With one point for his dirty running talent, and one lost for his imprecise road feel, the Wrangler gets a 5th for performance, based on the most common versions with standard engine and automatic transmission.
How fast is the Jeep Wrangler?
Wrangler’s most common powertrain combines a 285-hp 3.6-liter V-6 with an 8-speed automatic and part-time four-wheel drive. It’s moderately fast, more efficient and more refined than any Jeep powertrain that came before it, but it’s a bit thin with low torque.
One solution for that is a 270-hp 2.0-liter turbo-4. Its 295 lb-ft came to 3,000 rpm vs. 4,800 rpm in V-6 for more low-end shallow. It works better at stoplights and on paths, where the power at low speed can make the difference between walking on your back and staying. It’s confident – but perhaps not quite as confident as Wrangler’s torque champion, the 3.0-liter turbodiesel V-6. An expensive upgrade, the turbodiesel is more efficient on the highway, but the point is more in its 442 lb-ft of torque, laid out at 1,400 rpm. It is a powerful trailboss, offered only on four-door Wranglers, and desirable for its discreet and exceptionally smooth power delivery.
All about the automatically equipped Wrangler and its seamless, impressive responsive gears. There is a 6-speed manual transmission on V-6s if you want it, but it’s more of a nostalgia hunt with its long throws and low fuel economy.
Is the Jeep Wrangler 4WD?
Jeep blesses every Wrangler with the core it needs to explore the terrain. A step frame plus four-wheel drive, with available locking differentials and lumpy tires and lots of ground clearance can be dressed in a thousand different ways with the optional list or Mopar’s accessory catalog. What they generally have in common, apart from rock-climbing goodness in Rubicons and even in smaller models, is an incompetent feeling on the sidewalk that is better than before, but still not good. The steering has lots of slack; two doors tied around like Labrador puppies and requires just as much attention. Four doors with Sahara-class creature comforts do best in daily driving, but that’s a weak praise. Every other Jeep will commute better than the Wrangler.
A convincing new addition to the Wrangler series comes in the Sahara, Rubicon and High Altitude spec. Wrangler 4xe four-door twin-turbo-4 with a 17.3 kWh battery pack, a motor generator and an electric motor for a net of 375 hp and 470 lb-ft of torque. Together with the 8-speed automatic and a full-time four-wheel drive system with a 2-speed gearbox, 4xe complicates what would already be a complicated set of mechanics – but it just works. The power comes in a swell from the launch and drivers can choose whether they want to drive in electric mode and use their 22 miles range, or in hybrid mode to blend gas power seamlessly. It is also quiet and can even accelerate to 100 km / h in about six seconds, while still offering front and rear Dana 44 axles for excellent off-road grip.
Wrangler Rubicon 392
4xe may be the best off-road powertrain in any Wrangler; Rubicon 392 has the dumbest thing. The 6.4-liter V-8 fits here, barely, and kicks out 470 hp through the 8-speed automatic and Jeeps Selec-Trac four-wheel drive system, with its 2-speed gearbox and locking differentials front and rear. Shod with 285 / 70R17 BFGoodrich All-Terrain T / A KO2 tires, the 392 can shoot at 60 mph in 4.5 seconds, but it still drives like a Wrangler, down to its approach and departure angles of 44.5 and 37 degrees and its angle of refraction of 22.6 degrees. With an electronically detachable front sway bar, 17-inch beadlock-capable wheels and 33-inch tires, an Off-Road Plus driving mode that engages the rear locking difference and a 48: 1 creep ratio that is not quite as low as the Rubicon 77 standard, 2: 1 ratio, the 392 claims many Wrangler best-ofs, with a sticker price that sucks the air out of the room at almost $ 80,000.
The review continues below