1985 Jeep CJ8 Reviews

Mazda has once again topped the annual JD Power Customer Service Index Study, the brand’s fourth consecutive win of the after-sales award that assesses buyer satisfaction.

Sure, it's built for the toughest of tough conditions, but can Jeep's Wrangler cut it as a family hauler? We put it to the weekend test to find out.

We often see '3500kg towing capacity' headlines in advertising and sales brochures for 4x4 dual cab utes and heavy-duty SUVs. However, as impressive as that 3.5 tonne figure may appear, it actually relies on a few other figures to make such a vehicle and trailer combination practical in the real world.The four key numbers which need to be crunched to make or break a 3500kg towing claim are a tow vehicle's kerb weight (no passengers or gear but fully fuelled and ready to roll), its GVM (Gross Vehicle Mass or how much it can weigh when fully loaded), its payload (the difference between kerb weight and GVM) and its GCM (Gross Combination Mass or how much it can legally carry and tow at the same time).The fact is that after running these stats through the CarsGuide calculator, many of the popular 4x4 dual cab utes and heavy-duty SUVs with 3500kg braked trailer ratings (both low-grade and high-grade models) require large reductions in payloads to achieve it, So large, in fact, that they make 3500kg towing impractical.The 2.8 litre turbo-diesel SR manual has a 1955kg kerb weight and 3000kg GVM, leaving a useful one-tonne-plus payload of 1045kg. Its 5850kg GCM also looks sizeable until you deduct the 3500kg towing figure (the auto is limited to 3200kg) from it, leaving 2350kg. Deduct the SR's 1955kg kerb weight from that and you're left with a legal payload capacity of 395kg. In other words, that big 1045kg of payload has been reduced by a whopping 650kg to avoid exceeding the GCM limit.So, just adding 3-4 adult occupants without luggage to this ute and trailer combination could theoretically use up all of that remaining payload and push it over the GCM limit. And if you're looking at the premium grade HiLux Rugged X manual, which shares the same 5850kg GCM but is 297kg higher in kerb weight, that equates to a payload of only 98kg. Just enough for a driver - and that's it.The 3.2 litre XL auto has a 2135kg kerb weight and 3200kg GVM, resulting in a 1065kg payload rating. Its impressive 6000kg GCM is also greater than the HiLux. However, deducting our 3500kg towing figure from that 6000kg GCM leaves 2500kg. Deduct the XL's 2135kg kerb weight from that and you're left with only 365kg of payload to play with – a massive 700kg reduction.The top-shelf Wildtrak, which shares the same GCM as the XL but has a higher kerb weight, drops that remaining payload to only 222kg. Two large adults maybe - and that's all. Hope you weren't planning on taking any gear with you...The BT-50 shares much of the 3.2 litre Ranger's platform and mechanicals so you won't be surprised to know that its 3500kg towing numbers are closely aligned. It has the same 3200kg GVM and 6000kg GCM of its Ford-badged brother, but it also has slightly lower kerb weights and higher payloads which work in its favour when crunching these numbers - but not by much.For example, the entry-level XT hooked up to our notional 3500kg trailer leaves a payload of 464kg before it exceeds the 6000kg GCM limit. The heavier top-shelf GT model reduces that payload to just 339kg. The latter figure allows only for the weight of a driver and maybe a couple of adult passengers. Okay, and their toothbrushes.Applying the same calculations to low-grade and high-grade models in the popular Isuzu range, the entry-level SX with its 3050kg GVM and approximately 2015kg kerb weight (Isuzu only publishes tare weights so we've added the missing fuel weight) allows for a 1035kg payload and a 5950kg GCM.However, deducting the weight of our 3500kg trailer from the 5950kg GCM leaves 2450kg. And deducting the 2015kg kerb weight from that leaves a payload of 435kg or a huge 600kg drop in capacity. For the top-shelf LS-T model, the payload limit is 10kg less.Like the Ranger/BT-50 twins, the Holden Colorado shares lots of platform and mechanical DNA with its D-Max birth partner so the 3500kg towing figures for entry-level and top-shelf models are almost identical. The low-grade LS leaves only 435kg of payload capacity after you hook up 3500kg of trailer, while the heavier high-grade Z71 leaves only 357kg of payload to play with.Like Isuzu, VW only publishes tare weights in their spec sheets, which allows for 10 litres of diesel in the fuel tank. So, like the D-Max we've added the missing fuel in kilograms to produce kerb weights for low and high-grade models to keep things consistent.As a result, the TDI550 V6 Core's 2149kg kerb and 3080kg GVM results in a 931kg payload and a big 6000kg GCM like the Ranger/BT-50. However, after deducting our 3500kg towing figure and the Core's kerb weight you're left with 351kg of payload, or a big reduction of 580kg. No surprises that the payload left-overs for the heavier top-shelf Ultimate TDI580 are even less at only 198kg - just enough for a crew of two maybe?The basic work-focused RX has a relatively light 1895kg kerb weight and 2910kg GVM, resulting in a 1015kg payload capacity and 5910kg GCM. Deducting 3500kg of trailer from the 5910kg GVM works out at 2410kg. And if you then deduct the Navara's 1895kg kerb weight from that, you're left with 515kg of payload capacity - again, a large drop of 500kg or half a tonne.So, 515kg of payload capacity with 3500kg in tow gives the Navara the most practical theoretical figure of the dual cab ute bunch, largely helped by its kerb weight. For the heavier top-grade SL-X that payload drops to 431kg, or the same sizeable 500kg reduction.Not all SUVs have 3500kg tow ratings but some of the heavy-duty 4x4 models do, so we ran our calculator over a selection of the most popular brands to see how they measured up in comparison to the dual cab utes.Fortunately, the payload figures were generally more practical, but the big reductions in some payloads required to not exceed the all-important GCM – or how much you can carry and tow at the same time – would still make 3500kg towing largely impractical in the real world.With a kerb weight of 2281kg and 2949kg GVM, the turbo-diesel Grand Cherokee has a payload of 668kg and 6099kg GCM. However, when you deduct the 3500kg towing weight from its 6099kg GCM (2599kg) and then deduct its kerb weight from that, the result is a big 350kg drop in payload capacity to just 318kg. The heavier top-shelf Summit model grade reduces that payload figure to just 184kg after a similar 350kg cut. Enough for a driver and passenger maybe.Unlike its Navara ute sibling, Nissan only publishes tare weights for the Patrol, so after adding the kilograms of its missing 130 litres of petrol, the Y62's kerb weight works out at a hefty 2847kg. With its 3500kg GVM, that results in a 750kg payload capacity and it has a towering 7000kg GCM.However, those figures look less impressive after you deduct the 3500kg towing figure from the 7000kg GCM which comes to 3500kg. Deduct the 2847kg kerb weight from that and you're left with a payload limit of 642kg after a 108kg reduction. The Infiniti QX80, which is based on the Y62, has 3500kg towing figures which are virtually identical to these.Land Rover's towing figures, like Holden's, are far from straightforward in the way they are presented in the company's specs sheet. They show neither kerb weight nor tare weight but another variation, which includes a notional 75kg driver and 90 per cent fuel. As a result, we only concentrated on one model to provide a general guide to the Disco range.So, after deducting the 75kg driver and adding the missing 10 per cent of fuel, we came up with a kerb weight of 2115kg. And with a (seven-seat) GVM of 3130kg, that equals an impressive payload capacity of 1015kg and GCM of 6440kg. Deducting the 3500kg towing figure from the GCM works out at 2940kg. Then deducting the 2115kg kerb weight from that results in a more realistic 'real world' payload of 824kg, but it still requires a substantial 191kg drop in payload to achieve it.That equates to four adult passengers and plenty of gear, so these are genuinely practical figures if you ever needed to tow at the max.One of the main reasons these solid, dependable and well proven all-terrain wagons continue to sell strongly is because they're very good at towing heavy things, powered by 4.5 litre turbo-diesel V8s (single-turbo in the 70, twin-turbos in the 200).The 200 Series' entry-level GX has a 2640kg kerb weight and 3350kg GVM with a 710kg payload capacity. However, when you deduct 3500kg of braked trailer from its 6850kg GCM, the GVM (and therefore that 710kg payload) does not need to be reduced. The same applies to the heavier top-shelf Sahara grade and its smaller 610kg payload.The 70 Series offerings, though, are the pick of the Toyota crop in this context. The LC76 wagon, in entry-level Workmate grade, has a 785kg payload rating while the higher-grade GXL is 795kg, both of which also do not need to be reduced to comply with a 6560kg GCM with 3500kg in tow.And we've left the best until last. The venerable LC78 Troopie, with its bountiful 6800kg GCM, offers enormous one-tonne-plus payload capacities of 1045kg in the Workmate and 1005kg in the GXL while towing 3500kg. No wonder they can't kill it.By crunching the numbers published by these vehicle manufacturers, many struggle to justify their 3500kg tow ratings, given the big drops in practical payload capacities required to achieve them. However, we reckon few owners would ever need to tow 3.5 tonnes with these vehicles, which as these figures show is something of a blessing.Our best advice to vehicle owners is to interpret any peak tow rating with caution and carefully do your sums if you're planning to use it. We also think it's time the motor industry had a rethink over these chest-beating 3500kg towing claims which, like official fuel consumption figures, are not relevant in the real world. A far more useful and responsible figure to publish would be a vehicle's towing capacity - with a full payload.

