Jeep Wrangler Unlimited 2.8 CRD 200 CV 75 Anniversary, a test of a real 4x4

Crossover?, SUV?, Off-roader? The off-road look is in fashion, and there is no manufacturer without an SUV in its range, but the vast majority do not offer four-wheel drive, and those that do are limited by a design that does not allow radical off-road use, or by a drivetrain without a transfer case.

The test we bring you today is different, different in concept, different in what a car buyer is looking for, and different in how it understands driving. It is not a fast car, it is not practical for cities, climbing into it requires a small leap, it is not dynamic, and its look is extremely rugged, but it is one of the few cars on the market that places no limits on driving and can go where no one else can (literally). The Highmotor test team has put the Jeep Wrangler Unlimited in its 75 Anniversary version to the test, with the 2.8 CRD 200 CV engine and automatic gearbox.

A bit of history….

In 1941 the United States Army needed a agile, reliable vehicle capable of moving through all kinds of situations and terrain, so it launched a public tender in which the American car makers of the time competed (Ford and Willys-Overland). Willys-Overland finally won that contract to equip the American army with a vehicle, the MA, which would be the distant ancestor of today’s Jeep Wrangler. It is a model that still shares some curious, unexpected details with a current one: doors that can be removed and a folding windscreen, as well as a removable roof that can be covered with a canvas.

Exterior design

Brutal or rugged are the two adjectives that best define the exterior design of the Jeep Wrangler, although it is precisely its design that makes it so special. Starting with the huge grille with the seven slots typical of the brand, its two headlights (halogen, with improvable lighting) and the two catches that secure the bonnet. The two air outlets on the bonnet, the “Power Dome“, stand out and are exclusive to this 75 Anniversary edition. This edition in particular adds a series of specific exterior elements, such as the Jeep logo in bronze, the “Sarge” green paint, wheel arches in body colour, 18-inch alloy wheels specific to this model (with huge 255/70 R18 tyres) and specific interior details.

Continuing with the exterior, our unit did not have running boards to ease access to the vehicle, which was no easy task given its great height from the ground. As on all Wranglers, the doors are removable and the soft top can also be taken off (in two stages: the front section first, then the entire rear part as a single piece), although this is neither a simple operation nor one that a single person can carry out (at least removing the rear soft top).

The tailgate opens in two stages: first the glass and then the tailgate itself, which carries the iconic full-size spare wheel at the rear. Every exterior detail is rugged, from the fuel filler cap (which is locked with a key but has no cap) to the oversized door handles.

Interior design

Inside, the exterior’s essence is still present in a dashboard that has changed little over the generations, very upright, not very deep, simple and with few controls beyond the navigation and multimedia system. The instrumentation is sober, with an on-board computer that has a compass and shows average consumption information, and can even show some very simple navigation system prompts (until now this was not possible).

Inside you can see some details of the 75 Anniversary version, such as the leather seats with heating (not normally available on the Wrangler), the badges on the passenger grab handle, brown inserts and MOPAR rubber floor mats.

The Wrangler’s ideal habitat is anywhere without asphaltThe driving position is peculiar: in the Wrangler it is the driver who adapts to the car. The steering wheel adjusts only for height, not reach, and the driving position is very high and upright. Even so, we made a long motorway journey (600 km) and the seats were quite comfortable, more so than the cloth ones it normally comes with. The rear seats have plenty of legroom and headroom, although it is striking to see the plastic rear window of the soft top, which can be removed simply by taking out a few screws.

Besides the two glovebox compartments, which are large and lockable, the rest of the storage in the Wrangler consists of a cupholder in the centre console and several mesh pockets on the doors that act as extra storage (rustic, but practical for small items). The boot is large, with a capacity of 498 litres, although it is high to load bulky items, and the canvas soft top it carries for rain and open-top driving limits the luggage space considerably.

Another improvable detail is the subwoofer which has been placed in the middle of the boot (protected by a very strong metal mesh). It is not a practical location: for example, if you put the shopping in the boot and turn the volume up a little, by the time you get home you will have a real mess from the powerful vibration. I think that, as in the Sahara, a side location would make more sense.

Engine: 200 CV of pure power

The Wrangler Unlimited 75 Anniversary that stars in this test hides under its large bonnet an old acquaintance: the 2.8 CRD 200 CV powerplant, an engine that has been fitted to the Wrangler for years with hardly any significant changes. Despite its 200 CV, it is a four-cylinder unit that stands out for its strength, not for its refinement, performance or smoothness (although that is not what it is aiming for).

The five-speed automatic transmission is standard. It has few gears, but it works more than adequately if we understand the use the Wrangler was designed for. It can be operated in sequential mode from the gear lever itself, it shifts quite quickly, and it has good engine-braking capacity on long descents. The transmission is especially useful when we leave the asphalt, as it works in tandem with the car’s four-wheel drive system and the transfer case at all times. Normally it is rear-wheel drive (with plenty of punch if we switch off traction control), and when the transfer case is engaged it sends power to the front wheels as well.

In terms of performance, the Wrangler is not a vehicle that responds quickly or nimbly when the accelerator pedal is pressed; rather, it is slow, but the engine never lacks strength. It has good response at low revs, up to about 3,000 rpm. The proof is its 460 Nm of torque, available from 1,600 to 2,600 rpm. In fact, compared with the 2011 model, the torque has been improved and optimised for better low-speed response. On the motorway there is a certain rev range that can push consumption up, since at 120 km/h the engine turns at 2,500-2,800 rpm, which is not very economical, as a green band on the rev counter, up to 2,300 rpm, reminds us.

