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Taking a Winter Dip With the 2018 Jeep Wrangler Rubicon

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Like a lot of northerners this time of year, I’ve been praying that winter has petered out, and that New York’s sidewalks—disgusting abundant at any time—have apparent their aftermost blast of the season. And afresh the 2018 Jeep Wrangler Rubicon swed up at my door, like a brat in a bright-red snowsuit, allurement me to appear alfresco and play.

I answerable with a day of off-roading at New York’s Monticello Motor Club, wse almost 350 acreage of trails were snowbound from a contempo nor’easter—including several storm-felled copse that blocked admission to some trails. Conditions were bluntly not ideal, alike for this Rubicon, the best aisle bang-up in the all-new Wrangler—internally called “JL”—lineup. Yet the Jeep (and its drivers) had a brawl anyway, cartoon a on’s adaptation of snow angels—maybe snow A-les?— in the abysmal drifts. [Let's never alarm them that again. —Ed.] Chris Duplessis, Monticello’s clue administrator and our admired emblage champ, artlessly coaxed some picturesque, albino roostertails out of the Jeep. Yet low-speed obstacle ample is the Jeep’s accurate calling, and this Wrangler is alike bigger for tse ad-lib commando missions. 

Chris Szczypala

Wrangler Rubicon, activity unstoppable on Monticello Motor Club's off-road trails

Versus the Wrangler Sport, Sport S and Sahara models, the Rubicon adopts beefier Dana 44 axles advanced and rear, wse backbone is capital for any austere off-roader—including owners w appee to run taller-than-stock tires that put above accent on components. Alike this Rubicon now comes accepted with 33-inch alpine tires (up from 32s) on atramentous wheels, with by, BF Goodrich K02 All-Terrain rubber. Tse “new generation” Danas accommodate a 4.10 drive arrangement that improves the Jeep’s low-speed ample arrangement and bit-by-bit adeptness on trails, no amount which chiral you cose: The eight-speed automatic, operated via a cool, Louisville Slugger-sized about-face lever, or the new six-speed chiral that’s abominably abandoned offered with the actomed Pentastar 3.6-liter V-6. That eight-speed ably replaces a ulent old five-speed, and lifts ammunition abridgement to 18/23 afar per gallon city/highway in both two-door and four-door Unlimited models, up from 17/21 mpg before. (The manual-trans V-6 archetypal is acceptable for 17/25 mpg).

Chris Szczypala

Reworked seven-slot grille harkens to Jeep CJ's of old. Animate pers optional.

That actomed 3.6-liter Pentastar agent makes 285 application and 260 pound-feet of torque here. But a new 2.0-liter turbo—related to the agent in the Alfa Romeo Giulia and Stelvio—becomes the Jeep’s aboriginal accessible four-banger aback 2006. The four-cylinder delivers 270 rses and 295-pound anxiety of torque, the closing peaking at aloof 3,000 rpm. That's both more-accessible and added all-embracing torque than the V-6, wse bottom 260 pound-feet doesn’t aiguille until 4,800 rpm. 

That torque gets accession low-end accession from FCA’s new eTorque balmy amalgam system, with its 48-volt battery, s/stop function, and adorning braking. No chat on breadth yet, but that added grunt, efficiency, and technology accompany a $1,000 upcharge against the V-6. But the absolute torque baron arrives aing year: an alternative 3.0-liter V-6 turbodiesel with 260 application and 442 pound-feet.


Chris Szczypala

By aing year, Wrangler will action a agent in accession to a gasoline V-6 and mild-hybrid turbo four.

Once decrepit up, it was bathtime for the Jeep. The Wrangler aing the Polar Bear Club, breaking up a breathtaking area of ice over a baby pond (sorry, attributes lovers) and flirting with its official fording absolute of 30-inch water. There’s 10.9 inches of arena approval beneath the rear differential’s “pumpkin.” And the Jeep’s access angle—that accessible adviser to w steeply the Jeep can ascend or alight after cutting its advanced per—has absolutely bigger by two degrees.

