2018 JEEP WRANGLER UNLIMITED ESSENTIALS: REFINED, NOT SOFT

Our Opinion: The first time we drove the new Wrangler was last December in New Zealand, trekking through rock-strewn fields and scrambling up and over whatever obstacle we came upon. Then earlier this year we headed to Moab, Utah for some serious rock climbing. In both cases, the longer, stiffer frame, heftier axles and better approach and departure angles all contributed to the new Wrangler being able to handle anything we could throw at it. It’s an even better off-roader than the outgoing model.

All well and good. What about day to day driving around town — how does the Wrangler do? Isn’t that how many Wranglers are used? At its launch Jeep said engineers tuned the new Wrangler’s suspension for better on-road handling and ride comfort, with a special emphasis on cutting cabin noise.

A while ago I drove a new Wrangler Sahara around Detroit and it was indeed a little quieter and quite a bit more comfortable than the outgoing Wrangler. Wind noise wasn’t bad considering I was basically driving a box on wheels. Body control felt better, too, as did the steering — much tighter.

Now I’m in the Rubicon. It doesn’t drive quite as refined as the Sahara but is still better than the old Wrangler. My biggest beef is the off-road tires droning away on the freeway, the price one pays for off-road chops I suppose. Besides, the excellent Alpine stereo does its darndest to conquer the tire noise.

Both Wranglers I drive in Detroit have the new and optional 2.0-litre turbo four and eight-speed automatic, the only trans you can get with the four. The good news is it’s a smooth transmission and feels good with the turbo. Shifting for yourself is a big part of Wranglerness, I get it, though Jeep slappys have told me the really hardcore among them use automatics in their Jeeps.

Interior build quality is indeed better now, with more soft-touch materials. The dash has the latest, optional, 8.4-inch Uconnect touchscreen, now more coherent and classier looking. The Rubicon’s interior has metal on the dash, as Wranglers used to have, instead of the Sahara’s leather. Don’t worry, if you don’t find a Wrangler trimmed exactly the way you want, Mopar is introducing more than 200 (!) new accessories and performance parts from lift kits to side steps to winches, so personalize away!

Nothing about the new Wrangler makes me slap my forehead and say “GENIUS!!! Why didn’t Jeep do this YEARS AGO?!?” The truck’s newness is about subtle upgrades and refinements. It’s less crude, more evolved. Not too much though: If you were concerned Jeep would soften the new Wrangler too much, don’t worry. It’s still got plenty of old-school chops. It’s just that now they’re wrapped in, let’s call it a more mature package. Nothing wrong with that.

–Wes Raynal, editor

Options: Sky one-touch power top including removable rear quarter windows, power top quarter window storage bag, rear window wiper/washer and rear window defroster ($3,995), eight-speed automatic transmission with hill descent control and tip start ($2,000), electronic infotainment system group including gps navigation, Alpine premium sound system, HD radio, SiriusXM satellite radio and active noise control system ($1,595), leather-trimmed bucket seats including leather-wrapped parking brake handle, shift knob and door trim panel ($1,495), steel front and rear bumper ($1,295), 2.0-liter I4 turbo eTorque engine including 700 amp maintenance free battery ($1,000), LED lighting group including LED reflector headlamps fog lights tail lamps and accent lamps ($995), 17-inch black wheels w/polished lip ($995), Jeep active safety group including rear park assist system and blind-spot and cross-path detection ($895), customer preferred package including trailer tow and HD electrical group, auxiliary switches, class II receiver hitch, seven- and four-pin wiring harness and 200 amp alternator ($795), remote proximity keyless entry ($495) and body color fender flares ($495)

WES RAYNAL – Wes Raynal joined Crain Communications’ circulation department while still in college. When he graduated in 1986, he became a reporter for Autoweek sister publication Automotive News. He has worked as Autoweek’s associate editor, news editor, motorsports editor and executive editor before being named editor in 2009.