Jeep Wrangler Rubicon 2019 Review

The 2019 Jeep Wrangler has arrived, with the model billed by Jeep Australia as 'the most capable production SUV on the planet' spanning (in ascending order) Sport S, Overland, and Rubicon trim grades.

Jeep's 3.6-litre V6 petrol Pentastar engine (209kW/347Nm) is available across all trim grades, while Jeep Wrangler Rubicon buyers can choose between that or Fiat's 2.2-litre Multijet II four-cylinder turbo-diesel (146kW/450Nm). Power is fed to the rear or all four wheels via a ZF eight-speed automatic transmission and dual-range transfer case, with no manual-transmission option.

Representing the seventh generation of Willys off-roader since the iconic 4x4 first entered civilian production in 1945, and the latest generational shift since 2006, the JL Wrangler hits the Aussie market with a significant lift in technology, features and refinement, accompanied by an equally significant price hike.

While Carsales has sampled the new Jeep Wrangler both at its international media launch in California, and more recently at its national media launch in Tasmania, here we're focusing on life at the top of the range, in the diesel-powered four-door-only Wrangler Rubicon.

The new Jeep Wrangler range is priced from $48,950 (plus ORC) for the two-door petrol-powered Sport S to $68,950 (plus ORC) for the diesel Rubicon.

That entry point is now almost $10,000 dearer than before, while the flagship Jeep Wrangler Rubicon diesel tested here tops out at $68,950 plus on-roads. Our test vehicle is equipped with the Rubicon Luxury Package ($1950) and Trail Rail Management System ($450) – more on each later – pushing its price to $71,350 (plus ORC).

First things first, let's address the elephant in the room: the new Jeep Wrangler's one-star ANCAP rating. The model suffered in three of four key areas when assessed, the new platform's result mirroring its previous European NCAP test.

The addition of autonomous emergency braking to next year's Jeep Wrangler Sport S (it's already standard on other grades) may improve the model's overall ANCAP rating, but it will remain hamstrung by its removable roof and doors, which rules out head and curtain airbags.

Regardless, Jeep points out the new Wrangler has 26 additional safety features over its predecessor, while we suspect this model's target market is less likely to be deterred by the ANCAP result in light of the Wrangler's strengths.

Which brings us to the biggest reason for buying one: off-road exploration and good ol' fashioned mud-slinging, rock-crawling, water-fording fun.

The Jeep Wrangler is a superb tool to take bush, be it as a day-tripper, for camping trips, or even for hauling a range of toys – a 2495kg braked towing limit puts a range of RVs and boats within its scope.

And if you like your city transport to underline your weekend aspirations, the Jeep Wrangler screams rather than hints at what you'd rather be doing, its blocky lines, familiar front grille and upright windscreen harking back to the model's genesis, the WWII-era Willys-Overland Jeep.

Actually, there are styling cues throughout the Jeep Wrangler that underline that heritage, from tiny Jeep motifs dotted throughout the vehicle to shaded backdrops of the original Willys Jeep on the TFT instrumentation.

While the Jeep Wrangler isn't perhaps an ideal city car, it's now more refined on the bitumen than it's ever been. The seating is fairly high, even for this 188cm-tall scribe, meaning ingress and egress requires a little more effort, although the grab handles are a big help and once behind the wheel all-round vision is excellent.

The BF Goodrich 32-inch mud-terrain tyres are a great asset off-road and they sure look the part, at the expense of an ever-present whine on the highway. Don't get me wrong, I love off-roading – my daily drive is a 4x4 – so I'm happy to accept a little road and engine noise as a trade-off. You could always swap the muddies for quieter highway tyres, but that's not what the Jeep Wrangler is all about.

Those points aside, the Jeep Wrangler actually handles suprisingly well on sealed roads, despite its ladder-frame chassis and live axles front and rear. It doesn't take much to get those tyres chirping through tighter corners – the stability control intervenes relatively late – but body roll is nicely controlled given its high-riding stance and long-travel suspension.

Actually, it's a lot of fun to drive – both on-road and off…

The full JL-series Jeep Wrangler line-up is available now.
The Wrangler is covered by a five-year/100,000km factory warranty with lifetime complimentary roadside assistance if serviced within the Jeep dealership network.

Service intervals are pegged at every 12 months or 12,000km, whatever comes first, with Jeep offering a five-year capped-price servicing scheme. Costs are capped at $499 per service for diesel-engined models and $299 for petrol models, totaling $2495 and $1495 respectively over the duration of the program.

Jeep's target for its Wrangler is pretty clear – off-road adventurers who place an outdoorsy lifestyle at the top of their priority list. Hey, with the Wrangler Rubicon's 'Freedom' modular roof system, you can even bring the outdoors inside the vehicle!

While I didn't go as far as removing the rear roof section and doors, or folding the front windscreen flat – this is winter in Victoria, after all – removing the two-piece front roof section was quick and easy. I could easily see myself removing other bits and pieces to make the most of some pleasant weather.

Off-road ability? It ticks all the boxes, and then some. Great off-road geometry? Check. Despite that protruding (and winch-ready) front bumper, it's got a 41.7-degree approach angle. Clearance? Check. We measured 240mm beneath its rear diff, which is appreciably better than most of the current 4x4 utes. Quality off-road tyres? Check. Capable off-road driveline? Check. Water-fording ability? At 760mm, check. It's the little things that make a difference, too – like the excellent 4WD floor mats and foot-well drainage holes, so you can hose it out easily after your latest adventure.

The Wrangler Rubicon scores Jeep's Rock-Trac 4x4 system, with 4:1 low-range gearing and five-position transfer case (2H, 2/4H auto, 4H, N, 4L), plus locking front and rear differentials and a front sway bar that can be disconnected for additional front axle articulation.

