Jeep Wrangler Unlimited 2.2 Rubicon 2020 long-term review

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Which would you rather have? - 16 September 2020

We tried a softer, Overland version of the Wrangler the other day, with milder tyres, less hardcore axles and more insulation inside the roof. No question it smoothens the on-road driving experience, with sharper steering and a more settled ride, and it’s quieter. But I think if you’re going to go Wrangler, you might as well go full Rubicon-spec Wrangler.

Mileage: 22,105

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In a specialised car like this, we’re willing to put up with a few compromises - 2 September 2020

The more time I spend with the Jeep Wrangler, the more I’m enjoying it. It has now gone head to head with the new Land Rover Defender and Mercedes-Benz G-Class and emerged with its head high.

But just as nice as the day spent larking about in a quarry was, for me, leaving the front two targa roof panels off for the long drive home, windows down, trying to blow some of the dust from the interior, in bright evening sunshine. I’d have had an even better time if I’d taken the whole roof off for the entire day, before I left the house that morning – a process that involves eight T50 torx bolts and about five minutes – but there was a chance of thunderstorms, and while the two targa panels can be stored on board, the main roof structure can’t.

Removing the targa panels creates some turbulence, because the air has nowhere to go when it reaches the back window, but dropping the rear windows as well as the fronts keeps it tolerable. I don’t doubt that I’d have been more comfortable in the Defender or G-Class, but I reckon I was having more fun in the Wrangler.

As time passes, then, I’m starting to think of the Jeep as I would a sports car or other specialist car: they have their area of expertise, where they excel, and the rest of the time they have compromises because of that.

As an enthusiast, I can live with those. In a Jaguar F-Type, it might be a shortage of luggage space. In the Jeep, it’s a cruder on-road ride, some inaccuracy to the steering, higher noise levels and a roof that pings away like you’re sitting inside a tent when it rains. That noise is extraneous but endearing, like being kept awake by the cat snoring.

Our triple test day was the first time I’ve fully loaded the Jeep with kit, and it proved pretty practical. The 70/30-split-fold rear seats’ headrests can be dropped separately to improve rear visibility. And there’s a 12V socket in the boot, plus a domestic plug socket and two USB ports in the rear cabin, all shielded to protect them from dust or grime. This car really understands its role in life.

Love it:

heritage touches As a sweet example of Jeep’s nods to the past, the information screen in the instrument panel shows the grille of a 1941 Jeep on start-up.

Loathe it:

Fuel filler cap You have to use the ignition key to unlock the fuel cap. It may aid security, but it’s a bit of a faff.

Mileage: 21,460

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Life with a Jeep Wrangler: Month 1

Welcoming the Wrangler to the fleet - 12 August 2020

You don’t see many Jeep Wranglers in the UK but there’s no denying the success of what I’m going to dare calling the original off-roader.

I mean, you could make a case that any really early car or truck was designed for rough track use. But the modern 4x4 as we know it? I think its origins all started here: the Jeep. Today’s Wrangler is the latest in a model line that, as with a Porsche 911 or Toyota Corolla, has been in constant evolution, ever present since 1941.

Jeep currently sells nearly a quarter of a million Wranglers annually. Just not to the UK, where we buy a handful. Why? Too big, too thirsty, too American? They’re the easy reasons but I think it’s a bit more nuanced. Here, it’s rarer to have a lifestyle that suits the Jeep because it excels in wide open spaces. Besides, we also had our own beloved 4x4. Ah, the Land Rover Defender. It’s back this year and no talk in the UK of a Jeep Wrangler would quite be complete without a passing mention. But they’ve never been quite the same thing.

The Jeep isn’t typically a utility vehicle in the US and the Land Rover became a lifestyle vehicle late in its life. So the biggest overlap has really just been in their off-road ability. Fresh from the factory, they were perhaps the two most capable off-roaders in the world. (Please don’t conflate durability and reliability into that, Toyota fans.)

And given the return of the Defender, as a more lifestyle than utility car, now seems a good time to spend a while with a Wrangler, a car that it is both more like (neither is a workhorse) and less like (the Jeep retains a separate chassis) at the same time.

I’m rather fond of the old-school nature of the Jeep: that separate body and chassis, solid axles at either end. This one is a Rubicon, which is as hardcore an off-road variant as you’ll find in the UK, so it has 17in wheels with 255/75 BF Goodrich MudTerrain KM2 tyres, of 32in diameter (apparently the way serious 4x4 types gauge a wheel and tyre set-up). It also has a disconnectable front anti-roll (sway) bar, electronically lockable differentials and an uprated off-road software programme to make the most of them. The way I figure, if you’re going to have a Wrangler, you might as well go full Wrangler.

This one arrived with a fair few miles on it – 18,000 – which also suits me fine. It’s still not a big number, but interesting to try to get a bigger handle on durability. I had thought that would guarantee we’d need to service the car at some point during its stay with us, given the 12,000-mile intervals – again, a useful exercise – but I see there’s a stamp in the book at 18,000 miles, too, and it seems unlikely I’ll hit 30,500. We’ll see.

Some cars are better than others at being driven big amounts of mileage in short amounts of time. Unlikely though it might seem, a Toyota Land Cruiser I ran last year was one of them. I covered 38,000 miles in it and it was a surprisingly easy motorway cruiser.

The Wrangler isn’t quite the same – those KM2 tyres hum like an apiary at speed – but it’s better than you might think. Everywhere in America is a long way from everywhere else, after all, so it’s built for it. And the 2.2-litre diesel, mated to an auto transmission and a drivetrain that has a 2WD mode (as well as 4WD high and low ratio) means I’m seeing more than 32mpg so far.

The Wrangler’s interior is also more habitable than tradition would suggest. Material grades are good and there are some quite sweet design touches – a little Jeep motif in the corner of the windscreen, for example. There’s climate control and a sufficiently sized centre screen with smartphone mirroring, while visibility is good so it’s actually a pretty easy car to spend time with. There is ingress into the left side of the driver’s footwell from the transmission casing, but it doesn’t bother me much.

Refinement could be stronger, but I’m also prepared to overlook that. The fact is, you can remove the roof panels and then the entire roof, and, should you want to, the doors too. So it’s bound to be a little less snug. As soon as I can guarantee a couple of dry days, I’ll try that. I think the only issue, on the road, is that the door mirrors will come off with the doors. Off road, obviously, it’s brilliant.