back to open the whole roof turret at the touch of a button.
Previous Wrangler interiors have felt like a bit of an afterthought, stripped back for simplicity, but every inch of this new one has been considered to pack in all of the modern conveniences while still being tough as nails and able to hose it out if you need to.
The material quality seems to be excellent for a Jeep product, and there's some nice touches like the rubberised surround for the multimedia screen.
Another Jeep design tradition that continues with fervour are the design ‘Easter eggs.’ With JL, the Torx bit size required to remove the doors is embossed into each door hinge, there’s three little notches on the steering wheel centre that refer to the tri-spoke wheel of the original Willys, there’s a little climbing Willys printed on the base of the windscreen, another Willy’s on the gearknob, and info plaques in the tailgate that mimic the Willys.
One you may not heard of though is the tiny pair of thongs (or flip flops) subtly etched into the left-hand side of the windscreen surround as a nod to notorious Jeep tragic and hot rodding legend David Freiburger’s preferred footwear.
Payload ratings are about average for an SUV of this size, with two-door models able to carry 551kg, while four-door Sport S and Overlands step up to 560kg, the petrol Rubicon notes 570kg, but the heavier drivetrain of the diesel Rubicon drops its payload down to 570kg.
Two-door Wranglers carry a braked tow rating of 1497kg, while four-doors step up to 2495kg.
Even so, there is reasonably good usability on offer… at least for those in the front seats. The front features decent door-pocket storage, a pair of cupholders, a covered centre console bin, and a reasonable glovebox - but there’s not much loose-item storage for easy access to phones, wallets and the like.
There are elements to the cabin that just don’t make sense, like the monodirectional toggles for the drive mode and steering mode controls - why can’t you flick them up and down? It’s a silly and frustrating, oversight.
It’s simpler if you don’t think of the Mustang as a four-seater. Technically that’s what it is, but even toddlers or young children would be cramped back there, with limited head, knee and toe room, and no storage to speak of whatsoever. There are ISOFIX child-seat anchor points and top-tether points as well, if you want to try driving your kids around in one (perhaps you don't like them).
At the very least, those back seats fold down if you want to make it a two-seater with a massive boot space. Even without them folded, the boot capacity is good: it has 408 litres of luggage volume.
As I found at the Wrangler’s international launch, the JL has taken big strides in terms of passenger comfort and practicality.
One highlight up front is the rubberised gap between the cupholders to hold your mobile phone, which comes in very handy when you’re rock hopping.
Instead of bottle holders in the doors, there’s flexible nets to grasp all sorts of things. Similar nets can be found on the back of the front seats.
The back seat has plenty of room for my 172cm height behind my seating position, although the backrest is a bit upright for an SUV. Taller drivers might also get a bit nervous about the overhead speakers poking out of the roof.
All versions score directional air vents in the back of the centre console, along with twin USB and USB-C connections, and the 230V inverter plug of the Overland and Rubicon is bound to come in very handy for all sorts of power needs.
There's the usual two ISOFIX and three top-tether child-seat anchorage points on the back seat, regardless of whether you’re in the four-seat two door or five-seat four door.
The back, the four-door’s boot is quite a decent size at 897-litres with the rear seats up and 2050 with the seats folded almost flat, with nice and squared off edges for cramming as many eskies and camping chairs in there as possible. Jeep Australia is yet to specify cargo capacities for the two-door versions.
Price and features
The 2018 Ford Mustang range sees a bump in pricing across all models in the range. Here’s a rundown on the price list for the model line-up.
The EcoBoost four-cylinder coupe with the six-speed manual still starts below $50k - just. The list price is $49,990 plus on-road costs. The 10-speed automatic version of the coupe lists at $52,990. That price is up $4000 on its predecessor.
The four-cylinder convertible models bring a fairly sizeable premium, with the 10-speed automatic version listed at $59,490. There’s no manual soft-top available. That price represents at $4500 jump on the pre-facelift model.