Behaviour

The Jeep Wrangler is a car built to explore and drive in places or on terrain where an ordinary car cannot reachThe Wrangler’s ideal habitat is anywhere without asphalt; in fact, you can reach unique places and it does not matter what kind of terrain it is. Even so, it is not an uncomfortable car in other environments: on the motorway, after our usual 1,200 km route, it is a relatively comfortable car. Its size and poor aerodynamics let a lot of noise into the cabin, but to compensate there is its powerful audio system, or the sound of the engine when we press the accelerator. It does not stand out for motorway comfort, but it is not uncomfortable either: the leather seats have good padding, and having cruise control is a comfort plus. As for response, it has more than enough engine to cruise at high speeds, although the feel of the steering and its reactions are far from those of a passenger car.

On the open road the Wrangler is a comfortable car, especially if the tarmac is in poor condition or there are potholes, since its suspension and the large tyre profile (255/70 R18) can absorb any surprise without reducing comfort on board. That said, it is not an agile car (its large size and ladder chassis with cross-members) and you need to anticipate road and traffic situations to avoid any scares. For example, the brakes are powerful, but if you push the braking as hard as you would in a passenger car you may get a surprise. Incidentally, all of these are quite logical characteristics for a car of this type, given its dimensions and weight.

Finally, the city is perhaps the most unfavourable environment for the Jeep Wrangler, especially this Unlimited version, since it is a very large car that also has no parking or manoeuvring assistant (beyond power steering). Driving into the centre of a big city in the Wrangler is, to say the least, an experience. That said, you see other drivers from an unusual perspective (given the height), and its large mirrors (more typical of a lorry) offer excellent visibility.

Off-road behaviour

The true purpose of the Jeep Wrangler is to leave the asphalt. It is a car built to explore and drive in places or on terrain where an ordinary car cannot reach. Its specifications are aimed at off-road use, and its chassis is the traditional ladder-frame design (one of the few survivors with that configuration), which is not agile on the road but is perfect for off-roading. Its suspension consists of a DANA 30 solid front axle (DANA 44 on the Rubicon version) with 5 mounting points with trailing arms, Panhard rod, coil springs and anti-roll bar, and a DANA 44 solid rear axle.

On the other hand there is the Command-Trac four-wheel drive system with transfer case, which lets us change the type of drive at any time to suit the route. The 2.72:1 reduction ratio multiplies torque at low speed, increasing traction in difficult conditions. To engage the system we have a lever with several positions (2H, 4H and 4L) which requires a small amount of force to operate.

If we add to this a generous ground clearance (26 cm), exceptional approach and departure angles (the best in the 4×4 market at present) and BRIDGESTONE DUELER HT 840 tyres in 255/70 R18, the Wrangler barely has problems when we decide to leave the asphalt. On our usual test run up a firebreak, where many 4x4s have to climb with the drive engaged, the Wrangler managed to climb comfortably in 4×2 mode (rear-wheel drive), which already gave us an idea of its capabilities. It is especially good in ditches; when the terrain becomes uneven, this Jeep has no fear and advances without complexes, as it does on rocky surfaces (and the Rubicon improves the Wrangler’s off-road capabilities even further).

The underbody protection could be better, but it at least far exceeds the typical plastic guards that many other 4x4s on the market have. The good thing about the manually operated drive system is that no computer or control unit intervenes at any point to give orders, so we save time in unexpected situations and gain reaction capacity. In 4H mode manoeuvrability is reduced, as the wheels on both sides turn together.

In short, any place without asphalt is ideal for the Jeep Wrangler, making it a very fun car in these environments (even more so if we switch off traction control, though you need a light touch on the controls), and on this kind of terrain you can practically reach any place you want. Without a doubt, it is one of the most capable 4x4s on the market.

Consumption

The 2.8 CRD with its 200 CV is not exactly an economical engine, although its figures are reasonable. On the motorway the average consumption was 9.6 litres per 100 km, a figure that could surely drop a little further, given the low mileage of our test unit (which had not yet reached 2,000 km). On the open road normal consumption was 10.5 litres per 100 km, and surprisingly, in the city it only rose to 12 litres per 100 km as the maximum figure on our usual route through the streets of Vigo.

Equipment

The equipment on the 75 Anniversary edition is very complete. It is based on the Sahara trim with its own specific elements, and no detail has been overlooked. In addition to the specific exterior and interior styling, the standout features include the heated leather seats, the navigation system with a 6.5-inch touchscreen and Bluetooth connectivity, cruise control, air conditioning, an Alpine sound system of 570 W, automatic lights and a rain sensor.

Among the most notable items of equipment is the navigation system with a 6.5-inch touchscreen. Although not new, this system worked superbly when searching for addresses or giving navigation prompts, all with good mapping that more premium cars do not always have. Combined with this is the powerful and crisp sound system signed by Alpine, with an output of 570 W, comparable to the audio systems that premium brands sell as expensive extras.

Personal opinion and price

Having tested several models, some of them real 4x4s, I have rarely had the pleasure of driving such an authentic car. It is true that it does without some of the comforts that all cars now have, but with the Wrangler you can feel driving again (something a car does not always manage), and you can leave the road with complete confidence, because the drive system will respond whatever the route. On the other side of the scale is the price: high for a car that is already well amortised, and some elements that cry out for improvement, such as the lights.

The starting price of a Jeep Wrangler in its “short” version starts at 39,200 euros (without discounts), but the 75 Anniversary version rises to 51,200 euros (without discounts). If we also want the Unlimited version, the price rises to 54,200 euros. These prices may be reduced depending on the promotion in force.

Photos | Diego G. Moreira