For a whole decade, the fourth generation Jeep Grand Cherokee served as the American brand’s flagship SUV, with numerous updates throughout its life to keep it fresh. What’s missing was a brand-new model. Finally, the fifth-generation Grand Cherokee is here, renewing much needed interest in the nameplate.

Tested here is the first ever Grand Cherokee L, a new seven-seat version aimed at the high-end market, competing with the likes of Toyota LandCruiser, Volkswagen Touareg, Land Rover Discovery and to some extend the Volvo XC90. Along with renewed and more premium offerings across Jeep’s portfolio, the Grand Cherokee L also serves to elevate the brand’s status to the level of a full fledge premium marque.

The range consists of four variants, kicking off with the Night Eagle at $82,750, progressing up to the Limited at $88,750 and Overland at $103,250. Topping the line-up is the Summit Reserve which is priced at a hefty $119,450. All prices exclude on-road costs.

We drove the Limited, which is expected to be the range’s most popular variant, as well as the top-spec Summit Reserve. Regardless of variants, pricing across the range has increased quite significantly. Acknowledging the fact that this version has an extra row of seats, the premium price tag needs to be justified. And from the outset, the vehicle looks and feels premium, even in the lower mid-spec Limited grade.

This is behemoth of an SUV and Jeep has done a commendable job in hiding its girth with neat lines, creases and contours. Of course, the brand’s trademark seven-slot grille and boxed wheel fenders continue to define the styling, but there’s premium detailing throughout making it quite a thing to admire.

The Summit Reserve gets body coloured wheel fenders and lower bumper trims, polished chrome detailing on the grille and bumpers, black roof and larger 21-inch wheels (20-inch on Limited). And it does look pretty sleek and expensive.

But the biggest step up from before is on the inside. Completely redesigned, the new interior scores highly in presentation, usability and space. It’s an inviting to place to be spending time in, an important aspect in a vehicle like the Grand Cherokee L considering how often it gets taken on long trips.

In the Limited, the wood inlays on the dash, door cards and steering wheel add a sense of warmth and luxury to the interior, while the gloss black trimmed centre console further lifts cabin ambience. Not forgetting that ultimately this is still a Jeep with a capable four-wheel drive system, the cabin materials have a deliberately rugged texture and feel, with the exception of the gloss black trim which is a magnet for fingerprints. Most buttons, switchgear and knobs are also of appropriate size for easy use.

What could be better, though, is the 10.1-inch central touchscreen which is rather small in today’s standard and feels disproportionate to the large cabin of the Grand Cherokee L. Granted, it’s easy to navigate around and the display’s clarity and touch response is very good. It supports Android Auto and wireless Apple Carplay, but the latter is prone to dropping out and when it isn’t it’s quite laggy at times. In the Limited, audio is played through a nine-speaker Alpine sound system which is pretty punchy with deep bass.

The 10.25-inch digital instrumentation cluster is a welcomed piece of tech, but in contrast to the touchscreen it lacks crispness and brightness. Customisation options are aplenty, but that’s only if you have gotten your head around the complicated and confusing settings.

The ultimate expression of opulence and luxury is conveyed in the flagship Summit Reserve through the tan interior. Those quilted Tupelo Palermo leather seats with power adjustment and massaging function for the driver and front passenger are plush, with cowhides that feel superbly soft, rich and high quality.

The open-pore wood trims are a step up from those used in the lesser variants and they present very well amongst the bright upholstery. Elsewhere, there’s plenty of soft touch surfaces and contrast stitchings to reinforce that quality feel throughout. The Summit Reserve is after all, a $120k Jeep and the interior does give out that expensive vibe, though fit and finish in certain areas can still be improved if the brand is serious about rivalling the most established premium marques out there.

The flagship variant is mega when it comes to pumping out your favourite tunes. A 19-speaker, 950-watt premium McIntosh surround sound system is about as good as you can get for audio playback in an SUV. The highs are clear, the bass is thumping and the midrange is solid.

Other goodies for paying top dollar include a dual-pane panoramic sunroof, powered steering column adjustment, a height-adjustable air suspension and 21-inch allow wheels.

We were surprised that head-up display and wireless phone charger weren’t part of the deal for a range-topping variant. To get those you’ll need to option up the $5500 Advanced Technology Group package which is fitted to our Summit Reserve test vehicle. It also brings a night-vision camera that virtually lights up the road at night and project it right in your instrument cluster, highlighting any pedestrian or animals detected along the vehicle’s path – pretty cool. For newer MY23 models (our tester isn’t) there’s also a front passenger Interactive Display which is essentially a second display on the dashboard that allows the passenger to do things like entering an address into the navigator, managing entertainment and bringing up camera views.

The Grand Cherokee L boasts a very large family-friendly cabin with seating for seven. Space across all three rows of seats is generous, including the third row. Unlike many other 7-seat SUVs, the third row isn’t for kids only as even adults can get quite comfortable back there. Like those front row seats, the third row gets its own USB A and C ports, as well as cup holders, door pockets and adjustable ventilation. The seats are slightly raised so kids can get a good view ahead and also out through those large windows.

Access to the third row is good and easy, too, with the second row lifting and sliding forward at the pull of a lever to liberate one of the widest access paths in the segment.

Further back, cargo space is listed as 487 litres with all seats up. That’s pretty good and it means you can still fit several small suitcases plus a few luggage bags even with seven people on board. Fold the third row and the space expands to 1328 litres, and with the second row also stowed there’s a voluminous 2395 litres of space at your disposal.

Jeep’s 3.6-litre naturally-aspirated V6 is getting a bit long in the tooth in today’s turbocharging and electrification world, but here it is still soldering on in the Grand Cherokee L. It produces 210kW and 344Nm, the latter peaking at 4000rpm. There’s certainly enough pull from the V6 despite this thing weighing over two tonnes, and its smooth and relaxed demeanour can only be the hallmark of a big capacity atmo V6. Just don’t expect the acceleration to be as effortless as that coming from high torque turbo engines.

The eight-speed automatic is mated to a full-time 4WD system, in the case of the Summit Reserve the 4WD is the more advanced Quadra-Trac II system. The auto box’ shifts are quick and crisp, and good calibration means it’s in the right gear most of the time and there’s hardly ever a need to override it with manual mode.

All variants bar the Summit Reserve come fitted with standard sprung suspension and it’s a pretty well sorted set up. The ride is smooth for the most part and the handling is balanced for such a large SUV as well. It eats up the miles with aplomb so it’s right in its elements when it comes to road trips.

The Summit Reserve’s air suspension isn’t as accomplished by comparison, which isn’t a surprise given how tricky it is to get right with suspension of this type. While the ride is generally plush, the damping response just isn’t quick enough to respond to high frequency bumps, and so the ride suffers on such surfaces, not helped by those lower profile tyres. There’s also slightly more roll in the bends. The good thing is the ride height lowers automatically at freeway speeds and hence it feels more streamlined, stable and secure.

