Jeep Wrangler 2009 Review

Jeep Wrangler Unlimited, Sport and Unlimited Rubicon

What we liked
>> Offroad quality, on-road adequacy
>> Ergonomic elements: seat comfort, legible instruments, simple wiper control
>> Impressive NVH

Not so much
>> No footrest
>> Diesel turbo lag could be a problem offroad
>> Wrangler Unlimited Rubicon can be a handful on the open road

Overall rating: 3.5/5.0
Engine and Drivetrain: 3.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW

Yet for all that, the 'modernity' of the latest upgraded model is more an undertone than an explicit distinction from its forebears. If you think back to what the pre-V6 Wranglers were like, you may recall that there was a lot more metal in the dash, switch placement was unfathomable and soft-top models provided all the NVH qualities of a sieve.

But details aside, the latest Wrangler maintains many of the heritage models' hallmarks. Switchgear placement is more fathomable but could be better still, for example. Overall, however, the MY10 2009 version of the Wrangler is an example of refining a design, while remaining relevant to offroad enthusiasts.

For the upgraded Wrangler -- first announced over a year ago as a series of rolling changes -- a tyre pressure warning system is now standard, 17-inch alloy wheels replace the 16-inch wheels fitted previously and the diesel engine produces more torque when coupled to the optional automatic transmission. Peak torque in this application is now 460Nm.

Sport models also fitted with automatic transmission now drive through a 3.73:1 ratio differential, rather than the 4.10:1 diff fitted previously. Long-wheelbase Wrangler Unlimited (four-door) models now provide a longer range, courtesy of a larger 85-litre fuel tank. In the Rubicon grade (for both the short-wheelbase and Unlimited bodystyles) the 'Dual Top' sunroof is now standard.

A new Off-road option pack is now available to raise the offroad ability of the Sport models almost to the same level as the petrol-only Rubicon variants at a lower-cost. Features included in this pack are: an electronically-controlled locking rear differential, a 3.73:1 final drive ratio (both manual and auto) and electronically-controlled front sway-bar disconnect.

In other changes to the Wrangler range, Jeep has introduced Sunburst Orange to replace Rescue Green and Deep Water Blue to replace Steel Blue in the exterior colour palette. All hardtop models are now fitted with a Mopar storage bag and all models gain a storage bin in the centre console and a storage net covering the lower section of the centre fascia.

Wrangler Sport V6 manual $31,590 (+$600)
Wrangler Sport V6 auto $33,590 (+$600)
Wrangler Sport CRD manual $35,590 (+$100)
Wrangler Sport CRD auto $37,590 (+$100)
Wrangler Rubicon V6 manual $40,590 (+$600)
Wrangler Rubicon V6 auto $42,590 (+$600)

Wrangler Unlimited Sport V6 manual $35,990 (+$1000)
Wrangler Unlimited Sport V6 auto $37,990 (+$1000)
Wrangler Unlimited Sport CRD manual $39,990 (+$500)
Wrangler Unlimited Sport CRD auto $41,990 (+$500)
Wrangler Unlimited Rubicon V6 manual $44,990 (+$1000)
Wrangler Unlimited Rubicon V6 auto $46,990 (+$1000)
 
Standard comfort and convenience features fitted to the Wrangler Sport include: Air conditioning, MP3-compatible CD audio system, six speakers, front/rear fog lights, electric windows, central locking, 12V auxiliary power outlet and tilt-adjustable steering.

For the Wrangler Rubicon grade, the standard equipment list adds Stain Repel fabric treatment and 'Dual Top Group.

Coupled to the standard six-speed manual, the SWB Wrangler uses 11.5L/100km (Sport) or 12.5L/100km (Rubicon) in combined-cycle testing. The same variants with the automatic transmission option are slightly thirstier in the case of the Sport and significantly more economical for the Rubicon -- both recording a figure of 11.6L/100km. Fuel consumption for the V6 Wrangler Unlimited measures 11.8L/100km (Sport manual), 12.8L/100km (Rubicon manual) and 11.9L/100km (both grades, automatic). CO2 emissions from the petrol engine range from 273 to 304g/km.

