Why are you showing me a Jeep Wrangler?
Look again. It might look much the same as the last one but this is the all-new 2018 version. When you have a shape that’s as baked into the brand as much as, say, the 911 is to Porsche, there’s very little sense in chucking it out and starting completely again. The Jeep designers did look at more radical re-imaginings, as you would, but when the time came to pick the next gen car, it was a unanimous decision to stick with what they – and the market – knows. Just make it better in every way. Much better.

So what did they end up with?
This new JL model might, at first glance, look pretty much the same as the previous JK. But look again and you see the myriad of changes that have been made. The wheelbase is an inch or two longer, depending on the model, and the track is wider. The roll center has been raised and the shocks repositioned to ensure a taxi-like turning circle is retained. There’s a new roof mechanism, new engines, the doors still come off and the windscreen still folds – both of those latter tasks now taking seconds instead of requiring a minor engineering degree.

Tell me about that roof – how much easier is it really to use?
100 per cent. While the current one takes an origami master level of skill and patience to operate, this new one is a doddle to use. I say one, but there are now three options. The regular hard top with removable ‘freedom panels’. A retractable electric canvas roof that slides along the top frame rails. And the full canvas, rubber and plastic number. Instead of using a system of zips and Velcro, this now uses slide-in sections. The main roof mechanism has now been re-engineered so that you just unlatch a couple of catches and fling it back. It’s a one-person operation, not the team-handed task it has traditionally been. The upshot being that you will probably use it 10x more now. Just because you can.

What’s it like to drive?
It might have a slightly longer wheelbase and a more sophisticated chassis, but the basic form of the Wrangler is the same as ever, so the dynamics are still what you’d expect of a short, tall, body-on-frame off-roader riding on 33-inch tyres. On the road, that translates to a choppy ride and cornering that isn’t really something you’d do just for fun. The new electro-hydraulic steering takes a lot of the slop out of the system, but it’s still a light year away from anything you’d call good on anything other than on a Wrangler.

What engines are available?
The US gets a choice of the upgraded version of FCA’s 3.6-litre V6 with 280bhp and 260lbft, or an optional 270bhp/295lbft 2.0-litre four-cylinder engine with a mild-hybrid stop/start system. A 3.0-litre V6 turbo-diesel is on the way in 2019. In the UK we’ll get the V6, a different four-cylinder option, and the diesel. There is also going to be a hybrid version in a couple of years. Yes, even the Wrangler has to do its bit to lower its – and parent company FCA’s – overall fuel economy rating.

The V6 is available with a much-improved six-speed manual or an eight-speed auto that demonstrates what an utter relic the outgoing JK’s auto really is. The four-cylinder petrol and diesel Wranglers come with the auto only.

What about the interior?
This is the biggest improvement of all. Even though it retains the rugged, hose-out functionality you expect from an implement like the Wrangler, it now incorporates screens and switchgear from the 21st – not the 19th – century. And most of it is new exclusively for this model, not carried over from elsewhere. The knobs are good and chunky, the switchgear heavy duty and the screens clear and unfussy. For a Wrangler enthusiast this is like 20 Christmases in one. For everyone else, a tidy job well done.

With all this modernisation, it hasn’t lost any of its off-road ability, has it?
No, not at all. Quite the reverse. In the upper spec Rubicon models there is still a full suite of high and low range boxes, disconnecting sway bars and front and rear lockers. All working with a satisfyingly mechanical feel. There’s no auto terrain control here. You, the driver, are the decision maker.

We tried both the V6 with both the gearboxes and the four-cylinder auto on the off-road course, and the results were nothing less than astonishing. The crawler gear in the manual Rubicon model is now an impossible sounding 84:1 – it’s 77.2:1 on the autos – which means you can effectively idle up the side of a rock face that most goats wouldn’t consider. Having that short wheelbase and absurd ground clearance, it can pick its way through boulder-strewn passes like no other car we’ve driven. So it’s still the gold star performer off-road.

Should I buy one?
Well, there are now fewer reasons not to. While a majority of JK owners are giving up any semblance of creature comfort, modernity and road manners in their quest to live their adventure dream lifestyle, the JL version has reduced a lot of the pain points and enhanced the whole experience in many agreeable ways. So, sure.

Prices: the 2018 Jeep Wrangler starts at $26,995. No word yet on UK pricing.

