2020 Jeep Wrangler Diesel Test, Redesign & Performance
2020 Jeep Wrangler Diesel Test, Redesign & Performance – Replacing an icon is a tricky operation, but every now and then a model has to be renewed. Reason enough for the fourth generation Jeep Wrangler to scam close to his predecessor. Yet, secretly more has changed. We take the Rubicon, the most extreme Wrangler, into the blubber.
Jeep has a wide range of models, ranging from the Renegade to the Grand Cherokee, but the Jeep der Jeeps is still the Wrangler, the direct descendant of the Willys MA and MB, the cars that played such an important role in the liberation of Europe (and the rest of the world) in the first half of the forties.
On the eye, little seems to have changed and that is not allowed either, because more than any other Jeep, the Wrangler must be immediately recognizable as Jeep. That is why he has as many style elements of the Willys as possible. The torpedo-shaped nose, the angular, outside the body stabbing fenders with round headlights, the vertical radiator slots (since the CJ-2A, the first civil Jeep from 1945, there are always seven on the CJ’s and Wranglers); the basic ingredients of the sympathetic but tough iron eater are all present. The way the round headlights slightly overlap the outer air slots is another nod to the CJ and the course, exposed door hinges, tailgate, and bonnet not only provide a vintage look, they are also needed to make it possible to Wrangler for a large part to strip. Using a toolkit hidden between the seats, disassemble the doors and fold the windshield forward, so that you are as much as possible one with nature if you feel like it.
Because a large part of the program of this press introduction takes place in the field, we opt for a Rubicon two-door at the start; as close as possible to the original. Before we let go of the bright red terrain vehicle on the Austrian wilderness, however, we first have to get there via the public road. The new diesel engine feels nice and strong, but due to the limited sound insulation, you can hear it well. Switching is smooth and smooth via the eight-speed automatic. Which is otherwise standard, so lovers of self-switching will have to change a switch in their head if they want to continue to drive 2020 Jeep Wrangler in the future.
On the way, it soon becomes clear that the Wrangler, at least as Rubicon, is not completely comfortable on asphalt. The chassis emits banging sounds, you hear a lot of wind noise and the control always asks for corrections. The heavy, off-thick-wood-sawed-boards-chassis plays him apart here and the special terrain tires do not make it better. In the Rubicon, it is not as foregoing as for example in a Land Rover Defender, but for comfort, you are at the wrong address. On the other hand, that is part of this type of car. We are counting on a bit more comfort in the Sahara version, but due to lack of time, this experience has passed by our nose. That is our own fault, because of o, what is off-road driving in the Wrangler addictive! Exactly what is on the asphalt in the road elevates it to a solitary height next to the asphalt.
It stands on a robust ladder chassis and is available with two off-road configurations. The entry-level Sport and the ‘luxury horse’ Sahara have Command-Trac, iron-eater Rubicon has a Rock-Trac 4×4 system. In both cases, you can speak of serious tools. Of course, you get an intermediate bin for high and low gearing, but with Command-Trac it has a reduction of 2.72: 1, while Rock-Trac has 4.0: 1. Both have special heavy-duty Dana axles all around, but in the Rubicon, they are extra weighted. Exclusively for Rock-Trac is the possibility to disconnect the front stabilizer bar electronically, which increases the travel distance. Furthermore, with this facility, you have another creep reduction (70.3: 1 diesel, 77.2: 1 petrol) and electronically operated differentials on the front and rear axles. As soon as it becomes slippery or otherwise slippery, or wheels are about to come loose from the ground, switch on the latter to prevent loss of grip in the slip.
2020 Jeep Wrangler Off-road
We first ride on fairly forgiving forest paths, but higher up in the mountains the terrain becomes rougher and the cart track changes into mud locks with – often invisible – tree roots that demand the utmost of the wheel deflection, tires, and traction. At a walking pace the Wrangler bumps over it and every time we think it is up to here and no further, the Jeep belies that conviction. Under normal circumstances, you put the second lever in 2H, where the forces go completely to the rear wheels. Four-wheel drive in high gearing you have your choice permanently or electronically controlled, but here in the terrain, of course, it is in 4L, where we have the front ‘sway bar’ (stabilizer bar) have disconnected and the super on demand only on the rear axle or on both axles switch. When the surface is dry again, it wreaks too much in curves.
We also do a tour in the Sahara with a long wheelbase and rest assured, that is certainly not a push in the jungle. Jeep offers a choice of three different roofs: a hardtop with removable panels, an electric foldable sunroof and a full, manually fold-down soft top.
The new 2020 Jeep Wrangler comes to our country in September, first with a petrol engine. The diesel follows later in the year. The prices will be announced in September.