Visibility all around is good except for the front quarter view which is hindered by the thick A pillar, large side mirror and the lack of a quarter window. It can hide a large van so beware. Another annoyance is the rotary gear selector which should have a push button or some sort to select Park. Rotating anti-clockwise from Drive, it’s far too easy to over rotate and select Park when you wanted Reverse.

Being a Jeep, the Grand Cherokee L has better off-road capability than most urban SUVs, however it’s not designed to be hardcore at it. While it has a myriad of 4WD functions such as low range, hill descent and terrain select, it’s no Wrangler. Those features will still help you traverse through easy to moderate off-road tracks with relative ease, any trickier terrain and you’d be better off in a Nissan Patrol or Toyota LandCruiser.

The Grand Cherokee L has an official fuel consumption figure of 10.6L/100km on the combined cycle. On test, we averaged 13.0L/100km in the Limited and 10.3L/100km in the Summit Reserve, the latter with extensive country and freeway driving. Given it’s heft and the use of a big V6, it’s certainly not the most efficient large SUV around. However, its large 87-litre fuel tank should still afford around 800km in range.

Verdict

2022 Jeep Grand Cherokee L pricing and specification

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If you’re in the market for an iconic off-roader, the Jeep Wrangler is about as iconic as an off-roader can get. But there’s now a derivative of the Wrangler that may appeal to keener drivers – and adventurers. The Wrangler has grown a tub to become a pick-up truck, better known as a ute here in Australia. Called the Gladiator, Jeep’s first ever ute launches as one of the largest in the segment.

Should you opt for the Wrangler, or is the Gladiator the better option? First, let’s look at the price. The Wrangler in the tested range topping Rubicon spec costs $90,450, while the Gladiator, also in the Rubicon spec as tested, is priced at $87,250. Both stickers exclude on-road costs.

There isn’t a big difference between the pair in terms of pricing, but they are quite different vehicles, most notably in the cargo area. The Wrangler is essentially an SUV with a fully enclosed (though removable) cargo space behind the second row seats with a massive capacity of 898 litres. The Gladiator has an open cargo tray behind the cabin cell that is good for a maximum payload of 693kg which is a little underwhelming in large ute standards.

If you carry many loose items, the secured cargo area of the Wrangler may be more suited for that. If your load is one big bulky piece, like a crate or dirt bike, the Gladiator’s open tray may be your only option. That said, the Wrangler’s entire rear section and the roof are removable, virtually removing the height restriction imposed by having the roof on. This allows you to carry tall items in the back.

Our Gladiator test vehicle comes optioned with a roll-up tonneau cover for the cargo tray, which when deployed provides some degree of cargo protection from the elements. However, it’s not motorised like in certain other utes, requiring manual deployment and retraction.

Then there’s the looks. The Wrangler’s utilitarian, two-box shape has defined the off-roader for generations. It’s one of the most recognisable vehicles on the road today. The Gladiator, while not yet as iconic (it’s a first generation model after all), brings about even more adventurism and road presence with its ute transformation of the basic Wrangler body. The Gladiator is a very long vehicle, measuring some 5.6 metres long compared to the Wrangler’s 4.8 metres. It looks like some sort of a special U.S. military transporter than a civilian ute. If you want to drive a head-turning ute, look no further than the Gladiator.

From the passenger cell forward, both vehicles are nearly identical. The doors and entire front section are shared between the two vehicles. This means they both get the trademark Jeep seven-slot grille flanked by round headlights, steel front bumper and fold-down windscreen. Both testers also sport “Rubicon” livery on either side of the clamshell bonnet, and share the same 17-inch black wheels wrapped in 32-inch BF Goodrich off-road tyres all around.

The interior is almost the same for the half twins as well. The off-road focused design employs ruggedised switchgear and chunky handles. The power window switches are located in the centre console rather than in the doors so they don’t get wet in deep water crossings. The USB ports and media jacks have plastic flaps over them for the same reason. There are even drainage plugs under the removable carpets, in case water do get in.

Both vehicles have been converted to right-hand-drive for the Australian market, with the dashboard flipped and the steering wheel on the right. The transmission orientation, however, has remained unchanged. As a result, the driver’s foot well is partially impeded by a bulge from the transmission housing and so there isn’t a foot rest for your left foot. Bugger.

The Gladiator has less rear passenger space than the Wrangler, as the rear seats are positioned further forward to accomodate the cargo tray in the back. We’re not talking a significant shortfall here, but rear passengers in the Wrangler do have more room to move about.

Both off-roaders have panels that are completely removable. The roof can be removed easily in minutes with the release of latches, but taking off the doors and rear section require removing some bolts with a special tool (supplied). Once everything is off, you get to do some fully open air driving. Beware though as it’s illegal to drive without doors in Australia!

As open as the cabin is, it’s assuring to see that occupants are still protected by a built-in roll cage, so if you do roll in either of these vehicles you should be able to climb out relatively unscathed. These Jeep models are probably safer in any low speed tip over than in a high speed crash anyway, as they only have four airbags – all of them for the front occupants. The lack of regard for rear passenger safety is questionable in this day and age. This is also why both models scored only a three-star ANCAP safety rating.

Complementing the passive safety features, or the lack of, both vehicles have stability control, forward collision warning, automatic emergency braking, blind spot monitoring, rear cross-traffic alert, roll mitigation and reverse view camera.

In terms of entertainment and connectivity, both models come equipped with an 8.4-inch touchscreen running the Jeep’s intuitive UConnect infotainment interface with built-in satellite navigation, wired Apple Carplay and Android Auto connectivity and DAB+ digital radio. Sound in both vehicles is played through a 9-speaker 552-watt Alpine premium sound system, with surround sound coming from the overhead sound bar and punchy bass served up by the subwoofer, boot-mounted in the case of the Wrangler, and behind the rear seats in the Gladiator. The latter takes audio playback a step further by including a removable wireless Bluetooth speaker that is stowed away neatly under the rear seat when not in use – very cool.

Jeep’s familiar 3.6-litre normally-aspirated petrol V6 engine can be found under the bonnet of both models. It’s getting a bit long in the tooth now but it still produces a healthy 209kW @ 6400rpm and 347Nm @ 4100rpm. Coupled to an eight-speed automatic transmission, it does a decent job around town, on the highway and off the beaten track.

The linearity in the V6’s power delivery and sharp throttle response is not what you’d normally find in modern turbo engines. With no lag or electric assistance trickery to deal with, what you get is tractable V6 power from the get-go and right through to the limiter. The near two tonne Wrangler accomplishes the sprint from rest to 100km/h in just 7.9 seconds (claimed), while the 200kg heavier Gladiator takes 8.5 seconds (claimed).

