2017 Jeep Wrangler Reviews

Jeep Wrangler and Toyota FJ Cruiser go head-to-head in this comparative review.

There’s something special about driving a Jeep Wrangler.  The car that helped win a war has a rugged feel you don’t get in many so-called 4WDs any more. Jeep’s suspension is on the harsh side, the steering is kind of vague and the amount of noise that gets into the cabin is significantly greater than normal.All of which may sound like a criticism – but in fact we just love the way the American icon sounds and feels. Instead of being isolated from the action you’re sitting amongst everything that’s happening.ENGINE AND MECHANICALOur test drive marks introduction of a new V6 petrol engine to the Jeep Wrangler range. A thoroughly modern design displacing 3.6 litres, this twin-cam unit develops up to 209 kW of power, with 347 Nm to torque. Most to the latter is available at only 1800 revs – giving it diesel-like grunt that’s perfect for off-road driving.Jeep’s test figures say the new petrol powerplant accelerates from rest to 100 km/h in almost 30 per cent less time than the old 3.8 petrol unit it replaces, yet uses significantly less fuel while providing the overtaking safety the acceleration provides.The turbo-diesel 2.8-litre four-cylinder engine is still available and Jeep says it’s still likely to make up the bulk of sales of Jeep Wranglers – however, we feel the extra smoothness and responsiveness, not to mention the lack of that diesel fuel smell, will point more people in the direction of petrol than the sales guys anticipate.A five-speed automatic transmission is likely to be the biggest seller and though it seems to be cheating in some ways to drive a tough 4WD with a self-shifter there’s no doubt it will be simpler to drive in the tough on-road conditions that are likely to be the fate of the typical Wrangler.DESIGNVisually the 2012 Jeep Wrangler and Wrangler Unlimited, the latter being the long-wheelbase four-door model, are as before. The seven-slot grille has become an iconic part of the Jeep – though it must be pointed out that the earliest models actually had nine slots – as has the flat bonnet with rounded side and the squared-off mudguards.Jeep designers have tried playing games with the shape in the past, but the purists have jumped on them from a great height and the chances of them being silly again seem rather slim.DRIVINGWe took a brace of Jeeps over terrain that would have stopped many vehicles masquerading as 4WDs but which are aimed at creating the aforementioned isolation, not at enjoying the rugged Australian outback, beaches and forests.We took our Jeeps along narrow ridges with steep drop-offs that could have killed us had we got it wrong then along beaches with howling winds that created dangerous waves, as well as softening up the sand. (The winds later blew down a high-tech tent apparently erected in a semi-sheltered area for us to lunch.) As well as through paddocks with kangaroo and wallaby bouncing in front of us, apparently with a death wish.One thing we would like changed is the simple strap holding the doors open. We nearly had our knees smashed when the wind sweeping of the Southern Ocean tried to slam the doors shut. A more modern strut system to hold the door open would have prevented this – all complaints and explanations from Jeep lovers will be considered, but don’t be too harsh with your threats; particularly those who suggest we should be knee-capped…The favourable increase in the value of the Australian dollar against the US greenback has resulted in Jeep being able to begin the price list at a very reasonable $32,000 (excluding government and dealer delivery charges). This and the sheer pleasure in owning a Jeep Wrangler seem certain to see its sales climb significantly during 2012.JEEP WRANGLER 2012Price: from $32,000Warranty: 3 years, 100,000km with Jeep roadside assistanceService interval: 12,000km or 6-monthsThirst: 11.2 L/100km (manual) 11.3L/100km (auto), CO2 259g/km (manual) 263g/km (auto)Safety equipment: Airbags, ABS, ESC, HSA, ERMCrash rating: N/AEngine: Pentastar 3.6-litre V6, 209kW/347NmTransmission: 6-speed manual standard, 5-speed auto optional, 4WDBody: Four-door, 5 seatsDimensions: 4751mm (L); 1877mm (W); 1840mm (H); 2947mm (WB)Weight: 2268kgTyres: 245/75R17, 17-inch aluminium painted satin carbon wheels. 