The turbodiesel, displacing 2.8 litres, is a DOHC four-cylinder with common-rail injection. Peak power of 130kW occurs at 3800rpm, irrespective of which transmission is specified. Torque reaches 410Nm between 2000 and 2600rpm when the engine is driving through a manual transmission, or 460Nm at the same engine speed in the auto variants. CO2 emissions range from 215g/km (Wrangler Sport manual) to 252 (Wrangler Unlimited Sport auto).

Engines are mounted longitudinally and drive through either a six-speed manual transmission or an optional automatic transmission (four speeds for the V6, five for the turbodiesel). Wrangler Sport features a 'Command-Trac' NV241GII part time four-wheel drive system with dual-range transfer and the Wrangler Rubicon drives through a similar system, named 'Rock Trac' NV2410R.

All variants are based on a full chassis and ride on coil-sprung live axles, front and rear. Brakes comprise 302x28mm ventilated disc rotors with single-piston calipers at the front and 316x12mm solid discs at the rear, also with single-piston calipers.

The SWB Wrangler and the longer Wrangler Unlimited share the same approach angle -- 38.4 degrees -- but naturally, the four-door machine's breakover angle falls short of the two-door's, 20.8 degrees for the former and 25.1 for the latter. Strangely, the Wrangler Unlimited's departure angle (31.4 degrees) is ever so slightly better than the Wrangler shorty's (31.3). Ground clearance is 267mm at the front and 259mm at the rear (SWB) or 257mm (Unlimited).

The Wrangler is not beyond reproach though. There's no footrest for the left foot; the transmission tunnel seems very close on the left side of the driver's footwell; window switches are located in the centre fascia and it's hard to enter or leave the back seat in the SWB Wrangler. There's a 60/40 splitfold rear seat in the LWB Wrangler Unlimited models, but the SWB variants make do with a single-piece folding rear seat.

While long travel for the accelerator pedal is a must in an offroad vehicle, it's almost a parody in the Wrangler. You actually have to sit closer to the dash than entirely desirable, just to be able to floor the pedal -- which you will undoubtedly want to do at times.

But then there's the corresponding argument; two-stage/lane-change indicators, excellent windscreen wiper control stalk operation -- shared with the Patriot -- comfy seats and clear, easy-to-read instruments.

SAFETY

While the Wrangler is not going to provide the level of confidence expected of high-end passenger cars, it does offer some features that place it ahead of its principal rivals (see COMPETITORS, below). ERM provides the Wrangler with a particular advantage over vehicles such as the Hummer H3, Land Rover Defender and Toyota LandCruiser 70 Series.

Stability control and airbags also place the Jeep ahead of most of its competitors (although not the more expensive Hummer).

Where the Jeep captures a broader demographic lies in the appeal of its models to sports-focused offroaders. The short-wheelbase Wrangler with its petrol V6 provides a whole new dimension to having fun offroad, whereas the Defender is much more utilitarian. There's a whole range of ways in which the Wrangler is arguably a better proposition than the Land Rover too.

At a pinch -- and depending on how brave your accountant's feeling -- you might consider the Hummer H3 as an alternative to the Wrangler Unlimited, but once again, the Jeep wins on price. If you do decide to take the plunge on a Hummer, better make tracks to your local dealer pretty soon.

There was some unsealed road travel on the first day, but this reviewer's exposure to the Wrangler was principally on bitumen initially. Unfortunately, that first brush with the Wrangler was in the very offroad-focused Wrangler Unlimited Rubicon, which is not the best example of the breed for cruising the blacktop. On faster bends, turn-in was atrocious and you were frequently aware of the vehicle's changing attitude, which was probably due to a combination of contributing elements, including axle steer and high-profile, chunky tyres.

At least it didn't yaw when steered in a straight line as we experienced recently with another Wrangler Unlimited.