The V8-powered GT coupe with a six-speed manual transmission lists at $62,990, while the 10-speed automatic version comes in at $66,259. Those prices represent $5500 and $6639 jumps, respectively.
The Mustang GT convertible 10-speed auto is listed at $74,709 - a huge $8793 lift over the existing model.
Across the board, Ford is justifying the increases with big additions to the standard equipment list.
The biggest update is the addition of a fully digital instrument cluster - a 12.0-inch screen with configurable layouts and displays, which is a standard-fit item across the board. Still offered is Ford’s 8.0-inch Sync 3 media screen with sat nav, Bluetooth phone and audio streaming, Apple CarPlay and Android Auto smartphone mirroring technology, and there’s now a 12-speaker Shaker audio system, too - the pre-facelift model had a nine-speaker stereo.
All models sold in Australia will also be offered as standard with a new adjustable sports exhaust system, which includes a quiet-start function so you don’t annoy the neighbours (and who doesn't think of Mustang buyers as kind, considerate types?). The loudness is adjustable depending on which drive mode you select - Normal, Sport+, Track, Drag Race, Snow/Wet and My Mode, the latter of which is a customisable setting, also new to Mustang. The steering can still be configured in Comfort, Normal and Sport settings.
Visually separating the two models are different wheel designs, but all Mustang models come with auto headlights, auto wipers, keyless entry and push-button start, new LED headlights, heated seats and a heated steering wheel (which is new to the Mustang - the heated seats aren’t). Recaro seats are optional on the GT only ($3000).
There’s an array of active safety kit added across the range, too - read about that in the safety section below.
There are some key optional extras that buyers can choose from. A set of OTT (yes, it stands for ‘Over The Top’) stripes can be had in black on any model ($650), or white on the Fastback only ($650) There’s also a rear spoiler for the Fastback ($750), and Recaro leather seats ($3000).
The EcoBoost model can be had with 19-inch Lustre Nickel alloy wheels ($500), while GT buyers have the option of 19-inch forged alloys ($2500).
All models can be equipped with the MagneRide adaptive suspension system at a cost of $2750.
As for colours, there are a few to choose from, including the new hero colour, Orange Fury, plus Kona Blue, Lightning Blue, Magnetic grey, Race Red, Royal Crimson (dark red), Triple Yellow and plainer options like white and black.
Jeep announced local price and spec in January, and while prices have risen from the previous $38,990-$53,990 MSRP spread to now span $48,950-$68,950, there’s a whole lot every new Wrangler gets that wasn’t available in the past.
For Australia, the range is split into three trim levels and a choice between short-wheelbase two-door, and long-wheelbase four door bodystyles, as with the previous JK-generation.
This time around, the base model has been renamed Sport S, and kicks off at $48,950 for the two-door and steps up to the four-door for $53,450.
The rough and ready Sport S makes do with cloth seats and a soft roof with plastic windows, but does have a leather steering wheel, carpet on the floor and alloy wheels, plus Apple CarPlay and Android Auto for the first time, albeit in the smaller 7.0-inch multimedia screen. It’s also got auto headlights and rear parking sensors.
Sport S options include $745 for premium paint, the ($2250 2dr, $2750 4dr) Sport S Group and the $1950 Off-Road Pack.
The Sport S Group includes a black hard top with removable freedom panels up front, Alpine premium audio, tinted windows and remote start functionality.
The Off-Road Pack brings an upgraded Dana M220 rear axle with LSD, specific 17-inch alloys and all-weather floormats.
The more luxurious Overland is also available in either bodystyle, with the two-door costing $58,450 and the four-door follows the same $4500 premium to total $62,950.
It brings details like leather seats, colour-coded removable hardtop and wheelarches, 18-inch wheels, active cruise control, LED lights all round, proximity keys, nine-speaker Alpine audio, a bigger 8.4-inch multimedia screen with built-in sat nav, a 230V inverter in the back of the centre console and front parking sensors.
The Overland also comes with AEB and blind-spot monitoring straight out of the box.