Unlike the magazine's 4WD Of The Year award, which only looks at vehicles that are new or significantly revised in that year, these annual accolades look at all the 4WDs on the market. In fact long-time champions dominate these awards but sometimes even long-time champs are forced to step aside. Best Value for Money

There's a new Wrangler in town, and things have changed — big time. And nowhere in the extensive range of new JK-Series Wranglers are the changes more deeply felt than in the four-door, turbo-diesel variant.Extra doors and diesel donk aside, the big change from old Wrangler to new Wrangler isone of refinement and civility.No longer does the Wrangler drive like a truck and handle like a horse cart. The latest version, at least in four-door CRD guise, is a pleasant place to be regardless of the task at hand.Although the JK Wrangler retains its predecessor's separate chassis/live-axle design,it is, in fact, new from the ground up.The old four-litre, straight-six petrol engine has also been consigned to history. The JK-Series sports either a 3.8-litre petrol V6 or the first turbocharged diesel to appear in a Wrangler.The turbo diesel we tested was backed by a six-speed manual; alternatively, there's an optional five-speed automatic.As well as its turbo-diesel engine and six-speed manual, the test vehicle was fitted with the Renegade Pack, a $2500 option that includes a hardtop (as well as the standard soft top), tinted glass, side steps and a premium audio system with seven Infinity speakers (including a sub-woofer), a 368-watt amp and an in-dash, six-CD/MP3/DVD player.If you're a little confused about Wrangler nomenclature, the Sport is the standard model, the Rubicon is the far more serious off-roader, while the Renegade Pack is the aforementioned hardtop-plus-extras package.The “Unlimited” moniker simply refers to thelong-wheelbase, four-door variants.The Wrangler's live axles may not do much toenhance on-road dynamics, but they're one of thesecrets behind its impressive off-road ability.Live axles, especially in conjunction with coilsprings, provide lots of wheel travel, thusmaximising the chances of the tyres remaining incontact with the ground.In what is an unusual combination, the Wrangler combines live axles with electronic aidsthat include stability control, and bothbrake- and throttle-activated traction control.The throttle-activated traction control cuts the power when the wheels lose traction, while the brake-activated traction (BLDs, or brake-lock differentials, in Jeep-speak) can brake any individual wheel that has lost traction and is spinning faster than its mate on the same axle.The Wrangler's system has three operating modes that allow the driver to dial in the degreeof electronic assistance appropriate forthe situation at hand.With the ESP system fully engaged, full stability and traction control is maintained. Thisisthe default mode.In “partial” mode, the throttle-activated traction control is switched off and the stability control operates at a higher threshold. The brake- lock differentials are still engaged, however.The third mode allows the driver to fully switch off the stability and throttle-activated traction control, but retain the full functioning ofthe BLDs.The Wrangler's off-road strengths also extend to excellent approach and departure angles, good ground clearance, and solid front and rearrecovery points.On the other side of the ledger, the ramp- overangle of the four-door model isn't nearly asgood as the two-door's, visibility from the driver's seat could be improved, and the part-time 4WD system lacks the convenience of a full-time one.The Wrangler isn't so much a 4WD as a lifestyle. Witness the fact the doors can beremoved, the windscreen can be droppeddown and, with the Renegade Pack, youhave the option of a soft or hard top.Half-doors are also an option, and even thehardtop can be configured a couple of ways.Two easily removed panels above the driver and front-seat passenger give the feel of open-air motoring without having to remove the rear section of the hardtop — a two-person job.The interior is also comfortable and roomy with surprisingly good legroom in the rear. Safety features include driver and passenger airbags. Front-side airbags are an option.But there are some drawbacks. The centre rear-seat cushion is poorly shaped; the hardtop generates some wind resonance at highway speeds; there's no electric adjustment for the side mirrors; and the tailgate badly needs a brace to hold it in the open position.Some aspects of the interior fit and finish arealso pretty ordinary by today's standards.But there's no doubt the JK-Series Wrangler is light-years ahead of its predecessor in all theareas that count.The turbo-diesel engine is right up at the pointy end of things in terms of performance, refinement and economy, while the four-door model brings day-to-day functionality that previous two-door models could never achieve.With its various body options, the vehicle can be configured — almost on a day-to-day basis — to suit one's mood, or the activities planned.This is a Wrangler you can use every day, goholiday touring in, or head off for some serious weekend fun. It will do it all.