An array of new Jeep Performance Parts and accessories pulled from the Mopar brand’s menu enhances the already legendary off-road capability of the four-door 2018 Jeep Wrangler Rubicon.

A set of 2-inch-round steel tube doors adds to the open-air freedom of the all-new Wrangler. The four-door’s eye-catching Mojito Green exterior, a production option, is protected by new Jeep Performance Parts rock rails that are thicker and wider than previous offerings and augmented with a new, grippier coating similar to that used on Ram Truck bedliners.

The production Rubicon front “Stubby” bumper assembly defends the Mopar satin black keystone-shaped grille from trail obstacles and features a water-resistant Mopar Warn winch kit with die cast construction and includes synthetic rope, a wired remote control and hawse fairlead.

The 2-inch lift kit raises the Rubicon for off-road clearance and works in conjunction with production high-top fender flares. BFGoodrich KM2 35-inch tires wrap around new Jeep Performance Parts beadlock-equipped 17-inch aluminum wheels that feature a 12 mm offset to accommodate oversize tires and help tackle off-road conditions.

New LED off-road lights, available in 5- and 7-inch applications, pump out a maximum of 8,000 lumens, putting commercial and military grade illumination into the hands of hard-core off-roaders. The off-road lights mount to the frame rails or windshield via new Jeep Performance Parts off-road light brackets. A new auxiliary switch bank, standard on the Rubicon and an available option for other trim levels, features its own power distribution center and offers an organized central area for operating accessories such as the off-road lights, winch and other electrical-powered items.

A Jeep Performance Parts snorkel embellished with the all-new Jeep Performance Parts badge attaches using a hood cutout kit and works in concert with a Mopar cold-air intake to feed cool air to the 3.6-liter engine and keep water out during deep-water crossings. The all-new Jeep Performance Parts badge is also a unique Mopar accessory that can be applied to toolboxes, Jeep exteriors and more.

The new spare tire tailgate hinge reinforcement is also stamped with the all-new Jeep Performance Parts badge and provides a rock-solid foundation for a spare tire carrier that mounts to the tailgate with strength enough to handle 37-inch tires. The new Mopar Center High-Mount Stop Light (CHMSL) light relocation kit keeps the brake light visible when using the spare tire carrier, without interfering in use of the rearview camera.

Interior customizations include redesigned Mopar Roadside Assistance and First Aid kits. Molle bags on the rear seatbacks allow for extra storage and new Mopar grab handles are now hard-secured with fasteners to the sport bars, offering increased grip.

Durable, all-weather floor mats fit like a glove and feature a new topographic design inspired by the rugged Moab trails. An integrated plug allows accumulated water and debris captured in the high-walled mats to be drained without removal. Katzkin leather seats are embroidered with the distinctive Jeep grille logo in Tungsten stitching. A screen protector, another first-ever Mopar product, protects and even enhances visibility of the 8.4-inch Uconnect system display.

‘Sandstorm’? Sounds like a WWF wrestler…
No idea why, but giving anything an overly-macho name immediately makes me think it’s a bit camp, and look for the irony. Tall people named ‘Tiny’, chihuahuas called ‘Fang’, that sort of thing. So when Jeep mentioned their Sandstorm Concept, I thought it might be a Renegade (Jeep’s smallest product, based on a Fiat 500X, mostly with front-wheel drive) special edition. Especially if you say ‘Jeep Sandstorm’ in a Power Rangers voice.

Not here.

So what is it then?
The Sandstorm is a Wrangler with some serious upgrades. A 392 cubic-inch V8 (6.4-litre) sits up front, a crate motor nicked from the MoPar performance parts catalogue. You can pick up one of these engines for about $10k in the US, complete with around 485bhp and 475lb ft straight out of the literal box - the standard version of the reduced-stoke 6.2 Hellcat motor and without the supercharger. There’s a six-speed manual, a choice made for the simple reason that ‘it’s more fun’ according to the Jeep engineers, even if an auto would be more appropriate. Excellent.

Just a V8 Wrangler?
More than that, it’s conceived as a kind of fast-attack desert racer instead of Jeep’s more familiar off-road rock crawling. But that means the usual undercarriage just doesn’t cut it, so Dana 60 axles are matched to four-link coil-over springs with bypass shocks that provide a languorous 14-inches of travel for the front axle and 18 for the rear - that’s a lot for a new ‘JL’ series Wrangler. Those massive 39.5-inch tyres sit on beadlock wheels, so you can air down without fear of ripping the bead off the tyre at low pressure.

