First Drive: Jeep Wrangler 2.0

First Drive: Jeep Wrangler 2.0

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When it comes to cars and adventure, it’s nearly impossible not to fall in love with Jeeps. Not just any Jeep, though, but specifically the Wrangler, which, in my opinion, is a flawless concoction of everything that off-road purists hold dear to their hearts. It exists to keep the flame alive for those with an undying love for adventure, thanks to excellent off-road credentials that have always been associated with the brand.

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In 2019, the Wrangler received a midlife refresh, refining what was already an off-road masterpiece. With its 3.6-litre naturally aspirated engine and a suite of rugged features, it solidified its position among the best 4x4 SUVs in the local market. But the question stands: how do you take something so iconic and make it even better, especially as far as fuel efficiency is concerned? For Jeep, the answer was simple: swap the V6 for a punchy 2.0-litre 4-cylinder turbo-petrol engine, and that’s exactly why I found myself in the stunning landscapes of the Western Cape, experiencing how this change transforms the Wrangler’s character.

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While the big talking point here is the new powertrain, Jeep has given the new Wrangler a few thoughtful updates to keep it fresh. These include automatic headlights, a newly styled front grille, a power dome vented bonnet, a black hardtop, and what Jeep calls a stealth antenna. Aesthetically, everything else remains familiar, and at its core, the Wrangler stays true to what I love in the form of removable doors, a hardtop, and rear windows that let you strip it down for that open-air experience.

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The most exciting thing, though, is that Jeep has added an optional electric folding fabric roof borrowed from the Gladiator for an extra R60,000. The convenience of dropping the top at the touch of a button eliminates the need to struggle with manual latches, particularly during unexpected downpours.

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Only three trim levels are offered: Sport, which sits on 17-inch steel wheels; Sahara with 18-inch alloys; and the off-road-focused Rubicon, which rides on 17-inch mud-terrain tyres as standard.

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Inside, a larger and more user-friendly standard 12.3-inch Uconnect 5 touchscreen infotainment system with wireless Apple CarPlay and Android Auto replaces the Gladiator's smaller infotainment screen, while 12-way power-adjustable leather front seats are also offered.

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As for interior quality, it’s worth mentioning that the Wrangler has seen a significant improvement compared to the outgoing model. There are soft-touch plastic materials around the centre console and on the door, giving it a more refined look and feel without losing its rugged charm. Yet, the cabin remains unapologetically utilitarian, with a dashboard design that carries a nostalgic nod to classic Jeep models. However, we found the centre console to be intruding slightly into the space where you would naturally place your left foot, forcing me into an unnatural position during the longer launch drive. 

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We truly commend Jeep for its decision to use actual buttons for most of the interior controls. Once you understand what the designer had in mind, it makes perfect sense. When you’re tackling rocky trails or driving through mud, the last thing you want is to fumble with finicky touch sliders and overly complicated infotainment systems. 

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Arriving at the launch, we were met by a group of Jeep enthusiasts from the SA Jeep Club. Naturally, conversations revolved around the new 2.0-litre engine, where one owner of the new unit said that as much as the engine is smaller yet undeniably capable, he missed the raw and howl of the old V6.

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Our launch drive took us through the back routes of the Western Cape, just off the N2, where we had the perfect mix of on- and off-road driving to truly understand what the Wrangler is all about. Both the Sahara and Rubicon models were present at the launch, and we kicked things off in the latter. Just so you know, the 2.0-litre turbocharged engine with 200kW and 400Nm (9kW less and 53Nm more than the V6) is hard to fault in this application. Power delivery is impressive and linear across the rev band, and the 8-speed automatic transmission is impressively smooth and responsive.

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On the road, the Wrangler retains its classic, no-nonsense stance, with the ride and handling coming closer to a rugged lifestyle bakkie than a comfortable modern SUV, which is what many Jeep fans love. Additionally, it feels purpose-built and unapologetically focused on off-road adventures rather than luxury, but there’s a catch. For instance, there’s noticeable tyre noise, especially on the Rubicon with its bigger BF Goodrich wheels, and the boxy shape doesn’t do much to suppress wind noise at high speeds. Also, you will hear more noise in the models with the fabric roof.

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At the launch, we drove over rocks and through mountain passes, and both the Sahara and the Rubicon came out unscathed, thanks to approach angles of 35.4 degrees for the Sahara and 36.0 degrees for the Rubicon, plus departure angles of 31.4 and 30.7 degrees, respectively. Though we didn’t encounter a section during the drive where we had to use the front and rear differentials, it’s worth mentioning that the Rubicon is equipped with both, along with an electronic front sway-bar disconnect option.

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Jeep’s decision to introduce the smaller 2.0-litre petrol engine is all about improving fuel efficiency. But honestly, it’s far from being efficient. During the launch and even when cruising on the open road, we saw the fuel economy wafting around 13.4l/100km. For some, a diesel option might just be the better choice.

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Seeing the Jeeps from the Jeep Club SA at the launch made us realise something: owning a Wrangler isn’t just about having a capable off-roader, it’s about doing the most with it. You can equip your Wrangler with lifted suspensions, massive all-terrain tyres, roof tents, snorkels—you name it. And the best part? Jeep itself offers a massive range of official accessories to help you tailor your Wrangler to your chosen adventure.

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Coming to the big question of which one to buy. Well, the Sahara, alongside its entry-level Sport models, would appeal to those who want to balance between off-road capability adventures and daily use, as these lack the heavy-duty off-road features of the Rubicon. In comparison, the Rubicon is more of an off-road enthusiast-focused 4x4 capable of tackling the rough terrain while prioritising off-road capability over everyday comfort.

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With pricing starting at R1,199,900 for the Sport, R1,249,900 for the Sahara, and R1,299,900 for the Rubicon, the Wrangler isn’t exactly a budget-friendly 4x4. It undercuts the Land Rover Defender but sits just above the Toyota Land Cruiser 76 in price. But honestly, it isn’t a vehicle you buy with your head; it’s one you buy with your heart. And for that reason alone, it’s impossible not to love it.

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