JEEP Wrangler 2018

Body and cabin

At first glance, the 2018 Jeep Wrangler might seem almost identical to its predecessor; you have to see the two generations side-by-side to identify their many differences. The “smoother” appearance of the redesigned model—rounded edges, flush roof, plate frame integrated into the rear bumper—contribute to modernity but above all to a ten-percent improvement in aerodynamics.

The Wrangler has always been characterized by its “transformable” body, and the engineers have simplified things this year. Folding down the windshield now requires the removal of 4 bolts, instead of 28. Removing and reinstalling the doors takes fewer steps and less effort.

The same goes for the roof, still available in hard and soft-top versions. In the latter case, Jeep even lists a power operated top with a retracting canvas panel, similar to a traditional sunroof. Very few owners regularly use these features, but the company cannot be faulted for neglecting them.

Climbing into the Wrangler is still a high step up, but at least the doors have stop positions to keep them from swinging shut on the occupants. The redesigned dash is more functional and more modern than ever, while still displaying an obvious link to Jeeps of the past.

Soft-touch surfaces, genuine metallic accents, rubberized switches, automatic dual-zone climate control, USB ports, touch-screen infotainment system, push-button start… Who would have imagined such refinement in the market’s most authentic off-road vehicle? And that’s not counting the significant improvements to the front seats, including standard lumbar support.

The formerly neglected rear passengers get some attention, too. The lengthened wheelbase provides more legroom, whereas four-door models offer vents and a folding centre armrest. Soft-top models add easily removed rear quarter-windows to heighten the outdoor feeling without having to remove the top.

Safety

With a removable top and doors and fold-down windshield, the Jeep Wrangler is a poor candidate for safety innovation. It still does not offer side curtain airbags, though for the first time side torso airbags are integrated into the seats. The 2018 Wrangler scored 3 out of 5 in U.S. government frontal crash resistance testing.

In terms of active safety, neither lane departure warning nor automatic emergency braking are offered, though they are common features nowadays. However, blind-spot monitoring is listed this year; as on the Ford F-150 pickup, its sensors are hidden in the rear stoplights.

FCA also found an ingenious way to integrate the now-mandatory backup camera: it is installed on the spare wheel support, which is still on the rear swing gate. The spare is mounted 3 cm lower than before and hides less of the rear window, itself enlarged. All the vehicle’s windows are lower this year, which improves visibility in all directions.

Mechanical overview

Far from just cosmetic, the redesign of the 2018 Jeep Wrangler also touches on several mechanical aspects, including the chassis. Still separate from the body, like a real truck, the frame incorporates more high-strength steel, which promotes both solidity and (relative) lightness. Along with the use of aluminum for the hood, doors, front fenders, swing gate and windshield frame, the result is a 90-kg reduction in weight.

The obvious goal is to improve fuel economy, which is not the strong point of this robust, high, square-shaped 4X4. For similar reasons, a four-cylinder returns under the hood, after a twelve-year absence. This time, it is a 2.0L direct injection turbo engine that churns out 270 hp and no less than 295 lb-ft of torque. Equipped with automatic stop-start and regenerative braking, it shares a close filiation with the engine used in the Alfa Romeo Giulia and Stelvio.

Offered as an option on all models, the turbo Four is mated exclusively to an eight-speed automatic transmission that is also new to the lineup for 2018. As tested in a four-door Wrangler, the combination easily moves the vehicle along. It remains to be seen how many buyers will want to pay the extra charge for this engine in exchange for a potential reduction of 1 or 2 L/100 km in fuel consumption.

The 3.6L V6 standard engine delivers 285 hp and 260 lb-ft maximum torque. Those who opt for it won’t lose out, or not much, with Jeep announcing almost the same reduction in consumption. What’s more, in our view the engine is smoother, quieter and more refined than the four-cylinder. It is more linear, compared to the turbo engine, which compensates for its lower low-end torque. It, too, pairs perfectly with the new, eight-speed gearbox.

The eight-speed is so brilliant, we even preferred it to the six-speed manual that is standard with the V6. With its bizarre gearing, the six-speed does not exploit engine power as well as the automatic. On the other hand, it is significantly more precise than before, notably thanks to shift throw, which is now reduced by half!

Some die-hard off-roaders swear only by a manual transmission, notably for its generally superior robustness, compared to an automatic. They probably will appreciate the fact that first gear has been shortened to increase power at very low speed.

No matter the transmission, the Wrangler doesn’t miss a trick when it hits the trails. In addition to 4X4 high- and low-range drive, standard on all models, the Rubicon version lets you lock just the rear differential or the front and rear together. Another button disconnects the anti-sway bar, for even more flexibility.

The result is unbelievable traction and boulder climbing capability, even with the four-door model. It’s true that the four-door requires a bit more caution because of its lengthened wheelbase. But that didn’t stop us from climbing a veritable wall of rocks at the wheel of a four-door at the 2018 Wrangler presentation in Arizona. Our success was also due to the big, all-terrain tires, a constantly light right foot and, above all, to the invaluable advice of a very experienced team of spotters.

Obviously, the majority of buyers will never submit their new Jeep to such rough treatment. While they won’t know what they’re missing, they will enjoy the 2018 Wrangler’s considerably improved road manners. Yes, the body still rocks slightly from side to side, especially the two-door models. And yes, wind noise eventually becomes irritating at highway speed, especially with a soft top.

However, the engineers deserve kudos for the steering system. With its new electro-hydraulic power assist, the steering proves considerably more precise than before, both in turns and keeping a straight line on the highway. The Wrangler suspension is still firmer than average for an SUV, but it no longer bounces around on the least little series of small bumps. Brake-pedal modulation is also improved.

Is the Jeep Wrangler as comfortable and refined as a car-based crossover? No, of course not. But for the uninitiated, just being able to envision a long trip as other than punishment is already a lot.