2017 Jeep Wrangler Reviews

It's taken 11 years for Jeep to put together the new Wrangler. Does it live up to the badge?

The Jeep Wrangler is a real 4WD off-road vehicle that can take you to rough 'n' tough places that will break other so-called 4WDs.

Ewan Kennedy road tests and reviews the 2016 Jeep Wrangler 75th Anniversary with specs, fuel consumption and verdict.

Today's Jeep Wrangler can trace its ancestry directly back to the famed World War II Jeep, "the car that won a war". Obviously there have been improvements and refinements over the years, but these have been done with an eye on the heritage. Wrangler is a real off-road vehicle, a vanishing commodity in these days of

Two tough off-roaders live as comfortably in the city as they do in the bush.

A special 10th anniversary edition of Jeep's hard core, offroader – in either two or four-door form. Just 30 examples have been secured for the local market, 12 of them two-door and 18 four-door versions.Wrangler Rubicon 10th Anniversary Edition is $49,000 for the two-door model or $53,000 for the four-door, Unlimited model.  An auto adds $2000 to the price.There's a lot of pretenders but only one real competitor for this car and that is the Land Rover Defender. Both target the same buyer, but they are very different vehicles.The 10th Anniversary Edition is available only with a petrol V6, together with a six-speed manual or optional five-speed automatic. We would have preferred a diesel but the 3.6-litre Pentastar V6 engine is surprisingly good, producing 209kW of power and 347Nm of torque. Drive is to the rear wheels or to all four wheels if four-wheel drive is engaged – it’s a part time system. Not bad. It's a big truck of a thing but has no trouble keeping up with the traffic flow. Things have certainly come a long way since the early petrol guzzling sixes that powered Jeeps – the five-speed auto helps too. Rides about 40mm higher than the standard Rubicon.The four-door is rated at 12.0 litres/100km. We were getting 12.1 after more than 600km of mixed driving. Good to see the 85-litre tank takes standard 91 unleaded too.Gets 3.5 stars from the Government’s Green Vehicle Guide, with carbon emissions of 276g/km (benchmark Prius scores 5).Wrangler is a four star vehicle. Comes with a reverse camera, four airbags, that offer protection for the driver and passenger only. Features electronic traction and stability control, as well as roll over mitigation.Talk to the back. We just couldn't get comfortable in this car. You may have a different experience.Tends to intimidate other drivers. It's large and cumbersome in terms of city driving, with a large turning circle that can making parking difficult. Off road the Wrangler has few peers, designed to bash and crash its way down the roughest fire trail. It provides one of, if not the best, out of the box four-wheel drive experience available, with 264mm of ground clearance, front and rear locking differentials and a wading depth of 762mm. It has a wash out interior and can tow a 2.3 tonne load.For a hard core off road vehicle it contains plenty of creature comforts, like heated leather sports seats, climate air conditioning and satellite navigation. The Infinity audio system features 6 speakers, 368 watt amplifier and subwoofer. Comes with dual roof system, with a three piece modular fibreglass hardtop plus a roll out soft top (that tends to get in the way). A plaque features the vehicle's technical data, such as axle and sway bar types, transfer case type and crawl ratio, tyre size and location of manufacture.  

Jeep Wrangler is like nothing else on the road these days. It’s a genuine descendent of the WWII Jeep, though it has grown up and become (slightly) more sophisticated over the years.

