So, do you think Audi is selling well these days? They are. Last year’s U.S. sales gained 11.1 percent for their best year ever,
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| Photo: Trevor Hofmann, Canadian Auto Press |
resulting in a total of 202,202 cars and crossovers sold.
What’s this got to do with the Wrangler? Absolutely nothing, although when I saw the iconic Jeep’s improved sales numbers that were up 15.6 percent for an all-time-high of 202,702 units throughout calendar year 2015, it caused me to stop in my tracks. First of all, except for one digit, the numbers are almost identical, this recalling Audi’s sales total that I used in a recent review, at which point it dawned on me that Jeep actually sold 500 more of its the humble Wranglers over the same twelve month period than the entire Audi brand that’s made up of 11 unique models and many more body styles, powertrain configurations and trim levels. A similar scenario plays out here in Canada, with the Audi brand good for a 9.1-percent increase resulting in 26,754, although the four-ringing German brand is more popular per capita here and Jeep’s Wrangler near dead even with 20,880 sales last year.
And
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| Photo: Trevor Hofmann, Canadian Auto Press |
don’t think I’m unfairly picking on Audi. While their sales lag a long way behind Mercedes, BMW and Lexus in the U.S. they’re still significantly ahead of every other premium brand. It’s just that the numbers being so close made for an interesting stat that throws a unique perspective on just how popular this little 4×4 is. If you’d rather look to its direct “compact” 4×4 SUV competition, it was up against the Nissan Xterra and Toyota FJ Cruiser last year, with the Xterra selling a mere 10,672 in the U.S. and a slightly better per capita 1,707 in Canada and the FJ tying up the loose ends of being canceled the year prior with only 229 U.S. sales and 8 Canadian ones (the previous year it sold 14,718 in the U.S. and 618 in Canada). In not so technical terms this represents a sales chart slaughter.
The Jeep brand on the whole is a license to print money, and no doubt the key reason Fiat bought into Chrysler group after the American company emerged from bankruptcy
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| Photo: Trevor Hofmann, Canadian Auto Press |
reorganization in 2009. Jeep sold 865,028 units from its six-model U.S. lineup last year, which represented a 24.9-percent increase over the previous year, while they achieved an almost equally impressive (per capita) 79,680 tally and 13 percent rise in popularity here in Canada. This makes it the sixth most popular mainstream volume brand out of 20 in the U.S. and 10th best selling here in Canada, not bad considering they sell zero cars or trucks (although brands that sell zero SUVs fare much worse).
The current JK-bodied Wrangler has been with us since the summer of 2006 when it replaced the TJ, and while it has received many updates throughout its decade-long tenure it’s still the same iconic design. The most notable update over the past 10 years was the much more advanced 3.6-litre Pentastar V6 and optional
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| Photo: Trevor Hofmann, Canadian Auto Press |
five-speed automatic duo replacing the less efficient 3.8-litre V6 and four-speed auto in 2012, that old engine having only been installed in the Wrangler since the JK’s inception; the TJ used the old inline 4.0-litre six that was mated to a three-speed autobox prior to ’03 if you can believe it.
The nearly base Wrangler Sport S before you includes that optional five-speed automatic, hardly a state-of-the-art gearbox when compared to the six-, eight- and even nine-speed automatics currently available across FCA’s multi-brand lineup, but it’s a reliable transmission that’s proven rugged enough to endure all the rocks, sand, snow, water and mud Jeep off-roaders can throw at it (besides, Jeep reportedly can’t fit the Grand Cherokee’s eight-speed autobox into the JK, so we’ll need to wait for the 2018 redesign before it
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| Photo: Trevor Hofmann, Canadian Auto Press |
gets upgraded). Notably a six-speed manual has been the standard gearbox since this model’s inception, the transmission of choice by 4×4 purists.
I called this Sport S model “nearly base” a moment ago, although there’s still the regular Sport below. Then again there are four trims above including the Willys Wheeler, Sahara, Rubicon, and 75th Anniversary Edition, plus of course the longer wheelbase four-door Unlimited model that comes in all trims except the base Sport (it starts in my tester’s Sport S trim). To be clear, most often the various manufacturer PR departments lend we journalists testers in higher trim levels (of the 10 Wranglers I’ve reviewed since the 2007 model debuted none were equipped anywhere near as basically as this Sport S and all were stretched to more family-friendly Unlimited proportions except for the initial model launch at Lake
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| Photo: Trevor Hofmann, Canadian Auto Press |
Tahoe where we tested both body styles on the Rubicon Trail). Of course, this makes sense as they no doubt want us to have the best experience possible while also giving us more features to write about, but I have to admit that I like it when we get to drive some of the lower trims that probably make up the bulk of sales. After all, I drove this Sport S for a week and didn’t feel like I was missing out on much.
