Mercedes-Benz GLA-Class VS Jeep Wrangler
- Exterior styling
- Interior and cabin appeal
- Rear space, and space overall
- Lack of boot space
- Driving position not too high for some
- Engine noise slightly un-sexy
- 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
Apparently there is an ugly Kardashian, but you don’t care, or if you do, you shouldn’t, so let’s talk about the Hemsworth brothers instead.
In any other family, Luke Hemsworth would probably be called handsome, if a little short. Unfortunately for him, standing next to Liam and the God who walks amongst us that is Chris (I had to interview him once, he really is dreamy), Luke looks like he’s barely keeping his chin above the water line at the shallow end of the gene pool.
The Mercedes-Benz SUV range has quite a variation of lookers in its family tree as well, but I would argue that the new, entry-level GLA is pretty much the Chris of the range, or at least the Liam. The unfortunate, slightly large-foreheaded GLB would obviously be the Luke.
The only problem with all this, of course, is that the car that originally gave birth to the GLA - the A-Class - is more attractive than all of them, and Craig Hemsworth, sire of the family, doesn’t quite pull that off.
The point is that the new GLA is going to be even more popular than the original one, which sold a staggering one million units worldwide, because it is not only bigger and taller, but better looking, inside and out.
And let’s face it, no one is buying an urban SUV like this for the way it can climb a snow-covered alpine pass. Even all-wheel drive is optional.
But the GLA has this niche nailed, and the new one - thanks to its style, space and the effortless way it rides - is going to be an even bigger success.
|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|
You can tell that this car is going to be a success just by looking at it. For a lot of people, to see one will be to want one, and when they sit in that hugely high driving position and gaze upon the future-fabulous interior they’ll be even more sold.
It’s fair to say the GLA 250 does everything well - aside from providing boot space - and with great comfort, and in terms of looks, inside and out, it reaches the level of outstanding.
Personally, I’d take the lower and sleeker A Class every time.
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.
I have to say that it’s quite an effort for a car company to get me interested in the look of an SUV, but from its tough, bold and yet stylish grille to its taut back end and BMW-aping rear light cluster, the new GLA really is a looker.
I had the good fortune to bring our GLA 250 test vehicle home and park it right next to the previous model, in the same colour, thus properly ruining the day of one of my neighbours.
The growth in size is clear - the new car is 12cm taller, 30mm wider and has a 30mm-longer wheelbase, yet overall it is 14mm shorter, which makes it look neater as well as stronger - but it’s the little tucks and tweaks of design that have really improved the look. The rear-light cluster is worth mentioning again, as it's just so much nicer.
While the original GLA was simply a case of making an A Class on stilettos, its success has encouraged Benz to really pour some effort into its successor, and the result is clear. This thing is a real looker.
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.
The main goal of the GLA’s new, more SUV-like shape, in practicality terms, seems to have been to lift the driver even further off the ground, because the command-seating position is obviously a big selling point for someone who finds the A Class too ground-hugging.
So, while some of that growth in height has been used to increase head room to the point where I could easily wear Abraham Lincoln’s hat while driving, much of it has gone to making the driving position a full 10cm higher than in the previous GLA (it’s also 14cm higher than in an A Class).
Personally, the height of the seat drove me slightly spare, and every time I got in I tried to lower it, only to find it doesn’t go any lower, but, tellingly, my wife - who is not far off being an elf - loved it.
What I did like was the back seat, which is truly voluminous. Through clever packaging, Benz has managed to liberate no less than 12cm of extra legroom back there, and I could properly stretch out.
With its standard double-paned panoramic roof and huge windows (part of huge doors, which do come close to scraping on any gutter higher than a match box), it’s a very glassy interior indeed, and visibility is excellent.
There are two cupholders between the front seats, and there’s storage for big bottles in each door. Oddment storage is plentiful, although they could have more if they did away with the now redundant mouse pad and the so-called “arm rest” behind that, which feels more like a gear-shift lever they forgot to remove when they put the shifting functions up on a column stalk.
There’s no need for the track pad any more because the giant and truly very lovely 10.25-inch touch screen does everything via touch, and sits next to another screen the same size that acts as your dash readout, making the whole thing look like a particularly long iPad.
While other car companies, including Audi, which has long been the winner in any interior-design conversation, are still just jamming big screens on top of dashboards, Benz has turned its entire dash into a digital display, and it looks amazing, and futuristic. Like a concept car you can actually buy.
The overall feeling of quality and tech - particularly at night when it all lights up beautifully in a colour of your choosing - in this alluring interior is one of the main reasons buyers will flock to the new GLA.
The seats are not as sporty as some, but they’re comfortable enough.
The one letdown, however, which comes as a shock with all that space in the rear, is the boot, which is just 435 litres, compared to the Audi Q3’s far more practical 530 litres. It really is a surprise when you open the back and see so little there, and that really does lower the practicality mark.