Sounds… good. Tell me more.
Look closer and theres a fair bit more going on than just extreme bolt-ons. The axles have been moved (the front 4-inches forward and the rear a couple of inches rearwards), meaning that the wheelbase is half a foot longer. There’s a pickup bed, ‘cage, race fuel fillers, on-board compressor, high-rise front wings and an interior that switches from full-on comfy standard in the front to a pair of hose-down race buckets in the rear, accessed by a pair of cut-down mini-doors. The bonnet is carbon, the bumpers replaced with shortened tubes and there’s a spare wheel mounted Trophy truck-style in the rear bed. Although it’s wise to note that the spare is actually a smaller size than the actual wheels… which is probably the ‘concept’ part of the specification.

It must drive like a monster truck though…
Not really. The best bit is how it drives. There’s an element of one-offness to it, but everything works, and the engine sounds like a hurricane in a metal dustbin. The manual transmission is a bit loose, but nothing you can’t deal with, and allows for raucous double-declutching and throttle blips at the most inappropriate times. As ever with these wide and tall trucks, it’s pretty hard to know where all the edges are - the wheels poking out past the fenders that you can actually see - but it’s not a particularly huge machine in the first place, so you soon figure it out.

And when you get a chance to punch it, it makes even more sense. What initially feels like suspension set up on the lollopy side of soft morphs into the kind of feature-absorbtion that doesn’t match what you’re seeing. Basically, you tense up to hit a step or bump, and then wonder where it went as the suspension sucks it away into nothing, getting smoother and more controlled the faster you go. It’s not a particularly relaxing car; loud, intense and jostling your senses, but it feels robust and perfectly suited to the terrain. And even though there’s a lot of unsprung mass held a long way from the centre of the vehicle, again, it’s nowhere near as hard work at the wheel as you think it might be, and all the time, there’s that engine giving everything a sharpened edge of naturally-aspirated horsepower.

It sounds like a laugh, actually…
Fun bits? Gun it on a corner, even on a loose, sandy surface, and Sandstorm squats the rear suspension and pulls the back down and diagonally away from the apex of whatever you happen to be apexing. A bit of a speedboat, but actually very regular and driveable once you get used to it - the advantages of this suspension set-up far outweighing the fact you have to modify your driving style. Watch Stadium SuperTrucks on the internet if you want to get an idea of what the physics look like in real life.

Good then?
Well, we were hampered by a course designed to keep various random journalists from smearing the precious concepts across the rather beautiful but unforgiving scenery, but we did get some time to ourselves, and Sandstorm has an absolute bucketful of potential. It feels like a ‘real’ Jeep, works well, and is tremendously appealing - if for no other reason than the noise and unstoppable feeling. Given that a lot of the Jeeps infecting Moab for the Easter Jeep Safari have elements of Sandstorm in their aftermarket make-up, a special limited edition Sandstorm would likely find buyers. Or maybe that’s just us being hopeful.

The upcoming smaller Ram will probably share with a Wrangler pickup

Fiat Chrysler Automobiles left some unanswered questions about trucks and powertrains last week when it shared a five-year product plan and business outlook.

FCA has three midsize trucks, one on the ground now -- the Fiat Fullback sold overseas -- a Jeep pickup coming next year and the just-announced midsize Ram coming by 2022. It's senseless for FCA to have three similar-size trucks unless the vehicles share a majority of their parts. Think Chevrolet Colorado/GMC Canyon.

Numerous outlets have reported that the Jeep pickup could use a Ram pickup frame. But if so, the Jeep would likely not be midsize and probably couldn't be based on the hot-selling JL Wrangler, the latest generation of the venerable off-roader.

The Fullback debuted in 2016 and uses Mitsubishi underpinnings. By 2022, it will be old and in need of an update.

It would seem a no-brainer that all three trucks would share the same basic frame, suspension components and powertrains, with perhaps only the length of the frame changing to suit each model. Maybe FCA boss Sergio Marchionne didn't want to drill down to that level of detail. But at least one analyst, Dave Sullivan of AutoPacific, says he believes the Jeep and midsize Ram will share parts, with the rear axle and cabs different for each truck. They could also be built in the same plant, perhaps in Toledo, Ohio, where the Wrangler is made.