The S adds larger wheels and tires, these being 17-inch Moab Sparkle Silver alloys on 255/75R17 OWL on/off-road rubber which replace the base Sport model’s 16-inch slot-spoke styled steel wheels on 225/75R16 BSWs, while the list goes on to add deep-tint sunscreen glass, a leather-wrapped steering wheel, chrome and leather-wrapped shift knob, air conditioning, and satellite radio with a year’s subscription for $5,450 over base or $30,945 plus freight and dealer fees.
My
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| Photo: Trevor Hofmann, Canadian Auto Press |
tester featured the $1,495 optional automatic transmission as well as the $1,000 Power Convenience Group that added remote entry with powered locks, powered windows, power-adjustable and heatable side mirrors, an auto-dimming rearview mirror with an integrated reading lamp, and a security alarm; the $525 Connected Group that adds hands-free communication with voice recognition and Bluetooth streaming, 3.5-inch multi-information display, a remote USB port, and a tire pressure monitoring display; some $200 tubular side steps; a $775 6.5-inch touchscreen infotainment system; a $695 Alpine audio upgrade with nine speakers including an all-weather sub housed in the cargo floor; $400 front seat side-thorax airbags; and no-cost Hydro Blue Pearl paint for an as-tested price of $38,035 plus freight and fees.
They
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| Photo: Karen Tuggay, Canadian Auto Press |
could’ve added a lot more to this Sport S model including leather for $1,900 (that comes in a package with the Alpine audio system), a tow package with a maximum trailering weight of 1,588 kilos (3,500 lbs) for $500, etcetera, but the only extra I’d be certain to include is the hardtop for $1,150 as it makes the Wrangler a better year-round companion and allows easier loading into the rear (unzipping the rear window to load in taller items is almost as annoying as trying to zip it back up again).
I should point out this upgraded Sport S model gets most everything that comes standard with lower Sport trim too, such as matte black front and rear bumpers, black fender flares, full-metal doors with manual crank windows and manual door locks, a Sunrider soft top, manual foldaway mirrors, halogen headlamps, fog lamps, a matching full-size spare tire bolted to the rear cargo door, two front and one rear tow hooks, an engine block heater, Command-Trac shift-on-the-fly 4WD, fuel
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| Photo: Karen Tuggay, Canadian Auto Press |
tank and transfer case skid plates, a Dana 30 solid front axle and Dana 44 heavy-duty rear axle, a 3.21 rear axle ratio (a 3.73 rear axle ratio is available), a 160-amp alternator, 600-amp maintenance-free battery, front and rear stabilizer bars, a tilt steering column, steering wheel-mounted audio and cruise controls, variable intermittent wipers, Uconnect infotainment with eight-speaker audio and an auxiliary input jack, a 12-volt auxiliary power outlet, temperature and compass display, sliding sun visors with mirrors, a full-length floor console, Jeep’s padded “Sport Bar” roll bar with integrated stereo speakers overhead, cloth upholstery, a height-adjustable driver’s seat, a front passenger seat that provides easy access to the rear seating area, a rear seat that tumbles up against the front seatbacks for a flat loading floor (but the seatbacks won’t simply fold down and lock into place), cargo tie-down loops, covered storage under the cargo floor, a wash-out interior
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| Photo: Karen Tuggay, Canadian Auto Press |
with removable carpets and drain plugs, a Torx toolkit for removing the top, a Sentry Key antitheft engine immobilizer, hill decent control (with the automatic), hill start assist, four-wheel disc brakes with ABS, traction and stability control, electronic roll mitigation, trailer sway control, multistage front airbags (note that there are no side curtain airbags with the Wrangler as it’s a convertible, but front side-thorax airbags are available), and much more for just $25,495.
While that might sound like a lot of kit you can get so much more if you upgrade to another trim, the Wrangler available with
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| Photo: Karen Tuggay, Canadian Auto Press |
larger rims and rubber, a couple of beefed up suspensions, yet more off-road gear, fancier body-colour and/or bright metal exterior trim, remote start, auto on/off headlamps, heatable front seats, auto HVAC, navigation, and the list goes on an on, but like I said the upgraded Sport S model I tested didn’t leaving me wanting much more.
First off there’s absolutely no need for a better engine than its superb 3.6-litre Pentastar V6. It’s incredibly smooth, impressively potent, and even sounds great. FCA uses it in many of its Chrysler, Dodge and Jeep products, from the humble minivan (ok, not so humble anymore since the impressive 2017 Pacifica is upon us) to the automaker’s shockingly good flagship 300 luxury sedan, and most everything in between. It’s the one and only engine available in the Wrangler and makes
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| Photo: Karen Tuggay, Canadian Auto Press |
a healthy 285 horsepower and 260 lb-ft of torque, and while it gets refinements such as an acoustic engine cover to reduce noise, most Wrangler fans will appreciate its optimized upper intake airflow for improving overall twist, equal-length downpipes for better low- and mid-range torque response, and critical for off-roading, high-mounted, rear-facing alternator for water fording.