The drivetrain exhibits admirable refinement in both off-roaders, but that’s where the smoothness ends. Both vehicles are out-and-out four-wheel drives and they don’t drive like your regular family SUVs. The 32-inch BFGoodrich off-road tyres fitted to both models are noisy and rough on tarmac. The squared off body and large side mirrors found on both vehicles create quite a lot of wind noise at high speeds. Those uninsulated roof panels don’t help either in keeping noise out or absorbing cabin noise. Of the two, the Gladiator is the more civilised one thanks to a longer wheelbase which better absorbs roughness and deliver a more stable high speed ride.

The Wrangler’s steering feels vague on road, owing to its short wheelbase. Keeping the Wrangler straight at highway speeds can be quite a challenge as you have to constantly make steering corrections to keep within the lane. The turning circle is also large, making three-point turns a nightmare. The longer Gladiator is much worse, so don’t even try it.

On-road ride comfort in both vehicles is acceptable, with those large wheels soaking up road imperfections fairly well. Again, it’s the longer and heftier Gladiator that delivers a slightly smoother ride than the Wrangler.

That all said, you don’t buy one of these bad boys for road manners. Steer off the beaten track and they come into their own element. They become the ultimate off-road machines. Both models have identical 4×4 bits, and the Rubicon badging on both vehicles is not just for the sake, as it brings a host of hardcore dirt-kicking goodies on top of the already capable system on the lesser variants, including locking front and rear Dana 44 heavy-duty axles, electronic sway bar disconnect for maximum wheel articulation, Rock-Trac 4:1 low range transfer case with crawl ratio of up to 77:1 and steel off-road rock rails. These features complement high-range 4WD, hill-descent mode, winch-capable steel bumpers and underbody steel skid plates.

The Wrangler’s short front and rear overhangs allow for steep approach and departure angles of 36.5 and 31.9 degrees respectively, both are better than the Gladiator’s 40.7 and 25.1 degrees. The Wrangler’s shorter wheelbase also yields a tighter breakover angle of 18.4 degrees, compared to the Gladiator’s 21.2 degrees.

It’s no surprise that the Wrangler is better off-road than the Gladiator, given its shorter footprint. But both vehicles will take you far and deep into the bush thanks to their hugely capable 4WD hardware. As long as three wheels are in contact with the ground, there’s very little that these things are not able to plough through.

Back on the black top, the 3.6L V6 is not the most efficient mill out there. With the vehicles’ poor aerodynamics and the off-road tyres’ high rolling resistance, the average fuel economy at the end of our week-long test was an unimpressive 12.5L/100km for the Wrangler and 13.4L/100km for the Gladiator. Granted, with a large 81-litre tank they can travel the distance when filled up and they only need regular unleaded 91RON fuel.

Verdict

Few four-wheel drive vehicles out there have the presence, character and ruggedness of the Jeep Wrangler and Gladiator. They’re not just great off-road machines, they’re lifestyle statements. And ultimately it’s the kind of lifestyle that you want to live that dictates which of these vehicles you should get. The Wrangler is for you if serious off-roading and an enclosed cargo compartment are important factors. Else, the Gladiator is the cooler, more unique and more adventurous option.

Pricing and Specification

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For over 60 years, the Jeep Wrangler has been synonymous with freedom. The iconic go-anywhere, do-anything four-wheel drive has its roots back in the mid-1940s, where it was used as a rugged transporter for the U.S. military in World War II. Produced by Willys, it was known as the General Purpose vehicle, or in short GP vehicle. Say the acronym GP quickly and it will sound like ‘jeep’, which was how it was called later on and also how the Jeep brand got its name.

While the modern Wrangler has evolved significantly from its military ancestors, many key areas remain faithful to the concept of the original GP vehicle. The body-on-frame design, live axles at the front and rear, flat windscreen and flared boxed fenders are still used by all Wrangler models today. Even the removable doors and hard or solf tops are all inherited from the military vehicle.

Over the decades, much effort has been made to make the Wrangler more appealing to daily drivers both in styling and comfort, but there’s no mistaking its utilitarian design. The two-box shape has defined the Wrangler for over four generations. It’s become one of the most recognisable vehicles on the road today.

The current model has been around since 2018, with periodic updates keeping it fresh over the years. In Australia, the three-tier line-up kicks off with the Night Eagle at $74,950, progressing to the Overland at $80,450, and topped off by the Rubicon at $83,950. All prices exclude on-road costs.

On test was the Wrangler Rubicon in Firecracker Red and it was quite a sight to behold. On today’s SUV plague roads, this vibrant red four-wheel drive stood out everywhere it went during our week-long test. There were admiring looks from bystanders and ute drivers alike, understandably because one’s thoughts are immediately taken to some sort of remote wilderness at the sight of a Wrangler. This thing spells adventure like no other.

How could it not? The Wrangler has one of the most capable off-road underpinnings of any 4X4, matched by superior ground clearance and a ruggedised interior. Look around the Wrangler and it’s clear that from the outset this vehicle has been designed with off-road intent at its core.

The cabin is interesting. From the layout of the dashboard to the design of the switches, it’s as close as you could get to something Dwayne Johnson would drive in a set of Jumanji. Oh wait, he did drive a Jeep in Jumanji. Anyway, the interior design is all off-road focused. There are plenty of exposed screw heads and chunky handles in the cabin. The roof extends out further than that of a passenger car to give you more shade – which is why the A pillars are almost vertical. The power window switches are located in the centre console rather than in the doors so they don’t get wet in deep water crossings. The USB ports and media jacks have plastic flaps over them for the same reason. There are even drainage plugs under the removable carpets!

Compared to previous generations, cabin materials have stepped up a notch, with hard plastics in many areas replaced with softer types. The red leather stitching on our Rubicon tester is also much neater than before. Build quality is still questionable in some areas though. The plastic covers in the B pillars especially, are flimsy. The glove box fell off almost every time it’s popped open, due to it being supported only by a thin piece of plastic when open.

The Wrangler’s boxy passenger compartment yields reasonably generous headroom and legroom. It sits five adults with ease, though for our right-hand-drive version the driver’s foot well is partially impeded by a bulge from the transmission housing and so there isn’t a foot rest for your left foot. The front seats offer good support and the rear bench is wide and spacious – if not a little flat. Unlike the front there also isn’t a driveline hump impeding rear legroom. Boot space is massive at 898 litres, which is great for packing up your suitcases, camping gear and sporting equipment for that weekend away in the bush.

As mentioned before, all doors, roof and rear section are removable. The roof can be removed easily in minutes with the release of latches, but taking off the doors and rear section require removing some bolts with a special tool (supplied). Once everything is off, the entire interior is revealed and you’re good to go – Night Safari style. Beware though as it’s illegal to drive without doors in Australia!

While the open-air cabin is truly open, it’s assuring to know that occupants are still protected by a built-in roll cage, so if you do roll you should be able to climb out relatively unscathed. The Wrangler is probably safer in any low speed tip over than in a high speed crash, as it has only four airbags – all of them for the front occupants. The lack of regard for rear passenger safety is questionable in this day and age. This is also why the Wrangler scored only a three-star safety rating.