"FCA has enough capacity in Toledo for both," says Sullivan. He also said the Jeep Scrambler and the Ram will be exported. That calls the Fullback's future into question. Does it have a future when a Jeep or Ram pickup would be viewed as more authentic than the Fiat?

FCA also said it will phase out diesel engines from its European cars, leaving the fuel-saving engine only in its light-duty commercial vehicles. No mention was made of the 3.0-liter EcoDiesel V-6 sold here in the Ram 1500 pickup and the Jeep Grand Cherokee. That engine has been mired in emissions scrutiny and, although it has proved thrifty, especially on the highway, its reliability has been less than sterling. So the 3.0-liter engine might also fade away, just when Ford and GM launch new diesels in their light-duty, full-size trucks. It's possible that the EcoDiesel could be replaced with the eTorque hybrid system used in the new Ram 1500. That would help city fuel economy but likely do little for highway mileage.

There were a lot of unanswered questions and vague glimpses into FCA's future last week.

What we know, based on FCA's last five-year plan, is that some of these proclamations will not be realized. Not because FCA doesn't intend to keep its word, but market conditions and government regulations change. If anything, FCA under Marchionne has been quick to act to try to take advantage of market swings.

Blacked-out trim and aggressive tires make this Moab look legit

If past history is any indication of future realities, expect to see a bunch of special editions and new model designations for the new JL Jeep Wrangler starting, well, right about now. A member at JL Wrangler Forums spotted a car carrier about 10 miles from FCA headquarters on which sat a couple Wranglers. And one silver Unlimited model was wearing a conspicuous set of Moab stickers along with a bevy of bits and pieces cribbed from Jeep's expansive aftermarket parts catalog.

In addition to the Moab labeling, this Wrangler sports steel bumpers, blacked-out wheels and trim, and beefy BFGoodrich Mud Terrain KM2 tires. We also note body-color fender flares and a set of rock rails to keep the bodywork protected from boulders. We only have one image and we can't see inside, but our guess is that the Moab would sort of bridge the gap between the stylish Sahara and off-road-ready Rubicon models.

JL Wrangler Forum members seem to think this is the real deal and not just some stickers affixed by a dealer, but without more images or official confirmation from Jeep, we can't know for sure. But we'd be shocked if more Wrangler variants weren't in the works for the 2019 model year. In other words, stay tuned for more.

The JL Wrangler of pickups is coming

Ever since Jeep confirmed its intention to build a pickup variant of the new JL-series Wrangler a couple of years back, speculation has been rampant, with precious few details about the project beyond its anticipated Scrambler name leaking out. But it looks like we’ll have our curiosity sated soon, as the Scrambler is getting close to production and spy photographers have spotted several advanced prototypes in the wild. From those photos we’ve gleaned that elements of the Scrambler’s suspension appear to have been cribbed from the Ram 1500, though its dimensions suggest it will be more a midsize than a Ram-size truck. Given its truck-based suspension elements, we expect the Scrambler to be more than a Wrangler with a bed. It will likely have greater capability when it comes to towing, payload, and other truck-centric priorities. Motivation should come from versions of the 2.0-liter turbo-four and 3.6-liter V-6 from under the hood of the new Wrangler. Like with all Jeeps, we expect the Scrambler to be Trail Rated, and it should be available with a removable roof, so this Jeep-turned-truck won’t be all work and no play.

At $50,245 out-the-door, Moab trims adds $7,755 to a base Rubicon

At the end of last year, members at the JLWrangler Forum first discovered a Moab sticker kit in the Fiat Chrysler parts catalog. A few weeks ago, the same forum found a Moab edition 2018 Wrangler near FCA HQ. The previous JK series Jeep Wrangleroffered a Moab edition, based on the Sahara platform, but priced and positioned between the Sahara and Rubicon trims. JLWrangler Forum members have now found the order guide for the new Moab edition, showing the same build philosophy but a bigger price. Only available on the four-door Unlimited bodystyle with the 3.6-liter V6 and eight-speed automatic, the option is said to retail for $51,200 before a $1,495 destination fee. That's $52,695 out-the-door.

That puts you at $8,200 over the price of a Rubicon with the eight-speed automatic, but the Moab has a different aim. As Jeep'swebsite says, the Sahara targets those who want "a clean, polished look that's at home wherever you take it," whereas the Rubicon is for those who need to get an extreme kind of dirty. The Moab shoots the middle, going after Sahara buyers who want their additional premium equipment wrapped in real-deal rugged looks.