Heritage and cred abounds when the seven-slot grille of the Jeep Wrangler looms into view. The US brand that is steeped in history from its humble military beginnings is looking to improve its reputation under the new regime and as they said - the only way is up in terms of how its seen by Australians, with a wave of new product coming to Australia, starting with the new petrol V6. Chrysler Australia managing director Clyde Campbell says the brand sold 12,000 cars last year - the brand's highest year ever - and there's new Chrysler product on the horizon. "We think the sales were a really good result in a market that didn't move much - one of our brands we had no product, but the other two brands were well up. "We've set the foundation to repeat the same sort of results this year and we're excited about that," he says.The mildly-updated range kicks off with unchanged prices - starting $32,000 for the two-sport six-speed manual V6, rising $2000 for the five-speed auto; go the diesel path and the impost is $6000, although adding the auto to the diesel only increases the price by $1000. Jumping up to the Rubicon - which adds the hard-core offroad bits - pushes the starting price to $42,000 for the V6 manual and there's no diesel option. The four-door Unlimited petrol V6 manual is priced from $36,000, or $42,000 for the diesel. Among the standard fare are hill start and descent control systems, air conditioning, a six-speaker sound system, 17in wheels and a tyre pressure warning system, but there's no standard Bluetooth (it's part of the Connectivity group at $490) and no standard side airbags (they cost $450) so you know why the pricetag looks lean.Premium paint ups the pricetag by $450 or the options list also includes the Renegade Pack for $3000 (which adds a black three-piece hard top, a black folding soft top, tinted-sunscreen glass,  tubular side steps and the upgraded six-speaker sound system)The petrol-only Rubicon Unlimited manual is priced from $46,000, which adds things like the upgraded sound system, automatic headlights, side rock rails,The new 3.6-litre alloy 209kW/347Nm V6 has 24 variably-timed valves and double overhead cams to gazump the old engine by 63kW and 32Nm with comparable fuel consumption around 11l/100km. There are two part-time four-wheel drive systems on offer, both run rear-wheel drive and then with a centre diff locked in four-high, but the Rock-Trac system has a lower low-range.Also on offer for a bit of extra off-road ability is what Jeep calls Brake Lock Differentials, which brakes individual wheels to reduce wheelspin and send drive to the wheels with grip. The Rubicon model gets the Rock-Trac transfer case as well as locking front and rear diffs, heavier-duty live axles and a rear disconnecting sway bar to help improve rear-wheel suspension travel.Park a 2012 Wrangler next to any number of Jeeps stretching back to World War II and you'll see what sort of design progression has occurred - it's the ain't-broke-don't-fix school of styling that Porsche seems to apply to the 911 (another icon). Macho, broad-shouldered and solid, you can pick them a mile (quite literally) away.The Wrangler has dual front airbags as standard - side airbags are optional - and the off-roader has stability and traction control, as well as the four-wheel drive system. There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests. The bumper sticker says it all - "it's a Jeep thing, you wouldn't understand." It's true in all manner of ways for the Wrangler, which has steadfastly refused to dilute its considerable off-road prowess to satisfy the soft-roader trend and retains icon status as a result.The first few kilometres in the new 3.6-litre petrol V6 (with the six-speed manual) show the powerplant is a big step forward from the old petrol engine, with more power delivered in a smoother and quieter manner. The manual gearshift requires something not far short of brute force and accurate throws as it's not forgiving of half-hearted gearchanges. We've started in the two-door short wheelbase model and it's a bit choppy on the tarmac and lolls around in corners, proving a bit twitchy if the pace is more than leisurely. Unsealed surfaces need the part-time 4WD system engaged if you don't want to bother the stability control, but once driving through all four wheels the Wrangler hangs on. The helm is not the most accurate or feelsome set-up, even among those vehicles with similar off-road prowess - recirculating ball steering and live axles were to blame, say Jeep crew, for the lacklustre manners when turning on-road, with far fewer issues arising off it. Jeep talk about it being new but aside from the engine it's a mild change of model at best, as the diesel is unchanged. Switching to the longer-wheelbase auto petrol V6 four-door and the choppy ride is less evident, a bonus given we're about to engage in some off-road activities. The transfer case lever is still on the wrong side for Australia (something that perhaps may be remedied with a more global approach from Chrysler) but once in low-range and in the rough stuffm the Wrangler feels far more at home. The ride is still little lumpy but it's clambering over sand and rocks (all at road tyre pressures apparently) with little fuss. Inside the cabin, load space in either car isn't great (the SWB is tiny) and the ergonomics of the dashboard and controls leaves much to be desired.  More than a few times my left knee put the automatic into manual change mode, the steering is tilt-adjustable only, the transmission housing intrudes on the driver's left foot and some of the in-cabin storage is awkward. My first car was a 1974 ancestor of the Wrangler (I still have it) and the imagery of the modern car leans hard on that history. Off the beaten track there is considerable ability but a nagging doubt about reliability - Chrysler says the warranty claims have reduced massively in recent times as well, time will tell if the sins of past models are no longer being committed. There are now other Jeeps in the range to join the school-run brigade, but if you still really want to get off the beaten track and can live with the on-road foibles, you'll understand this car.

Jeep Wrangler is the direct descendant of the original WW2 US Army Jeep and enjoys an iconic status with those who venture off-road.The 2012 Jeep Wrangler is fitted with a 3.6-litre V6 petrol engine that produces more power and torque than the previous 3.8-litre powerplant, while also reducing fuel consumption. In addition, Jeep has finally booted out the old four-speed auto in favour of a new five-speed. The new Pentastar 3.6-litre V6 offers 209 kW of power (up by a whopping 63 kW) and 347 Nm of torque, up from 315 Nm in the old 3.8-litre.Wrangler's interior is a mix of retro design, in keeping with the Jeep philosophy, and modern technology. We like the driving position and the overall comfort of the front pews. There are some things that take some getting used to such as some important switches – traction control, hill descent control, emergency flashing lights and outside mirror – buried at the bottom of the centre stack. The power window switches are mid way down the dash centre stacker. The reason for this is simple: the doors are removable. Getting in and out of the back seat is an ordeal. With all four seats in use the Wrangler's luggage area is about large enough for two aircraft flight bags. But the rear seat does fold and tumble giving a fair swag of room for camping gear. Wrangler two-door tows 1000 kg by the way.Wrangler comes with multi-stage driver and front passenger airbags with optional seat-mounted airbags for front seat passengers. Stability control, brake assist, traction control, electronic roll mitigation, tyre pressure monitoring lamp, trailer sway control, hill start assist and brake lock differentials are all standard. The auto also gets hill descent control.Jeep claims combined fuel consumption of 11.2 litres/100 km. During our review period we found Wangler auto slurped around 15.4 litres/100 km around town, and the combined figure was around 11.9 litres/100 km. On the open road the engine was quite a bit thirstier at 110 km/h than it was cruising at 100 km/h. At the higher speed we could not get below 12.3 litres/100 km. Jeep has improved consumption by bringing in the five-speed auto, but ideally we'd like to see a six or seven speed with a taller top gear to reduce the rpm when sitting on speeds above 100 km/h.Wrangler has always been vague in the steering. The current model is leaps and bounds ahead of the previous model but it still has a long way to go, particularly on Australia's rough roads. It’s is fine on the smooth tarmac, but as soon as it gets a little lumpy the car starts to jump around and requires the driver's full attention and input. Wrangler does respond quickly and predictably to driver input. The new engine delivers the goods and is never found wanting on hills or for passing at speed without dropping back a cog. If the road is dead smooth it also handles fairly well for a high-riding 4WD.Off-road is where Wrangler gets it together. The approach, departure and ramp-over angles are excellent for the toughest of terrain. The hill descent control works well and we really like the gearing in the auto when in manual mode. Being an auto and with the engine having so much torque, grunt is never going to be an issue off-road. Wrangler Sport two-door comes with the Command-Trac transfer case, so this is the basic Wrangler package for off-road duties with the Rubicon getting all the good stuff like front and rear electronic remote locking differentials.Good as the new petrol is, we'd opt for the diesel variant for on road economy and off-road performance. If you are buying a Wrangler for occasional off-road use the Sport is probably the way to go. If you are into regular serious off-road excursions with a Jeep club, then the Rubicon is the only choice.