Underbody protection? It's pretty good – there are skid plates where you'd expect them, although there are a couple of chassis cross-members that could potentially cop a hit.

The diffs and sway bar are all actuated by controls on the upright and frankly quite stylish dash – in a 'Red-ical' colour scheme, in our test vehicle's case – while the Wrangler Rubicon rides on substantial and proven Dana 44 solid axles.

We put the lot to the test in Victoria's Wombat and Lerderderg State Forests. Over mountainous terrain, rocky sections and slick clay, the Jeep Wrangler acquitted itself well. While off-road purists will invariably head straight for a lift kit and the usual array of off-road modifications, I have to say this is a very capable package straight off the showroom floor.

Only on two occasions did the undercarriage take a hit (and on the same section of steep, broken but in places highly polished rock), but no harm was done.

The 2.2-litre turbo-diesel (147kW/450Nm) is a great little unit, developing healthy torque from south of 1500rpm that continues through a chunky midrange. There's reasonable pep from a standing start but lots of easy, low-revving grunt for clambering your way through tricky terrain.

It's not even particularly noisy – noise suppression is surprisingly good, especially given the demountable roof structure – and vibration is minimal. At 100km/h in top gear on the open road the engine ticks over at just 1500rpm.

During the 1000-odd kilometres for which the Jeep Wrangler Rubicon was in my care, I saw average fuel economy span 9.2L/100km on the motorway to around 11.5L/100km while off-road. With an 81-litre tank, that's a safe range of around 600-800km per tank.

The diesel-powered Jeep Wrangler Rubicon uses a selective catalytic reduction system to meet Euro 6 emissions compliance, so there's a 19.7-litre AdBlue tank with a filler next to the diesel filler.

The rock sliders are a neat addition and so much sturdier than traditional side steps, and I'm a big fan of Jeep's new Trail Rail Management System. This features eight sliding luggage tie-down points on two recessed rails in the boot, making securing gear super easy.

There's a decent amount of space in the boot too, and plenty with the 60:40 split-fold second-row seating folded forward. The seating flips forward with minimal effort.

That high level of functionality and amenity flows throughout the Jeep Wrangler Rubicon. It's the 'burger with the lot', with a standard features list that goes on and on. The Rubicon Luxury Package then adds extra comfort and class to the equation, with leather seating, gearshift knob and park brake handle, plus heated front seats and a heated steering wheel.

ANCAP ratings aside, Jeep hasn't scrimped on the latest safety and driver assistance features in this top-spec Wrangler Rubicon. Forward collision warning with autonomous emergency braking teams with blind spot monitoring, lane departure warning, hill start assist, rear cross-traffic alert, tyre pressure monitoring, reversing camera and adaptive cruise control, among others.

Add to that niceties like the large 8.4-inch multimedia system (with Apple CarPlay/Android Auto, digital radio and satellite-navigation), a powerful nine-speaker Alpine sound system, keyless entry and starting, idle-stop system, full LED lighting and dual-zone climate control, and Wrangler occupants are well looked after.

The cab treads a seemingly paradoxical line between utilitarian and sophisticated, but all the controls are easy to reach and use, the seating is comfortable and supportive, and the steering wheel is adjustable for tilt and reach (and it's bristling with integrated controls).

Cabin storage isn't exactly abundant (decent glove box and centre console bin, though) but head and legroom is quite good, although the transmission tunnel intrudes on the driver's foot well. It's a throw-back to the conversion to right-hand drive – the passenger foot well is roomier, and the park brake handle is on the passenger side. As such there's no dead pedal for the driver and my left foot felt quite cramped.

There's no shortage of device charging options though, with multiple 12-volt, USB and USBC outlets throughout the cabin. There's even a 230-volt power outlet on the back of the centre console.

The Jeep Wrangler Rubicon represents the apex of the Wrangler family, and indeed the apex of Jeep's off-road-focused line-up, in terms of its mix of sheer ability versus features. It might not offer the same level of on-road refinement as say Jeep's Grand Cherokee, nor the space, but when the going gets tough there's not a lot that will stop a Wrangler.

Against the broader passenger car landscape, the Jeep Wrangler slots in at the top end of the Large SUV (under $70,000) niche. In 2019 Jeep Australia has sold 423 examples of the (primarily older, JK-series) Wrangler to the end of May, which puts it well down the list compared to a top seller like Toyota's Prado (7833 units), and even its big brother Grand Cherokee (1154).

However, for Wrangler die-hards, it's not about having the best-selling vehicle, it's about having an extremely capable vehicle with those rugged Jeep lines – and this JL Wrangler is just as capable but even comfier, better equipped, and more refined than its predecessor.

For off-road enthusiasts, there's so much to like about the 2019 Jeep Wrangler Rubicon. Yes, it's up against several more affordable four-wheel drive rivals – most of which attract a five-star ANCAP safety rating.

However, for sheer driving fun and 'off the floor' off-road ability, the new Jeep Wrangler is hard to beat, and a worthy progression for a nameplate that carries with it such a rich history.

I think Wrangler devotees are going to love it – especially if the budget stretches to this diesel-powered Rubicon flagship – while the added comfort and features will entice a whole new generation of Jeep Wrangler fans to the fold.

How much does the 2019 Jeep Wrangler Rubicon cost?
Price: $63,950 (petrol); $68,950 (diesel); ($71,350 as tested, plus ORCs)
Engine: 3.6-litre six-cylinder; 2.2-litre turbo-diesel
Output: 209kW/347Nm; 147kW/450Nm
Transmission: Eight-speed automatic
Fuel: 9.6-10.3L/100km; 7.5L/100km (ADR Combined)
CO2: 223-239g/km; 219g/km (ADR Combined)
Safety rating: One-star ANCAP (2019)