To work that effect, outside there'll be the dual-vent Rubicon hood, LED lighting, a steel front bumper, black tow hooks front and back, a body-colored hardtop, and Mopar rock rails. The order guide lists hood decals, which would be a new item for the vented Rubicon unit. The Moab sits on 17-inch, low-gloss black Rubicon-style wheels instead of the standard 18-inch polished aluminum wheels with Tech Gray spokes, and 33-inch BFG Mud Terrain KM2 tires. That tire choice is novel, because Rubicon comes on 33-inch BGF ALL-Terrain KO2s. The Selec-Trac 4x4 system pairs with the Anti-Spin limited slip differential, both of them normally options on the Sahara.

Inside there'll be the 8.4-inch Uconnect infotainment system piped through a nine-speaker Alpine audio system. Comfort treats include keyless entry and remote start, Mopar hardtop headliner, leather seats and leather interior group, and an auto-dimming rearview mirror. Jeep throws in blind-spot monitoring with cross-path detection and the ParkSense parking assist, and for a adventurous touch, there are Mopar all-weather floor mats.

Jeep's team apparently wants to be sure that the Wrangler-based pickup can take the punishment of going off-road.

We haven't seen spy shots of the Jeep's Wrangler-based pickup, reportedly called the Scrambler, in a little while, but it has been worth the wait. A few new photos from the Jeep Scrambler Forum provide a great look at the truck doing some real work on the famous Rubicon Trail.

There are at least two Scrambler test mules in these photos. One of them has Y-spoke wheels and the number 258 on the front fender. The other truck has black wheels with five slots in them and a United States Department of Transportation identification number on the driver door.

Both vehicles are heavily camouflaged, but it's clear that Jeep's engineers aren't testing them lightly. There are big rips in the fabric covering that conceals the body, especially along the lower body where these pickups are crashing against rocks.

That state of the rear bumper also causes concern about the truck's departure angle among some commenters to this thread on the Jeep Scrambler Forum. There are big tears in the concealment back there. The corner of the bumper seems to be damaged and sitting askew in the image below.

This up-close perspective also provides a good look at the size of the pickup's bed, and it's quite large. There appears to be plenty of room back there, whether you're hauling gear into the wilderness or loading up bags of mulch. The passenger compartment appears to be nearly the identical size of Wrangler Unlimited, so there should be plenty of space in there, too.

Given its Wrangler bones, the Scrambler will share the same powertrain range. The 3.6-liter V6 with 285 horsepower (213 kilowatts) and 260 pound-feet (353 Newton-meters) of torque and 2.0-liter turbocharged four-cylinder with 270 hp (201 kW) and 295 lb-ft (400 Nm) of torque will carry over. The lineup will also get a 3.0-liter V6 turbodiesel eventually. Jeep will build a hybrid Wrangler, too, but the company won't say yet whether electrification will come to the truck.

The Wrangler-based pickup will go on sale in 2019, but the production model will possibly have a debut before the end of the year.

Our spy photographers have been on a mission to get a good look at the forthcoming Jeep Scrambler pickup, and they’ve been chasing prototypes all over Michigan. At this point the trucks are still wearing heavy camouflage but that hasn’t stopped the pictures from rolling in, and we have over 50 shots in this gallery showing the Wrangler pickup from pretty much every angle. And though the camo is still thick, we are able to glean some fresh details.

For starters, these trucks appear to be final versions so even though they’re still fully covered, a reveal shouldn’t be too far away. Previous prototypes were caught with older JK-series components inside, but now we can see the current JL-Series designs in the greenhouse thanks to a couple close-ups of the interior. Furthermore, a good look at the wheels shows tire sizes identical to the current Jeep.

The photos also appear to show two different Scrambler models. We think one might be a Rubicon with the aggressive Falken off-road tires, while the other could be a Sport model. In both cases, the Scrambler should ride on a modified version of the Wrangler Unlimited’s frame with styling similar to the current Wrangler. We say similar because it’s quite likely there will be some additional tweaks up front to help further differentiate the truck from the standard-issue off-roader.

The Scrambler should slot into the mid-size pickup range to do battle with the Chevrolet Colorado and Ford Ranger, and it could eventually spawn a hybrid version as well. When it launches, we’re expecting to see FCA’s familiar 3.6-liter V6 under the square Wrangler hood, paired with an eight-speed automatic.