With no mobile reception, and the only payphone in town broken, we had wandered into the pub to use a phone.We stopped further up the Mudgee Rd at the Shell Roadhouse to top up the Jeep Wrangler Sport we had driven from Sydney before heading down the Turon Rd and on to Sofala, the 4WD way.The Wrangler is set up for driving off the beaten track so its on-road manners are not very refined. Get it on dirt, however, and it takes on a new personality with a surefooted yet more supple ride. The 4.0-litre, six-cylinder engine has plenty of grunt and produces 130kW of power at 4600 revs and 296Nm of torque from 2700 revs. Our Wrangler included a chrome pack worth $4000.Along the Turon Rd is Turon Gates, a peaceful place with cabins and a grassed camping area on the Turon River.On the riverbank three 4WDs and a car had stopped, the occupants assessing the torrent raging over the invisible bridge."You guys going to cross?" one of the group asked. "Our mate's about to come back, he just took the guys over from that utility, you'll be able to see how high it is on his wheels."Sure enough back came the LandCruiser utility. "You going to do it?" the camper again urged. "We'll stay and make sure you get across OK." Once over the other side, a friendly wave of thanks was thrown and we headed off to claim our campsite.Water crossings were to become the theme for the weekend's 4WD adventure. As we unloaded the strategically-packed Wrangler it was surprising how much we'd squeezed in, considering the car is not that big.The back seats fold up behind the front seats leaving an open square to stack things, and the Wrangler has four tie-down points to secure the load. The only thing that was a bit annoying was the lack of a hinge on the tailgate, which had to be propped open.The Wrangler feels a little basic with its wind-up windows, lack of central locking and indicators, which require the driver to turn them off manually. While headroom is enormous, shoulder room was comfortable but not abundant. Yet it has what you need, including a six-speed manual, driver and passenger airbags, front disc brakes, full-length centre floor storage with lockable console and two front and rear cup-holders, lockable storage bin and auxiliary power socket that works without the engine on.The next morning, the river had subsided enough to cross so we could tackle the 24km track to Sofala. The Wrangler ploughed its way around the winding, slippery dirt track in 4WD high, with 4WD low only engaged once to get up a steep rocky incline.About halfway along the track lay the remnants of a caravan that had become dislodged from its tow vehicle. The empty shell with the bed still visible was testament to the "road unsuitable for caravans" sign.After crossing a few riverbeds we were faced with a wider and deeper crossing. The indicator depth showed about 400mm but the Wrangler had a fair bit of weight so we slowly trundled across the causeway, which dipped in the middle. As we crossed, the water level kept rising, coming up to the door. Eventually, we came face to face with the widest and deepest crossing of the journey. One that actually made us think twice.As we sat in the Wrangler assessing the situation we pondered how a stricken off-roader we had seen earlier had managed to get across this one on the way in.The indicator was just a tad under 500mm, which — with the possibility of a dip in the middle — was a little disconcerting to say the least. But, it was not flowing fast and while the causeway did dip, the Wrangler took it all in its stride. In fact the weekend was a testament to the capabilities of the little truck, which did not put a foot wrong.On previous 4WD adventures we had often lamented the lack of river crossings. After attempting this track after a week-long deluge of rain the appeal is all but gone.