Thousands of vehicles are caught up in a long round of recalls that involves everything from Takata airbags to incorrectly-printed tyre placards.

The Jeep Wrangler is a very capable 4WD with real bush credibility, there's no disputing that, but just how much does something like the line-up's mid-range variant, the 2019 Overland, rest on the laurels of the brand's 'Trail Rated' heritage?

While there’s no V8 yet, US company Magnaflow has revealed custom exhausts for the 2020 Jeep Gladiator to enhance its sound quality and street presence. Available in three different configurations for the V6 petrol Jeep Gladiator, buyers can select two ‘Street Series’ cat-back systems or a ‘Rock Crawler Series’ system designed for maximum clearance. The Street Series systems offer “a comfortable interior note providing just enough engine feedback while not producing an undesirable drone and deep performance sound outside”, according to Magnaflow.One features a single rear exit with a polished stainless steel tip, while the other has a dual-split exit with a satin black finish under the bumper. The Rock Crawler Series exhaust uses a single straight exit on the driver’s side that’s supposedly packaged in a way that favours extra space for bigger bumpers, aftermarket suspension and so on. Pricing for the exhausts starts at US$517 - that’s on top of the US$33,545 starting price of the Gladiator Sport. The Gladiator is due to launch in Australia in the first half of 2020. Local pricing and specs will be revealed before then.

Fiat Chrysler has withdrawn its US$35 billion dollar merger offer with Renault, blaming "difficult political conditions" with the French government.

Jeep Australia has added two new special edition models to its line-up with Night Eagle editions of the Cherokee and Grand Cherokee now on sale.Based on the Cherokee Longitude, the Night Eagle picks up black 18-inch alloy wheels, a blacked-out grille, black badging and gloss black roof rails.On the inside of the Cherokee Night Eagle, the steering wheel and air-conditioning bezels are now finished in gloss black, while the $1650 Longitude Technology Pack with adaptive cruise control, automatic parking and blind-spot monitoring is standard equipment.The Cherokee Night Eagle is priced from $45,150 plus on-road costs, making it $3200 more than the Cherokee Longitude on which it’s based.The Grand Cherokee Night Eagle is based on the Loredo and adds 20-inch gloss black wheels, a black grille, body-colored bumpers, tinted glass and black badging. Inside, black leather seats with suede edging, an 8.4-inch multimedia system with Apple CarPlay and Android Auto and sunroof are additional Night Eagle equipment. While the Grand Cherokee Night Eagle is priced $5500 north of the Loredo, Jeep says $10,400 of extra value has been included. 

The Overland continues as the mid-range trim level of the new JL Wrangler line-up, with the two-door model sitting $9500 above the equivalent Sport S at $58,450.The Overland is also available as a four-door for $4500 extra at $62,950 and sits $9500 above the equivalent Sport S and $1000 below the equivalent Rubicon.For JL Wrangler, the Overland standard features list 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.Like all JL Wranglers bar the diesel version of the top-spec Rubicon, the Overland comes with a revised version of the JK’s 3.6-litre petrol V6 engine which produces the same 209kW/347Nm as before, but the two-door’s official combined fuel consumption figure is now 9.6L/100km (9.7L/100km four-door) thanks to weight savings, a new eight-speed automatic transmission and the addition of a stop-start system.

The rugged Rubicon continues as the top trim level of the new JL Wrangler line-up, with the now four-door only model sitting $1000 above the equivalent Overland at $63,950.The Rubicon scores hardcore off-road gear like BF Goodrich mud terrain tyres, shorter 77.2:1low 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.The Rubicon is the only trim level to offer the option of the new 450Nm 2.2-litre turbodiesel engine. List pricing for the V6 petrol version is $63,950, but the diesel adds a full $5000 to cost $68,950.Official combined fuel consumption is listed at 7.5L/100km for the diesel, and 10.3L/100km for the petrol. These figures are aided by a new eight-speed automatic transmission and the addition of a stop-start system.