The Rubicon wasn't really winning us over, considering it was rolling and bucking like a pig in mud -- on dry bitumen too -- but gradually, we adjusted to what the vehicle represented. In tighter bends, the G forces pushed all the available squirm out of the tyres' sidewalls and the vehicle would settle down a bit. After a while, it was clear that the Rubicon was trustworthy enough, within reasonable limits.

Powered by the 3.8-litre V6, it mustered quite a fair wallop in a straight line, although the torque is of the slow-burning fuse variety, rather than the explosion that follows.

The engine in this particular vehicle was driving through the standard six-speed manual transmission, which, like the car's suspension and steering, takes some acclimatisation. It's a little slow shifting and heavy to use, in order to handle the torque. There's a knack to finding sixth gear, but good things come to those who wait.

We tackled one dirt section in high-range two-wheel drive ('2H') and the traction control and stability control had a field day. You could provoke trailing throttle oversteer into the corner relatively easily, only to have that pleasure snatched away by the electronic nannies. They worked according to specification and blended into the background once we'd selected four-wheel drive ('4H') for the remainder of that leg.

The following day's program took us to a disused railway line outside Molesworth, where we tested the Wrangler Unlimited (long-wheelbase four-door) for its ability to climb and descend relatively steep grades. We trust that the guys from Jeep would agree that these tests, based around the embankment built up for the old railway line, didn't provide that much of a challenge for the Wrangler.

The LWB Jeep proved quite capable of descending (and ascending on the return trip) a short grade that was probably at least a 45-degree gradient. In the deeper ruts, it may have reached as steep as 60 degrees. The vehicle for these tests was a petrol Wrangler Unlimited, but with an automatic transmission this time. The engine was a stoic powerplant that would pull from any speed. As mentioned already, it wasn't a fire-breathing unit, but it certainly had the torque for this sort of offroad work.

At no point during the morning's tests did the vehicle graze its underbody at the front or the rear, so approach and departure angles were up to the job. On a couple of occasions the underside brushed the ground as the Jeep crested a grade.

The final Wrangler we drove for the day was a short-wheelbase CRD (2.8-litre diesel) with automatic transmission. On the SEC Road near Molesworth, it stepped out at the rear on a tighter left-hand bend, despite being in 4H at the time. That particular corner was quite sloppy and the instance of oversteer was the exception rather than the rule.

In the main, we found the SWB Wrangler just tracked through corners. Occasionally, if the traction control and stability control were operating, the engine's torque would be reduced and the turbo would fall off boost. This could and did happen in the midst of a muddy corner, when you want momentum and torque rather than lateral grip necessarily.

The final test for the day was a long downhill run that was initially slippery. With the Wrangler in low-range 4WD ('4L') and first gear, it just engine-braked its way down the hill with barely a hint of slip from the wheels. Looking at the grade, we had expected more brake locking and tail-out sliding than actually occurred. The Wrangler handled it with aplomb and the exercise was an anti-climax.

On the return trip to Melbourne, we explored the diesel Wrangler's overtaking ability. From 80km/h, the diesel can build up a head of steam fairly rapidly. Once you become ambitious enough to try overtaking from 90km/h, it's a little harder. It's like all the power and torque for overtaking is ripest at 80 and falls away once the speed rises above that point.

To our surprise, the short-wheelbase Wrangler was one that felt generally composed on the open road. It was raining for most of the return journey and yet there were no qualms about the Wrangler SWB's touring abilities in the way that we had felt with the Rubicon the day before, in the dry. The diesel engine was relatively subdued on the open road and, although it was a windy and wet day, we never had to raise voices at 100km/h.

In respect of ride comfort, all the Wrangler variants were moderate over secondary-level bumps and potholes, but firmer over the rough stuff. The result of that compromise is you can drive the Wrangler on country roads without feeling like you've been pounded around the ring.

And so it was that we finally came to terms with what the Wrangler is about, what it can do and how it can do it. It has all the domesticity of a mountain goat, but the Wrangler endears itself by sharing with said goat the same sort of agility.

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