Expect to see the heavy wrap coming off soon. Production is said to begin next April, and since these appear to be production-spec models, a reveal later this year isn’t out of the question. If we don’t see it at the Los Angeles Auto Show in November, it will almost certainly go live at the North American International Auto Show in Detroit next January. In the meantime, enjoy the big gallery of spy photos below.

As the new Wrangler rolls into the 2019 model year, the enthusiast site JLWranglerForums is now reporting that the all-new Jeep can be ordered with a 3.6-liter V6 with the eTorque mild-hybrid option or a 3.0-liter turbodiesel V6. Both of these powerplants were mentioned early on when the Wrangler debuted, but they are only now appearing as options in Jeep's ordering system, adding to the two other powerplant choices currently offered on the model.

JLWranglerForums reports that three new order codes -- 22, 25, and 26 -- are now showing up in the ordering system and that 26 corresponds to the long-awaited 3.0-liter diesel V6 paired with the 8HP75 eight-speed automatic transmission. The diesel will be available on the four-door Unlimited Sport, Rubicon, and Sahara flavors of the Wrangler. That's the good news. The bad news is that there's no word on availability dates at the moment, so don't rush out to your local Jeep dealer just yet if you need it next week.

The 25 order code, meanwhile, reportedly corresponds to the mild-hybrid 3.6-liter model that has also been talked about in Wrangler circles. The 3.6-liter mild-hybrid will be offered on every trim level, according to JLWranglerForums.

One unanswered question that remains is what code 22 stands for. Will this be a 3.0-liter diesel paired with a six-speed manual? JLWranglerForums says that's one possibility, one that should excite fans of manual diesels. We should know what this code represents fairly soon, as the full picture of the Wrangler lineup takes shape.

The 3.0-liter turbodiesel and the 3.6-liter mild-hybrid add to the turbocharged 2.0-liter four-cylinder option, and the regular, non-hybrid 3.6-liter V6.

Over the past few months, many have been operating under the assumption that the upcoming pickup version of the Jeep Wrangler would be called the Scrambler. But now a “long-time trusted source” of the forums claims to have spotted a screenshot of the company’s website listing the highly anticipated pickup as the 2020 Jeep Gladiator.

The long-time trusted source’s screenshot was emailed to us by JeepScramblerForum, which seemingly needs to change its name to JeepGladiatorForum soon. The source on the forums claims they saw the name on Fiat-Chrysler’s media site, listed as the 2020 Jeep Gladiator, on both their iPhone and their computer browser before the listing was apparently taken down.

If you search the media site for “Gladiator” now, all that comes up is a press release for the 2005 Jeep Gladiator pickup truck concept. Previously, the “Scrambler” name for the new truck was assumed due to the “JT” model code designation, which it shares with the previous Jeep based pickup of the same name.

The forums also claim to have confirmed three additional pickup codes for the truck, Sport Pickup JTJL98, Overland Pickup JTJP98 and Rubicon Pickup JTJS98, suggesting those will be the trim options.

Last month, a press release for this year’s LA Auto Show mentioned the reveal of “a pickup truck from Jeep,” so we’ll know at the end of this month if the forum source is right about the name.

Either Scrambler or Gladiator or whatever, Jeep is going to sell so many of these things. They could have called it the Fumbler and people would still be lining up to trade their 2017 regular Wranglers in for it.

As you know by now, the 2019 Jeep Wrangler is offered with two gasoline engine choices – a direct injection, four-cylinder 2.0-liter with a turbocharger and the Chrysler's revamped naturally-aspirated Pentastar V6. Buyers of the off-roader are facing a tough decision, especially when you take a quick peek at both of each variant's spec sheet: 285 horsepower and 260 pound-feet of torque for the V6, while the force-inducted mill is at 270 horsepower and 295 pound-feet of torque.

If you're looking for a stick-shift Wrangler, the decision would be easy as the V6 option comes with a six-speed manual transmission exclusively. Now, if you're up for the eight-speed slushbox, then there's the problem.

Good thing, Extreme Terrain did its own dyno test of the two Wrangler choices to see which one produced more power and torque, as well as analyze the dyno graph of each powertrain. Surprisingly, as seen in the images below, there is quite a difference between each graph.