Complementing the passive safety features, or the lack of, the Wrangler has stability control, forward collision warning, automatic emergency braking, blind spot monitoring, rear cross-traffic alert, roll mitigation and reverse view camera.

In terms of entertainment and connectivity, the Wrangler gets an 8.4-inch touchscreen running the brand’s intuitive UConnect infotainment interface with built-in satellite navigation, wired Apple Carplay and Android Auto connectivity and DAB+ digital radio. The 9-speaker 552-watt Alpine premium sound system is great, with surround sound coming from the overhead sound bar and punchy bass served up by the boot-mounted subwoofer.

The job of hauling the near two-tonne Wrangler falls to Jeep’s familiar 3.6-litre normally-aspirated petrol V6 engine that produces 209kW @ 6400rpm and 347Nm @ 4100rpm. It’s widely used in a range of models within the Fiat Chrysler Automobile (FCA) group of brands. Although it’s getting a bit long in the tooth now, the V6 still does a decent job around town, on the highway and off the beaten track.

With down-sized turbo and hybrid the norm these days, atmos V6s are getting rarer and so the linear power delivery and immediate throttle response of the V6 is kind of rewarding. With no turbo lag or electric assistance trickery to deal with, what you get is tractable V6 power from the get-go and right through to the limiter. Matched with a smooth-shifting torque converter eight-speed automatic transmission, the sprint from rest to 100km/h takes just 7.9 seconds (claimed) – no slough considering the vehicle’s heft.

While the powertrain is a relatively refined unit, the rest of the car isn’t so much. The 32-inch BFGoodrich off-road tyres are noisy and rough on tarmac, and the squared off body and large side mirrors create quite a lot of wind noise at high speeds. Those uninsulated roof panels don’t help either in keeping noise out or absorbing cabin noise.

The steering is vague on road, which makes keeping the vehicle straight at highway speeds quite a challenge as you have to constantly make steering corrections to keep within the lane. The turning circle is also large, making three-point turns a nightmare.

Ride comfort has certainly improved over previous generations, with bad roads smoothed out much better than before, but don’t expect it to deliver the kind of plush ride you get in crossovers or conventional SUVs. With those hard off-road tyres, there’s still an element of roughness to it.

That said, no one buys a Wrangler for road manners. This thing comes into its own element as soon as it hits the gravel. It transforms into the ultimate off-road machine. The Rubicon model tested here builds on the basic Wrangler’s already capable off-road credentials with a host of hardcore dirt-kicking goodies, including locking front and rear Dana 44 heavy-duty axles, electronic sway bar disconnect for maximum wheel articulation, Rock-Trac 4:1 low range transfer case with crawl ratio of up to 77:1 and steel off-road rock rails.

These features are on top of off-road essentials like high-range 4WD, hill-descent mode, winch-capable steel bumpers and underbody steel skid plates. The front and rear overhangs are short to allow for such steep approach and departure angles of 36.5 and 31.9 respectively. Few off-roaders can boast those figures.

It was soaking wet on the day we took it off road, but the Wrangler was happy to tackle just about any terrain that lied ahead. Traction was remarkable as all four wheels maintained constant contact with the ground thanks to the huge suspension travel. The locking differentials did a fantastic job pushing the Jeep over any crest or rocky terrain. There’s seriously very little that this thing is not able to plough through.

Back on the black top, the 3.6L V6 is not the most efficient mill out there. With so much drag from the upright body shape and high rolling resistance from the tyres, the average fuel economy at the end of our week-long test was an unimpressive 12.5L/100km. Granted, it does have a large fuel tank at 81 litres so it can travel the distance when filled up and it only needs regular unleaded 91RON fuel.

Verdict

2022 Jeep Wrangler Rubicon pricing and specification

The post 2022 Jeep Wrangler Rubicon Review appeared first on ForceGT.com.

The all-new fifth-generation Jeep Grand Cherokee has bowed in, coinciding with the brand’s 80^th year as manufacturer of adventure vehicles.

Said to be the most advanced and capable Grand Cherokee ever, the new SUV brings a host of new technologies, including the first-ever plug-in hybrid electric Grand Cherokee and improved off-road systems.

Jeep Grand Cherokee 4xe

The Jeep Grand Cherokee 4xe offers a new plug-in hybrid electric vehicle (PHEV) technology that combines two electric motors, a 400-volt battery pack, 2.0-litre turbocharged, four-cylinder engine and an eight-speed automatic transmission.

Combined, the 4xe system delivers 280 kW and 637 Nm of torque, with an all-electric range of 40km and total range of 708km.

4xe E Selec modes

With E Selec modes, the driver can tailor the hybrid powertrain to best suit each trip, whether it be commuting, off-roading or long-distance travel.

The driver selects the desired powertrain mode via buttons mounted on the instrument panel, to the left of the steering wheel:

Hybrid: Blends torque from the electric motor and gas engine. The powertrain will optimize battery and engine power to deliver the best combination of fuel efficiency and performance

Electric: Operates on zero-emission electric power only until the battery reaches the minimum charge or the driver requests more torque (such as wide-open throttle), which engages the engine

eSave: Prioritizes the engine, saving the battery charge for later use. The driver can also choose between Battery Save and Battery Charge during eSave via the Hybrid Electric Pages in the Uconnect 5 monitor

Regardless of the mode selected, the Grand Cherokee 4xe operates as a hybrid once the battery nears its minimum state of charge.

Off-road capability is maintained in the 4xe, with all-wheel drive featured and all electronics sealed and waterproof. The Trail Rated Jeep Grand Cherokee 4xe is capable of water fording up to 61 cm.

Jeep 4×4 Systems

The new Jeep Grand Cherokee continues to build on its off-road prowess with three enhanced 4×4 systems – Quadra-Trac I, Quadra-Trac II and Quadra-Drive II with rear electronic limited slip-differential (eLSD). All three systems are equipped with an active transfer case to improve traction by moving torque to work with the wheel with the most grip.

The class-exclusive Jeep Quadra-Lift air suspension, now with electronic semi-active damping, delivers up to class-leading 28.7 cm of ground clearance and 61 cm of water fording.

The system automatically adjusts the shock tuning to changing road conditions for enhanced comfort, stability and control, or may be controlled manually with console controls, and features five height settings for optimum ride performance.

The Selec-Terrain system traction management system lets drives choose the on- or off-road setting for optimum 4×4 performance. It offers five available terrain modes (Auto, Sport, Rock, Snow, Mud/Sand) to provide optimized calibrations for any given driving scenario.

New for the 2022 Jeep Grand Cherokee 4×4 is front-axle disconnect. If the vehicle senses that road conditions do not require all-wheel drive, the front-axle disconnect automatically places the Grand Cherokee in two-wheel drive, reducing drag on the driveline and improving fuel economy. Four-wheel drive automatically re-engages when the vehicle senses it is needed.

Trailhawk – the most capable Grand Cherokee

The all-new Jeep Grand Cherokee Trailhawk elevates Grand Cherokee’s 4×4 capability even further.

