Jeep Wrangler Sport 2012 Review

Price Guide (recommended price before statutory & delivery charges): $34,000
Options fitted to test car (not included in above price): Connectivity Group $490; Side Airbags $450
Crash rating: N/A
Fuel: 91 RON ULP
Claimed fuel economy (L/100km): 11.3
CO2 emissions (g/km): 263
Also consider: Land Rover Defender (from $44,990); Mercedes-Benz G-Class (from $161,680); Nissan X-TRAIL (from $24,490); Suzuki Jimny (from $17,990); Toyota FJ Cruiser (from $46,490)

Familiar world-wide for its slab-cut styling and unrivalled offroad ability – both of which can be traced to its distant ancestor, the famous WWII US Army Jeep – the Jeep Wrangler is a true automotive icon.

In its current guise, the fourth generation, or JK-series Jeep Wrangler has been around since 2007. Styling and equipment levels are much the same today as they were back then, with the fundamental difference being the 2012 model’s  new  ‘Pentastar’ V6 engine.

Developing more power and torque than the 3.8-litre unit it replaces, the smaller all-alloy 3.6-litre outputs 209kW (+63kW) and 347Nm (+32Nm). Impressively, the added oomph means Wrangler is capable of accelerating from 0-100km/h in 8.1 seconds, a reduction of 3.1 seconds.

Where the old engine was mated to a four-speed automatic, the new V6 hitches to a (W5A580) five-speed automatic. The combination has reduced fuel consumption and CO2 emissions to 11.3L/100km and 263g/km.

Not for the first time we failed to match the manufacturer’s ADR81 claim, but still achieved a respectable 13.0L/100km on test.

Drive comes via a part-time Command-Trac (M421) four-wheel drive system offering the traditional 2H-4H-4L arrangement, shifted via a lever next to the primary gear shift. The transfer case is protected by a bash plate as is the 70-litre fuel tank.

The most noticeable change to Wrangler from a driver’s perspective is the refinement of the drivetrain. The engine is smoother, and more capable than before, the surge of power from standstill enough to raise the nose under a heavy right foot.

The transmission is well-calibrated, with five well-spaced ratios offering a good spread for town and offroad work. With more ratios the auto requires less manual intervention to keep the engine in its sweet spot, but does still need a decent stab of throttle at freeway speeds to kick-down for hill climbs.

Offroad, and at lower speeds, the transmission is intelligent enough to hold gears when required, though precipitous offroad descents were best tackled in manual mode, and in combination with Hill Descent Control and low-range four-wheel drive (4L).

The ‘Sport’ grade Wrangler on test was not fitted with the tougher offroad pack offered standard on ‘Rubicon’ grade models. Nonetheless, it was capable enough for moderate offroad work, its combination of long-travel coil suspension and live axles provided the articulation and traction to conquer most challenges.

Coupled with exceptional ground clearance (230mm) and generous offroad geometry (35-degree approach; 22-degree breakover; 28-degree departure) we noticed no hang-ups when climbing the steep speed-hump like culverts used to prevent erosion on the fire trails traversed.

While the combination of long-travel suspension and added ground clearance works brilliantly in slow speed off road conditions, the Wrangler’s dynamics are less impressive when travelling at speed.

The 1741kg four-wheel-drive carries a lot of its weight up high, which makes its presence felt in bends. The top-heavy handling characteristics are further exacerbated by the short wheelbase, and over-assisted steering that’s prone to bump-steer.

At 3.22 turns lock-to-lock Wrangler can take a little wheel work to feed through tighter tracks, and whilst it looks good on paper, the turning circle of 10.4 metres should be a little tighter still for a vehicle measuring just 4223mm in length.

The durable interior finishes come as a welcome relief to fastidious types like me. After a muddy forest trek the ‘Tectonic’ upholstery wiped clean with a wet rag. Unfortunately, the interior is a little ‘plasticky’ both in look and feel.

The instrumentation and centre stack layout is simple and easy to use, though some of the dials and switchgear felt lightweight in comparison to the rest of the cab. Surprisingly, despite its plastic-on-plastic construction, the Wrangler’s innards were free of rattles and squeaks, even from the removable ‘Freedom Top’ roof.

If you want to carry anything in addition to rear seat passengers, forget it. Wrangler has just 85-litres of cargo space with the rear seats in place. Flip them forward, or better yet remove them completely, and you’ll liberate 1924 litres. Best be careful when backing up to your campsite, however, as rear vision is poor.

For buyers wanting a rugged and capable offroader, Wrangler remains the only logical choice south of $40K. Sure, there are plenty of more comfortable soft-roader options, but as the maker’s old catchphrase goes, there’s only one Jeep.