As you can see, the horsepower curve of the turbocharged engine is steeper, with acceleration starting at around 2,500 RPM and reaching the maximum 233 hp at around 5,800 RPM. Translation? More abrupt acceleration due to the boost, but kind of short-lived. On the other hand, the naturally-aspirated V6 employs gradual acceleration, starting from around 2,300 RPM and then reaching the maximum 239 hp at 6,700 RPM.

The torque graph is more interesting, though. The force-inducted powertrain could reach its peak 270 lb-ft torque as early as 3,500 RPM, but there won't be low-end pulling power due to the lack of boost at an early onset. The V6, as expected, provides a more constant torque delivery, with an early pull at 2,000 RPM but reaching peak 223 lb-ft torque at 6,500 RPM. This tells us that although the 2.0L turbo could provide more pulling power, the V6 could implement the pull constantly at any given driving condition.

The Jeep Wrangler has been and will remain a popular vehicle in the US and beyond. Built in Toledo, Ohio, the recently redesigned 2019 Wrangler and Wrangler Unlimited have been in dealerships for several months now but already there’s a problem. According to Automotive News, there are simply too many of them sitting on dealership lots. The publication discovered that supplies of unsold Wranglers at or on their way to dealers have increased to more than 100 days in each of the past three months, including 135 days at the beginning of this month.

Looking at the big picture, the total number of unsold Wranglers in the US increased to 85,979 examples at the beginning of December. In early October, that figure was 69,579. In fact, Wrangler sales are still hitting record numbers.

Through last November, for example, sales were up to 220,232 units, that's a 25-percent increase of over 2017. That includes a 20 percent increase in November alone when 15,963 Wranglers were sold. So what’s going on here? It’s quite simple, really. Jeep is building more Wranglers than it can sell, despite high demand. One of the reasons why is the Toledo, Ohio assembly facility itself. Planned capacity here is nearly double that of the old assembly line for the previous generation Wrangler. FCA purposely made this happen so that Wrangler demand in overseas markets could be met. Then again, perhaps FCA went a bit overboard. Jeep dealerships in the US are having a hard time selling Wranglers not because they’re bad vehicles, but because of their high price tag.

One salesperson summed it up perfectly: “I have the largest Wrangler supply I have ever had. That car has gone up in the last three years $12,000! These freakin’ things are $55,000 now. I think that vehicle is price-sensitive, and I think they went a little far with the pricing. They are a little aggressive.”

The new JL Wrangler two-door, for example, is at least $3,950 more expensive than its JK predecessor. With few to no cash incentives, some potential buyers may wait to buy used, even though resale values are expected to remain high. However, FCA has been selling Wranglers to rental fleets which results in lower residual values. In the past 60 days alone, Wrangler resale values have dropped by $2,500 per unit.

Despite that, FCA has no plans to reduce Wrangler production anytime soon. Combined with international and domestic demand, especially the latter come spring time, Toledo’s Jeep factory workers are being kept busy around the clock.

Just like "technically correct" is the best kind of correct, "technically possible" is the best kind of possible. Specifically, it's technically possible to slot a Hellcat crate motor into the Jeep Wrangler and Gladiator, as confirmed by Jeep brand chief Tim Kuniskis.

Speaking to Australian media last week, Kuniskis went on to say that "everybody" keeps asking him if the supercharged, 6.2-liter Hellcat V8 fits in the Wrangler and Gladiator, and that the answer is yes. "It fits like a glove," said Kuniskis. But — there is a but — the fitment is so close for comfort, it makes the combination one that Jeep can never produce.

"There's no air space around the engine [...] so you have no crush space, you have nothing that can be used to absorb energy in a crash. It's not a problem to put it in — other than emissions and fuel economy — except it would never pass any crash tests, and that's a problem," as Kuniskis told Drive.

However, since the Hellcat is now out of the bag, it's probably only a matter of time until hobbyists with access to these engines will start putting them into Wranglers and Gladiators. And with the time-honored piece of advice — just don't crash into anything — it'd be a combination worth seeing and hearing. Just to throw it out there, a "Hellcrate" engine costs less than $20,000 new.

Kuniskis also said that Jeep is "gauging interest" for the J6 concept, one of the Easter Jeep Safari concepts that were just revealed. "[The J6] is just a concept at this stage. But that doesn't mean we're not going to gauge interest for it." However, he said justifying its production is apparently "tough."