The new Trailhawk features standard all-terrain tires, integrated off-road camera, Quadra-Lift air suspension with up to 28.7cm of ground clearance, improved approach, departure and breakover angles and the Quadra- Drive II active transfer case with rear eLSD and Selec-Terrain.

The most capable model in the new Grand Cherokee lineup also features:

• Class-exclusive sway-bar disconnect to allow for improved articulation and traction over rocks and rough terrain
• Selec-Speed Control for managing vehicle speed in 4LO while traversing off-road terrain. On steep inclines/declines or when traversing obstacles, Selec-Speed Control automatically applies engine torque and/or brake pressure to maintain a consistent and safe off-roading speed without requiring the driver to control the throttle or the brake
• High-strength steel skid plates
• Red tow hooks
• 18-inch wheels with all-terrain tires
• Glare-proof black-and-red matte “Trailhawk” bonnet decal

Trailhawk 4xe – Trail Rated, nature approved

For the first time ever, the fifth-generation Grand Cherokee offers the electrified Trailhawk 4xe, which combines an estimated 40 km of all-electric “Zero Emission Freedom” with Grand Cherokee Trailhawk’s 4×4 capability.

Highlights for the Grand Cherokee Trailhawk 4xe include:

• Quadra-Drive II 4×4 system with 2-speed transfer case and 2.72:1 low-range gear ratio Rear electronic limited-slip differential (eLSD)
• Selec-Terrain traction management system
• Selec-Speed Control
• 8 cm of ground clearance
• 61 cm of water fording capability
• 4:1 crawl ratio
• Blue tow hooks
• Blue-accented 18-inch wheels with all-terrain tires
• Glare-proof black-and-blue matte “Trailhawk” bonnet decal

Other powertrains

The new Grand Cherokee is also available with two petrol powertrains. The Pentastar 3.6-litre V6 engine produces 213kW and 348Nm of torque, while the 5.7-litre Hemi V8 developes 263kW and 529Nm. Both are married to an eight-speed automatic transmission with two wheel drive coming as standard, while four-wheel drive is offered as an option.

Safety and security features

The new Jeep Grand Cherokee ushers in an array of more than 110 advanced safety and security features. Standard safety features across the lineup include:

Full-Speed Collision Warning with Active Braking and Pedestrian/Cyclist Detection Rear Cross Path detection

• Adaptive Cruise Control with Stop and Go
• Active Lane Management
• LaneSense Lane Departure Warning with Lane Keep Assist Advanced Brake Assist
• Blind-spot Monitoring
• ParkView rear back-up camera
• ParkSense rear park assist sensors with stop
• Switch-activated electric park brake
• Tyre-pressure monitoring

Additional available safety features include:

• New Night Vision Camera with pedestrian and animal detection
• New Intersection Collision Assist
• New Drowsy Driver Detection system
• Parallel and Perpendicular Park Assist and new Traffic Sign Recognition
• New 360-degree surround-view camera system with front and rear washers
• New Active Driving Assist (L2) hands-on-wheel and eyes-on-road automated driving

Technology and connectivity

The new fifth-generation Grand Cherokee has the most available technology features in its history. The suite of features available includes:

• Uconnect 5 – the most advanced Uconnect system ever offers up to three 10.1-inch (25.6 cm) and two 10.25-inch (26 cm) digital displays in the cabin and an intuitive user experience
• A segment-exclusive front passenger screen offers co-pilot assistance with navigation, camera viewing and visual entertainment
• Wireless Apple CarPlay and Android Auto
• New digital rearview mirror
• New full-color, 10-inch (25.4 cm) windshield Head-up Display (HUD)
• New wireless charging pad in front centre console
• Greater connectivity with two Bluetooth-enabled phones paired simultaneously
• Alexa virtual assistant functionality
• All-new Uconnect mobile app
• 4G LTE Wi-Fi hotspot to connect up to eight devices

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The all-new 2021 Jeep Grand Cherokee L has bowed in with more luxurious looks and three-row of seats.

Set to be sold alongside the current two-row model, the Grand Cherokee L features a front end styling that is inspired by the Grand Wagoneer concept with slim, horizontal headlights and Jeep’s trademark seven-slate grille.

Around the back, there is a pair slender rear LED taillights and integrated tailpipes, while the rear windscreen appears to wrap around the D-pillars for a wider look.

Measuring a whopping 5,204mm in length and sitting on a 3,091mm wheelbase, the Grand Cherokee L is 53mm longer than the BMW X7.

Inside, the large seven-seater is radically different from the standard Grand Cherokee, too, with a contemporary dashboard housing an 8.4-inch touchscreen and 10.3-inch configurable digital instruments cluster. Customers can also option an even larger 10.1-inch touchscreen, both of which use the carmaker’s latest UConnect 5 infotainment system with wireless Apple CarPlay and Android Auto. A night vision system is also available.

With all three rows of seats in play, there is 484L of luggage space, which expands to 1,328L when the third row is folded. Dropping the second row of seats increase it further to a massive 2,396L.

In the US, four variants will be offered, starting with the Grand Cherokee L Laredo that comes equipped with the aforementioned 8.4-inch infotainment screen, 18-inch wheels, and six-speaker audio system.

Next up is the Limited that comes with leather upholstery, heated eight-way power driver’s seat, heated second row seats, nine-speaker Alpine audio system, foglights and 20-inch wheels.

Next up the range is the Overland with 20-inch wheels, two-speed active transfer case and an electronic limited-slip rear differential available with an off-road package.

At the pointy end is the Summit which comes equipped with cooled front- and second-row seats, front seats with memory and massage function, a 19-speaker McIntosh audio system, Active Driving Assist and a 10.1-inch infotainment display.

Powering the Grand Cherokee L is Jeep’s Pentastar 3.6-litre V6 engine producing 213kW and 348Nm of torque. A 5.7-litre Hemi V8 putting out 263kW and 529Nm is also available. Both are married to an eight-speed automatic transmission with two wheel drive coming as standard, while four-wheel drive is offered as an option.

The model also features Jeep’s Quadra-Lift adaptive air suspension system that provides 211mm of ground clearance in standard mode, and 251mm in Off-Road 1 setting. This jumps to 272mm when Off-Road 2 is engaged. On the other hand, ride height drops by 20mm compared to the normal setting when in Aero mode.

On the safety front, there’s autonomous emergency braking, rear cross-traffic detection, adaptive cruise control with stop and go, lane departure warning, and lane-keep assist, amongst others.

The Summit also gets Active Driving Assistant that is optional on lower model and brings lane-centering and, later this year, Hands-Free Active Driving Assistant system.

The Grand Cherokee L is slated to arrive to Australian shores by the end of the year.

The post 2021 Jeep Grand Cherokee L debuts with upmarket looks appeared first on ForceGT.com.

The last time the Jeep Wrangler was offered with a V8 engine was back in 1981, under the bonnet of the Jeep CJ. In response to enthusiasts demand, Jeep has introduced the Wrangler Rubicon 392 Concept.