Come balmy weather, owners will adore a accurate breakthrough: You can uredly bend bottomward this Jeep’s windshield—or abolish and arrect its alternative bendable top—witut a boutique chiral and some acrimony administration techniques. Removing four simple bolts allows the windshield to bead flat, compared with the 28 accouterments of old. My Jeep’s auto featured a brace of removable, quick-release panels over the advanced seats; that absolute auto can be aerial off as well.

Chris Szczypala

Man, you could absolutely use a bath. Aloof not added than 30 inches

On this day, the abandoned obstacle that flummoxes the Jeep is a coffer of boulders that’s aloof too covered in snow and ice for us to get abundant absorption and ability the top. But the Jeep ably climbs alarming grades through a acceptable 18 inches of abstinent snow. With the Wrangler sitting in one deep, bouldered beck bed, I charge to lock the advanced and rear axles (which requires alive a additional chiral batten into low-range 4WD) to ascend up the abrupt bank. Ah, and here’s the locker switch, now a simple, ergonomically-friendly toggle—up for aloof the rear axle, bottomward for both axles—that Jeep designers confused to the centermost dashboard from its above abode as hard-to-locate switches active abreast the driver’s larboard knee. Accepted animate drift plates—and the Rubicon version’s accepted bedrock rails—kept me from damaging the rocker panels, or worse, ytical powertrain components.

Chris Szczypala

Wrangler encourages Ulrich to accompany a additional career as an L.L. Bean model

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I can account what Zen masters of rock-pping and mud bogging are thinking: Yeah, we apperceive this Jeep is about unstoppable. What you won’t know, until you acquaintance this Jeep for yourself, is w adequate it’s become. The aation structure, gale-force wind babble and abominable HVAC system? All banished. The pathetically baggy steering, Richter-scale cavalcade shake, apathetic handling, and shimmying over ps? Additionally appreciably improved. For the aboriginal time in history, the Wrangler isn’t a ignment to drive on pavement. 

And as Eric Adams acclaimed on his own Wrangler drive in New Zealand—hey, it’s not the Catskills, but whatever—the Jeep may be aback civilized, but annihilation about it is wimped-out or watered down. It’s still as absolutely accurate an off-road apparatus as you can buy. That's alike added arresting aback you accede w abounding accepted off-roaders accept either gone abolished (Nissan Xterra, Toyota FJ, all the Hummers) or been so compromised as to be bugged (Nissan Pathfinder, Toyota 4Runner).

Fiat Chrysler Automobiles

Psst, naked pictures of a Jeep

First, the Jeep’s animate anatomy is now absolutely boxed and acutely added rigid, including a big jump to 80-percent high-strength steel. Yet the anatomy abandoned is 100 pounds lighter. A new five-link advanced suspension, revised geometry, and redesigned anatomy mounts bear abundant bigger babble and bang isolation. No one will abash the Jeep with, say, a Mazda CX-5 or added car-miing SUV...but you won’t abash it with a Woodstock-era academy bus, either.

There’s still acceptable comedy in the steering, but the Wrangler feels awfully added buried and ured at speed. On the acknowledgment from Monticello, I steered the Jeep bottomward continued artery grades, in abandoned crosswinds, at bigger than 80 mph, with no white duke whatsoever. The clams od, now captivated in abode with two easy-acting advanced latches, didn’t aate and wobble, acknowledgment to a brace of vents that let air canyon through.

Chris Szczypala

New awning latches are a breeze; awning vents acclimatized breeze, ane clams awning from aerial at speed

A advantageous commuter grab-bar aloft the glovebox helped my height-challenged sister ascend aboard. Oh, and let's not balloon the animal comforts, admitting abounding are optional: covering uplstery, touchscreen aeronautics and alien s; wi-fi, Apple CarPlay, and Android Auto; acrimonious advanced seats and council wheel; a aback camera (useful aback you’re got that additional annoy blind off the back), blind-spot monitor, and cross-traffic detection. (The accomplished UConnect infotainment awning is waterproof, forth with four USB ports, so you can still apparently booty a corrupt to the interior). A acrimonious council caster on a Wrangler? Maybe I’ll skip the mittens the aing time I hit the woods. 

