2020 Jeep Wrangler Unlimited Sport S Review

2020 Jeep Wrangler Unlimited Sport S Review

2020 Jeep Wrangler Unlimited Sport S Review – For a week I was part of an elite club whose members are recognized with coded signs. When I passed a Jeep Wrangler approaching the road, the driver most often recognized my presence by lifting two fingers off the wheel, the so-called Jeep Wave. It is not because the Wrangler is by no means an unusual vehicle (Jeep sells more than 20.000 of them per month) that there is this kinship. Is that driving paints you as someone who specifically chose an unconventional vehicle.

2020 Jeep Wrangler Unlimited Sport S Review

This Jeep wrangler, the first completely new in a decade and known by the cognoscenti for its chassis code JL, aims to modernize the Wrangler in a big way. When I first saw the new model in the fall of 2017, the head of the Jeep brand, Mike Manley, told me that it offered “most of all “. That means you’re supposed to offer even more off-road chops, yes, but crucially more refinement and ease of use for people who don’t get these things off the paved roads. Because as demonstrated by my brief passage through the Jeep Wave Club, many people use these things as daily drivers instead of rock crawlers.


This new Wrangler is still a Wrangler, and there is no clearer evidence of that than the difficulty of distinguishing the new model from the old one at a glance. Its most important tracks are the handles of the redesigned doors and the front fenders that now look like running lights. Although there are countless adjustments, in general, this SUV still has the square, upright and hard posture of all wranglers before him. That’s not bad: The utilitarian style is functional and a big part of what attracts buyers to this model.

Things look and feel much cooler inside, especially in this model of Sahara, dressed in a leather-lined wheel and a sewn board. The cockpit retains its durable and rugged nature, with a large number of exposed screw heads, but is more tightly assembled and finished with fresher materials. The central console storage is generous, the armrests are in a better position to rest the elbow and all the secondary controls are ideally located while driving. On the other hand, the driving position is still an uncomfortable position in vertical position that requires that I feel too close to the steering wheel, while the firm and straight back seats aggravate my back and the wiring of the door of the Exposed driver rubs his left ankle.

The technology in the car has also taken a big leap forward. The 7 inch touch screen infotainment system from my tester (also offering 5 and 8.4 inch options) works quickly and easily, with the standard support for Apple display and Android Auto. You’ll even find C-type USB ports in the cockpit for smartphones and modern tablets. The full-color travel computer also does a great job of providing a lot of information for the driver. However, if there is an area where the technology plug-in is still missing, it is a somewhat murky audio quality, and this despite the optional Alpine system in my tester.

Although a 3.6-liter V6 is standard, this Wrangler is equipped with the new 2.0-liter on-line four turbo. Its horsepower figure may be less than 15 from the V6, to 270 horsepower, but its torque of 295 lbs-FT is not only more robust (for 35 lb-ft) but also more accessible, reaching 3,000 rpm instead of 4,800.

That character gives the Wrangler a lot of strength and vigor in the real world. The maximum acceleration is fast enough to keep pace with traffic, and the Wrangler now thrives on the kind of step-by-move maneuvers in which the previous one might feel lethargic.

The eight-speed automatic transmission (the six-speed lever is only offered with the V6 engine) is a good companion. Although occasionally confused in the traffic of cut and thrust, and hunts regularly from eighth to seventh on the road, mostly stays out of the way of the driver and moves smoothly. While you can change the automatic manually by moving the gear shift, there is no sport mode, so keep the revolutions higher. But anyway, you wouldn’t exactly make the Wrangler snuggle up in the curves, who cares?

The fuel economy with this powertrain is a great improvement for a Wrangler, with the Unlimited model rated at 22 miles per gallon in town and 24 mpg on the road. Suvs. The lighter, smaller two-door Wrangler returns 23/25 mpg with the turbo engine. Remember that last year, the most valuable Wrangler was qualified by the EPA with only 17/21 mpg and it is clear what improvement is the new model.

The Wrangler’s handling and handling mix is a bit more of a mixed bag. Ultimately, this is the most civilized Wrangler I’ve ever ridden on the road, with a better walk, a quieter cabin and a more modern driving dynamics than ever before. It no longer feels like this SUV is destined to cross the Rubicon and nowhere else. But that doesn’t mean he’s as relaxed in the city as his Honda Pilot.

The steering wheel delivers its instructions to the front tyres without inclination or vagueness, but that direction tends to deviate at the speed. I find myself correcting the Wrangler line from one side to the other more than expected on the road while the solid shaft and the high side rims (255/70R18) float around the road. And while the new suspension skillfully absorbs the imperfections of the road before they reach the seat, severe blows (like the expansion joints of the road) still send a jolt through the cockpit. It takes Me a few kilometres to get used to the pedal of the brake extremely smooth and there is much immersion when braking, but in general, the car handles well.

The biggest disappointment, however, is the noise on the road. Although certainly dimmer than the previous wranglers, the soft-power roof moves a bit at speed and does little to keep the wind at bay. While the optional rigid ceiling may be quieter, and Jeep buyers may be willing to accept a trip on the noisiest road, this is not a vehicle I would like to spend a day on a trip to 70 miles per hour. However, things are pretty good in the city, where that powerful engine makes commuting easier and noise is generally low.

However, don’t get me wrong: This Wrangler has improved a lot in the way he drives on the pavement. It is only constantly reminded that it is a genuine SUV instead of one of the smoothest and most focused crossings on the road today.

Some of the new Wrangler’s most welcome upgrades are meant to help you avoid hitting other things. Visibility is much better, thanks to the enlarged window glass in all directions, although the windshield and mirrors are still quite short. The rear wiper now hides behind the spare tire instead of blocking your view from the rear window, and can even knock the headrests off the back seat when no one is sitting there. A backup camera is standard: the first time a Wrangler offers it, and mainly because it is now required by law, and can opt for rear parking sensors and blind spot monitoring. While I’ve never crushed metal in a Wrangler before, all of these upgrades are still welcome in such a big vehicle.

The spinning circle is even a little bit smaller this year, a blessing to park or drive in the city, though not so small that you will not be forced to make a three-point maneuver to get your big Jeep out of a crowded tradesman’s parking lot Jo E.

Of course, don’t forget that this can go to places where most SUV’s wouldn’t dare. Even this Sahara model has 10 inches of ground clearance, a true low-traction range on four wheels, generous focus and exit angles and the ability to wade 30 inches of water. For serious terrain, you will want the Rubicon, but the Sahara is not a violet that shrinks when it comes to exploring large outdoor spaces.

First things first: Jeep Wrangler prices continue to go up every year to quite serious figures. The basic two-door Sport model costs $29.440 with destination, and comes with manual locks and crank windows. And the price of the $49.170 label on my tester could buy you a well-equipped German luxury SUV. You can argue that the new Wrangler offers a lot of technology and features, but your pricing scheme feels like a lot of coins for a vehicle that you can dismantle so easily.