“Jeep Wrangler enthusiasts have been asking us for a Wrangler V-8, and our new Wrangler Rubicon 392 Concept proves that we have the ability to make that happen,” said Jim Morrison, Head of Jeep Brand – FCA North America.

“From the recently introduced 29 mpg Wrangler EcoDiesel, to our award-winning Jeep Gladiator, and the upcoming Wrangler 4xe plug-in hybrid electric vehicle, Jeep is clearly listening to its customers. We are anxious to gauge their reaction to this new Wrangler Rubicon 392 Concept, a vehicle that delivers an incredible and unmatched level of fun-to-drive performance and capability, on- and off-road.”

While it is still a concept at this stage, there are already rumours suggesting it will be put into limited production run.

Nevertheless, the stats are compelling. Powered by a 6.4-litre V8 engine delivering 450 horsepower (336kW) and 610Nm of torque married to a more robust 8-speed transmission, the Wrangler Rubicon 392 will hit 60mph (97km/h) in less than 5.0 seconds.

Putting the extra power to work are third-generation Dana 44 axles, a Selec-Track full-time two-speed transfer case, electric front and rear axle lockers, 37-inch mud-terrain tyres wrapped around custom 17-inch beadlock wheels and a Jeep Performance Parts 2-inch lift kit from Mopar with suspension enhancements to improve approach, breakover and departure angles.

The Wrangler Rubicon 392 Concept also features Rubicon rock rails, steel bumpers with a Warn winch, and a steel belly pan.

The concept is finished in Granite Crystal exterior paint adorned with Bronze accentuated tow hooks, badging, springs, shocks and wheels, while featuring a heavy-duty raised performance bonnet with an aggressive appearance, custom half doors and Wrangler’s Sky One-touch powertop, with removable side panels for open top motoring.

Inside, the Wrangler Rubicon 392 Concept features rich Red Rock-coloured leather bolstered seats with gold stitching, along with a performance steering wheel.

The post Jeep introduces V8 Wrangler Rubicon 392 Concept appeared first on ForceGT.com.

Four-wheel-drive fanatics now have another option to choose from with the arrival of the new Jeep Gladiator into Australia this month.

Priced from $75,450, the Jeep Gladiator is available in Overland and Rubicon variants, as well as an exclusive Launch Edition model that is limited to just 100 units.

Based on an elongated version of the closely-related Wrangler’s chassis, the Gladiator’s 3,500mm wheelbase adds 493mm between the front and rear axles over a five-door Wrangler, while its frame is 787mm longer overall.

The Gladiator’s key differentiator – its rear tray – measures in at a very usable 1,500mm in length, and can be optionally fitted with lighting, power outlets, a spray-in bed liner, a tonneau cover, and various cargo management solutions, all of which are listed among over 200 other Jeep Performance Parts available from Mopar.

With a rated payload of 725kg, the Gladiator is certainly aimed more at recreational buyers than tradies, though its braked towing figure of up to 3,470kg is still mighty impressive.

Powering the big beast initially is the familiar 3.6-litre Pentastar V6 petrol engine used in a myriad of Jeep models. It produces 213kW and 353Nm, and comes backed by either a six-speed manual or eight-speed automatic transmission.

However, an auto-only 3.0-litre turbo diesel V6 with 194kW but a beefier 599Nm torque figure is expected to join the range further down the track.

Being a Jeep, all Gladiators come with dual-range four-wheel drive as standard, although two different systems are utilised. Overland models receive the Command-Trac 4×4 system with Dana 44 axles, a 2.72:1 low-range ratio paired to a 3.73 final drive ratio, and an optional limited-slip rear differential.

Meanwhile, Rubicon models are fitted with the Rock-Trac 4×4 system, which boasts a low-range ratio of 4:1, giving it crawl ratios of 84.2:1 for the manual and 77.2:1 for the automatic. Additionally, an electrically-disconnecting sway bar, locking front and rear diffs, different suspension with improved travel and articulation, and a heavy-duty rear bumper come as standard, while a winch-ready front bumper with removable end caps can be had as an optional extra.

All variants boast a 43.6 degree approach angle, 20.3 degree breakover angle, and 26 degree departure angle, along with 282mm ground clearance and a water-wading rating of 760mm.

Sharing key design elements with the Wrangler, the Gladiator also comes with a fold-down windscreen and easily removable doors, along with a variety of hard- and soft-top roof options.

On the inside, all models feature an 8.4-inch Uconnect infotainment systems with Apple CarPlay and Android Auto compatibility. Meanwhile, safety tech across the board includes adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and roll mitigation.

Available for a limited time, the Gladiator Launch Edition comes fitted with a range of goodies including body-colour fender flares and hard top, roll-up tonneau cover, black leather trim seats, heated front seats and steering wheel, and a Cargo Management Group with Trail Rail System.

The post Jeep Gladiator brings heighten 4×4 adventure priced from $75k appeared first on ForceGT.com.

The mid-size SUV class is the most competitive and crowded car segment today. With no fewer than 20 players at the time of writing, buyers are literally spoilt for choice. But if you are looking for something that can tread beyond the paved roads of our concrete jungle, your short list might quickly shrink to just two models: the Subaru Forester and Jeep Cherokee.

Since inception, both these models promise car-like comfort and maneuverability with the added ruggedness and versatility of a 4×4. They are loved by families and adventurers alike. The formula have carried through the generations pretty much intact and today the 2019 Forester and 2019 Cherokee – both in their fifth generation – are still the less ‘soft’ options of the soft-roader crop.

We were given the keys to the top-spec variant of both models – the Forester 2.5i-S and Cherokee Limited. So, let’s put them on a collision course to see which we like more.

Price and Features

Priced at $41,490, the Forester 2.5i-S not only costs nearly $6,000 less than the Cherokee Limited, but also undercuts most rivals in range-topping form. Despite that, it comes packed with all the bells and whistles that would satisfy even the most demanding of families and campers. The long list of standard features includes Subaru’s renowned permanent all-wheel drive, LED headlights, taillights and fog lights, keyless entry, powered tail gate and an 8-inch infotainment display with satellite navigation, digital radio, Apple CarPlay and Android Auto. Harman Kardon premium audio makes a presence, with a total of 8 speakers and a sub-woofer available to play your favourite tunes.

Creature comforts usually found in luxury cars such as 8-way power adjusted front seats, electric folding rear seats and electric sunroof have also made it to the top-spec Forester.

The Forester has always been one of the safest cars in its class and this latest model is brimming with the latest in safety tech. Subaru’s segment-first Driver Monitoring System brings Distraction and Drowsiness Warning through facial recognition which really works. It’s paired with now range-wide EyeSight Driver Assist system featuring Adaptive Cruise Control, Blind Spot Detection, Lane Change Assist and Rear Cross Traffic Alert.  There’re also Automatic Emergency Braking (forward and reverse), 7 airbags and tyre pressure monitoring system.

