Jeep Wrangler Rubicon review: ready for duty

The revamped Wrangler’s military roots shine through.

Jeep Wrangler Rubicon, from $63,950

Every few years fashion wakes to a reveille bugle and suddenly every jacket has epaulettes and comes only in khaki. There’s a parallel in motoring, but it’s a constant slow drum beat that draws people to cars tracing their origins back to military vehicles.

There was a time, many decades ago, when weapons-grade wheels – epitomised by the Land Rover Defender and today’s subject, the Jeep Wrangler – were the only off-roaders available. Now, with almost half the market opting for some sort of high-rider, the modern SUV utterly dominates.

The two are related like we are to the chimpanzee – distant cousins – and an urban SUV can go offroad about as readily as we can swing from trees. Buyers want easy ingress and a commanding view more than they want to nest in leaves. Today’s SUVs look like jacked-up hatchbacks because that’s what they are.

But there are still those who heed the call-up. The Defender replacement is eagerly awaited and the direct descendant of the battlefield Willys Jeep, the Wrangler, is the brand’s best-seller. Jeep churns them out faster than during World War II.

Demand is being propelled by a new version that has just arrived in Australia, superseding the previous 2007 generation. It’s a longer and wider vehicle, available as before as either two or four-door. However, the range has been simplified to three trim levels and only the top-spec Rubicon comes with a diesel – a 2.2-litre unit to replace the previous 2.8. The petrol engine, a 3.6-litre V6, is carried over with slightly more accessible peak torque. In either case, the automatic has been promoted to eight speeds instead of five, and this time there’s no manual. That, plus electric power steering, engine stop-start, better aerodynamics and a big reduction in weight (91kg) help improve fuel efficiency by up to 13 per cent.

The cabin also raises its game with improved instruments and controls. Plastics are robust, appropriately, although fit and finish could be better. Interior storage is slight, cargo space compromised by an internal rollover bar – the roof is removable – and the rear doors are smaller than the fronts. There’s no overhead grab handle for the front passenger.

It’s pre-fitted with switch blanks for the extra gear offroaders love, and the previous veneer of technology has now been woven into the car. That includes most of the safety systems – blind spot alert and so on – that crash test bodies demand. However, the Wrangler emerged from a European crash test with only a single star; fortunately, Australian examples will get autonomous emergency braking (next year on the base model Sport S), a lack of which cost the test vehicle points.

Jeep Wrangler Rubicon, from $63,950

There’s also some truth to Jeep’s claim that test regimens are tilted against such a specialist off-roader. This Wrangler retains traditional steel body-on-frame construction, which it has in common with trucks and utes, plus a unique ability to remove not only its roof but also its doors. “Testing protocols that apply exclusively to urban scenarios may not align with such a vehicle,” Jeep says.

But that also leaves Jeep in a bit of a bind because its own research finds “style” is the single most persuasive reason for purchase. If you are buying a Wrangler because you like open-top cruising to Bondi after shopping for khaki jackets, then its compromises should give you pause.

These extend to its on-road behaviour. The model that cuts the best dash in terms of looks – the Rubicon – is also the one with most offroad ability. Beam axles, offroad tyres and plenty of ground clearance mean a jittery ride, cabin noise and high-speed handling from the old school. Its steering feels slow and vague compared with most modern SUVs.

The road drive in the test fleet – all Rubicons – is really just a transit stage to Climies Track in western Tasmania, where the proper trial begins. This is a challenging 18km of dirt, rocks, mud and water dips, and wet weather has raised the stakes.

Jeep says the Wrangler is the most capable offroader you can buy straight out of the box; certainly, it immediately feels at home on dirt. All grades come with a low-range transfer case and underbody protection, with the Rubicon adding heavy duty axles, a hard-core four-wheel drive system, locking front and rear differentials (to prevent loss of traction when one wheel is spinning), and a front stabiliser bar that disconnects for maximum wheel travel.

Even so, progress is slow as the eight-car fleet picks its way over boulders, slurps through mud and splashes across water troughs of uncertain depth. The Rubicon can wade to 76cm and has an air intake located as high as possible under the bonnet, obviating the need for a snorkel. A head of steam and decent bow wave are essential.

Diesel – a $5000 premium over the petrol – is the pick for range (with an 81-litre tank on four-door Wranglers) but the V6 is surprisingly likeable and with just three people on board, its torque deficit compared to the diesel makes no difference. Of course, a couple of cars get stuck in places but with the right line, the Wrangler drives with authority across most obstacles.

Despite a substantial price rise, the new model will be an irresistible lure to many hardcore offroaders who want something without a Toyota badge. As a fashion statement, it’s as persuasive as army boots: you’ll need to put comfort a distant second to style. But you’ll get where you’re going.

Jeep Wrangler Rubicon

Engine: 3.0-litre petrol V6 (209kW/347Nm) or 2.2-litre turbo-diesel four-cylinder (147kW/450Nm)

Average fuel: 10.3/7.5 litres per 100km

Transmission: Eight-speed automatic, all-wheel drive

Price: From $63,950

Rating: 3.5 out of 5 stars