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Such doubtable indulgences would accept affronted my backward father, w never met a bare-bones truck—from Jeep Wagoneers to International Harvester Travelalls—that he didn’t like. Some Jeep admirers ability feel appropriately put off by my tester’s $49,570 price. (Say it with me, and don't go accessible on the f-bomb: $50,000 for a ing Wrangler?) Yet there's no charge to absorb annihilation like 50 grand. A two-door Wrangler Sport ss from almost bisected that, at $28,190, and a four-door Unlimited Sport begins at $31,690. Alike this Rubicon 4x4 ss from $38,190. Let's put it this way: Accept you priced out a Range Rover or Mercedes-Benz G-Cl lately?

Fiat Chrysler Automobiles

Bare basic no longer, as there's now UConnect infotainment, Wi-fi, acrimonious seats, you name it

While bodies accessory Wranglers with broiled chastening and albino mountaintops, it’s absolutely an ideal barter for burghal dwellers, abnormally with the JL generation's breakthrough bound in comfort, quiet, and handling. Measuring aloof 166.8 inches continued in two-door srty guise, it’s a breeze to esplanade and action in aing quarters. That’s three inches beneath than a Mini Countryman, by the way, and 10 inches beneath than a Honda Civic sedan. 

Even the Jeep’s awfully apathetic axis amphitheater is a cogent 12 inches beneath than before, which actomed me to accomplish an accessible U-turn on a Brooklyn street. The Jeep feels impervious to potles and added pavement atrocities that comedy with accepted cars. Yet the Jeep’s alpine anatomy and armor-plated atude additionally accomplish it a mini-Hummer in added driver’s eyes: In New York, anybody from afraid Prius owners to anarchic Uber pilots gave the Wrangler a advanced berth. 

Chris Szczypala

Redesigned chis, abeyance and anatomy abandoned accession Jeep's y off-road skills

15 years ago, the Wrangler seemed to be fading, award as few as 64,000 buyers a year. Incredibly, alike as added SUVs accept disappeared—or in allotment because there are no like-priced alternatives—Wrangler sales accept exploded since. The Wrangler accomplished a almanac 203,000 sales in 2015 (boosted by accepted four-door versions) and topped 190,000 the accomplished two years. And that’s for a archetypal advancing the end of its activity cycle. Considering that success story, I’d argue, vociferously, that this Wrangler is an aboriginal adversary for aing year’s North American Barter of the Year Award. Sure, the redesigned Ram 1500and Chevy Silverado are high-volume, spotlight-gging pickups, but neither one represents a breakthrough bound in its cl like this Jeep.

Or maybe I’m aloof biased. I’ve endemic two Wranglers in my day, apprenticed into winter account aback I lived in Detroit and had to barn my sports cars. For all their flaws—so abounding flaws—I admired tse old Jeeps. This Wrangler JL charmed me all over again, yet it’s a ridiculously bigger circadian disciplinarian than the ones I owned. In fact, aback it came time to duke aback the Jeep, I didn’t appee to let it go; for me, that’s a reliable urance of a acceptable car or truck. Or, let me put it this way, abnormally if you’re ailing of winter: Driving the new Wrangler, you ability be blessed if it active in July.

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Lawrence Ulrich, The Drive’s arch auto critic, is an award-winning auto announcer and above arch auto yzer for The New York Times and Detroit Free Press. The Detroit built-in and Brooklyn gentrifier owns a afflicted ’93 Mazda RX-7 R1, but may appee to accord it a acceptable me. Email him at Lawrence@thedrive.com.



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