Premium paint is still optional, but you can also add the $350 Trail Rail cargo management system to four-door models.
The top of the range and more rugged Rubicon is four-door only and the only trim level to offer the option of the new 2.2-litre turbo-diesel engine. List pricing for the V6 petrol version is $63,950, but the diesel adds a full $5000 to cost $68,950.
The Rubicon scores hardcore off-road gear like BF Goodrich mud-terrain tyres, shorter 77.2:1 low range gearing, front and rear diff locks with stronger axles and a swaybar disconnect system and chunky mud-terrain tyres. It also comes with a winch-ready steel front bumper not seen on the early-build examples pictured here.
The Rubicon reverts to cloth seats, but comes with Rubicon bonnet, sturdy rock slider sidesteps, specific 17-inch alloys, black hardtop and wheelarches but retains the Overland’s AEB, bind-spot monitoring, active cruise control, Nine-speaker audio, LED lights, 230V inverter, bigger multimedia screen with sat nav, but adds off-road pages.
Premium paint continues as an option alongside the Trail Rail system, but you can also add the $1950 Rubicon Luxury Package, $750 Electrical Group, and an alternative Rubicon set of wheels for $950.
The Rubicon Luxury Package brings back leather seats, gearknob and handbrake handle, heated front seats and steering wheel, plus colour-coded wheelarches.
The Electrical Group brings integrated AUX switches for four extra aftermarket electrical accessories like driving lights or a winch, upgraded 240 Amp alternator and 700 Amp maintenance battery.
On top of these options, there’s 100 other MOPAR accessories available.
As with the international launch, we’ve only been given access to the Rubicon so far, but we’ll follow up with tests of the Sport S and Overland ASAP.
Engine & trans
There have been power and torque increases across both the four-cylinder turbo and V8 naturally aspirated engines.
The 2.3-litre four-cylinder turbo EcoBoost engine now produces 224kW of power (down from 233kW - apparently due to a new way of calculating the peak power output!) at 5400rpm, but torque is bumped to 441Nm at 3000rpm (it was 432Nm). It is rear-wheel drive, as you’d expect, and it has the option of a six-speed manual transmission or a 10-speed automatic gearbox.
The 5.0-litre V8 engine has seen power and torque bumps, too. It now produces 336kW of power at 7000rpm (up from 306kW), and torque is rated at 556Nm at 4600rpm (previously 530Nm).
The extra power is good, no doubt about it. But the extra noise of the V8 is what was most enticing about it. More on that below.
The default Wrangler engine is a revised version of the 3.6-litre Pentastar petrol V6 we’ve seen before, which now produces a healthy 209kW and 347Nm. However, the only revision seems to be the incorporation of a stop/start system in the name of efficiency.
The Rubicon is finally available with a diesel option, but this time it’s the only trim level to offer it.
The new unit is a 2.2-litre unit, which is significantly smaller than the 2.8 it replaces, but also much quieter and more refined and generates the same 147kW of power but 10 fewer Newton metres at 450Nm. The latter is available from a useful 2000rpm though.
The 2.0-litre turbo petrol four available internationally isn’t on the cards for Australia for now, but could be added if there’s sufficient demand.
The 3.0-litre turbodiesel V6 also available overseas is a definite no-go though, as it’s only been engineered for left-hand drive.
All Australian Wranglers have stepped up to the familiar ZF-designed eight-speed torque converter auto found in the Grand Cherokee. The transfer case is still controlled by a stubby lever next to the auto selector.
Mustang models sold with the 2.3-litre EcoBoost four-cylinder turbo model are more efficient, as you’d expect. The six-speed manual coupe is claimed to use 8.5 litres per 100 kilometres, while the 10-speed auto coupe model has a claimed consumption of 9.5L/100km.
The convertible version with the EcoBoost uses 9.5L/100km with the standard 10-speed auto.
As for the V8 coupe, the six-speed manual uses a claimed 13.0L/100km, while the 10-speed auto helps drop consumption to 12.7L/100km. The V8 auto convertible claims an identical figure as the fastback: 12.7L/100km.
