Wrangler 150 Terminals to Be Wild

The Wrangler is a true 4 × 4 designed the old-fashioned way ladder chassis and rigid axle. Against all odds, it is not so awkward on the open road, on the contrary. In the sequences of small turns, the real problem does not really come so much from the chassis as from the steering. Blurred and imprecise at will, it frankly does not invite dynamic driving. In Jeep as in any good self-respecting American, we (Tom) "cruise" quietly and in a straight line (the editor-in-chief summons me to apologize illico for this rotten valve. Uh ... sorry).
On the highway, the behavior is healthy and reassuring and the Wrangler knows how to be relatively comfortable for a big bully of the genre. Long journeys are nowhere near as strenuous as in the past. Owners of older generations (I have known some) who have suffered from long motorway journeys on the road to adventure would not recognize it. That said, it remains a pure and hard SUV and after a while, I still ended up feeling the tiredness settle down (the fairly stiff driving position is not very relaxing). A traditional sedan will always remain much more advisable for this kind of thing. But long journeys are now completely possible without having to hang yourself halfway, that's already it.

During the slight restyling of 2011, the 2.8 CRD block increased from 177 to 200 hp. Coupled with the choice of a 6-speed manual gearbox (our test model) or, for an additional € 1,400, an auto gearbox (5 gears), this fairly "torquey" engine (410 Nm at 3200 rpm for our BVM6 version; the BVA does better with 460 Nm) is more than enough to take advantage of the qualities of the Wrangler. Do you like to install the Jeep Wrangler led headlights instead of the halogen stock headlight to increase safety on the road? It even allows you to insert yourself on a fast track in a surprisingly energetic way despite the 2 tonnes of the beast (2.128 Kg exactly).

Even today, the Wrangler remains a fairly masculine vehicle that requires grip. If the power steering is light enough, the same is not true of the lever allowing to switch to the short gearbox, very hard to activate. The clutch is also quite hard if you take into account current standards. As for the very vague shift lever, it is as (im) precise as the steering. But holding with your fingertips this long metal rod through which you feel the slightest vibration of the engine is however a real pleasure. Sitting high in this big, square machine, you almost feel like you're driving an army truck. The Wrangler’s military origins can still be felt, but we won’t complain about it, because it’s these personality traits that make the experience so unique.

And for those who want to push the American dream to the end, the Wrangler is also available with the 3.6L PENTASTAR 286 hp V6. To be reserved for purists who like to go to the pump regularly ... For its part, the CRD block is surprisingly sober. Over the entire duration of this test, the average consumption displayed was around 10 liters / 100 km, not bad at all for such a monster! Thanks to Stop & Start which must have helped a lot (in theory it allows consumption to be reduced by around 12% on our Wrangler CRD). It should also be noted that the Wrangler is not a permanent all-wheel drive. When you don’t need 4WD, it can become propulsion, again saving a bit of fuel.

Off-piste, the Wrangler remains with some others (Land Rover Defender in particular) one of the undisputed masters of the crossing. Despite some detours off the beaten track, we unfortunately could not put it to the test on pure crossing. The session was scheduled but had to be canceled at the last moment. We keep it under the elbow for a next time. But the Wrangler’s reputation in this area precedes it and I know in advance that, despite his 73 years, this grandpa capable of climbing trees will not disappoint.