Jeep® Wrangler 1941 designed by Mopar®, the 4WD model with a 100% street legal outfit including the distinctive Hella Yella livery, designed for off-road use but also intended to raise the adventure urge to new heights in everyday driving.

The Jeep Wrangler 1941 designed by Mopar® is the most authentic example of the convenience, safety, style and performances delivered by the Jeep Authentic Accessories developed by Mopar in close partnership with the team that designs the Jeep vehicles themselves. Wrangler 1941 is fitted with the Jeep Performance Parts that enhance the legendary off- road capability of Jeep Wrangler. Examples include the 2" factory lift, the snorkel (optional), the high-performance rock rails, the black door sills, the black fuel flap and the all-weather mats. The finishing touch to the Mopar configuration is a 1941 bonnet decal that commemorates a symbolic date for the Jeep brand: the launch of the Willys, also evoked on other details of the vehicle such as, for example, the wheels, gear knob and tailgate table.

Accounts of the Jeep Wrangler's infamous "Death Wobble" aren't new with complaints dating back over half a decade at least. Now, there's a fix. According to a report from the Detroit Free Press, the automaker has a fix, and it is already informing owners about the free repair. Jeep will replace the steering damper – a stabilizer – with a new piece designed to mitigate better any vibrations that come through the front suspension.

The "Death Wobble" is a byproduct of the Wrangler's solid front axle design, and can cause the steering wheel to violently shake after hitting a bump or other road imperfection at higher speeds. The issue isn't just a Jeep Wrangler problem though; any vehicle with a solid front axle is susceptible to the issue. However, there are few vehicles with the such a suspension setup on sale today.

The fix comes just two months after Wrangler owners filed a class-action lawsuit against Fiat Chrysler Automobiles, Jeep's parent company. The suit alleges FCA knew about the issue; however, the company neither addressed it nor warned buyers about the potential problem. At the time, FCA would not comment on the pending litigation because it'd not yet been served the lawsuit. The new damper may not be enough to assuage Wrangler owners or those suing the automaker. In the June filing, the suit alleges such fixes are temporary, and the problem could return.

Safety advocates as far back as 2012 have been clamoring for a closer look at the issue. There are numerous complaints of violent shaking filed with the National Highway Traffic Safety Administration. However, the NHTSA previously indicated it was looking into the problem, and, according to the Detroit Free Press, would update the media once it completed its investigation. Either way, while FCA is offering the fix, it could be sometime before the issue is entirely resolved.

The 3.0-liter engine will only be available for the four-door Unlimited body style.

We knew it was coming, and now it’s almost here. Rumors of a diesel-fueled Wrangler date back to February 2013 when the JK generation was alive, but it’s only now for the fourth generation (JL) that Jeep is finally giving its iconic off-roader a torquey engine. Due to arrive in the United States by the end of the year, the 3.0-liter turbodiesel V6 will be available exclusively on the more practical four-door body style.

While some will be disappointed about the EcoDiesel being restricted to the Wrangler Unlimited, those people can at least take comfort from knowing Jeep will offer the engine with all trim levels. It’s set to produce 260 horsepower and an ample 442 pound-feet (600 Newton-meters) of torque, which is on a par in terms of hp with the new Ram 1500 EcoDiesel, but down by 38 lb-ft (52 Nm).


How does the diesel stack up against the Wrangler’s gasoline engines? The turbocharged inline-four 2.0-liter is rated at 270 hp and 295 lb-ft (400 Nm) whereas the naturally aspirated 3.6-liter V6 pumps out 285 hp and 260 lb-ft (353 Nm). Over in Europe, the Wrangler-based Gladiatorpickup truck is available exclusively with this engine and has the same specifications. Like the Euro-spec Gladiator, the diesel Wrangler in North America has all-wheel drive and an eight-speed automatic transmission with start/stop.

As Car and Driver rightfully points out, fuel efficiency should be considerably better compared to the gasoline Wranglers, which return as much as 21 miles per gallon in the combined cycle in the case of the turbo-four and up to 20 mpg for the Pentastar mill.

Pricing details have not been disclosed, but prepare to pay a significant premium taking into account the diesel engine is an extra $4,995 option on the 2020 Ram 1500

Also new for the 2020MY Wrangler are two special editions that were revealed yesterday – the return of the Willys and a first-ever Black & Tan.