The Jeep Cherokee Limited comes in at $46,950 and like the Subaru is pretty comprehensively equipped. It matches the Japanese SUV in audio and connectivity which includes a punchy 8-speaker plus subwoofer Alpine system.

Comfort features are also similarly spec’ed, though the Jeep misses out on a standard sunroof (a dual-pane panoramic sunroof is optional) and electric folding rear seats. It does, however, best the Subaru with heating and ventilation for the front seats.

Safety in the Cherokee mimics that of the Forester and while it lacks any driver fatigue detection system it’s made up for with a surround view camera.

Exterior

The Forester’s two-box design has been passed down untouched through the generations and it’s just as apparent in the latest model. It isn’t the best or trendiest design but it isn’t in any way offensive either. The honest styling places preference instead on practicality and functionality, with the large square windows offering passengers unobstructed view of the outside world and large door apertures allowing easy ingress and egress.

The 2.5i-S rolls on 18-inch wheels and features silver inserts on the roof rails and side cladding, along with silver housing for the side mirrors.

Sleeker and lower than the Forester, the Cherokee may be easier on the eye for some, though the smaller rear door opening can be cumbersome for families with little ones still relying on child seats.

Like the Subaru, the Jeep rolls on 18-inch wheels and sports chrome garnishes on various spots of the exterior including the front and rear bumpers.

Interior

Subaru’s focused on practicality continues on the inside, with the Forester sporting a well laid out dashboard and superb ergonomics. Everything is within easy reach and located where it should be.

The Cherokee’s dashboard is slightly more cluttered in comparison but the larger 8.4-inch center touchscreen nestled within triumphs the Forester’s 8-inch item in user-friendliness and response time.

For the most connected of families, the Forester boasts two USB ports up the front and another two more in the rear to keep everyone happy. The Cherokee, on the other hand, only has two USB ports in total – one at the front and another in the rear.

Cabin space has always been a Forester hallmark and the new model is the roomiest ever. Not surprising, the Forester is more spacious in all dimensions – head, leg, shoulder and knee room – than the Cherokee, partly owing to its upright boxy design.

Storage space such as the door pockets, glove box and center compartment are also larger in the Subaru, so is cargo capacity. With the rear seats up, the Forester has 498 litres of boot space, expanding to a capacious 1768 litres with them tumbled. The Cherokee’s boot space is larger with all seats up but completely dwarfed with them folded, with the figures coming in respectively at 570 and 1267 litres.

While the Cherokee’s choice of cabin materials are better in areas such as the door trim and seat upholstery, the Forester generally feels more solidly put together, with faultless panel alignment and devoid of rattle.

Performance

For the first time in the Forester’s history a forced induction power plant is no longer offered. Inherently, this means the turbo-diesel drivetrain first introduced in 2009 is also axed.

With this, the range is only available with a reworked 2.5-litre normally aspirated flat-four with direct injection which directs 136kW/239Nm to all four wheels through a CVT automatic.

Around town, the 2.5L/CVT combo is generally smooth, with enough pull to get the mid-size SUV up to speed relatively quickly. Engine and road noise are also well suppressed to provide an appreciably quiet ride. Prod it though and it’s a different story as the engine becomes coarse and vocal in the top end.

At 8.6L/100km, real world fuel economy is respectable but not class-leading. This is against the rated average of 7.4L/100km.

The Jeep’s 3.2-litre V6 petrol engine outguns its rival with 200kW and 315Nm. It must be praised for its smooth power delivery and impressive refinement across the entire rev range. It’s a versatile unit that sinks into a relax demeanour when cruising but mesh the paddle and it comes alive, even sounding satisfyingly inspiring at the top end.

The nine-speed auto works well with the V6 to deliver effortless acceleration. The top three ratios are overdrive gears, which, in theory, are designed to keep fuel efficiency in check at freeway speeds.

But with a tested average of 9.8L/100km (which coincidentally matches its rated figure), the Jeep isn’t the most efficient and is expected of a big displacement V6.

Ride and Handling

The new Forester sits on Subaru’s new scalable platform that also underpins the Impreza hatch featuring double-wishbone rear suspension. With a relatively low centre of gravity, thanks to its horizontally-opposed engine, the Forester feels very much car-like to drive and handles admirably for a tall mid-size SUV.

Its steering is surprisingly quick and body roll is well contained through bends. And despite rolling on 18-inch wheels, ride compliance around town is good with the suspension attentively smoothing out most road irregularities.

Like the Forester, the Cherokee strikes an almost perfect balance between comfort and handling, with it rounding off bumps and ruts nicely while leaving just the right amount of firmness for a sporty feel. Around the bends, it feels tautly composed for a SUV, though its steering isn’t as sharp and communicative as that of the Subaru.

With all-wheel drive, both cars impress with excellent grip on and off road. With selectable drive modes and terrain management system, both cars make gravel tracks feel like a walk in the park.

Verdict

With most medium SUVs these days being nothing more than urban trawlers, it’s welcoming to see models like the Subaru Forester and Jeep Cherokee still staying true to their roots by preserving their go-anywhere capability.

As far as adventure vehicles go, these two are faultless. But while both cars also make great family crossovers capable of tackling the daily urban grind, they are quite distinctive in several ways.

The Subaru is more spacious, more economical and has better safety features. And with a significant price advantage, the Forester represents excellent value, too.

Meanwhile, the Cherokee is more refined, more powerful and feels slightly more premium on the inside.

But we are looking for the better family SUV and in this regard the Forester is the more complete, all-rounded package.

	2019 Subaru Forester 2.5i-S	2019 Jeep Cherokee Limited
Price & Features	8.5/10	7.5/10
Exterior	8.0/10	8.0/10
Interior	8.0/10	7.5/10
Performance	7.5/10	8.0/10
Ride & Handling	8.0/10	8.0/10
Our Score

2019 Subaru Forester 2.5i-S pricing and specifications

2019 Jeep Cherokee Limited pricing and specifications

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The new-generation Jeep Wrangler will hit Australian showrooms in early April, bringing a more contemporary design that remains authentic to the Wrangler’s iconic history, along with advanced safety and technological features.

For the first time, the all-new Wrangler Rubicon is available with the option to house a 2.2-litre turbo diesel engine, providing 146kW of power and 347Nm of torque. All other variants come with a 3.6-litre V6 Petrol Engine paired with a new eight-speed automatic transmission and feature Stop-Start technology.

The entire range comes with comprehensive standard and available active and passive safety features including Auto Emergency Braking (AEB), Adaptive Cruise Control with Stop, Blind-Spot Monitoring and Rear Cross Path detection, ParkView Rear Backup Camera with Dynamic Grid Lines, Electronic Stability Control (ESC) and Electronic Roll Mitigation (ERM).