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
I find it hard to believe I’m saying this about a Benz, but at a starting price of $66,500, the GLA 250 4MATIC does seem like quite a lot of car for the money. This might be influenced by the fact that I know a couple who recently dropped more than $70K on the smaller A Class (they actually went shopping for a GLA, but then fell in love with the look of the little hatch).
There, are of course, always issues with the Germans when it comes to what you do and don’t get for your tempting entry price, and in the case of our test vehicle it would stick in my craw quite badly to pay $385 extra for its Polar White paint. Yes, white paint costs extra.
While the Titan Grey Pearl and Black Lugano Leather is nice, it’s only in the car as part of the $2838 AMG Exclusive Package. Throw in the Sports Package at $1915, which gets us the sexy 19-inch AMG alloys, and the Driving Assistance Package for $1531 worth of extra active safety, drop on a dollop of LCT at $1329 and the asking price for our urban SUV hits a less-enticing-sounding $74,498.
Your standard inclusions for the $66,500 are a very lovely panoramic electric sunroof, heated and electronically adjustable front seats, with memory function, lowered comfort suspension and sports-direct steering, plus the Off-Road Engineering Package, while the standard, non AMG wheels are also 19-inch alloys, presumably just less sexy ones.
And you don't have to pay extra for Apple CarPlay, which is nice.
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
The GLA 250 comes with 2.0-litre turbocharged four-cylinder petrol engine that makes a handy 165kW and 350Nm, which is sent to all four wheels using 4MATIC all-wheel drive. The claimed 0 to 100km/h time is 6.7 seconds.
Your silky smooth gearbox is an eight-speed, or 8G-DCT automatic, in Benz speak.
The engine feels powerful enough, without being exciting, and sounds pleasant enough, without sounding sporty - it's pretty much Goldilocks for an urban SUV.
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.
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.
With such a high driving position, the worry is that you’re going to feel like you’re sitting on the new GLA rather than in it.
But the fact is that, once I became accustomed to the fact that I couldn’t get the seat as low as I wanted to, it all became comfortable enough, and I could get on with fully appreciating the ride quality.
While the GLA has a good, Germanic solidity to the way the interior is bolted together - the doors are almost too heavy, I fact, and can be tough for little people to close - it’s the way it sits on the road that really impresses.
The little Benz soaks up the bumps, particularly in Comfort mode, and provides the kind of ride and handling quality that you’d expect in a six-figure German car. Or a Benz of old, you might say.
Critics of A Classes past were heard to complain that they just didn’t ride as softly or richly as a Mercedes should, but the company has put things to rights with its smaller cars in recent years and you really feel like you’re getting the badge you paid for here.
Step out of the cruisy, snoozy Comfort setting into Sport, however, and the CLA feels out of its, well, comfort zone. It’s almost too toey for its own good, wanting to lurch around, holding each gear desperately and making noises that are merely loud rather than sexy.
Engine noise is a little intrusive whenever you try and accelerate fiercely in the GLA, in fact, but there is some handy pace there if you really need it.
Fast driving does feel out of character for the GLA 250 variant, however, and those who want that kind of thing should wait for the AMG-fettled version that will arrive in the next month or so, bringing 225kW and 400Nm.
As a cornering weapon, this car is more of a butter knife, smoothing its way around bends with minimal bodyroll. It’s an urban SUV, and it drives like one, albeit a very good one.
Typically, the steering is also light and easy to use rather than heavy and talkative.
Being the 4-MATIC variant, the GLA 250 also offers an Off-Road mode, which takes full advantage of its torque-on-demand all-wheel-drive system, but sadly our slightly brief introduction to the car didn’t provide us with the chance to hurl it down a scree-covered mountain side, nor to test out its version of hill-descent control.
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.
The GLA has not been ANCAP or Euro NCAP crash rated yet, but the first car got five stars from the Euro test and was never ANCAP tested. It’s safe to say they design their cars around being damn sure they get five stars.
You’ll also be getting no less than nine airbags - front, pelvis side and window bags for driver and front passenger, sidebags for the rear occupants and a knee bag for the driver.
In terms of active safety, the Active Brake Assist - which works up to 60km/h - is standard, as is Blind Spot Assist, with exit-warning function, which alerts the driver to approaching cyclists or vehicles when they’re about to open their door. Active Lane Keep Assist is also standard, as are the Active Bonnet, Traffic Sign Assist and Cross Wind Assist.
But you will have to stump up for the Driving Assistance Package to get things like Active Lane Change Assist, Active Emergency Braking Assist and Evasive Steering Assist.
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.
Your GLA comes with a five-year, unlimited-kilometre warranty, which is Japanese good, if not Korean good.
In terms of servicing, you can choose to purchase a Service Plan or pay as you go with capped-price servicing.
The costs for three annual services are $2050 for the Service Plan, or $2550 with the Capped Price Servicing (first is $550, second is $750, third $1250).
Service Plans can be bought in four or five-year lots, at $2950 and $3500 respectively.
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.