This is another area of net improvement, with the petrol Rubicon dropping from the previous model’s 11.9L/100km to 10.3.
The diesel Rubicon is rated at an impressive 7.5L/100km, while the rest of the petrol V6 line-up spans 9.6L/100km for the two-door Sport S and Overland, and 9.7L/100km for the four-door Sport S and Overland.
I spent the most time in the V8 model, and it wasn't so much the extra power and torque that was noticeable, as the extra noise. If you were blindfolded and sat in the new Mustang, you might think you’re sitting in a ‘70s yank tank - there’s a delightful burble at idle (a little more pronounced in the auto) and it gets even better the faster you go.
In fact, the 10-speed auto V8 was the standout vehicle I drove. The logic of the transmission is brilliant - if you suddenly stab the throttle the auto will downshift three or four gears in the blink of an eye - and I mean that literally, because you can barely perceive it via the display on the driver information screen; it happens that fast.
The shifts aren’t always smooth - there can be a perceptible thunk through the cabin at times - and while that may not be the most refined experience, it’s actually pretty rewarding as a driver to get that sort of feel-able feedback.
The manual version of the V8 feels more relaxed - I’d even go as far as to suggest it’s a bit lazy. The auto just does a better job of making use of the grunt on offer.
The multi-mode sports exhaust - with Quiet, Normal, Sport and Race Track settings - was a set-and-forget feature on my test. It was in Sport, because - while there might be a perceptible difference on a track - it was identical in ‘regular’ driving.
Another new addition helped transform the drive experience - the MagneRide adaptive dampers. They may be optional on all models, but it seems that if you want a muscle car that handles corners and bumps adeptly, it’d be money well spent.
The magnetic ride control system can adjust each corner up to 1000 times per second, and while you’d have to be some kind of superhero to perceive that, there is no denying that the system does a terrific job of isolating cabin occupants from rough surfaces below, while also helping the Mustang corner with more sporting intent than I remember the previous one possessing.
The steering is trustworthy, with good feel and a nice linear and progressive sensation to it when you’re changing direction. The Mustang does have a big turning circle, though, so making tight moves in parking spots can be a bit of a task.
I also had a drive of the EcoBoost engine and its new 10-speed auto, and found it felt more tense and eager to please than the V8, particularly the V8 manual. It’s noticeably lighter at the front end, meaning it feels more keen for hard driving in corners.
Try as it might, though, the four-cylinder simply can’t match the V8 for fitting the image of the Mustang. It is good to drive, but it just doesn’t sound as good, or as Mustang, and therefore doesn’t make you feel as good as the V8 model does.
It was always going to be hard to match the Rubicon Trail as a launch venue for the new Wrangler, but Jeep Australia did a mighty fine job by pitting us against 17km of the iconic Climies Track on the west coast of Tasmania.
Starting at the southern end, the track builds in complexity from easy 2WD progress, through high-range 4WD and ultimately low-range 4WD and very much needing the swaybar disconnect system and both diff locks. All aids were certainly active by the time we got stuck, right near the end of the track.
The surface is largely granite, but there’s plenty of muddy rutted sections, wheel-deep creek crossings, steep climbs, and sharp dropoffs. Trust me, it’s good.
It sounds cliched, but the Wrangler felt right at home here. Having said that, the undercarriage kissed the ground on numerous occasions, which you’d expect with such a long wheelbase, but it’s all well tucked and protected in between the wheels.
One weak point is with the export-spec rear bumper, where the plastic number plate mount extends beyond the rest of the bumper and forms a scoop when dragged along the ground. I can see a lot of Rubicon buyers taking to it with a sawzall shortly after purchase.
The 4WD High goes a lot further than you might expect, but the ultra-low range gearing also helps you to plan your wheel placement and path over obstacles carefully and enables heaps of wheel torque for adjusting your speed on the fly.
Some may bemoan the lack of a manual for really technical off-roading, but the eight-speed auto does a great job of putting the power down and isolating drivetrain shock.