Think off-road, think Jeep Wrangler. The Jeep Wrangler is steeped in history and has been synonymous with off-roading since 1941.  The original prototype was designed in 1940 and hand built in just 49 days for the US Army. During World War II, more than 700,000 were built, making them instantly recognisable by soldiers and civilians alike.  It has since become a legend in its own right with a massive global following. And with good reason, for those who want to venture off sealed surfaces.The Wrangler is unique on the road, barely changed in 70 years, and with a bright yellow Dozer paint job it stands out in traffic even more. The approach and departure angles are steeply raked, giving great off-road clearance and the cab sits high for excellent visibility.The design still allows the doors to be removed and the windshield to be folded down for open-air driving freedom – and untrumped hipster style.Although is well-equipped compared with its ancestors, the Wrangler is still spartan by modern standards.  It sports a leather steering wheel, clear instrument cluster, a modern stereo with Bluetooth connectivity and the usual comforts of air conditioning and electric windows, although I found the location of the electric window switches particularly awkward in the centre of the dashboard. The ‘U-connect’ stereo system is awful, requiring double confirmations on some basic actions such as dialling a number.  The voice recognition is hit-and-miss, and the audio streaming crackled and distorted.  I would have the system replaced with a quality third-party option before even taking delivery.Nowadays it almost goes without saying that all new cars should come with an ANCAP 5-star safety rating.  Not so the Wrangler.  There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests.  It comes with front driver and passenger airbags as expected, however very little else. Not even pre-tensioners for the seatbelts which felt pretty slack when braking in heavy traffic.  It does have Electronic Stability, Traction Control and ABS and you have to pay more for optional side airbags for front occupants only.As an on-road vehicle, the short wheel base Wrangler is dire.  It drives like a diesel truck.  The steering is light and loose, the nose pitches up and down during acceleration and braking, and the body wallows and rolls from side to side every time the engine is blipped. It feels like sitting in the rear of a light aircraft experiencing “dutch roll” and is guaranteed to make your passengers sick.  Ironically, I was expecting the ride to be soft and comfortable due to its off-road design, but the suspension setup and solid axles make every bump felt.After a couple of days of road driving, I avoided driving it if I could, finally deciding to take it off-road before losing all interest. I felt the Wrangler release a quiet jump of joy - back to its roots and over terrain for which it was originally designed.Within 100m of entering a rocky and sandy trail, it was immediately obvious the Wrangler relaxed and opened up.  The steep rocky inclines, soft dunes and sandy beaches were devoured with ease and in fantastic comfort.  What a turnaround, the Wrangler suddenly came alive!Even on relatively rough ground, with four wheel drive high gear engaged, the Wrangler didn’t miss a beat.  The low gear set is only really required when driving over steep dunes and soft sand, with the short wheel base and high clearance giving it a huge advantage.  Our afternoon was filled with fun and laughter, but I began to dread the prospect of the two hour drive back home.Under light commuting and general urban driving, the Wrangler struggled to better 13 L/100km, no matter how light footed, significantly higher than the quoted 11.2 L/100km combined cycle for the manual transmission.  On the freeway, we managed 12.4 L/100km using cruise control, but you should plan for 16 L/100km when off-roading.There is probably no more capable off-roader for the price.  The Wrangler represents fantastic value with prices starting a tad over $36,000 on the road. But - let’s be clear - the Wrangler is not a daily driver or a commuter.  This vehicle is a toy car, a weekender, for throwing the surfboard in the back, with a couple of mates and heading to those hard to reach locations normal cars envy.  It’s great fun off-road and simply awful on-road.Take it off-road and keep it there.