The all-new JL Wrangler also boasts updated in-car connectivity and entertainment systems, with 7-inch Uconnect touch screen display housing the fourth-generation Uconnect system, with Apple CarPlay and Android Auto available as standard in the Sport S, and an 8.4-inch display standard on all other variants. LED headlamps and tail lamps also feature as standard on the Overland and Rubicon.

Improvements have been made to the on-road driving dynamics with subtle changes to the iconic features including a slightly tilted windscreen, tilted keystone-shaped grille, vented hood and a tapering C-pillar. These modifications are said to have considerably reduced wind noise and improved fuel efficiency by over 13%, without straying from the classic boxy body the Jeep Wrangler is known for.

Like before, customers will be able to enhance their new JL Wrangler with over 130 MOPAR accessories covering everything from exterior styling, storage versatility, vehicle protection and driver convenience.

Jeep Wrangler Sport S

Leading the range is the all-new, fully-loaded Sport S variant, with Select-Trac Full Time 4×4 System set for serious exploration. Sport S comes standard with the 3.6-litre V6 Petrol Engine and ZF 8-Speed Automatic Transmission and replaces the previous “Sport” trim. Sport S highlights include:

• 17” Alloy Wheels
• Daylight Running Lamps (DRLs)
• Automatic Headlamps
• Parkview Rear Backup Camera
• ParkSense Rear Park Assist System
• Push-Button Start
• Leather-wrapped Steering Wheel
• 7.0” Uconnect Touch Screen Display
• Apple CarPlay and Android Auto
• 8-Speaker Audio System
• Black Sunrider Soft Top

Max braked towing capacity: 1,497kg (2dr) 2,495kg (4dr)

Max unbraked towing capacity: 750kg (2dr and 4dr)

Jeep Wrangler Overland

Moving up from the Sport S variant, the Jeep Wrangler Overland offers a more refined experience a 3.6-litre V6 Petrol Engine, ZF 8-Speed Automatic Transmission and Selec-Trac 4×4 system. Further comfort and safety features include:

• 18” Alloy Wheels
• Auto Emergency Braking
• Adaptive Cruise Control with Stop
• McKinley Leather Trimmed Seats with Overland Logo
• Body Colour, Removable Hard Top with Freedom Panels
• LED Reflector Head Lamps/Tail Lamps/Fog Lamps/DRLs
• Blind Spot Monitoring with Rear Cross Path Detection
• ParkSense Front Assist System
• 9-Speaker Alpine Premium Audio System
• Uconnect 8.4-inch Touch Screen Display
• Satellite Navigation
• 230V Power Outlet
• Remote Start System

Max braked towing capacity: 1,497kg (2dr) 2,495kg (4dr)

Max unbraked towing capacity: 750kg (2dr and 4dr)

Jeep Wrangler Rubicon

The range-topping Wrangler Rubicon has the option to be powered by the 3.6-litre V6 Petrol Engine or a 2.2-litre turbo diesel engine with 8-Speed Automatic Transmission and Rock-Trac 4×4 system standard with both. Further comfort and safety features include:

• 17” Polished Alloy Wheels with Black Pockets
• Tru-Lock Front & Rear Locking Differentials
• Auto Emergency Braking
• Adaptive Cruise Control with Stop
• Front Stabiliser Bar Disconnect
• Heavy Duty Front and Rear Axles
• Heavy Duty Rock Slider with Step Assist
• Removable Black Hard Top with Freedom Panels
• Rubicon Hood Decal
• 32” BFGoodrich Off-Road Tyres
• Winch-Capable Steel Front Bumper
• 9-Speaker Alpine Premium Audio System
• LED Reflector Head Lamps/Tail Lamps/Fog Lamps/DRLs
• Blind Spot Monitoring with Rear Cross Path Detection
• Uconnect 8.4-inch Touch Screen Display
• Satellite Navigation
• 230V Power Outlet
• Remote Start System
• Off-Road Pages

Max braked towing capacity: 2,495kg (4dr)

Max unbraked towing capacity: 750kg (2dr and 4dr)

Jeep Wrangler Range and Pricing (excluding on-roads)

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The 2019 Jeep Wrangler has been handed a one-star safety rating in the latest round of independent Euro NCAP crash tests, giving it a big set-back ahead of its local launch in the coming year. 

Already on sale in its home market of the United States and now in Europe, the JL Wrangler put up a poor showing in the crash barrier tests, highlighting its weak chest protection for the driver and poor protection for rear occupants.

The hardcore off-roader also came under fire for failing to offer much of the latest active safety tech – something that has already been seen a point of contention locally with cars such early versions of the entry-level Kia Stinger S receiving lower safety ratings due to lacking active safety tech despite their structural integrity.

Explaining its devastatingly low rating, the Wrangler scored just 50 per cent in the Adult Occupant test, and 32 per cent for Safety Assist technologies. The full crash test report can be viewed on the Euro NCAP website, while you can watch the crash test footage below.

Euro NCAP secretary-general Michael van Ratingen was less than complimentary in his criticism of the Wrangler’s poor showing and Jeep’s parent company, Fiat Chrysler Automobiles.

“It is truly disappointing to see a brand-new car being put on sale in 2018 with no autonomous braking system and no lane assistance,” said van Ratingen. “It is high time we saw a product from the Fiat Chrysler group offering safety to rival its competitors.

Jeep’s US press office was quick to fire back, however, commenting that the Wrangler “meets or exceeds federal safety requirements in every market in which it is sold,” and that “the Jeep Wrangler is engineered to deliver superior performance under the most demanding conditions. Testing protocols that apply exclusively to urban scenarios may not align with such a vehicle.”

A spokesperson for Jeep Australia also commented on the Euro-spec Wrangler’s result, going to great detail in explaining the safety technologies Australian-delivered models will receive when they make their way Down under in the first quarter of 2019.

“The Jeep Wrangler arrives in Australia with a long list of standard and available safety equipment, including front and side airbags, blind-spot monitoring, rear cross-path detection, parking sensors, a rear-view camera and autonomous emergency braking, all of which is paired with the use of high-strength steel in its construction designed to protect the cabin in the case of an accident,” Jeep’s spokesperson explained.

It is currently unclear whether any structural changes will be made to the Wrangler ahead of its Aussie launch, or if additional safety tech will warrant a local re-test, with ANCAP noting that these tests may not be entirely indicative of how Australian models may perform.

Handing FCA a further blow to compliment the Wrangler’s poor showing, the updated Fiat Panda – which was withdrawn from sale locally in 2015 – was also re-tested for the first time since 2011 and had its four-star rating from seven years ago reduced to the lowest possible zero-star rating.

This makes the Panda only the second car in NCAP history to not receive a single star. The other, embarrassingly, was another Fiat – the long-enduring Punto which was axed in Europe as a result of its poor score earlier in the year.

The Wrangler isn’t the only 4×4 to be handed a disappointing crash test result either, with the hotly-anticipated Suzuki Jimny only scoring three stars when it was tested by Euro NCAP a few months ago.

The post New Jeep Wrangler handed low 1-star NCAP safety rating appeared first on ForceGT.com.