The five-speed autobox suited the Wrangler well, delivering smooth shifts and absolutely no hunting around for the right gear, but the folks at FCA would be the first to agree that more forward gears would improve fuel economy. Modern day multi-speed automatics normally reduce consumption when compared to manual transmissions, but the Wrangler’s six-speed manual and five-speed auto deliver nearly
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| Photo: Karen Tuggay, Canadian Auto Press |
identical results with a claimed five-cycle rating of 14.2 L/100km in the city and 11.0 on the highway for the former and 14.1 and 11.1 for the latter. Yes, those city numbers are a bit steep for a compact model, but such isn’t unusual amongst real 4×4-capable off-roaders that are inherently heavy.
That weight makes for a surprisingly comfortable ride, however, or maybe it has more to do with engineering refinements this model has benefited from over the past decade. If you haven’t been at the wheel of a Wrangler since its TJ days, or heaven forbid the old YJ or CJ, you’re in for a significant shock. The JK was a massive improvement in both ride and on-road handling over its predecessor, but I still don’t remember any previous versions riding as comfortably and handling as nicely
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| Photo: Karen Tuggay, Canadian Auto Press |
as this Sport S. It didn’t hurt that my suburban neighbourhood offers up some fairly smooth tarmac, the Wrangler notably jumpier when hitting bumpy pavement at higher speeds, but this can be said of a lot of vehicles. Of course, upgrade your Wrangler to Rubicon trim or one of its other more intensely off-road tuned models and that smooth ride will be interrupted by roughness more often, but those who want the enhanced 4×4 capability won’t be put out one iota.
Now that we’re talking livability, I’ll give it two thumbs up for rear access via the front passenger’s seat that not only slides fairly far forward but also pops upwards to get as out of the way as possible. This makes the climb rearward quite easy, although when your rear passengers are seated comfortably (and it is pretty nice back there with excellent lower back support) that front passenger seat doesn’t include
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| Photo: Karen Tuggay, Canadian Auto Press |
a memory feature to return it back to the position it was before, requiring you to set the seatback rake manually. As for cargo, I’ve already mentioned the time consuming process needed to unzip the rear window when loading in taller items so I won’t do so again (oops), with my only other complaint being a rear door that swings out perfectly for curbside access in the UK or Japan, but not here in North America. I’ve griped about this before and Jeep said they wouldn’t change it due to tradition, but who knows, maybe I’ll get my wish when the all-new 2018 model debuts next year (finger’s crossed they choose convenience and safety over upsetting a few old-timer loyalists).
After all, previously it was Wrangler tradition to offer up a crappy interior, and that’s long been left in the history books. This latest model shows further improvement
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| Photo: Karen Tuggay, Canadian Auto Press |
thanks to really nice upholstery, while the carpets seem richer than before (or possibly I just noticed this while sitting in the back seat of the two-door, as the carpeted wheel arches form the outer armrests). Jeep finishes off the roll bar framework with nice padded black fabric too, which can be unzipped and removed in order to wash.
My tester’s optional infotainment system featured Jeep’s usual full-colour touchscreen with buttons down each side, plus on the lower right the inclusion of integrated USB and aux plugs, whereas the HVAC interface was a simple manual setup incorporating three large rotating knobs that look good and are well put together, seeming like they’ll last the test of time. I like where Jeep positions the powered mirror toggle, right on the lower left side of the centre stack where it’s easy to reach without moving within your seat, although the centrally mounted power
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| Photo: Karen Tuggay, Canadian Auto Press |
window switches are not as convenient as the segment’s usual door panel placement, but this is understandable being that the doors are removable and therefore including the necessary wiring might cause reliability issues over time.
Lastly, the soft top was surprisingly quiet considering it wasn’t insulated, plus the side and rear window almost look like glass. Then again there’s no washer or wiper to clean the latter, and of course no rear defog for obvious reasons. Jeep will happily rectify this problem with the aforementioned hardtop, or better yet you can get both hard and soft tops for a best of both worlds scenario.
I’m the type of person who’d purchase both so that I had the soft top available for summer fun, and then leave it in my garage unused. I suppose this would hardly be
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| Photo: Karen Tuggay, Canadian Auto Press |
an unusual circumstance for a class of vehicle that’s bought with real off-roading intent in mind, yet with adventurous excursions few and far between. And that’s ok because it’s a fun, comfortable and capable SUV in town or on the highway, but if you do take opportunity to venture off pavement and engage the wild you’ll be rewarded with one of the best 4x4s money can buy. I’ve driven it in both as-tested regular and more often tested long wheelbase Unlimited body styles, trekking over some of the most formidable “roads” in North America no less, and have come out the other side grinning in all-conquering, dust-eating, mud-strewn satisfaction.
From its classic good looks to its versatile capability, not to mention its hard-to-beat pricing, I certainly understand why it’s so popular. You can try it out in one of its pricier trims if you want, but this slightly dressed up Sport S version was a surprisingly refined back to basics 4×4.
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