When needed, the swaybar disconnect and diff locks are easily activated via the centre console switches, and the former makes a particularly big difference to the Wrangler’s ability to keep all four wheels on the track and simply amble along.
I had a steer of both petrol and diesel versions on the track, and the diesel does a really good job for such a little unit.
It'd also no doubt be a lot more efficient when you're off road, but I'd personally prefer the linear power delivery you get with the V6, not to mention the extra power. Did I mention that it's also $5000 cheaper?
Then when you're on the road, which is admittedly where any four-wheel drive will spend most of its time, it's a significant leap ahead of any Wrangler of the past.
It's more refined, more comfortable and more stable, but ultimately there's no disguising its off-road focus.
In the US I said that it felt like it was on par with one of the better dual cab utes, but Australia's bumpier roads reveal it to be a bit more jiggly, particularly through the solid front axle.
I also reckon the chunky mud tyres take a bit of the edge off the handling too, but I am a sucker for the sound of mud tyres rolling down bitumen at speed, and these rough edges are all there for good reasons.
This is a difficult section to score, because the updated Mustang has a lot of safety equipment, but it falls short on the ANCAP crash test score. It was tested by Euro NCAP in 2017, and managed a lowly three stars, due to poor crash protection for occupants.
At the very least, that’s a step up on the pre-facelift model, which scored just two stars in ANCAP testing in 2017. ANCAP has announced the updated Mustang achieves the same three-star score as Europe (from December 2017 production).
Despite that, the 2018 Mustang comes fitted with a lengthy list of safety gear, including dual front, front side, curtain and driver’s knee airbags (no curtains on the convertible model). Plus there’s a reversing camera, rear parking sensors, auto emergency braking (AEB) with pedestrian detection, lane-keeping assist and lane-departure warning, adaptive cruise control, auto high-beam headlights and auto wipers.
So, with all the gear, 6/10 seems harsh. But if you have a crash, the Mustang has been deemed to be less safe for occupants than other cars out there, so it’s a justifiable score.
The new JL scored a significant blow with the announcement of EuroNCAP’s one-star rating, but it’s worth noting that the European model tested lacked the AEB and blind-spot monitoring of the top-two Australian models, which will also be applied to the base Sport S from later in 2019.
At this point, Jeep Australia hopes ANCAP will award it a higher score, but I wouldn’t hold your breath for five stars.
The fact is, it’s just not possible to make a car with a fold down windscreen and removable doors and still score the same safety rating as a Volvo SUV.
Aside from these active features, all Wranglers come with dual front and side airbags, if not curtain or any rear bags, while the top models get full-speed collision warning and rear cross-traffic alerts.
Ford has recently introduced a five-year unlimited kilometre warranty, applicable to all vehicles purchased from May 1, 2018. That’s a nice touch from the brand, which needs to appeal to customers now more than ever.
As with most Ford products, the Mustang has service intervals every 12 months/15,000km, and the company has a capped-price service plan applicable for the life of its cars. Prices can be found on the company’s website, but to give you an idea, the average cost per year for the first five years if you stick within the 15,000km interval bracket works out to $372 for the four-cylinder and $477 for the V8.
If you’re worried about Mustang problems - be it questions over reliability, engine problems, transmission problems or general issues - be sure to check our Ford Mustang problems page.
The new Wrangler is the first Jeep to introduce the brand’s new capped price servicing program, which will be rolled out across the line-up with each model year update.
This caps servicing at $299 per service for petrol Wranglers and $499 per service for the diesel. Jeep claims the new pricing will bring savings of up to $850 over the five-year warranty period than the previous JK model.
Service intervals are now 12month/12,000km for the petrols and 12/20,000km for the diesel, which on one hand is a drop from the previous 24-month gaps, but the distance element has thankfully been extended from 10,000km.
Jeep is in line with the new five-year warranty status quo among mainstream brands, with unlimited kilometres, five-year capped price servicing and lifetime roadside assistance when serviced through a Jeep dealer.